RU2400592C1 - Method of transport network creation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: method of creating urban element transport system comprises serviceability of existing 80-100 km-long roads with solid cover running from north to south along waterway, road interchanges and bridges over said waterways. Additional bypass roads are build on RH and LH banks of waterway, running from north to south. Additional bypass roads in north, central and south parts of urban element are connected by bridges over waterway. Traffic currents on existing rods in "north-south" direction and back, as well as on additional bypass rods in said directions are set with due allowance for surface wind speed, air temperature and humidity. Traffic stream on additional bypass road on waterway LH bank, on existing road of urban element, on additional bypass road on RH bank are defined from calculated factors A and B to de determined by the formulae. In case total magnitudes of factors A and B are smaller than 0.5, traffic stream is directed to additional bypass road on waterway LH bank. In case total magnitudes of factors A and B vary from 0.5 to 1.0, traffic stream is directed to additional bypass road on waterway RH bank. In case total magnitudes of factors A and B make 1.0 or greater, traffic stream is directed to all road in equal parts.

EFFECT: improved environmental conditions in urban elements.

11 dwg, 27 tbl

Description

The invention relates to the construction and operation of paved roads, road junctions and bridges for the movement of vehicles through waterways (rivers, canals, main pipelines, etc.).

Ensuring the environmental safety of the country involves, among other things, the greening of road transport. The severity of the problem is growing every year. Millions of cars driven by over 400 thousand transport market entities, the dynamically growing "army" of personal cars, are emitting more and more polluting substances into the atmosphere. On average, emissions from motor vehicles increase by 3 percent per year. The value of the annual damage from the negative environmental impact of the motor transport complex is, according to some estimates, more than $ 3.5 billion and continues to grow.

According to experts, one car on average burns more than 4 tons of oxygen, 40 kg of nitrogen oxides and almost 200 kg of various hydrocarbons from the atmosphere. In general, speaking of Russia, annually a huge amount of carcinogens come from automobiles into the atmosphere: about 30 thousand tons of benzene, almost 20 thousand tons of formaldehyde, about 7 thousand tons of benzopyrene and lead. The total amount of harmful substances annually emitted by automobiles currently exceeds 20 million tons. Unfortunately, from the point of view of environmental damage, motor vehicles are the undisputed leader on all “fronts”: air pollution - 95%, noise - 49.5%, overall climate impact - 68%.

For example, about 50 thousand cars pass through the provincial city of Volgograd per day, polluting the air, soil and water bodies with exhaust gases.

There is a method of creating a transport network of a residential zone in a city-forming settlement, including the improvement of residential areas, a pedestrian transport network and parking lots, zones of children's playgrounds and playgrounds for adults, the organization of water devices, lighting of courtyards, landscaping of courtyards (see Barsukov’s study guide G.M. Beautification of the living environment: a training manual / Volg GASU. - Volgograd, 2005. - 220 p.).

The disadvantages of the described method in relation to the problem we are solving - the reduction of the environmental load in city-forming settlements with an increased load on the movement of vehicles and exhaust gases of internal combustion engines (ICE) - refers to the fact that all quarters of residential areas are adjacent directly to highways with 4 , 6th, 8th, 10th and 12th lanes of the transport network. All gas flow from the internal combustion engine is redistributed in the residential areas of the city-forming settlement.

In recent years, the negative impact of road transport on the environment is constantly growing. For example, about 160 thousand units of various vehicles are registered in Volgograd, and the annual number of vehicles in Volgograd increases by an average of 40 thousand units, which leads to an annual increase in emissions of harmful substances from vehicles and an increase in environmental pollution. So, in 1997, air pollution by mobile sources amounted to 42% of the gross volume, in 2000 - 50.0%, in 2002 - already 74.5%. According to the results of atmospheric air monitoring on the Volgograd highways, the maximum level of pollution by nitrogen dioxide exceeds the maximum permissible concentration by 2.2-11.8 times, by dust - by 2.1-10.6 times, by carbon monoxide - by 3.5- 8.2 times. In the atmospheric air in all residential areas of Volgograd heavy metals are recorded: lead, manganese, nickel, chromium, copper, iron, zinc. Emissions from vehicles contain more than 200 pollutants that are more toxic than emissions from industrial enterprises. Significantly increases the proportion of the population with chronic forms of respiratory diseases, which completely correlates with the growth dynamics of the Volgograd fleet.

The mortality rate from the increasing flow of vehicles in the Kirovsky district of Volgograd is increasing annually by 92 people, in the Central region - by 20 people, next to ZAO Red Volgograd Metallurgical Plant - 233 people, in Traktorozavodsky district - from 225 to 411 people and in the northern part of the city with the RUSAL aluminum smelter, up to 459 people for every 100,000 people living in the district. The city of Volgograd has 1.2 million people.

A known method for predicting environmental pollution by heavy metals in the area of influence of roads using the nomogram method, including studying the landscape conditions of a road section, establishing meteorological conditions: orientation of a road section, fixing the prevailing wind directions relative to the axis of the road section, average wind speed, Stokes deposition rate of waste gases, establishing the background concentration of lead in soil and vegetation, quantitative and qualitative composition of transport flow (see article A. Kanishcheva. Prediction of environmental pollution by heavy metals in the zone of influence of roads using the nomogram method / Abstracts of the 3rd International Scientific and Technical Conference "Solving Environmental Problems in the Motor Transport Complex." - M.: Moscow State Automobile Road Institute (Technical University), 1999. - 210 p. - C.71).

The disadvantages of the described method in relation to the problem we are solving include the fact that nomograms solve the problem of determining the amount of heavy metals (lead) in a particular section of the road, but the problem itself is not solved - the environmental load in the form of exhaust (exhaust) gases of vehicles in city-forming settlements.

