Technical characteristics of railway operation. Analysis of the social policy of the South Ural Railway - a branch of JSC "Russian Railways Density of the Railways of the South Ural Railway"

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The South Ural Railway borders on the railways of Kazakhstan in the south, on the Volga Railway in the southwest, on the Kuibyshev Railway in the west, on the Sverdlovsk Railway in the north, and on the West Siberian Railway in the east. The main junction stations of the road: Chelyabinsk, Kurgan, Petropavlovsk, Troitsk, Kartaly, Magnitogorsk, Orsk, Orenburg, Berdyaush.

Technical characteristics of railway operation

The road has 282 separate points with track development, equipped with 12 hump yards, 10 of which are mechanized. The railway includes: 9 locomotive depots, 8 car depots, 23 track distances, 11 power supply stations, 11 signaling and communication stations, 7 loading and unloading stations.

There are 81 stations on the road with shunting locomotives, 170 shunting locomotives operate on them. The number of stations with automated control systems - 75; stations with PC-based automated workstations - 123, the number of PC-based automated workstations - 489. The number of train dispatch stations - 18.

More than half of the length of the highway is electrified, the same is the length of double-track lines, almost 70% of the switches are equipped with electrical interlocking devices. The road is equipped with modern equipment for electrical and energy supply, telecontrol, automation and telemechanics systems. The busy working rhythm of the railway is supported by over 40,000 railway workers.

Now on the territory of four regions of two states - Russia and Kazakhstan - the educational and methodological center of the DMK, the Chelyabinsk Institute of Communications, two technical schools of railway transport, three children's railways and in Chelyabinsk, Kurgan, Orenburg and a museum of the history of military and labor glory. The highway has several schools and a wide medical and health-improving base.

Railway construction history

The South Ural Road - the initial link of the Great Trans-Siberian Railway - has come a long way of development. The beginning of the construction of railways in the Southern Urals is inextricably linked with the need to develop the untold riches of the Urals and Siberia and the need to create new markets. For 20 years, a special commission under the Ministry of Railways has been considering various railway projects that would connect the European part of Russia with the Urals, Siberia and the Far East. In 1891, a decision was made to build the Great Siberian Route in the direction of Miass-Chelyabinsk-Omsk-Novonikolaevsk (now Novosibirsk)-Krasnoyarsk-Irkutsk-Chita-Rukhlovo-Khabarovsk-Vladivostok. The work was carried out at a fast pace. In 1888, traffic was opened from Moscow to Ufa, on September 8, 1890 - to Zlatoust, and on October 25, 1892, the first train arrived in Chelyabinsk.

Immediately after the launch, it turned out that it was necessary to transport 3 times more cargo. All this led to the need to strengthen existing lines by replacing rails with heavier ones, wooden bridges with metal ones, as well as laying second tracks, which began already in 1896 and was subsequently carried out constantly.

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Cultivation area of agricultural crops (on farms of all categories, mln. ha): 1992 1995 Total area sown 114.6 102.5 grain 61.9 54.7 technical 5.9 6.5 incl. sunflower 2.9 4.1 potatoes and vegetables and gourds 4.3 4.3 fodder 42.5 37.1 Area of net ar...

Federal Agency for Railway Transport
Siberian State Transport University

Department of "Transport Economics"

ECONOMIC AND GEOGRAPHICAL CHARACTERISTICS OF THE CHELYABINSK REGION - THE AREA OF GRAVITY OF THE SOUTH-URAL
RAILWAY

COURSE WORK
By discipline
"Economical geography"

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year 2012

Table of contents
Introduction 3
Chart………………………………………………………………..………....4
Chapter 1. Economic and geographical position of the Chelyabinsk region 5
Chapter 2. Economic assessment of natural conditions and resources………………..8
Chapter 3. Population and labor resources……………………………………………..21
Chapter 4. Economic complex of the gravity area……………………………25
Fuel and energy complex…………………………………….…..….. .27
Mechanical Engineering……………………………………………………….….…...27
Metallurgical complex…………… ……………………………………..29
Forest industry…………..……… …………………………....………..20
Chemical industry…………… …………….….………………….32
APK…………………….……………………………………………. ….…….…32
Chapter 5. Transport complex of the Chelyabinsk region …………………….....35
Rail transport…………… ………………………………………..35
Road transport…………... ………………………………………...36
Air transport……..…………………………………………………....36
Chapter 6. Environmental problems of the Chelyabinsk region ………………… …..38
Conclusion……………………………………………………………………………….44
References……………………………………………………………………45
Conventions………………………………………………………………..46

Introduction

Course work is devoted to the territorial distribution of the productive forces of the Chelyabinsk region - the gravity zone of the South Ural Railway, the establishment of intra-district and inter-district transport and economic relations. The main attention in the work is paid to the study of the territorial-production complex of the Chelyabinsk region.
The Chelyabinsk region is a rapidly developing region, one of the leaders in terms of economic and social development Ural Federal District. The plans include new projects to create high-tech industries in the leading sectors of the economy, the construction of a technopark of federal significance.
The purpose of the study: To show the Chelyabinsk region as a structural unit of the TOPS, which has a natural resource, demographic and economic potential and participates in the territorial division of labor and inter-district integration.
Research objectives:

Show state of the art region and its resources.
Analyze the place of the region in the country's economy.
Identify territory problems
Formulate conclusions and recommendations.

The research materials are presented in the form of a text part, a map of the area of gravity of the railway, as well as tables and graphs.

map

Chelyabinsk region. Scale: 1:2,500,000

Chapter 2. Economic evaluation of natural conditions and resources.
Chelyabinsk region - located in the Southern Urals, next to the Kurgan and Sverdlovsk regions. The conditional border between Europe and Asia is drawn mainly along the watershed ridges of the Ural Mountains. Not far from the Urzhumka station of the Southern Railway (8 km from Zlatoust), on the Uraltau pass, there is a stone pillar. On one of its sides is written "Europe", on the other - "Asia". The cities of Zlatoust, Katav-Ivanovsk, Satka are located in Europe. Chelyabinsk, Troitsk, Mia ss - in Asia, Magnitogorsk - in both parts of the world.
The area of the Chelyabinsk region is 88.5 thousand square kilometers. The length of the region from north to south is 490 km. From west to east - 400 km. The geographical center of the region is located on the right bank of the Uy River, 3 km southeast of the village of Nizhneustselemovo, Uysky District. The Chelyabinsk Region ranks 5th in terms of territory out of 8 regions of the Urals and 39th in Russia. The total length of the borders is 2750 km.
It borders: in the north - with the Sverdlovsk region, in the east - with the Kurgan region, in the south - with the Orenburg region, in the west - with Bashkortostan, in the southeast - with Kazakhstan.
The Chelyabinsk Region occupies the eastern slope of the Southern Urals. And only a small part of the territory in the west - the so-called Gorno-Zavodskaya zone - enters the western slopes of the Southern Urals.

