Following the development of mass production of universal trucks, it became necessary to produce specialized vehicles on their basis, that is, vehicles specially adapted for transporting certain types of goods: dump trucks for bulk goods, tanks for liquids, isothermal vans for perishable goods, etc. Equally, the national economy of the country showed demand for the so-called special cars-machines, the chassis of which was not used to transport any goods, but to transport various special equipment: fire fighting, construction, and utility services.
Dump trucks made up the most numerous group among the specialized ones. During the years of the second five-year plan, the scope of construction reached a scale at which it was impossible to do without the mechanization of work. Soil removal, delivery of crushed stone, concrete and other bulk materials - the scope of dump trucks. Heavy-duty machines are the most cost-effective. Therefore, the role of a pioneer in the production of dump trucks went to the Yaroslavl Automobile Plant.
The design of our first dump truck YaS-1 with a Hill-type lift on the chassis of the YaG-4 truck began in August 1934. Its wooden body with a volume of 5 ml was tilted back at an angle of 50 "by two hydraulic cylinders. Oil was supplied to them under pressure by a gear pump driven by the cardan shaft from the gearbox.The pump is made in a block with hydraulic cylinders - all hydraulic drives operating under a pressure of 20 kgf / cm 2, in the form of drillings in a common crankcase.Thus, the possibility of fluid leakage through the connecting fittings of external hydraulic lines was excluded. The body lift took 20 s, descent - 18.
Of course, additional dumping equipment made the car heavier. The curb weight of the YAS-1 was 5640 kg - 890 kg more than the YAG-4. Therefore, the load capacity of the dump truck did not exceed 4 tons.
Serial production of YaS-1 began in January 1935. Already that year, 261 dump trucks left the gates of YaAZ, in 1936 - 700, and then an average of 1000 trucks per year. Thus, the plant produced almost half of its cars with dump bodies. With the transition to the basic cargo model YaG-6 in May 1936, its dump modification YaS-3 also appeared, also with a carrying capacity of 4 tons. With the development of the YaG-7 production, it was planned to make the YaS-4 dump truck, but it remained a prototype.
Another dump truck produced in the prewar years by our industry is the GAZ-410. It was manufactured in Gorky on the GAZ-AA chassis by the Sverdlov plant. This machine unloaded due to the rotation of the loading platform around a horizontal axis under the action of the load. For overturning, it was enough for the driver to release the stoppers that fix the loaded platform in a horizontal position. Since the mass of the tipping mechanism was 270 kg, the load capacity of the dump truck did not exceed 1300 kg.
Various transport organizations and car repair plants in the pre-war period produced small batches of dump trucks on the ZIS-5 chassis, mainly of the inertial type (like the GAZ-410). There were also attempts to use hydraulic lifts such as YaS-1 or YaS-3. Among them, an interesting design was proposed by the Aremz Moscow car repair plant - a hydraulic dump truck with a tipping body on three sides, made on the ZIS-5 chassis. Unloading took 7-8 s.
In Leningrad, the 2nd ATUL car repair plant carried out small-scale production of dump trucks on the ZIS-5 chassis with a horizontal hydraulic cylinder - a kind of Wood type lift. Its piston rod rested through the roller against a segment fixed on the bottom of the platform and, acting on it, overturned the body. High contact stresses in the "roller-segment" pair and oil leakage through the joints of the pipelines connecting the hydraulic pump driven by the gearbox with the hydraulic cylinder became an obstacle to the further spread of this scheme.
Trust "Mosavtogruz" equipped a batch of ZIS-5 chassis with tipper bodies equipped with a manual lift. This is a column of channels mounted between the cab and the cargo platform. By means of a cable wound on the drum of a manual winch and blocks installed on top of the column in 4 minutes. the body could be tilted back at an angle of 48 °.
On a small scale, specialized self-unloading machines for transporting bricks and cement were manufactured. Among them, the design of the Moscow trust "Mosavtogruz" should be singled out, which in 1937 equipped seven YAG-4 trucks for its transport needs (transportation of cement). These cement trucks had a bunker-type body with an auger placed in its recess for unloading cement. The auger was driven by a gearbox, and a double hatch in the roof of the bunker was used to load cement.
Gantry vehicles used to transport lumber, pipes, containers have been produced in our country since 1934. Their design is specific. The cargo, fixed with grippers, is transported under the frame of the car, raised high above the road. All wheels mounted on high racks have independent spring suspension. All four wheels are steerable, and a reversible gearbox is provided in the transmission to increase maneuverability.
The first Soviet portal cars of the SK-5 and SK-7 models began to be produced by the Severny Kommunar plant in Vologda. They were equipped with GAZ-AA engines and had a chain drive to the drive wheels. SK-5 could transport 4.5 tons of cargo in stacks or containers and reach a speed of 25 km/h, and SK-7, respectively, 7 j and 30 km/h.
In the history of the development of domestic automotive technology, the portal SK-5 is the first design with independent suspension of all wheels. The later model SK-7 is interesting with the installation of the engine in the rear of the car and the front (!) Drive wheels.
Since 1936, the entire production of cars of this type was transferred to the Solombala Machine-Building Plant in Arkhangelsk. His model "Solombalets-5-S-2" with a carrying capacity of 5 tons, like the SK-7, has front drive wheels with a chain drive and a rear-mounted power unit from the ZIS-5. In 1939-1940. the plant created the car "5-S-Z" with a gas generator, as well as "5-S-5" with the ZIS-5 engine located in front.
For the transportation of petroleum products, tanks with a capacity of 3000 liters were widely used, which since the mid-30s. produced on the ZIS-5 chassis by the Leningrad plant "Primet". They were equipped with a manual pump for refueling, pistols for dispensing fuel. Many enterprises, which, alas, remained nameless for history, not to mention the indices of their specialized vehicles, made tanks on the YaG-4 chassis for watering the streets with water, built specially equipped tanks on the ZIS-5 chassis for transporting live fish.