Relief. The Chelyabinsk region is distinguished by a variety of surface forms. Within its limits there are lowlands and hilly plains, plateaus and mountains. Moreover, the surface rises in the form of ledges from east to west. In the extreme east, the West Siberian lowland enters the region in a narrow strip, which does not rise above 200 m above sea level. On the meridian of the eastern outskirts of Chelyabinsk, it passes into the Trans-Ural elevated plain, reaching in places 400 m above sea level. From the west, this plain is limited by the low ridges of the eastern slopes of the Ural Mountains (Vishnevye Gory, Ilmensky Ridge, Ishkul Ridge, and others), behind which rise the main mountain ranges of the Southern Urals: Ural-Tau, Taganay, Urenga, Nurgush, Zigalga, etc. The height of these ranges is within 800-1100 m, and some of their peaks reach 1200-1400 m.
To the west of these highest ridges, the Ural Mountains drop again, descending in the form of an amphitheater to the Ufa plateau, which, in its southeastern sections, enters the Chelyabinsk region.
If we determine the size of the areas occupied by different surface forms, it turns out that about 7% of the entire territory falls on low-lying spaces up to 200 m high, 70% on flat areas from 201 to 400 m high, the remaining 23% of the territory is occupied by plateaus and mountains.
Consider the largest landforms in this area.
The mountainous part of the Chelyabinsk region occupies the southern, lowest and narrowest section of the Middle Urals and the northern, widest and highest part of the Southern Urals. The geographical border between them is Mount Yurma, which is the northern outpost of the southern high-mountain zone.
To the south of Yurma, there is an increase in the Ural Mountains, an increase in the number of parallel ridges and a change in their direction from south to southwest.
The highest ridge closest to Yurma is Taganay (from Bashkir - “Moon Stand”). Its peaks are always shrouded in a cap of clouds. If you look at the ridge from the side on a moonlit night, then in the break of the clouds you can see the moon, as if resting on a stand on its peaks.
Taganay is a whole system of ridges, consisting of Small, Middle and Big Taganay. Big Taganay is especially beautiful. At the beginning there is a rocky jagged response crest. If you shout on the way to it, the mountain will answer you with multiple echoes. Behind the Otklikny ridge rises Mount Kruglitsa (1178 m) - the highest point of Taganay. It has a rounded shape, climbing it is not difficult and, moreover, fascinating. To the north of Kruglitsa, on the top of Dalniy Taganay, there is the only high-altitude meteorological station in our region (at an altitude of 1147 m).
The Urenga Ridge serves as a continuation of Taganay to the southwest. It begins at Zlatoust by Mount Kosotur and extends for 65 km, up to the southern border of the region. Urenga is a "high, inaccessible, but surprisingly beautiful ridge ("Ural Switzerland"). Its highest point, Mount Korotysh, reaches 1136 m.
The Taganay and Urenga ridges, being a continuation of one another, constitute the highest axial line of the Southern Urals (its "backbone") within the Chelyabinsk region. However, the watershed ridge is the Ural-Tau, located to the east of these ridges and inferior to them in height.
In the south-west of the Urenga ridge, almost parallel to it, the Nurgush ridge, the highest in our region, passes. Its average height is 1200 m, and the highest point reaches 1406 m. This is a powerful rocky ridge stretching from the southern border of the region to Lake Zyuratkul for more than for 50 km. To the west lies the high Zigalga ridge and a number of lower ridges.
To the east of the Ural-Tau, the ranges are much smaller and much lower than the western ones. The most important of them are the Kasli Range, the Cherry Mountains, the Warm Mountains, the Karabash Mountains, the Ilmensky Range and the Shelkandy Range. If you draw a straight line on the map between the cities of Asha and Chebarkul (200 km), then it will cross up to ten ridges with a height of 700-1000 m. This is the widest and rather high part of the Southern Urals.
The slopes of many of these ridges are usually steep and rocky at the top, upland terraces are found in the middle part, and the slopes below are gentle, often swampy.
The mountain ranges are divided by a network of wide longitudinal and transverse river valleys into separate massifs, which are most often completely covered with forest. Only individual peaks rise beyond the forest zone and are covered with subalpine vegetation or are bare rocky ridges with rare mosses and tundra lichens.
Climate. The climate of the Chelyabinsk region is determined by its position in the center of the Euro-Asian continent, a great distance from the seas and oceans. The formation of climate is significantly influenced by the Ural Mountains, which create an obstacle to the movement of Atlantic air masses. All this determines the significant continentality and dryness of the climate, especially in the Southern Trans-Urals.
Common features of the climate are: long cold winters with stable snow cover and short warm (sometimes hot) summers. The temperature regime changes in the direction from northwest to southeast. Snow cover has a great influence on the development and nature of natural processes. Its duration varies from 170 days in the mountainous part to 150 days in the south of the region. The average snow depth decreases from 50-80 cm in mountainous areas to 25-30 cm in the southeast. Average January temperatures in this direction decrease from -15 to -18°С, and summer temperatures rise from +16 to +19°С. Consequently, the continentality of the climate increases towards the southeast.
On the territory of the region, the western transfer of air masses from the Atlantic prevails, which contributes to an increase in moisture and climate softening in the Cis-Urals. In winter, the Trans-Urals is influenced by the Asian baric maximum, which is associated with the removal of cold continental air. The meridional strike of the Ural Mountains and the openness of the Trans-Urals towards the Arctic Ocean contribute to the frequent intrusion of Arctic air, which is characterized by low temperatures and low moisture content. In the summer season, continental tropical air enters the southern regions, bringing hot, dry weather. Thus, with the movement of air masses, heat and moisture transfers occur. Seasonal differences in the prevailing wind directions should be known and taken into account in environmental, in particular, geochemical studies.
The greatest number of windy days is observed in the south-eastern regions of the region - 300-320 days a year, and the wind speed reaches 20 m/s and more. Snowstorms and dust storms are frequent here, especially destructive in early spring, when arable land is not dressed in vegetation. For the forest-steppe and mountain-forest zones, the number of windy days per year is 162 and 140 days, respectively.
Most precipitation falls in the mountain forest zone (Zlatoust - 624 mm; Asha - 761 mm). In the forest-steppe Trans-Urals, the amount of precipitation decreases (Chelyabinsk - 405 mm). There are even fewer of them in the southern steppe part of the region (Bredy - 316 mm). The amount of precipitation naturally decreases from the northwest to the southeast. The wettest months are the summer months, when about half of the annual precipitation falls. The winter period accounts for no more than 25% of the annual amount. Thus, the mountain-forest zone is an area of excessive moisture, and the steppe zone is arid. This is one of the reasons why the Southern Trans-Urals is called the zone of critical agriculture.
Severe South Ural latitudes, but sunny. The number of hours of sunshine is much greater than in areas of the European part of the country located at the same latitudes. There are 1528 hours of sunshine in Moscow, and 2089 in Chelyabinsk. The seasons in the Southern Urals differ significantly from each other and are quite clearly manifested. In autumn, the average monthly air temperature gradually drops from +8 -10°C in September to +1 -2°C in October. The transition of temperature through 0°C falls on the third decade of October. Autumn frosts are not uncommon, and on the ground they are more frequent and stronger than in the air. "Indian summer" - warming - is usually observed in the second half of September. This is the arrival of warm air from Central Asia. Dry autumns are less common than rainy ones.
At the end of the first decade of November, snow cover often sets in. With the establishment of negative temperatures and stable snow cover, winter comes. It lasts an average of 135-140 days. January is usually the coldest month, frosts reach 35-40°C. There is less rainfall in winter than in autumn. Basically, they fall in the first half of winter. Blizzards, on average 5-7 days, are observed monthly. Toward the end of winter, they happen more often. Severe frosts, as a rule, occur on clear, sunny days.
The beginning of spring is taken as the date of transition of the average daily air temperature through 0°C, which falls on the first ten days of April. Snowmelt usually begins in late March - early April and ends in mid-April. Spring is early and late, friendly and protracted, warm and cold. It lasts 46-72 days (on average from April 9 to June 11). Spring precipitation is 14-17% of the annual amount (sleet and rain). The average temperature in April is generally positive. After the transition of average daily temperatures above + 5 ° C, which usually occurs on April 22-27, the vegetation of winter crops, perennial grasses begins, the movement of sap near the birch is actively going on, flowering of coltsfoot is observed. In May, the rapid development of vegetation begins.
The beginning of summer is considered to be the establishment of an average daily temperature above +10°C. This transition occurs in the first (Trans-Urals) - second (North-West) decades of May. Unstable weather persists almost until mid-June. There are cold snaps, even frosts, mainly on the soil. The average date for the cessation of frost falls on the end of May - beginning of June. Dust storms are observed in the south.
Dry winds are not uncommon in summer. The warmest and wettest month of the summer season is July, it is no coincidence that it is called the peak of summer. In August, the nights become cooler, the morning dews are more intense. There are even frosts and frosts. Very typical for the Chelyabinsk region are long rainless periods - from 10-15 to 30 days. Drought disrupts the water regime. In some years, lakes and rivers become shallow, which negatively affects vegetation, animals, especially the steppe zone.

Hydrography. In the Chelyabinsk region, the rivers belonging to the Kama, Tobol and Ural basins originate. Most of the territory of the Chelyabinsk region belongs to the Ob basin. The following rivers flow into the Tobol River and its tributaries: Sinara, Techa, Miass, Uvelka, Uy, Toguzak, Kartaly-Ayat, Sintashta and others. The Miass River originates on the eastern slope. The Argazinskoye and Shershnevskoye reservoirs serve as regulators of the flow of the Miass River.

Soils. Soils in the Chelyabinsk region are zonal. The Chelyabinsk region is located within three natural zones: forest, forest-steppe and steppe.
Dark gray podzolized forest soils, gray podzolized forest soils, and light gray podzolized forest soils are common in the forest zone.
The forest-steppe zone is dominated by leached chernozems and light gray podzolized forest soils. In the north and east, the main place is occupied by podzolized chernozems, solonetzes, solonchaks and solonchak chernozems. Between Chebarkul and Verkhneuralsk, there are rich chernozems with a high content of humus.
In the steppe zone, chernozems predominate: in the Verkhneuralsk region - ordinary and fat, in the Kartalinsky region - southern and dark chestnut soils, leached and solonetzic chernozems and solonetzes.