A rather large group of specialized vehicles consisted of bread trucks, vans for the delivery of ice cream, meat products, and butter. They were also made by small scattered body shops using artisanal technology: a wooden frame sheathed with steel sheet, mounted on a truck frame. Apparently, it was possible to produce centrally at one large enterprise all these specialized all-metal, more durable and cheaper bodies with mechanized production. At the same time, a wide unification of fittings, corner curly panels and other elements would become possible. This question was repeatedly raised in special magazines in those years, but the automotive industry could not solve it.
The production of semi-trailers was not organized, which would allow the most cost-effective solution to the problem of specialized transport.
Attempts to create truck tractors date back to the beginning of the 30s. These are the AMO-7, released in 1932, and the Ya-12D, designed by NATI specialists and built in 1933 in Yaroslavl. From the basic cargo model I-5 with an onboard platform, the latter differed in a fifth wheel coupling, an increased final drive ratio and a shortened base. I-12D could tow a single-axle semi-trailer with a carrying capacity of 10 tons, and AMO-7 - 6 tons.
the stop of the Council of People's Commissars of the USSR, issued in January 1937, ordered the factories of Narkomtyazhmash, Narkomvnudel, Narkomles and Narkommestprom to organize the production of 27 thousand single-axle and two-axle trailers, as well as semi-trailers and a thousand ZIS-10 truck tractors. This program was only partially completed...
ZIS-10 was a modification of the ZIS-5 truck. Its curb weight was 27,800 kg, it retained the same wheelbase as the ZIS-5, but the main gear ratio was increased from 6.41 to 8.42, and the top speed was reduced from 60 to 48 km/h. The corresponding universal single-axle trailer NATI-PPD could carry 6 tons of cargo and had mechanical brakes. These tractors and trailers then existed in very limited quantities.
Thus, in the pre-war period, specialized bodies were carried out in overwhelming numbers on the chassis of trucks, and not trailers or semi-trailers. Their production was carried out at small, sometimes handicraft-equipped enterprises.
k, the production of grain vans on the AMO-3 and ZIS-5 chassis in Moscow for many years was carried out by the Aremkuz plant. He had extensive experience in bodybuilding, since since 1928 he had been making new bus bodies on the Leyland, Ya-6, AMO-4 and ZIS-8 chassis. Moreover, in the early 30s he mastered luxury bus bodies on chassis ZIS-8, sedan body on the GAZ-A chassis, and until the end of 1935 produced a total of 750 different bodies.
In the production of grain trucks, Aremkuz competed with the body plant of the Transport Reconstruction Plant (KRT) in Moscow, which in 1935 sharply increased the production of outwardly attractive luxury vans on the ZIS-8 and GAZ-AA chassis for transporting bread, as well as flour, fabrics , dishes, finished dress. By the middle of 1935, KRT had produced 295 grain vans, including 68 luxury streamlined ones, and by the end of 1935 it was supposed to reach the milestone of 600 bodies.
Since the automotive industry could not provide the meat processing plants with the necessary specialized transport for transporting finished meat products to retail outlets, the auto depot workshops at these plants themselves took up the construction of the bodies they needed. So, in 1935, the workshops of the auto depot of the Mikoyan Meat Processing Plant (MAB MKIM) in Moscow mastered the manufacture of small batches of very beautiful delivery vans on the ZIS-8 and GAZ-AA chassis for meat products. The first model with a carrying capacity of 1800 kg had an isothermal body, where there were 64 boxes for finished products in four compartments, the second one had three compartments for 45 boxes.
In turn, the Leningrad meat-packing plant in 1934 began to make isothermal meat vans with cork-insulated walls.
Even the manufacture of isothermal vans in the early 30s. presented a well-known problem, since there was no practical knowledge on the insulating properties of various materials, and often the majority of enterprises opted for felt. Lightweight aluminum-based insulating material - thermofoil - was still a rarity.
Three organizations at once became pioneers in the creation of refrigerated trucks: the All-Union Scientific Institute of the Refrigeration Industry (VNIHI), Giproholod and Glavmoloko. In 1932-1933. they built prototypes of vans on the Ford-AA chassis (VNIHI) and AMO-4 (the other two organizations). Dry ice or an ice-salt mixture served as a source of cold maintenance. The most successful was the Giprokholoda refrigerated truck, and, curiously, it turned out to be the first Soviet car that was blown in the TsAGI full-scale wind tunnel.
Then, in 1934, VNIHI developed two very successful auto-refrigerators on the GAZ-AA and ZIS-5 chassis, the production of which, since 1935, was launched by the Odessa plant "Frigator".
Refrigerators on the ZIS-5 chassis were also mastered in 1937 by the auto body plant of the People's Commissariat for Internal Trade (AKZ-NKVT), for which an annual plan of 400 vehicles was set. Their angular bodies could hardly compete with the Aremkuz grain carriers or the Frigator vans in the elegance of lines. In the AKZ-NKVT van with thermofoil thermal insulation and 0.8 mm steel sheet sheathing, there are two chambers cooled by two containers with an ice-salt mixture.
Our industry mastered isothermal milk tanks in 1934. For that time, their design was very progressive - an aluminum body (with a large shortage of this metal in those years) with reliable thermal insulation. The Leningrad dairy plant began to make them on the ZIS-5 chassis.
Specialized vehicles for transporting patients - ambulances began to be produced in the late 20s. on the AMO-F-15 truck chassis.
According to the project of I.F. Herman, since 1932 such bodies began to be made in small batches by the ambulance car depot in Moscow. At the same time, changes were made to the design of GAZ-AA vehicles, on the chassis of which they were mounted. The front and rear springs were replaced with softer ones, both axles were equipped with hydraulic shock absorbers. Since the load (seven people, including the driver, the patient and the medical staff) was small, the rear axle was equipped not with twin, but with single wheels, and the cars stood out with a narrow rear track. These cars did not have any factory or production designation at all, therefore, to simplify references, we will conditionally assign them the index SP-32, that is, an ambulance of the 1932 model.
Since 1937, in the branch of the Gorky Automobile Plant (since 1939 it was called the Gorky Bus Plant), the production of the GAZ-55 medical vehicle began, the design of which was a further development of the SP-32 model.
Made on the GAZ-MM chassis, this car is of interest from a technical point of view due to the presence of a heater (heater) and a ventilation system in the cabin. GAZ-55 during the war years was widely used to transport the wounded: in its cabin it was possible to transport either four people on a stretcher (including hanging ones) and two on folding seats, or two and five people, respectively.
The curb weight of the GAZ-55 was 2370 kg, and the base and track remained the same as those of the GAZ-MM. The size, however, was different: length - 5425 mm, width - 2040 mm, height - 2340 mm. From 1938 to 1945, 9130 GAZ-55 cars were made.
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A more advanced ambulance design, the SP-36, appeared in 1936 as a product of the same motor depot as the SP-32. A beautiful streamlined body and softer wheel suspension set it apart from other cars of the same type.
Along with the SP-36, we should also mention the medical modification ZIS-101, which was produced directly by the ZIS automobile plant, and the ZIS-16S medical bus. It was produced since 1939 and was a simplified modification of the ZIS-16 city bus, the body of which provided for the transportation of ten bedridden patients and ten seated ones. The car was equipped with a towing device at the rear and two tow hooks at the front.
The rapid development of the urban economy during the years of the pre-war five-year plans made not only increased demands on the development of transport for the delivery of food and goods, the transportation of patients, but also on the provision of cities with fire protection and public services.
The role of fire engines among other special vehicles in the 20-30s. was especially great. Not only in small towns, but also in such large ones as Moscow, Kharkov, Gorky, there were many wooden houses that were especially dangerous in case of fires, and water supply sources were not always at hand, especially in small towns without a water supply network. For these conditions, two main types of fire trucks were produced: a line with a crew of fighters, a ladder and other fire fighting equipment, a reel with a sleeve and a pump, and a tank with a sleeve and a pump. For large cities, ladders were also needed, but the need for them was incomparably less. The fire line remained the universal and most common type.
Initially, they were built on the basis of the AMO-F-15 truck, both directly at the AMO plant and at the Leningrad Promet plant.
Since 1931, the Miussky fire engine plant in Moscow has become a specialized enterprise for the production of fire fighting vehicles. It was a branch of the AMO plant (later ZIS), grew out of a small car repair enterprise and made fire trucks until the start of World War II. Then its production profile changed, and in the 80s. its dilapidated buildings, surrounded by modern residential buildings, were demolished.
The Miussky plant (until 1932 it was called Plant No. 6 VATO) from 1926 to 1929 produced 145 vehicles on the AMO-F-15 chassis. But the pump mounted on these low-powered vehicles did not provide sufficient water supply. Their production was curtailed as soon as the AMO-4 chassis appeared. From October 1931, the Miussky Plant began to build new fire trucks on its basis. They carried a combat crew of 12 people (on the line), a supply of 360 liters of water, ladders, 360 m of a fire hose, and, most importantly, their centrifugal pump could supply 1400 liters of water per minute.
At the end of 1932, the plant launched the production of PMG-1 fire trucks based on GAZ-AA, and in 1934, PMZ-1 based on ZIS-11. To increase the reliability and combat readiness of the PMZ-1, they were equipped with magneto ignition.
Tanks with a water pump located in the front of the frame were also mounted on the ZIS-11 chassis - these machines were called PMZ-8, as well as 45-meter Metz-type retractable ladders on a long-shaped three-axle chassis ZIS-6. Such ladders were also installed on YAG-6 vehicles.
Among the numerous special vehicles of the pre-war years, one can name jib rotary cranes and tanks with a capacity of 5000 liters on the YaG-4 chassis, equipped with sprinklers for watering the streets. There were also sweepers and snowplows made in small batches on the ZIS-5 chassis, asphalt trucks and cars with compressor units.
It is impossible to ignore the special variety of specialized cars, which in the 30s played a tragic role in the history of our country. These are the so-called "black crows" - vans on the GAZ-AA and ZIS-5 chassis for transporting arrested people. They were often camouflaged as grain trucks or isothermal vans.
The head of the administrative and economic department of the NKVD in Moscow and the Moscow region, ID Berg, has the dubious fame of the father of the "gas chamber". The proposed and AL van with the exhaust pipe brought into the body was first used for the destruction of convicts in 1936. In 1939, N. D. Berg was shot.
In the modern world, vehicles can be assigned tasks of the most diverse nature. Far from always they are limited only to the transportation of passengers and goods, and often a number of additional functions are required. To solve such problems, special vehicles, or special vehicles, are used. Today, this category of vehicles is represented by a wide variety of types and models. 
What is special transport
Most of the cars on the market today are designed to solve traditional problems. As a rule, cars are used for transporting people or for transporting goods, and can also combine these functions. In addition, some cars are designed to please owners with comfort and functionality, high speed performance and perform image tasks.
However, in some areas, the car is faced with the task of combining the function of the vehicle with other narrow-profile functions. For these purposes, ordinary cars are not suitable, and it becomes necessary to use special cars.
Special vehicles, as a rule, are manufactured on the basis of serial models. Typically, commercial vehicles are used as chassis - trucks, minibuses, vans, etc. Re-equipment is carried out by installing attachments, special devices and devices in the cabin or cargo compartment of the vehicle. Also, certain changes can be made to the design of the suspension, body, brake system and other vehicle systems.
Special vehicles are indispensable in the work of a variety of services, performing important functions that are often of high social importance. In particular, they can be used in solving problems of medical, fire and rescue services, law enforcement agencies, the army, etc.
Thanks to special transport, the daily operation of these services can be ensured. It is also possible to use these vehicles to solve emergency tasks in emergency situations. Therefore, the quality, reliability and functionality of vehicles in this category are extremely important.
Types of special vehicles
Special vehicles are produced today in an extremely wide range, which allows you to select a car for a wide variety of tasks. The most common types of vehicles include the following types:
- Police cars. This category includes patrol cars made on the basis of cars, special forces vehicles, prisoner transport vehicles, etc.
- Collection machines. Armored cars with a compartment for carrying cash.
- Fire trucks. Machines that provide extinguishing fires in a variety of conditions.