Forest resources. Due to the fact that the Chelyabinsk region is located in three natural zones, a wide variety of landscape types can be found within its limits, starting with its vegetation cover is very diverse. From mountain tundra and dark coniferous taiga, mixed and broad-leaved forests to feather grass steppes. If broad-leaved forests of the European type are widespread on the western slopes (Ashinsky district), then almost no broad-leaved tree species, with the exception of linden, passes to the eastern slope.
The peculiarities of climatic conditions explain the shift to the north of the forest-steppe and steppe zones in the Trans-Urals, in comparison with the Cis-Urals, and the northern taiga forests - to the south, along the Ural Range; loss of a strip of mixed forests beyond the Urals, etc. On the western slopes of the Southern Urals, within the altitudes of 250-650 m, there are southern taiga coniferous-broad-leaved forests, which occupy most of the territory of the forest zone. The largest coniferous species belongs to pine, larch-pine and mixed linden-pine forests. Broad-leaved species (except linden) are added to them: maple, elm, and partly oak and various shrubs. These forests are characterized by species richness of vegetation and diversity of vegetation cover.
In the extreme west of the mountain forest zone (Ashinsky district) there are broad-leaved forests. The main species in them are: linden, maple, elm, elm, alder, aspen, birch, oak and others.
Due to the fact that in this region it is warmer and drier at the heights than in the lowlands, where cold air stagnates, pine-birch forests are sometimes concentrated in the valleys, while the mountain slopes are covered with oak. Linden, maple and elm grow even higher.
In the northern part of the forest-steppe zone, the vegetation cover alternates between pine (sometimes with larch), spruce-pine and birch-pine forests with upland meadows and areas of meadow steppe.
The southern part of the subzone is a typical kolkovy forest-steppe. Meadow and forb-cereal steppes alternate here with pine forests, pine-birch groves and birch groves.
Pine forests in the forest-steppe zone are usually confined to outcrops of granite rocks, or to sand deposits in river valleys. Within the zone, such pine forests as Bagaryaksky, Kashtaksky, Chelyabinsky, Uysky, Duvankulsky, Varlamovskaya forest dacha and others are known.

Flora. The vegetation of the Chelyabinsk region is divided into three zones:
The vegetation of the mountain-forest zone, including the western and northwestern regions of the region, which includes subzones:

Vegetation of the forest-steppe zone, including the central and northeastern, eastern parts of the region (from the Ui River to the north), with a predominance of birch and aspen forests.
Vegetation of the steppe zone (south of the Ui River), including forb-feather grass meadow steppes, shrub vegetation along the beams and lowlands, island forests, stony steppes.
In the Chelyabinsk region, you can find almost all types of vegetation common in the temperate and arctic zones of Russia. The South Ural is the point of contact of three botanical and geographical regions: European, Siberian and Turan (Central Asian).

Fauna. More than 60 species of mammals and 232 species of birds are found on the territory of the region. The most common are wolves, foxes, elk, roe deer, squirrels, moles, hedgehogs, beavers, martens, mink, polecat, badger, rodents, ducks, geese, cranes, woodpeckers, gulls, finches, less often - bear, lynx, roe deer, spotted spotted deer, capercaillie, swan, etc. Hunting is organized for commercial species of animals and birds.

Recreational resources. National parks: Zaratkul, Taganay and Ilmensky Reserve. The Ilmensky Reserve is located on the eastern slopes of the Southern Urals. Area 303.8 thousand hectares. In the western part of the Ilmensky mountains. (height up to 753 m). The main therapeutic factors are radon sulfate-carbonate, sodium-calcium-magnesium mineral waters used for baths. Sapropel therapeutic mud of the fresh lake Avachkul, located 2.5 km from the resort "Uvildy". The therapeutic sapropel mud is also extracted from Lake Podbornoye near the village of Homutinino, Uvelsky district. It belongs to medium-mineralized, high-ash, low-sulfide sapropels with high alkalinity, mineralization of silt solutions - 10 ,1874 g/dm3 Sapropelic mud contains many organic substances and biologically active components Favorable lake-forest climate with increased natural air ionization Mineral water "Karagaysky bor" is extracted from well 21-363 in Surmenevskiy village of Verkhneuralsk region. - drinking low-mineralized water, transparent, colorless, odorless and mechanical impurities, hydrocarbonate-sulfate magnesium-calcium with a neutral or slightly alkaline reaction of the environment. Therapeutic sapropelic mud is extracted from Lake Podbornoye near the village of Homutinino, Uvelsky district. It belongs to medium-mineralized, high-ash, low-salt lipid sapropels with increased alkalinity, mineralization of silt solutions - 10.1874 g/dm3.
The main indications for treatment: diseases of the circulatory system, digestive organs, musculoskeletal system, nervous system, gynecological diseases, skin diseases, metabolic disorders, kidney and urinary tract diseases. Sanatoriums of the Chelyabinsk region: "Uvildy" is a climatic and balneo-mud resort of all-Russian importance, "Yubileiny" is located on the shore of Lake Bannoe, in one of the most picturesque and ecologically clean corners of the Southern Urals, not far from Magnitogorsk. The sanatorium "Karagaisky Bor", the boarding house "Turgoyak" is located in a picturesque corner of the Southern Urals, on the shores of Lake Turgoyak, the sanatorium "Sungul".
Mineral resources: The subsoil of the Chelyabinsk region (especially its mountainous part) is rich in various minerals. The Ural Mountains are very ancient and heavily destroyed. In essence, these are only the preserved foundations of the former mountains. Everything that was once hidden at great depths is now almost on the surface. A significant share of the minerals of the Urals is concentrated within the Chelyabinsk region. There are ores of ferrous and non-ferrous metals, coal, chemical raw materials, various building materials and gemstones. More than 300 industrial deposits have been explored.

Territorial combinations natural resources(TSPR)
Development conditions

1. Transport and geographical
2. The level of economic development of the territory
3. Engineering and construction
4. Climate
5. Water supply

The importance of resource size.

The degree of provision with natural resources of the Chelyabinsk region is determined by the map "Territorial combinations of natural resources". For the calculation, we use data on the Ural TSPR.

Characteristics of natural resources:
Coal, forests are resources of intra-district significance, they are estimated at 1 point. The extraction of ferrous and non-ferrous metals is the largest, evaluated by 3 points. Non-metallic industrial raw materials are large in the region and are estimated at 2 points. Total score natural resources is - 10 points.
The conditions for the development of resources are as follows:

1. Transport - geographic interchange has a favorable position, 3 points.
2. The level of economic development of the territory also has a favorable position, 3 points.
3. Engineering - construction conditions have a satisfactory rating, 2 points.
4. Climatic conditions are satisfactory, 2 points.
5. Water supply, satisfactory, 2 points.
The total assessment of the development conditions is 12 points.
Conclusion: Giving an assessment of the TSPR of the Chelyabinsk region, we can conclude: these subjects have a high level of resource endowment: these territories are provided with coal reserves and non-ferrous metals. Secondly, the Chelyabinsk region belongs to favorable conditions for development. Thirdly, the average TSPR score in Russia is 16.5, and since the TSPR scores of the territories under consideration are 22, which is higher than the average for Russia, we can assume that the territories are located in fairly favorable conditions.

Chapter 4. Economic complex of the area of gravity.
The essence of economic specialization is determined by the calculation of the index of localization and the index of per capita consumption according to the formulas:

Where U psF (fo) - the share of the industry in the industry of the subject of the federation; PFD (s) - the share of the industry in the industry of the federal district (or country). (1)
Where U neg. SF (fo) - the share of the industry of the subject of the Federation in the production of the whole country; We have. SF (fo) - the proportion of the population of a subject of the Federation or a federal district in the population of the entire country. (2)

Table 4


Total	801086	5339777	100	100	100	1	1
Production and distribution of electricity, gas and hot water	68130	438316	8,5	11,6		0,7	0,3
extraction of fuel and energy mineral	17718	2521365	2,2	47,2	0,7	0,05	0,1
Extraction of other minerals	4542	79742	0,2	1,5	5,7	0,1	0,01
Production of coke and oil products	20275	623671	0,6	11,7	3,2	0,1	0,02
Metallurgy	463166	993727	57,8	18,6	46,6	3,1	2,4
Chemical production	8207	44703	1,7	0,8	18,3	2,1	0,1
Production of other mineral products	48166	95765	20,8	1,8	50,2	11,5	0,9
Production of machinery and equipment	86532	309253	37,5	5,8	27,9	6,5	1,5
Wood processing, pulp and paper production	5330	28949	1,8	0,5		3,6	0,1
Light industry	3846	7607	0,7	0,1	50,5	7,0	0,02
Food industry	64910	158253	22,1	3,0	41,0	7,4	1,0
Other	10804	38426	3,8	0,7	28,1	5,4	0,2

Conclusion: The localization index exceeding one is observed in such industries as the production of machinery and equipment, the food industry, and metallurgy. These industries are the branches of specialization of this territory. The Chelyabinsk region can provide the products of these industries not only for its territory, but also for the regions that are adjacent to this region.