- medical vehicles. A broad category of vehicles, the most typical of which are ambulances. It also includes special vehicles for transporting patients in serious condition, mobile operating rooms and other types of vehicles.
- Vehicles of the Ministry of Emergency Situations and the military - mobile headquarters, recreation vehicles for rescuers and maintenance personnel, mobile video surveillance points and much more.
In most cases, vehicles from leading Russian and foreign manufacturers are used to create special vehicles, which are distinguished by high quality, reliability and cross-country ability.
Modern special vehicles are equipped with advanced technological solutions.
The name itself - special transport, implies the uniqueness of this type of vehicle. Almost any car used for special purposes differs from its “civilian” counterparts in internal content (special engine, interior, additional equipment), and some of the special vehicles also stand out for their unusual appearance.
We can give a formal definition of special transport:
Special vehicles are specially equipped vehicles designed to solve specific problems.
A classic example of special transport is a car that is used in the activities of the "power" structures of the state: law enforcement agencies, intelligence and counterintelligence services, rescue services and other paramilitary formations.
Types of special transport:
police transport
The first example of a special transport was a police railcar, designed in 1899 by engineer Frank Loomis. The customer of this unusual transport was the police department of the city of Akron (USA, Arizona). As a basis, a "civilian" trolley equipped with an electric unit was used. The power reserve of this device was 30 kilometers, and the maximum speed reached 25 km / h. As special equipment, stretchers were used, designed to transport injured (or especially violent) passengers from the scene to the police trolley.
Since then, almost all police (or militia) vehicles have inherited the main design principles of the first sample of special vehicles - the "civilian" basis of a special car, the presence of special inventory or equipment "on board" the car, the presence of color marking on the body that allows you to identify this vehicle vehicle like a police car (truck, snowmobile, motorcycle, bus and so on).
A modern police car, as a rule, is created on a reinforced platform of a civilian car. A special, "police" version is produced only by Ford and GM or similar giants of the auto industry. Of course, a civilian car requires fine-tuning the chassis, strengthening the engine and installing additional devices - long-distance communications, medical equipment, weapon mounts. Part of the cabin is reserved for a kind of bullpen on wheels. A considerable plus for a police car is a voluminous trunk that can accommodate additional equipment - means for blocking violators, special equipment for fixing violations.
A variety of vehicle classes can be used as a donor car - from a sports car to a heavy SUV or minibus. The latter option is preferred by the special forces of the police, since it is very easy to hide a hidden observation point inside a roomy minibus or simply use the voluminous interior to transport a group of special forces equipped with massive weapons or equipment to the scene of the incident.
The transport of structures responsible for counterintelligence activities (or intelligence) differs from police cars in external stealth in civilian traffic. Such machines are not distinguished by special markings or special signals, since they are intended for operations hidden from public attention. But this transport also belongs to the category of special vehicles, therefore, under the "ordinary" body, indistinguishable from the civilian counterpart, a special filling is hidden.
It is the special services that prefer exclusively the internal refinement of the car. Most often, a forced engine, means of communication and tracking are installed on a serial machine. Sometimes they carry out booking of glasses and hulls. Of all the samples of special vehicles, it is the cars of special services that have the most ordinary appearance. Very often, ordinary drivers do not even know which car is moving in the neighborhood, assuming that the cars of counterintelligence and spies look like this:
Rescue transport. Ambulance. Fire trucks.
Completely different tasks are solved with the help of vehicles of rescue and accident elimination services. Unlike cars of counterintelligence officers and spies, cars of the Ministry of Emergency Situations, the fire service, the ambulance and other similar structures shine in the general traffic flow like a Christmas tree. Screaming colors, an abundance of special signals, both visual and sound, demonstrate that these cars belong to a separate caste of vehicles used in special cases that do not tolerate delay and delay. But the special transport of the rescue services is distinguished not only by the colorful color of the paintwork - under the flashy colors of the durable body, very complex mechanisms and devices are hidden that can solve any problem.
It is these models of special vehicles that can be called truly unique. For example, "Ambulance" is an outwardly simple car that can be distinguished in the general traffic only by the special color of the body and the "chandeliers" of the special signal. But this simplicity is deceptive. Behind the standard body of the minibus is a special set of equipment that allows you to start treatment or a set of resuscitation measures already on the road.
Ordinary citizens do not even know that there are more than a dozen variations of ambulance vehicles, which differ in the types of assistance provided. There is a psychiatric, obstetric, neurological, pediatric, cardiological "Ambulance".
Vehicles of the Ministry of Emergency Situations and fire protection are equipped with no less special equipment. However, unlike the "Ambulance", in the transport of the Ministry of Emergency Situations all the "chips" of the design are visible from afar. For example, a fire ladder truck - this option of special transport cannot be confused with another car. After all, not a single military, civilian or police car has the main distinguishing principle - a huge sliding ladder.
The first samples of such equipment appeared in 1951. Modern ladders are able to "reach" up to a height of 60 meters. The basis for ladders, as a rule, are the chassis and frames of trucks.
A classic fire truck, equipped with a tank, a pumping station, a hydraulic barrel on a carriage and other devices designed to fight fire, has a no less original look.
This "monster", based on the chassis of a heavy, eight-wheeled tractor MAZ-543, is capable of transporting more than 10 tons of water and about a ton of special powder suspension.
Special trucks. Cars of collectors.
A separate category of special vehicles are armored trucks, buses or cars designed to transport extremely harmful and dangerous substances. The transport of collectors can be attributed to the same category.
Dangerous goods are transported in a specially prepared body, which excludes the contact of a harmful substance (or a container with a harmful substance) and the environment. Therefore, the most interesting part of special trucks or tractors is such a body (or trailer). There are covered cargo compartments, tanks, thermal containers and more.
The main task of these containers is to protect the environment from their contents.
Cars of collectors are intended for a diametrically opposite purpose - to protect the contents from the environment. To do this, they use prepared chassis from minibuses and a special - "armored" body.
Special armored vehicle AS-1925 "ONEGA". There is even air conditioning inside.
By and large, the car of collectors is a hybrid of a mobile safe and police transport. Inside the armored corps, separated from the driver's part, a group of armed people is always on duty. Therefore, in addition to the place "under the safe" in the car of collectors, places "for passengers" should also be provided, which increases the volume of the body. In terms of technical support, the car of collectors is not inferior to other police cars. In such a specialized vehicle, communications equipment, a satellite beacon, and special equipment activated in emergency situations are necessarily present. It is this feature of the "structure" of the cash-in-transit vehicle that makes us talk about it as an ideal special vehicle.
Table 4
| Classification sign | Special | Specialized |
| By appointment | Firefighter Medical Assistance Burglar Truck Crane Cleaner | Dump trucks with attachments Vans with attachments Tankers Container trucks Garbage trucks |
| On a commercial basis | Commercial Non-commercial | Commercial Non-commercial |
| On a commercial basis | Commercial Non-commercial | Commercial Non-commercial |
| According to the terms of transportation | Specific conditions of carriage. | specific transportation. |
| By type of interaction with other organizations | External, linking this enterprise with others | |
| By type of cargo | Deicing materials Passengers | Dangerous goods Perishable goods Waste Garbage |
| By type of cargo | Sweep from territories Snow Waste Garbage | - |
| By industry affiliation of the transported cargo | consumer service | Industrial Construction Agricultural Trade |
| By move object | Special transport | Specialized transportation |
| On a territorial basis | City Regional | City Regional |
| By rolling stock | Water Washers Sweepers Snow Plows Snow Blowers Combination Machines Snow Loaders | Garbage trucks Container Heavy-duty Transport |
| By seasonality | Winter period Summer period | All year round |
| In terms of transport performance per unit of services performed | The area of the cleaned territory in m 2 | The volume of exported goods in m3; rub./car-hour; T |
The following factors influence the process of waste transportation:
- Population;
- configuration of the road network and development of the transport infrastructure of the region;
- technological factors;
- the level of improvement of the housing stock;
- climatic and meteorological conditions;
- architectural and planning composition of settlements;
- state and prospects for the development of residential development;
- economic opportunities and needs.
Satisfying the needs of cities for improvement is a complex and at the same time labor-intensive and capital-intensive process. This is due to the fact that both expensive equipment and skilled and manual labor are used at the same time. The complexity of cleaning the territory of the city is also associated with the features of the work, which are determined by the following factors:
- a large range of types of work and individual technological operations;
- large differences in the annual volume of work of different types;
- the seasonal nature of the place and time of the appearance of works;
- high requirements for the speed of work;
- carrying out work in conditions of continuous traffic flow and the need to create minimal interference with it;
- the dispersal of the scope of work at considerable distances relative to each other and the locations of utility services;
- high requirements for the dimensions and maneuverability of harvesting equipment;
- a high level of use of manual labor, since it is not possible to mechanize individual technological operations by attaching additional equipment.
Collection and removal of snow, leaves, household waste, garbage with their subsequent disposal is a rather expensive service. Therefore, the implementation of these operations requires a rational organization of their management and, accordingly, financing. To solve the tasks set, a completely new formulation of cost accounting for the implementation of works on the improvement of territories, including the transport process associated with the implementation of various technological operations, is required.
In this regard, in order to manage the costs of providing services for the maintenance of highways and landscaping of territories carried out by specialized transport, it is necessary to keep records using the budgeting system. This is due to the presence of a large number of operations performed, types of transportation, equipment used, the nature of the cargo being moved, which depend on many factors. The implementation of the transport process requires the organization of accounting for all its components in order to determine, through budgeting, the need to finance this process in a motor transport enterprise.
Taking into account the above material, we conclude that the transport process is the process of transporting goods and passengers in accordance with the needs of sectors of the economy and the population.
The transport process is one of the types of production
process and includes the operations of receiving, transporting, storing,
transshipment, delivery. In the transport process, as already noted, in contrast to the industrial process, no new material product is produced.
Each operation, like a process, consists of objects of labor, means
production and production personnel, the interaction of which
aimed at creating transport products:
The subject of transport production is the transportation of passengers,
mail, cargo;
Means of transport production - transport space and transport equipment;
Transport production executors - personnel of transport production.
Transport products - the result of the work performed on delivery
to the final destination of passengers and cargo.
In a general setting, the means of production are understood as
industrial buildings, structures and equipment. They can be
grouped into two groups: transport space and transport
Transport space is equipped for movement and
control of the movement of transport objects of the earth's surface zone,
underground, water and air space.
In accordance with this definition, the composition of the transport
spaces include:
Transport communications are means of communication,
which are objects of underground, water or air
spaces equipped for the movement of vehicles
(railways, roads, waterways, airways,
pipelines).
Transport and technological terminals : loading-
unloading and storage facilities, port and station facilities,
complexes and buildings for customer service when placing an order for
transport products;
Buildings, structures and complexes for the management of transport
streams.
Transport technology is a set of technical objects, with
through which the transport process is carried out.
The transport equipment includes:
Transport (mobile) means that move goods and
passengers on transport communications;
Technique of transport and technological terminals, intended for carrying out loading and unloading, transport and storage and intra-terminal transporting technological operations;
Traffic management technology: information and
computer systems, equipment for communication and information transfer,
designed to support management procedures in the process
customer service, vehicle management and
management of organizational structures of transport.
Transport production personnel in accordance with the structure
means of production it is advisable to classify according to the following
main structural groups:
Heads and managers (managers) of organizational
transport structures;
Operators of production processes taking place in ground
transport space objects;
Vehicle operators;
Programmers and operators of transport control systems
flows;
2.3 Power indicators of technical equipment of transport.
To fulfill its purpose, each mode of transport has a certain technical base, or otherwise, the means of production. The technical equipment of any type of transport is extremely complex and diverse. The main elements of technical equipment, characteristic of all types of transport, can be considered: a path with artificial structures (bridges, tunnels, road facilities, etc.); rolling stock; permanent technical facilities erected, as a rule, in the areas of cities and other settlements in the form of stations, ports, train stations, depots, cargo warehouses (warehouses), factories, workshops, material and technical bases, power supply and water supply systems; special (including electronic) devices for controlling the movement of transport units and for communication of officials serving transport. Permanent technical means also include office buildings and structures with appropriate equipment, including loading and unloading machines and mechanisms, machines for repairing and maintaining all transport property in good condition.