Fuel and energy complex. The fuel and energy complex of the region is represented by the electric power industry and the fuel industry. Enterprises of the fuel and energy complex produce 7.3% of the region's industrial output.

The electric power industry is represented by 146 power plants, of which two are hydroelectric power plants, the rest are thermal power plants. The power plants of the region provide more than 72% of the total electricity demand.
The fuel industry is represented by coal mining and oil refining industries. The coal industry serves as a raw material base for the electric power industry of the Chelyabinsk region, over 90% of the consumed raw coal is local coal. Natural gas and oil products - imported raw materials.

Table 5
Dynamics of volumes of fuel resources, mln.t.

Mechanical engineering. Mechanical engineering is one of the priority industries in the Chelyabinsk region. Enterprises of the machine-building complex produce more than 12% of the region's industrial output. Mechanical engineering includes: production of machinery and equipment of Chelyabinsk Tractor Plant - Uraltrak LLC,
CJSC Chelyabinsk Road Construction Machines, OJSC Automobile Plant Ural, OJSC Kopeysk Machine-Building Plant, production of electrical equipment OJSC Teplopribor, OJSC Miasselektroapparat.
Table 6
Industry features of the machine-building complex

Type of engineering production	Locations enterprises	Placement factors and conditions for further development
Transport engineering	Carriage- Ust-Katav	Metallurgical and energy base, water supply, transport infrastructure, production potential, opportunities for broad cooperation, a reserve of labor resources, a great need for machinery and equipment
	Repair and mechanical engineering - Kopeysk, Chelyabinsk
	Automotive industry - Chelyabinsk, Miass
Machine tool and tool engineering	Machine tool building–Zlatoust	Metallurgical base, qualified personnel, reserve of labor resources
heavy engineering	Kopeysk	Metallurgical and energy bases, production potential, qualified personnel

Metallurgy. One of the most important types of manufacturing industries for the Chelyabinsk region is metallurgical production, the production of finished metal products. The metallurgical complex produces more than 60% of industrial output. Among the most significant enterprises of the metallurgical complex are OJSC "Magnitogorsk Iron and Steel Works", OJSC "Chelyabinsk Iron and Steel Works", OJSC "Chelyabinsk Pipe Rolling Plant", OJSC "Zlatoust Metallurgical Plant". The enterprises of Chelyabinsk Zinc Plant OJSC, Ufaleynickel OJSC, Kyshtymsky Copper Electrolytic Plant CJSC produce zinc, nickel, refined copper, while the Ogneupor plant and the Magnezit Combine produce refractories.
Ferrous metallurgy:
Magnitogorsk Iron and Steel Works (MMK)
Chelyabinsk Metallurgical Plant (ChMK) - ranks 6th among Russian manufacturers of metallurgical profile products;
Zlatoust Metallurgical Plant (ZMZ) - a manufacturer of special grades of steel, alloys, characterized by increased ductility and strength both at low and high temperatures;
Ashinsky Metallurgical Plant (AMZ) - is the largest producer of sheet metal in the country;
Chelyabinsk Pipe Rolling Plant (ChTPZ)
Magnitogorsk Hardware and Metallurgical Plant (MMMP)
Magnitogorsk Calibration Plant (MKZ) is one of the largest specialized enterprises in Russia for the production of industrial metal products;
Chelyabinsk Electrometallurgical Plant (ChEMK) is the largest producer of ferroalloys in Russia (80% of the ferroalloy market);
Kyshtym refractory plant, LLC - is a manufacturer of refractory products. The plant is part of the Magnezit Group LLC holding;
Ogneupor, OOO is one of the leading refractory companies in Russia. Part of the OJSC MMK group of companies;
Chelyabinsk Electrode Plant - an enterprise for the production of materials and products based on carbon;
Chelyabinsk plant Profnastil - the largest manufacturer of building structures and materials in the Ural region;
Non-ferrous metallurgy:
Kyshtym Copper Electrolytic Plant, CJSC - the oldest metallurgical enterprise in the Urals, is part of the Russian Copper Company holding;
Chelyabinsk Zinc Plant, JSC - focused on the production of metal zinc of SpecialHighGrade quality;
Karabashmed, CJSC is the oldest copper smelter, the main activity is the production of blister copper. It is part of the Russian Copper Company holding.
Ufaleynikel, OJSC is an enterprise with a complex with a full production cycle for the extraction of nickel ore and the production of finished products.
Timber industry. The presence of own forest resources of the Chelyabinsk region with a total area of about 2.5 million hectares led to the development of the timber industry complex in the region, including wood processing and the production of wood products.
The timber industry complex of the region is represented by wood processing and wood products production. Today, more than 1.5 thousand people are employed in the forest industry, the number of employed has a steady upward trend. Enterprises of the woodworking complex of the region are confident participants in the domestic and foreign markets.
The main types of manufactured products: lumber, plywood, door and window blocks.
Leading companies in the industry:

etc.................

INTRODUCTION

1. HISTORY OF SUR

2. STRUCTURE AND ORGANIZATION OF THE WORK OF THE SUR

3. PERFORMANCE INDICATORS

CONCLUSION

BIBLIOGRAPHY

APPENDIX

INTRODUCTION

railway sales market

The South Ural Railway is one of the branches of Russian Railways, a railway that runs through the territory of the Orenburg and Chelyabinsk regions, in parts of the Kurgan and Sverdlovsk regions, Bashkiria and Kazakhstan. The road administration is located in Chelyabinsk.

The South Ural Road - the initial link of the Great Trans-Siberian Railway - has come a long way of development. The beginning of the construction of railways in the Southern Urals is inextricably linked with the need to develop the untold riches of the Urals and Siberia and the need to create new markets. For 20 years, a special commission under the Ministry of Railways has been considering various railway projects that would connect the European part of Russia with the Urals, Siberia and the Far East. In 1891, a decision was made to build the Great Siberian Route in the direction Miass-Chelyabinsk-Omsk-Novonikolaevsk (now Novosibirsk)-Krasnoyarsk-Irkutsk-Chita-Rukhlovo-Khabarovsk-Vladivostok. The work was carried out at a fast pace. In 1888, traffic was opened from Moscow to Ufa, on September 8, 1890 - to Zlatoust, and on October 25, 1892, the first train arrived in Chelyabinsk.

Due to the large number and variety of artificial structures, the diversion of river beds, the installation of retaining walls, the excavation of rocky soil, the quality of the work performed mainly by hand, the road is of considerable interest from the point of view of the practice of domestic construction and the implementation of Russian engineering. All track superstructure materials were manufactured at local factories.

HISTORY OF DEVELOPMENT

In 2009, the South Ural Railway celebrated its 75th anniversary. The official history of the highway began on April 15, 1934 - three months after the formation of the Chelyabinsk region. (See Appendix 1)

In December 1933, by the Decree of the Council of People's Commissars of the USSR, it was recognized as necessary to “break down” the Perm railway into two lines, separating the South Ural railway from the current Perm railway with its location in the city of Chelyabinsk.

However, the history of the South Ural Railway began long before the official appearance on the map of Russian railways. The countdown must be carried out from the 19th century - from the time of the construction of the Trans-Siberian Railway.

For 20 years, a special commission under the Ministry of Railways considered various projects that would connect the European part of Russia with the Urals, Siberia and the Far East, until finally in 1884 a decision was made to build the Great Siberian Route, one of the links of which later became the South - Ural railway.