The scale of the transport economy as a whole is growing, and the equipment is constantly being improved thanks to new achievements in science and technology. The volume and technical level of equipment largely determine the potential of this type of transport, but in itself it does not guarantee the fulfillment of the tasks assigned to it. This requires, first of all, an adequate technology, organization and control system of the transport process.
Consider these questions on the example of road transport
The main task of organizing and planning production in a motor transport enterprise is the rational combination and use of all production resources in order to perform maximum transport work in the transportation of goods and better serve the population with passenger transportation.
Motor transport enterprises according to their purpose
subdivided into motor transport, auto-servicing and auto-repair.
Motor transport enterprises are enterprises of an integrated type that carry out the transportation of goods or passengers, storage, maintenance and repair of rolling stock, as well as the supply of the necessary operational, repair materials and spare parts.
Motor transport enterprises by the nature of their work
transport work is divided into:
Freight;
Passenger;
mixed;
Special.
By the nature of production activities, ATP are distinguished:
Common use;
Not for general use.
Motor transport enterprises of general use carry out the transportation of goods for enterprises and organizations of sectors of the economy and citizens under contracts, the transportation of passengers in buses and passenger taxis on urban, suburban intercity and international routes. Motor transport enterprises of non-public use carry out the transportation of goods and passengers for their own needs of enterprises in the sectors of the economy.
Motor transport enterprises have a certain production capacity. The production capacity of ATP depends on the payroll of cars and buses, their carrying capacity and capacity. The production capacity of rolling stock technical and repair zones, workshops and sections of the ATP is determined by the maximum throughput of the leading production links, maintenance lines, repair posts, etc.
The assessment of the elements of the production and technical base must be carried out not only from the standpoint of quantitative characteristics, but also from the point of view of
their quality condition.
Elements of the technical equipment of road transport can be conditionally divided into the following groups:
General information;
The number of rolling stock fleet and the mode of its operation;
States of the enterprise;
Indicators of the territory of the enterprise;
Characteristics of the main buildings and structures;
Characteristics of production sites;
Organization of work of maintenance and repair of rolling stock;
Information about the presence of the main technological equipment.
General information. They include the following key data:
Name, purpose and type of enterprise;
The capacity of the enterprise (the number of vehicles in operation);
Year of putting the enterprise into operation;
Year of commencement of the enterprise;
The cost of the "passive" part of the enterprise's fixed assets (buildings, structures, equipment, networks, communications, etc.) without the cost of rolling stock, etc.
Number of rolling stock fleet and mode its operation.
Category of operating conditions, average daily (average annual) mileage per unit of rolling stock, number of days of work per year, time on duty, average coefficient of technical readiness, average age of rolling stock are indicated separately for each group of rolling stock models, determined for the period of the survey or according to the reporting data of the ATP .
If there are groups of cars of the same model on the ATP, but having
vehicles operated as single vehicles and as part of road trains.
Enterprise states.
Indicators of the ATP territory.
They include the total area of the land plot, the built-up area of the territory, as well as the built-up areas of individual buildings and structures, the build-up ratio, the areas of asphalting and landscaping, the number of car storage places for rolling stock (closed, open without heating, open with heating).
Characteristics of the main buildings and structures.
Includes such data as built-up area, usable area (with a breakdown into the area of production and storage and administrative and amenity premises), number of floors, material of the main building structures (framework, load-bearing structures of the floor, floor (cover), fence, height
premises to the bottom of load-bearing structures, building volume, balance
cost, condition assessment). The assessment of the state of the building (structure) is determined by three indicators (good, satisfactory and not satisfactory) and is established by an expert, depending on the service life, type and quality of the main building structures, the degree of their wear, the conformity of the structure
buildings for industrial purposes in accordance with applicable norms and rules, etc.
Characteristics of production sites, includes the following
Main factors:
Area, number of employees (including
shifts), the duration of the work site per day, working conditions (condition
ventilation, lighting, temperature, estimated by an expert method:
good, satisfactory, poor), the number of posts (universal,
specialized, on production lines, for road trains), number of seats
expectations (indoors and outdoors), level and extent
mechanization of production processes, as well as other data,
reflecting the specifics of the production site.
Organization of maintenance and repair.
It is determined by the mode of operation of production, the annual volume of work, the number of production workers, posts and other indicators, which are given separately by types of technical, impacts and main models of rolling stock included in technologically compatible groups.
Indicators of the annual volume of work are indicated by the main models
rolling stock in the presence of reporting data, and in the absence of - in general for the rolling stock fleet of ATP. The number of maintenance and repair posts, with their specialization by type of rolling stock, is given separately for the main models. The existing methods of organizing the production of maintenance and repair of rolling stock, its units and components (on production lines, at individual specialized or universal posts, the aggregate-nodal method, individual, etc.) are given.
In the conditions of production cooperation, information is taken into account on the performance of certain types of maintenance and repair work of rolling stock at other enterprises, as well as the types of technical services provided by this ATP for other enterprises, organizations or individual owners.
Information about the presence of the main technological equipment.
They are taken into account in the form of a statement, which indicates: the name of the equipment, its brief description, model, quantity, condition (wear percentage), use of the equipment (hours per day). The list includes all types of basic technological equipment, industrial and individual (own) production.
2.4 Volume indicators of transportation work. Indicators of the quality of the technical work of transport.
There are five main types of transport: rail, water (sea and river), road, air and pipeline.
Railway transport. Provides economical transportation of large loads, while offering a number of additional services, thanks to which it has almost a monopoly position in the transport market. And only the rapid development of road transport in the 70-90s. 20th century led to a reduction in its relative share in the total transport income and total freight turnover.
The significance of railways is still determined by their ability to transport large volumes of goods over long distances efficiently and relatively cheaply. Rail transportation is characterized by high fixed costs due to the high cost of rail tracks, rolling stock, marshalling yards and depots. At the same time, the variable part of the costs on railways is small.
The main part of the freight turnover is given to the railroads by the export of mineral raw materials (coal, ore, etc.) from sources of production located far from waterways. At the same time, the ratio of fixed and variable costs in rail transport is such that it still benefits from long-distance transportation.
More recently, there has been a trend towards the specialization of rail transport, which is associated with the desire to improve the quality of the services they provide. This is how three-tier platforms for transporting cars, two-tier container platforms, articulated cars, and special-purpose trains appeared. A special purpose train is a freight train, all wagons of which are designed to transport one type of product, such as coal. Such trains are more economical and faster than traditional mixed trains, because they can go straight to their destination, bypassing marshalling yards. The articulated wagons have an extended undercarriage that can accommodate up to 10 containers in one flexible coupler, which reduces wagon load and shortens the time required for transshipment. Double-deck container platforms, as the name suggests, can be loaded with containers on two levels, doubling the capacity of the rolling stock. Such technical solutions help railways to reduce the freight load of wagons, increase the carrying capacity of trains and facilitate loading and unloading processes.
Water transport. Here, the division into deep-sea (ocean, sea) navigation and inland (river) navigation is accepted. The main advantage of water transport is the ability to transport very large cargoes. In this case, two types of vessels are used: deep-sea (need ports with deep water areas) and diesel barges (have more flexibility). The main disadvantages of water transport are limited functionality and low speed. The reason is that railroads or trucks have to be used to transport goods to and from ports, unless both the origin and destination are located on the same waterway. Water transport, thus characterized by a large carrying capacity and low variable costs, is beneficial to those shippers for whom low transport tariffs are important, and the speed of delivery is of secondary importance.
Typical cargoes for transportation by inland waterways are ore, minerals, cement, grain and some other agricultural products. The possibilities of transport are limited not only by their connection to navigable rivers and canals, but also by the dependence on the capacities for loading and unloading and storage of such bulk cargoes, as well as by the growing competition from the railways serving the parallel lines.
In the future, the importance of water transport for logistics will not decrease, as slow river boats can serve as a kind of mobile warehouse if properly integrated into the overall logistics system.
Automobile transport. The main reasons for the active use of vehicles in logistics systems were the inherent flexibility of delivery and the high speed of intercity transportation. Motor transport is distinguished from railways by relatively small investments in terminal equipment (loading and unloading facilities) and the use of public roads. However, in motor transport, the amount of variable costs (compensation of drivers, fuel, tires and repairs) per 1 km of the road is large, while fixed costs (overhead costs, depreciation of vehicles) are small. Therefore, unlike rail transport, it is best for transporting small consignments of goods over short distances. This determines the areas of use of vehicles - processing industry, trade, etc.
Despite certain problems in the road transport industry (increased costs for the replacement and maintenance of equipment, for the wages of drivers, loaders and repairmen), in the foreseeable future, it is road transport that will retain a central position in meeting the transport needs of logistics.
Air Transport. Cargo aviation is the newest and least demanded form of transport. Its main advantage is the speed of delivery, the main disadvantage is the high cost of transportation, which is sometimes offset by the speed of delivery, which makes it possible to abandon other elements of the structure of logistics costs associated with the maintenance of warehouses and stocks. Although the range of air transport is not limited, it still accounts for less than 1% of all intercity freight traffic (expressed in ton-miles). Air transport options are constrained by the carrying and carrying capacity of aircraft, as well as their limited availability.
Traditionally, long-distance freight traffic has relied heavily on passing passenger flights, which has been beneficial and economical, but has resulted in a loss of flexibility and a delay in technical development. Jet liner charter is expensive and the demand for such flights is not regular, so the fleet of planes that carry out exclusively cargo transportation is very small.
Air transport has lower fixed costs than rail, water or pipelines. The fixed costs of air transport include the purchase of aircraft and, where necessary, special handling equipment and containers. Variable costs include kerosene, aircraft maintenance, and flight and ground personnel.
Since airports require very large open spaces, air transport is generally not integrated with other modes of transport, with the exception of road transport.
Air transport transports a variety of goods. The main feature of this type of transport is that it is used to deliver goods mainly in case of emergency, and not on a regular basis. Thus, the main goods transported by air are either high-value or perishable goods, when high transport costs are justified. Potential objects of air cargo transportation are also such traditional products for logistics operations as assembly parts and components, goods sold by postal catalogs.
Pipeline transport. Pipelines are an important part of the transportation system and are mainly intended for the transfer of crude oil and liquid petroleum products, natural gas, liquid chemicals and dry bulk products converted into an aqueous suspension (cement). This type of transport is unique: it operates around the clock, seven days a week, with a break only for the change of pumped products and maintenance.
Pipelines have the highest proportion of fixed costs and the lowest variable costs. The level of fixed costs is high, since the costs of laying pipelines, maintaining the rights-of-way, building pumping stations and establishing a pipeline management system are very high. But the fact that pipelines can operate with little or no human intervention determines the low level of variable costs.
The obvious disadvantages of pipelines are the lack of flexibility and the limitation of their use to transport only liquid, gaseous and soluble substances or suspensions.
Speed is determined by the time it takes to travel a certain distance. The fastest of all is air transport. Accessibility is the ability of transport to provide a link between any two geographic locations. Road transport is the most accessible, as trucks can pick up cargo directly at the point of departure and deliver it directly to the destination. The reliability indicator reflects potential deviations from the expected or established delivery schedule. Since pipelines operate around the clock and are not afraid of either the weather or overload, they are the most reliable mode of transport. Carrying capacity characterizes the ability to carry goods of any weight and volume. On this basis, the highest rating belongs to water transport. Frequency is the number of transports (transportations) in the schedule. Since the pipelines operate in a continuous mode, they also occupy the first place here.
2.5 Indicators of economic efficiency of work.
We single out the main operational characteristics that determine and affect the efficiency of various modes of transport.
Operational indicators of watercraft:
Displacement (mass or volume) is determined by the mass or volume of water,
displaced by a floating vessel;
Carrying capacity - the carrying capacity of a given vessel;
Deadweight (or full load capacity) - the amount of cargo that the ship is able to take before draft on the summer load line at the waterline;
Cargo capacity - the ability of the vessel to accommodate cargo of a certain volume (separately for packaged, piece and bulk cargo).