It was from the Miass station, located in the region of the South Ural Railway, that the first kilometers of rail tracks to the Pacific Ocean were stretched. (See Appendix 2)

In terms of total length - more than 7,000 kilometers - the Trans-Siberian Railway had no equal. The world practice did not know the railway construction of such a scale, carried out in such difficult natural conditions and in such time. No wonder contemporaries put the Trans-Siberian on a par with such events in the history of mankind as the discovery of America and the construction of the Suez Canal. (See App.3)

The construction of the Trans-Siberian Railway entailed the active economic development of the vast territories of Siberia and the Far East. Stations were set up. Passenger buildings and platforms were erected. (See App.4)

The main locomotive depots were built at the stations of Chelyabinsk, Kurgan, Petropavlovsk and turnover at the stations of Shumikha, Makushino, Isil-Kul. (See Appendix 5)

The South Ural section of the Trans-Siberian Railway has taken part in the most important historical events for more than a century of history. In difficult years civil war the workers of the Chelyabinsk locomotive depot restored and sent 8 locomotives with brigades to Petrograd and Tikhvin, equipped the Krasny Sibiryak armored train for the front, which participated in the battles for the liberation from the White Guards of Kurgan and other stations. (See App.6)

The length of the road within the borders of 1934 was 2420 kilometers, the total freight turnover was 4.4% of the network-wide. The road included 8 main and 8 revolving depots. 17 freight and 5 passenger trains were sent from Chelyabinsk station per day. (See App.7)

In the most difficult years of the Great Patriotic War, many railway workers volunteered to go to the front. Only in the first days of the war, 14 thousand South Ural railwaymen joined the ranks of our army: hundreds of them retrained as tankers, pilots, artillerymen, became infantrymen, machine gunners, signalmen. (See App.8)

During the war years, 8 armored trains, 4 bath trains, dozens of hospital trains were manufactured, equipped and sent to the front. Chelyabinsk locomotive depot driver Agafonov organized a locomotive column named after the State Defense Committee, which during the three years of the war carried more than 2000 heavy trains and transported one and a half million tons of cargo in excess of the norm, saving about 5 thousand tons of fuel. (See App.9)

Significant technical equipment South Ural road received in postwar period. The main course was taken for the electrification of sections and the transfer of the remaining sections from steam to diesel traction. In 1949, the section Zlatoust - Kropachevo was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the section Chelyabinsk - Kurgan. In 1961, after joining the Petropavlovsk branch to the road, the closing section of Makushino - Isil-Kul, 272 kilometers long, was electrified.

In the 70s, 52 stations were reconstructed on the South Ural Railway, including such large ones as Kropachevo, Chelyabinsk-Yuzhny, Kartaly, Orsk, Berdyaush. (See App.10)

In February 1971, for the introduction of advanced labor methods and ensuring high performance in work, by the Decree of the Presidium of the Supreme Soviet of the USSR, the South Ural Railway was awarded the Order of the October Revolution. (See App.11)

Throughout its history, the highway has repeatedly proved the right to be called one of the best on the network. Today, the South Ural Railway is one of the economically strong and stable enterprises in the region. This is the result of the highly professional work of the team, its dedication to the cause, the successful development of the latest technologies.

The same age as the Chelyabinsk region, for decades the South Ural Railway itself has changed and contributed to the development of its region. In recent years, many large projects have been implemented at South Ural Railways, in which Russian Railways has invested a lot of money.

The construction was carried out on donations from the South Ural railway workers and partner enterprises of the highway. The church was built in the style of ancient Russian temple architecture of the XII-XIV centuries. Its area is 120 square meters, height - 23 meters. The entrance to the church is decorated with a stained-glass window depicting the Mother of God. A bell tower with six bells and a church shop were built next to the temple. (See App.12)

In December 2005, a large-scale reconstruction of the railway station was completed at the Chelyabinsk station.

The modern building not only made it possible to organize passenger service at the highest level, but also became a landmark of the city. The new building for passengers has several waiting rooms, 24 ticket offices. The nine-story building adjacent to the station housed a service center and lounges. A restaurant awaits guests on the last, ninth floor.

The premises of the station were finished with natural stone, it has many fountains and a winter garden, and the second floor of the building is decorated with Zlatoust engravings, reflecting the history of the construction and development of the Trans-Siberian Railway. (See App.13)

On May 9, 2005, an open-air rolling stock museum was solemnly opened at the Chelyabinsk station. The exposition presents steam locomotives, diesel locomotives and electric locomotives, wagons, platforms and tanks, which were used in different years on the South Ural Railway.

In 2009 the museum was updated. Its area was almost doubled, which made it possible to place new exhibits here - the ZUB snow plow, the TEP-60 diesel locomotive and third-class passenger cars. In addition, in front of the entrance to the territory of the museum, the Wall of military and labor glory of railway heroes was built. (See App.14)

On December 15, 2006, "City Express" began to run on the Southern Railway between Chelyabinsk and Shagol. Passengers have the opportunity to make a trip from Chelyabinsk station to Shagol station in just 40 minutes, while passing through the Sovetsky, Central, Kalininsky and North-Western regions of the regional center.

Currently, three comfortable rail buses run on the route. (See App.15)

On August 4, 2006, a new pedestrian bridge was put into operation at the Chelyabinsk station, connecting two districts of the regional center - Leninsky and Sovetsky. (See App.16)

Its length is 450.5 meters, the width of the walkway is 6 meters. The supports and details were made of concrete of a high level of strength and frost resistance. The total construction period of the bridge was 26 months. More than 130 million rubles were allocated for its construction.

The suburban station project was implemented by Russian Railways together with the administration of the Chelyabinsk region. In a new comfortable building with a capacity of about 700 people, two ticket offices and spacious waiting rooms were opened for passengers. In addition, the railroad upgraded the platforms, built a pedestrian bridge, and installed turnstile systems that would prevent passengers without tickets from entering the platforms and boarding the train. (See App.17)

On July 20, 2008, an accelerated train was launched at SUUZhD on the Chelyabinsk-Magnitogorsk route. As a result, the travel time from one regional center to another has almost halved.

The train cars are equipped with soft seats, TV and video broadcasting systems. In addition, the train has the most modern heating system, as well as a modular type ventilation system, which allows to provide the most comfortable conditions for passengers. (See App.18)

In July 2009, work on the construction of a new station was completed at the Chebarkul station.

The station building can accommodate up to a hundred people. Its area is about 1500 square meters. In the center of the first floor there is a spacious waiting room and ticket offices. Also for passengers in the building there are lounges, a buffet and luggage storage rooms. The area adjacent to the station has been fully landscaped, and the passenger platforms have been reconstructed. (See App.19)

The Road Transportation Control Center was put into operation on the South Ural Railway. This is one of the largest investment projects of the South Ural Railway in recent years. Its goal is to raise transportation management to a new qualitative level. More than two billion rubles were allocated for the construction and equipping of the DCCC. Russian Railways has not used this technology for managing freight traffic before, and South Ural Railways will become a testing ground. (See App.20)

On the eve of the Day of the Railwayman, the presentation of a new accelerated comfortable electric train with the Chelyabinsk-Miass message will take place at the South Ural Railway. Now passengers traveling to Miass will spend about an hour and a half on the trip instead of two hours (the train will make only one stop in Chebarkul).

The train will include luxury carriages equipped with a ventilation system and softer and more comfortable seats. (See App.21)

In 2009, the South Ural Railway became the winner of an industry competition.

In the 1st quarter of 2009, despite the crisis in the Russian economy, the staff of the railway managed to achieve many volumetric and qualitative performance indicators, ensure the profitability of the transportation process and the safety of train traffic.

The award for the victory was presented to the head of the South Ural Railway, Vladimir Moldaver, by the first vice-president of Russian Railways, Vadim Morozov. (See App.22)

STRUCTURE AND ORGANIZATION OF THE SOUTH URAL RAILWAY

The road includes 4 departments - Chelyabinsk, Orsk, Kurgan and Petropavlovsk. Previously, there were Zlatoust, Kartalin, Orenburg branches. The main junction stations of the road: Chelyabinsk, Kurgan, Petropavlovsk, Troitsk, Kartaly, Magnitogorsk, Orsk, Orenburg, Berdyaush. (See App.23)

Today, the operating length of the South Ural Railway is 4,806.6 km, and the total length is over 8,000 km. The total area of the territory served by the road is more than 400,000 sq. km. It passes through the territory of the Chelyabinsk, Kurgan, Orenburg, Kuibyshev and Sverdlovsk regions, the Republic of Bashkortostan and the North Kazakhstan region of the Republic of Kazakhstan. Large industrial centers are located on the highway's test site: Chelyabinsk, Magnitogorsk, Miass, Zlatoust, Orenburg, Orsk, Novotroitsk, Mednogorsk, Kurgan, in which enterprises of machine-building, metallurgical, mining, petrochemical, construction complexes are concentrated.

South Ural Railways - these are 4 branches - Chelyabinsk, Kurgan, Orsk and Petropavlovsk branches - a branch of Russian Railways, which is operationally subordinate to South Ural Railways. The road has 282 separate points with track development, equipped with 12 hump yards, 10 of which are mechanized. The railway includes: 9 locomotive depots, 8 car depots, 23 track distances, 11 power supply stations, 11 signaling and communication stations, 7 loading and unloading stations, six passenger service directorates.