A distinction is made between single cargo capacity, when the volume of all cargo spaces is used simultaneously, and double cargo capacity, when cargo spaces are used in turn to evenly load the ship.
Operational indicators of the train:
Load capacity utilization factor, equal to the ratio of the actual mass of cargo in the wagon to its carrying capacity;
Capacity coefficient equal to the quotient of dividing the actual cargo in the wagon by the wagon capacity;
The technical loading rate is the amount of cargo agreed with the consignor that can be loaded into a given wagon with the best use of its carrying capacity and capacity.
Road transport is characterized by indicators of operational and technical quality, which, together with data on specific operating conditions, serve to select the rolling stock of a particular brand.
These indicators include the characteristics of the car in terms of its dimensions, weight, carrying capacity, cross-country ability, speed and other dynamic qualities, stability and maneuverability, and, finally, in terms of economy. The efficiency of the use of road transport is determined by such indicators as the cost of transportation, their productivity, energy intensity, etc.
The attractiveness of motor transport is partly due to its relative superiority over others in all five characteristics with the exception of carrying capacity. This circumstance allows us to consider the operational characteristics (indicators) of vehicles in more detail.
The work of the rolling stock of road transport is evaluated by a system of technical and operational indicators that characterize the quantity and quality of the work performed. Technical and operational indicators of the use of rolling stock in the transport process can be divided into two groups.
The first group should include indicators characterizing the degree of use of the rolling stock of freight road transport:
Factors of technical readiness, production and use of rolling stock;
Load capacity and mileage utilization factors,
Average haul distance and average haul distance,
Downtime for loading and unloading;
Time in dress;
Technical and operational speed.
The second group characterizes the performance indicators of the rolling stock:
Number of rides;
Total transportation distance and mileage with cargo;
The volume of traffic and transport work.
The presence in the motor transport enterprise of cars, tractors, trailers, semi-trailers is called the list rolling stock fleet.
Supply and marketing organizations participate in the transport process and thus have a significant impact on the cost of transporting goods by road. Knowledge by employees of organizations of the impact of operational indicators on the cost of 1 t-km allows the correct use of vehicles when delivering products to consumers and thereby reduce the cost of transporting goods.
With an increase in technical speed and a reduction in downtime for loading and unloading, the mileage and productivity of the vehicle increase at a constant amount of fixed costs, which makes it possible to reduce the cost of transportation per 1 ton-km.
With an increase in the utilization coefficients of the carrying capacity and mileage of the rolling stock, the cost of transportation is sharply reduced, since this reduces the amount of both variable and fixed costs per 1 t-km.
Since the cost of transportation depends on the amount of work performed and the funds spent on it, the main condition for its reduction is the growth of labor productivity of drivers and other employees of motor transport enterprises, saving material resources (reducing the cost of fuel, materials, spare parts, etc.), as well as reduction of administrative and management costs by rationalizing the management of motor transport enterprises.
A huge role in reducing the cost of transportation is played by the efficient organization of transportation and the comprehensive mechanization of loading and unloading operations. A rational solution of these issues allows you to maximize the use of the carrying capacity of vehicles and ensure their minimum downtime during loading and unloading. A significant cost reduction is achieved by using trailers, which dramatically increase the productivity of the car and contribute to an increase in the mileage utilization rate.
2.6 Indicators of transport network development.
The main objectives of the Transport Strategy in the formation of a single transport space of Russia based on the balanced development of an efficient transport infrastructure are:
Elimination of gaps and "bottlenecks" in the transport network, including in the Asian part of Russia;
development of transport approaches to major transport hubs and border checkpoints;
Formation of a single road network, year-round accessible to the population and business entities;
Creation of a unified balanced system of transport communications of the country on the basis of a differentiated development of communication routes for all types of transport;
Increasing the capacity and speed parameters of the transport infrastructure to the level of the best world achievements, taking into account the creation of reasonable reserves, increasing the share of high-speed communications;
Creation of an integrated system of logistics parks on the territory of the country as the basis for the formation of a modern commodity distribution network;
Improvement of the infrastructure is supposed to be carried out in relation to all modes of transport.
In the field of railway transport, it is planned to build 20,730 km of new lines by 2030, of which the length of high-speed railway lines by 2030 may be more than 10 thousand km, and high-speed lines - more than 1,500 km.
Until 2015, it is envisaged:
Construction of second tracks with a length of 2407.9 km, including 1478.6 km - on the main directions;
Construction of the third and fourth tracks on the main routes with a length of 348.5 km;
In 2016 - 2030, it is envisaged:
Construction of second tracks with a length of 3055.6 km;
The implementation of measures to develop the road sector in 2010 - 2030 will achieve the following results:
Increasing the density of the public road network from 5.1 km per 1,000 people in 2007 to 10 km per 1,000 people in 2030 and from 42.6 km per 1,000 sq. km in 2007 to 79 km per 1000 sq. km in 2030;
An increase in the length of public roads of federal significance that meet the regulatory requirements for transport and operational indicators from 37.5 percent in 2007 to 80 percent in 2030;
Increase in the share of the length of public roads of the highest categories (I and II) in the total length of federal roads from 47.8 percent in 2007 to 80 percent in 2030;
The increase in the length of public roads of federal importance serving traffic in the overload mode will increase from 12.8 thousand km in 2007 to 14.2 thousand km in 2030 (from 27.3 percent to 15 percent of the total length of federal highways). values);
Providing about 20 thousand prospective rural settlements with constant year-round communication with the network of public roads on paved roads by 2030;
In the field of air transport, it is planned to increase the number of operating airports to 357 by 2020, if by 2010 it is possible to change the trend towards a reduction in the airfield network and maintain at least 315 airfields as a result of an active investment policy. By 2030, the airfield network should include more than 500 airports, mainly due to the development of regional air transport infrastructure.
By 2030, the development of seaports in all sea basins of the country will continue. New transshipment complexes will be built primarily to the North