The number of stations and other separate points with track development on the road is 237. Of this number, out-of-class stations - 8, the first class - 12, the second - 18, the third - 32, the fourth - 59 and the fifth - 108. According to the nature of the work, the stations are divided into : passenger - 1, marshalling - 4, freight - 48, precinct -18, intermediate - 166. The number of stations on the road open for cargo operations is 156.

More than half of the length of the highway is electrified, the same is the length of double-track lines, almost 70% of the switches are equipped with electrical interlocking devices. The road is equipped with modern equipment for electrical and energy supply, telecontrol, automation and telemechanics systems. The tense working rhythm of the railway is supported by over 50 thousand railway workers.

Now, on the territory of four regions of two states - Russia and Kazakhstan - there are an educational and methodological center for the DMK, the Chelyabinsk Institute of Communications, two technical schools of railway transport, three children's railways in Chelyabinsk, Kurgan, Orenburg and a museum of the history of military and labor glory (since 1973 .). The highway has several schools and a wide medical and health-improving base. The largest branch of the South Ural Railway is Chelyabinsk. It is divided into 2 regions - Zlatoust, serving the mining part of the Chelyabinsk region and the Kropachevo - Zlatoust section, and Chelyabinsk - the central part of the region.

PERFORMANCE INDICATORSSOUTH URAL RAILWAY

At the turn of the 20th and 21st centuries, the history of the South Ural Railway reflected all stages of the difficult period of the country's economic and political life. In the early 1990s Although the South Ural Railway worked stably in general: it renewed the locomotive fleet, modernized the equipment of the depot and equipment of the track, built housing, but, like many enterprises in the country, it felt the loss of prospects. The reform of the national economy undertaken by the Government of the country has brought ambiguous results.

The road entered the market heavily. Under such conditions, engineering and technical problems faded into the background, the main ones became economic ones: how to reduce production costs, achieve efficient use of labor resources, how to attract new customers, how to use the latest achievements of science and technology to improve the efficiency of the road. Their successful solution led to the fact that since the mid-1990s. production and economic indicators of the South Ural Railway went up gradually. The total volume of loading began to increase. The results of the last 5 years have shown that the road has overcome the most difficult stage of transition to a new reality. One of the main tasks of SUUZhD is to fully ensure the transportation of products of the largest enterprises in the region.

In order to improve work in accordance with the "Concept for the structural reform of railway transport" proposed by the Ministry of Railways of Russia, a number of changes are to be made in the near future. Fundamental changes will be made to the dispatch control of transportation, which will increase the capacity of the highway. For the efficient distribution of transportation resources, the technology of working with neighboring roads is being improved.

In 2000, more than 1,000 km of fiber-optic lines were laid on the South Ural Railway within the framework of a comprehensive program of informatization of Russian railways of the Ministry of Railways of the Russian Federation, and in subsequent years, the equipment of the road with such a connection continued. At the same time, work was underway to create a satellite communication system for redundant fiber optics. A new digital exchange was installed. Information technologies are being introduced at SUUZhD, which will make it possible to introduce systems that organize tracking of the location of wagon and container fleets. Work has been completed on the reorganization of the road directorate for passenger service. It became possible to centrally solve the problems of passenger transportation. Much attention is paid to the reconstruction and construction of landing platforms, the repair of railway stations, primarily in Chelyabinsk.

Currently, the South Ural Railway is one of the authoritative railways in Russia. It includes 4 departments: Chelyabinsk, Kurgan, Orenburg, Petropavlovsk and passes through the territory of seven subjects of Russia and Northern Kazakhstan. More than 80 thousand people work at the South Ural Railway. The deployed length of the highway reaches almost 8000 kilometers.

Every day, the South Ural Railway transports millions of tons of vital cargo from Europe to Asia and back, about 14,000 people go on the journey, and in summer up to 20-25,000 passengers.

The Federal State Unitary Enterprise "South Ural Railway of the Ministry of Railways of the Russian Federation" has confidently entered the new century. According to all the main indicators, it is among the best railways in Russia.

Key figures for 2009:

Operating length - 4806.6 km

Number of employees - 46451 people

Average salary - 21725 rubles

Cargo transported - 254.2 million tons

Passengers transported: in long-distance traffic - 14.713 million people, in suburban traffic - 19.472 million people.

CONCLUSION

The building of the South Ural Railway Department on the Revolution Square in Chelyabinsk. 1950

The road was formed in January 1934 when the Perm railway was divided and merged with a number of lines passing through the regions of the Southern Urals. The road now includes the oldest railway lines built in the 1860-1880s. In 1877, the operation of the Orenburg-Samara line began, in 1892 the construction of the Samara-Zlatoust railway was completed, in 1891 the construction of the southern passage began, which later became part of the Trans-Siberian Railway. In 1882, construction of a line from Chelyabinsk to Kurgan, the western part of the Trans-Siberian Railway, began. In 1895, the laying of the track on the line Chelyabinsk - Yekaterinburg was completed.

The road received significant development in the 30s of the XX century. Then the lines Chelyabinsk - Kamensk-Uralsky, Kartaly - Akmolinsk were built. The second tracks were laid and the Chelyabinsk-Makushino line was equipped with automatic blocking. Powerful steam locomotives of the FD, SO, IS series are put on the road. The reconstruction of the road completed in 1940 made it possible to increase the freight turnover by 2.4 times.

During the years of the Great Patriotic War road workers built armored trains, bath trains, and hospital trains.

In 1945, the Chelyabinsk - Zlatoust section was electrified on direct current, in 1949 the Zlatoust - Kropachevo section, in 1957 Kurgan - Makushino and Chelyabinsk - Kurgan, in 1961 Makushkino - Isilkul. In the sections Chelyabinsk - Sverdlovsk, Chelyabinsk - Troitsk - Kartaly - Magnitogorsk, diesel traction was introduced by the beginning of the 70s of the XX century. In 1957, the line Miass - Uchaly - Mezhozerny was put into operation. In 1980, the Sakmarskaya - Muraptalovo line was put into operation, in 1981 the Krasnogvardeets - Novoperelyubskaya line was put into operation.

To date, the head of the South Ural Railway is Popov Viktor Alekseevich

BIBLIOGRAPHY

http://branch.rzd.ru/isvp/public/branch

http://yuzd.rzd.ru/isvp/public/yuzd

http://unilib.chel.su:6005/el_izdan/kalendar2004/doroga.htm

http://ru.wikipedia.org/wiki/South Ural_railway_road

APPENDIX

Attachment 1

Appendix 2

Annex 3

Appendix 4

Annex 5

Appendix 6

Annex 7

Annex 8

Annex 9

Annex 10

Annex 11

Zheleznaya roadsDiploma work >> Economics

... Ural ... iron roads and rolling stock railway transport in southern ... works iron roads is their structure ... organizations construction and assembly enterprise works contact network for iron roads Works for electrification iron roads ...

Organization logistics

Diploma work >> Transport

Technical support. organization works for technical re-equipment ... structure logistics authorities iron roads Consider... and South-Ural iron roads, the main material warehouse of the Sverdlovsk iron roads. ...

Geography of industries Ural economic region

Coursework >> Economics

... Structure and location of the leading sectors of the economy……………...8 Chapter 3. Territorial organization... , electrical industry work in many industrial ... transports performs South-Ural iron road- one of the leading roads country. ...

Analysis and reorganization structures management

Coursework >> Management

... structures management on the example of a passenger car depot (VChD-1) of a natural monopoly South - Ural iron roads... in which all links participate organizations. The whole set works viewed from a non-hierarchical standpoint...

The South Ural road - the initial link of the Great Trans-Siberian Railway - has come a long way of development. The beginning of the construction of railways in the Southern Urals is inextricably linked with the need to develop the untold riches of the Urals and Siberia and the need to create new markets.

The first section of the railway in the Southern Urals was opened on January 1, 1877 during the construction of the Samara-Zlatoust railway.

The main sections of the Samara-Zlatoust railway were built in 1876-1914, the first of them was the section Orenburg - Kinel. A trial train to the Orenburg station from Samara approached on October 22, 1876. On January 1, 1877, the movement of postal passenger and freight trains was opened along the line from the Batraki station (shared with the Morshansko-Syzran railway) to Orenburg, where by that time a locomotive depot and a station had been built.

The opening of the Orenburg railway contributed to the development of trade between Russia and Central Asia. In 1877, 2 post-passenger and 2 freight-passenger trains ran on the Orenburg road.

Further construction of the Samara-Zlatoust highway took place on the section Kinel - Ufa - Zlatoust - Chelyabinsk. Traffic to Ufa was opened on September 8, 1888 (the Samara-Ufa railway was put into operation). On September 8, 1890, the Ufa-Zlatoust line was connected to the road. Since that time, the road began to be called Samara-Zlatoust.

In 1892, the section Zlatoust - Chelyabinsk, commissioned on October 22, was added to the road. After the construction of the Samara-Zlatoust railway was completed in the summer of 1892, the construction of a line to Western Siberia from Chelyabinsk to the Ob began.

On October 25, 1892, the first freight and passenger train from Moscow arrived at the Chelyabinsk station. On January 1, 1893, the Orenburg railway was attached to the Samara-Zlatoust railway. The road management was transferred from Samara to Chelyabinsk. The Samara-Zlatoust railway became the main section of the future Trans-Siberian Railway.

First effect

So the movement of trains was opened on the first section of the Siberian railway with a length of 746 versts, and in October 1896 trains went in all directions from Chelyabinsk to the Ob. After the construction of the line to Yekaterinburg was completed in 1895, three roads connected in Chelyabinsk: the Ural (later Perm), Samara-Zlatoust and Siberian. Despite low transportation tariffs, the Trans-Siberian Railway turned out to be highly profitable. Suffice it to say that only the first segment - the Samara-Zlatoust road - starting from 1893, made a profit of about 0.5 million rubles. in year. From 1893 to 1903, passenger traffic increased 2.25 times, and income - 3 times, the amount of goods transported at high speed - 11 times, and at low speed - 2.25 times.

When designing the railway, the tsarist government did not count on a large freight turnover. Immediately after the launch, it turned out that it was necessary to transport 3 times more cargo. All this led to the need to strengthen existing lines by replacing rails with heavier ones, wooden bridges with metal ones, as well as laying second tracks, which began already in 1896 and was subsequently carried out constantly. Thanks to this, the transportation of goods in 1914 on the Samara-Zlatoust road reached 5.9 million tons, and on the Siberian road - 5.4 million tons per year.

Labor heroism

First world war came to a state of complete neglect and the Trans-Siberian Railway. After the revolution of 1917 and the expulsion of Kolchak from the Southern Urals, a difficult time came for the railroad to restore the economy of transport. As on the military fronts, the workers of the railway junctions showed massive labor heroism. In the shortest possible time, during the mass subbotniks, they restored not only the rolling stock and the track in the Southern Urals, but also provided assistance to other roads. The workers of the locomotive depot Chelyabinsk restored and sent 8 locomotives with brigades to Petrograd and Tikhvin. At the same time, the same team equipped the Krasny Sibiryak armored train for the front, which participated in the battles for the liberation from the White Guards of Kurgan and other stations.

On April 4, 1920, the workers of the locomotive depot of the medium repair of the Chelyabinsk station solemnly celebrated the release of the Kommunar steam locomotive from repair as their first victory in the fight against devastation in railway transport (now this locomotive is installed on a pedestal at the railwaymen's recreation center in Chelyabinsk). The best machinists of the depot spent 4 days carrying a train with bread to the capital and were accepted by Lenin. At that time, trains from Chelyabinsk to Moscow usually took 12 days. The labor feat of the South Urals formed the basis for the organization of high-speed routes with bread from Siberia.

Efficient Management

The state policy on disaggregation of a number of railways, carried out in order to effectively and competently manage Soviet highways, and the corresponding decree of the Council of People's Commissars of December 13, 1933, allocated a 1000-kilometer section of the Trans-Siberian Railway to the South Ural Railway with management in Chelyabinsk. On April 11, 1934, the Order "On the opening of the operation of the management of the East Siberian and South Ural roads" was issued.

At that time, 17 freight and 5 passenger trains were sent from Chelyabinsk station per day. The main type of locomotives were steam locomotives of various series, and only 38-40% of them were new, powerful for that time steam locomotives of the E, EU, EM series in freight traffic, C, SU in passenger traffic. The movement of trains was restrained by rod and telegraph methods of communication, and only on the main course from Kropachevo to Chelyabinsk was there a semi-automatic blocking.

In the prewar years, the South Ural Railway received a second track from Chelyabinsk to Makushino, automatic blocking was introduced along the entire main route from Kropachevo to Makushino, more than 900 km of new lines were put into operation, repair and operation of powerful steam locomotives of the FD and IS series were mastered. The length of the path at the stations was increased to 850 meters. In 1940, the first land harvester of the famous inventor of our road, Viktor Balashenko, appeared. A major role in improving the work of transport was played by the Stakhanov-Krivonosov movement, which unfolded throughout the country. The first followers of Pyotr Krivonos were heavyweight machinists Ivan Blinov from Kurgan, Pyotr Agafonov and Ivan Martynov from Chelyabinsk, who became the first order bearers of our road.

Development during the war years

During the Great Patriotic War, when a significant part of industrial enterprises were relocated from the western regions to the Urals and Siberia, the transportation of passengers and goods increased sharply. It was necessary to urgently resolve the issue of a sharp increase in the carrying and carrying capacity of the road. Despite the enormous difficulties experienced by the country, the State Defense Committee adopted a resolution to transfer to electric traction the heaviest mountain section of Chelyabinsk - Kropachevo, 320 kilometers long. Electrical equipment for 10 traction substations and engineering and technical personnel were removed from the Kirov railway, which was in the zone of hostilities. On November 2, 1945, the machinist V.N. Ivanov on the VL19 electric locomotive drove the first freight train weighing 1200 tons along the electrified section Chelyabinsk - Zlatoust. This was the beginning of the electrification of the Trans-Siberian Railway.

Assessing the special role of railway transport, the government allocated 250 million rubles for the development of the railway during the war years. The road workers made a significant contribution to the victory in the Great Patriotic War, showing examples of labor feat and courage. Chelyabinsk locomotive depot driver Agafonov organized a locomotive column named after the State Defense Committee, which during the three years of the war carried more than 2,000 heavy trains and transported one and a half million tons of cargo in excess of the norm, saving about 5 thousand tons of fuel. The same columns were organized by machinists Blinov and Ugryumov at the Kurgan depot, Teftelev at Troitsk, and others. The first war winter was especially difficult, when many railroad workers volunteered to go to the front. Teenagers, women came to transport, pensioners returned. Women got up to the machines, began to work as machinists. During the war years, 8 armored trains, 3 bath trains, dozens of hospital trains were manufactured, equipped and sent to the front.

Post-war reconstruction

The South-Ural road received significant technical equipment in the post-war period. The main course was taken for the electrification of sections and the transfer of the remaining sections from steam to diesel traction. In 1949, the section Zlatoust - Kropachevo was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the section Chelyabinsk - Kurgan. In 1961, after joining the Petropavlovsk branch to the road, the last closing section of Makushino - Isilkul, 272 km long, was electrified. The reconstruction of the road economy, carried out over the years of the post-war five-year plans, in combination with the introduction of a set of organizational and technical measures, made it possible to increase the volume of traffic from year to year.

today

Today, the South Ural Railway, with a total length of over 7.5 thousand kilometers, is one of the largest railways in the country. It serves the territories of 7 constituent entities of the Russian Federation: Chelyabinsk, Kurgan, Orenburg, partially Kuibyshev, Saratov, Sverdlovsk regions, the Republic of Bashkortostan and Northern Kazakhstan. On October 1, 2003, the South Ural Mainline became a branch of the Russian Railways company.

Transport system

The transport system of the Ural economic region consists of all types of modern transport - rail, road, river, air, pipeline, with the exception of sea. This is mainly due to the lack of seas in the area.

From the point of view of the formation of the transport network, the 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.

The Ural region carries out various economic relations with many regions. From the eastern regions, the Urals mainly receives raw materials and fuel, and supplies products from the manufacturing industries. With the European regions, the exchange of finished products and structural materials is carried out mainly, and export exceeds the volume of import.

The main type of transport is railway (the operational length of railways is 9.9 thousand km, in 1975). The most important of the regional lines is the railway line Polunochnoye - Serov - Sverdlovsk - Chelyabinsk - Orsk. The main railway lines are latitudinal, they cross the Middle and Southern Urals in 5 places (Nizhny Tagil - Perm, Yekaterinburg - Perm, Yekaterinburg - Kazan, Chelyabinsk - Ufa, Orsk - Orenburg); the construction of the sixth latitudinal railway across the Urals (Magnitogorsk - Beloretsk - Karlaman) was completed. A significant part of the railways is electrified, which is associated with high traffic density and a large number of lifts in many sections. A powerful system of pipelines passes through the territory of the Ural economic region, providing gas (from the northern regions of the Tyumen region and Central Asia) and oil (from Western Siberia) to the Urals. Developed water transport on the rivers of the Kama basin

Description of modes of transport

Automobile transport

The leading highways of the region are roads of a predominantly latitudinal direction, among them the roads of the European network of routes E22 (Ishim - Tyumen - Yekaterinburg - Perm - Izhevsk - Kazan - Nizhny Novgorod - Moscow); E30 (Omsk - Ishim - Kurgan - Chelyabinsk - Ufa).

The federal highway M5 "Ural" is a highway of federal significance Moscow - Samara - Ufa - Chelyabinsk with entrances to the cities of Saransk, Ulyanovsk, Orenburg and Yekaterinburg. The length of the motorway is 1879 kilometers. The road is part of the European route network and the Asian route. The entrance from Chelyabinsk to Yekaterinburg is included in the Asian route.

The federal highway M36 (Chelyabinsk - Troitsk to the border with Kazakhstan; further - to Kustanai, Karaganda, Balkhash, Alma-Ata) passes through the Chelyabinsk region, the length of the Russian part is 150 km.

Federal Highway M51 (Chelyabinsk - Kurgan - Ishim - Omsk - Novosibirsk). The road passes through the territory of Chelyabinsk, Kurgan, Omsk and Novosibirsk region(part of the road (190 km) through the territory of Kazakhstan). Length: 1528 km.

Federal Highway M7 (Ekaterinburg - Perm - Kazan - Nizhny Novgorod).

table 2

The subject of the Russian Federation	Length, km	Density, km / 1000 km?
Republic of Bashkortostan	22263	155,8
Republic Udmurtia	5937	141
Permian	10820	67,5
Orenburg	13240	107
Kurgan	6570	91,9
Sverdlovsk	10874	56
Chelyabinsk	8968	101,3
Total:	78672	95,5

Hard-surface roads in the Urals economic region are distributed extremely unevenly. Based on Table 2, the highest road density is observed in the Republic of Bashkortostan (155.8 km/1000 km?). The density of roads in the Republic of Udmurtia is somewhat lower (141 km/1000 km?). The lowest density is observed in the Sverdlovsk region (56 km/1000 km?).

River transport

Inland water transport provides transportation of bulk cargo, primarily oil products, building materials, etc., in interregional communications. The main shipping routes of the district are the Belaya and Kama rivers, which are part of the Unified Deep Water System of the European part of Russia. The shipping routes also carry out foreign trade transportation of goods, but their volume is relatively small. Transportation of business passengers by inland waterways is small and limited to a number of local lines. The main volume of traffic is the delivery of people to places of mass recreation and intracity and suburban walks.

Pipeline transport

Oil pipeline transport is leading in the development of crude oil flows sent to the western, southern and eastern regions of the Russian Federation and for export. Several lines of oil pipelines have been laid through the Northern and Central Urals from Western Siberia to the European part of the country and beyond its borders. The Druzhba oil pipeline system passes through the Ural economic region. The system of oil pipelines is widely developed here, which ensures the delivery of oil from local fields to the oil refineries of the region.

Air transport

Air transport plays a significant role, primarily for ensuring the transportation of passengers over long distances on domestic and international routes. Airports for receiving heavy mainline aircraft are available in Yekaterinburg and Chelyabinsk. There are airports in all major cities and industrial centers of the region.

Railway transport

Railway transport plays a leading role in meeting the needs of the district in the transportation of passengers and goods. It provides transport and economic links within the economic region, as well as links with other economic regions and economic relations with foreign countries. The length of the railway network of the region is 11,300 km. The directions of the main railway lines of the region are determined, first of all, by the direction of transit and interregional cargo flows.

The railway lines of the district are served by the Sverdlovsk Railway, the South Ural Railway, the Gorky and Kuibyshev Railways.

The technical equipment of most railway lines is quite high.

Description of the South Ural Railway

Technical characteristics of railway operation

Now, on the territory of four regions of two states - Russia and Kazakhstan - there is an educational and methodological center of the DMK, the Chelyabinsk Institute of Communications, two technical schools of railway transport, three children's railways in Chelyabinsk, Kurgan, Orenburg and a museum of the history of military and labor glory. The highway has several schools and a wide medical and health-improving base.

Railway construction history

During the Great Patriotic War, when a significant part of industrial enterprises were relocated from the western regions to the Urals and Siberia, the transportation of passengers and goods increased sharply. It was necessary to urgently resolve the issue of a sharp increase in the carrying and carrying capacity of the road. Despite the enormous difficulties experienced by the country, the State Defense Committee decided to transfer to electric traction the heaviest mountain section of Chelyabinsk-Kropachevo with a length of 320 kilometers. Electrical equipment for 10 traction substations and engineering and technical personnel were removed from the Kirov railway, which was in the zone of hostilities. On November 2, 1945, the driver V.N. Ivanov on the VL19 electric locomotive drove the first freight train weighing 1200 tons along the electrified section Chelyabinsk-Zlatoust. This was the beginning of the electrification of the Trans-Siberian Railway.

The South-Ural road received significant technical equipment in the post-war period. The main course was taken for the electrification of sections and the transfer of the remaining sections from steam to diesel traction. In 1949, the Zlatoust-Kropachevo section was electrified, in 1955 - Berdyaush-Bakal, a year later - Kurgan-Makushino, and in 1957 - the Chelyabinsk-Kurgan section. In 1961, after joining the Petropavlovsk branch to the road, the last closing section of Makushino-Isilkul, 272 km long, was electrified. The reconstruction of the road economy, carried out over the years of the post-war five-year plans, in combination with the introduction of a set of organizational and technical measures, made it possible to increase traffic volumes from year to year.

Today, the South Ural Railway, with a total length of about 8,000 kilometers, is one of the largest railways in the country. It serves the territories of 7 constituent entities of the Russian Federation: Chelyabinsk, Kurgan, Orenburg, partially Kuibyshev, Saratov, Sverdlovsk regions, the Republic of Bashkortostan and Northern Kazakhstan. On October 1, 2003, the South Ural Mainline became a branch of the Russian Railways company.

Cargo transportation

The South Ural Railway is located in a region characterized by a high concentration of industrial enterprises. The geographical feature and economic advantage of the South Ural Railway is the intersection of the European and Asian continents on its territory. The road is located in a region that includes 3 regions of Russia: Chelyabinsk, Kurgan, Orenburg, part of the Republic of Bashkortostan, as well as the North Kazakhstan region of the Republic of Kazakhstan, where the Petropavlovsk branch of the railway is located.

Traditionally, the structure of industrial production in the region is dominated by the mineral construction and mining complex, ferrous and non-ferrous metallurgy. The share of products of the metallurgical complex and construction cargoes in the structure of road loading accounts for at least 65%. In addition, oil products, chemicals, food and other cargoes are shipped.

The main cargo-generating enterprises:

Chelyabinsk region - (ferrous metals) OJSC Magnitogorsk Iron and Steel Works, OJSC Chelyabinsk Iron and Steel Works, OJSC ChTPZ, (refractories) OJSC Magnezit Combine, (construction cargo) OJSC Chelyaboblsnabsbyt, (industrial raw materials, refractories) OJSC Chelyabinsk Mining Administration, (flour, food) OJSC MAKFA ;

Orenburg region - (petroleum products) Orsknefteorgsintez OJSC, (chemicals) Gazpromtrans LLC, (ferrous metals) Ural Steel OJSC, (non-ferrous ore) Yuzhuralnickel OJSC, (construction cargo) Orsk Quarry Management OJSC, (refractories) Orenburg Minerals OJSC;

Kurgan region - (metal structures) OJSC Kurganstalmost, (equipment) OJSC Kurgankhimmash, (industrial raw materials) OJSC Bentonite, (flour) OJSC Mishkinskiy KHP;

Shippers of the North Kazakhstan region are commercial structures that ship grain, oil products, food cargo.

Development prospects

Every day, the South Ural Railway transports millions of tons of vital cargo from Europe to Asia and back, about 14,000 people go on the journey, and in summer up to 20-25,000 passengers.

In the future, the program for optimizing the work and management of the operation service - the reconstruction of stations, the construction of second tracks, the development marshalling yards. Work will continue on the commissioning of new and modernization of existing automation and telemechanics devices. Large funds are allocated for the purchase and modernization of passenger rolling stock and the reconstruction of station complexes.

Organization logistics

Geography of industries Ural economic region

Analysis and reorganization structures management

First effect

Labor heroism

Efficient Management

Development during the war years

Post-war reconstruction

today

ecosystems

Zoology

Biology

Long 19th century

recent history

Middle Ages

new time

Interwar period