Due to an outdated transport network, more than one and a half thousand people suffer from accidents annually in the city of Volgograd alone, of which approximately 150 die. Indeed, it is possible to unload the city streets, on which more than 50 thousand cars pass daily, only by opening additional bypass motor roads, along which the entire transit will pass. And this is almost half of all transport that flooded the streets of Volgograd.

Today, the First and Second Longitudinal Highways, built more than fifty years ago, continue to be the main highways of the city of Volgograd. Their bandwidth is almost exhausted. By connecting highways mainly to the central and northern regions of Volgograd, they do not provide an opportunity for drivers to choose an alternative route to the south of Russia. Start an additional bridge over the river. The Volga is further aggravated by this already hopeless situation. Additional bypass lines could solve a number of environmental problems. After all, the main pollutant of the atmosphere is the exhaust gases of internal combustion engines of vehicles. The concentration of substances harmful to human health at any intersection is increased tenfold. The concentration of nitric oxide is 20 times higher than the permissible level, carbon monoxide - up to 38 times, formaldehyde - 3 times. Also, compounds of heavy metals — manganese, lead, and chromium — are fixed in the air. It is no secret that part of the transit transport carries dangerous goods. Therefore, street accidents entail much more serious problems for the city.

The transport network in the city-forming settlement is also known, in which existing paved roads, interchanges and bridges through the water arteries are maintained in technically sound condition (see article Skachkova S.A., Suslova E.A. Influence of the motor transport complex on the environment City of Volgograd / Volga Ecological Bulletin Issue No. 6. - Volgograd: VolSU Publishing House, 1999. - P.36-39).

The disadvantages of the road network of the city of Volgograd, as well as of all cities in the European part of the Russian Federation, located along the Volga River, include:

- the impossibility of expanding the carriageway due to the density of housing after 1943;

- mismatch of the width of the road (or the number of lanes on the carriageway) to the ever-increasing size of the traffic flow;

- frequent intersections of the main road with the streets of the housing stock;

- poor condition of the road surface due to vehicles with a carrying capacity of 20-50 tons;

- delaying the construction of the 3rd Longitudinal Highway and road junctions intended for nonresident and heavy vehicles;

- the presence of only 10 underground pedestrian crossings in Volgograd with a city length of more than 80 km from southern to northern regions, whereas in accordance with SNiP they must be provided every 800 m of the main streets;

- frequent intersection of roads inside the city with railroad tracks;

- unacceptably low average speed (not more than 30 km / h), while the optimal should be at the level of 60 km / h to reduce the level of toxic exhaust gas emissions;

- Intensive development of the city’s transport network with gas stations;

- the high cost of transporting river ferries to the left bank of the Volga due to the lack of road bridges across the waterway in the middle, northern and southern parts of the city-forming settlement. This makes state, municipal, individual and nonresident vehicles move around, through the dam of the Volga hydroelectric power station, thereby creating critical loads on the dam and large accumulations of vehicles during rush hours. This leads to a high level of gas contamination of the air basin, the water area of the Volgograd reservoir, the intensity of noise and vibration;

- the passage of the tramway at the same level with the carriageway, the numerous intersections of tram tracks with the 1st, 2nd, 3rd longitudinal highways;

- the presence of a large number of traffic lights in the city that do not work in the "green wave" mode to move at an average transport speed of 60 km / h. This causes an increased fuel consumption for every 100 km of the way, reduces the flow rate and increases the volume of exhaust (exhaust) gases of ICE vehicles.

The described problems and shortcomings are inherent not only to the cities of Volgograd and Volzhsky, but also to most cities of Russia.

A known estimate of pollutant emissions from urban road routes of different categories in Astrakhan (see article K. Khunas, V. Smetanina. Assessment of pollutant emissions from city bus routes of different categories // Atmospheric air protection. - P.289). A copy of the article is attached.

The ecologically stressed state of Astrakhan, located mainly on the left bank of the Volga, is many times worse than the city of Volgograd. The described problems are inherent in all cities of Russia located in the basins of the Moscow-Volga rivers.

Known methods for assessing the impact of transport loads on landscape complexes of the Volgograd region and in regions of different scales (see the articles TP Mukha Assessment of the impact of transport loads on landscape complexes of the Volgograd region // Volga Ecological Bulletin. Issue 5. - Volgograd: Publishing House VolSU, 1998. - P.138-141 and Shapseva E.V., Lifirenko N.G. Assessment of transport load in regions of different scales.

The materials presented attempt to quantify the damage caused by exhaust gas pollution of ICE motor vehicles. However, technical or other solutions to the above problem are not provided here.

There is a method of creating a transport network in city-forming settlements, which includes maintaining in technically sound condition existing paved roads, interchanges and bridges through the water arteries (see, for example, Lobacheva G.K., Guchanova I.Zh., Guchanova A.I. Ecology and motor transport: Teaching aid / Under the general editorship of a doctor of chemical sciences, professor G.K. Lobacheva, VolSU, MAANOI - Volgograd: Publishing house of VolSU, 2004. - 500 p.).

The disadvantages of the described method of creating a transport network in city-forming settlements in relation to the problem being solved - reducing the environmental load in city-forming settlements with an increased traffic load of vehicles - include the fact that only maintaining technically sound condition of existing roads in city-forming settlements does not solve this problem. In the described method, the amount of exhaust gases in atmospheric air is slightly reduced.

The essence of the claimed invention is as follows.

The problem to which the claimed invention is directed is to reduce the environmental load in city-forming settlements with an increased load on the movement of vehicles.

EFFECT: reduction of exhaust emissions of internal combustion engines of motor vehicles in city-forming settlements.

The specified technical result is achieved by the fact that in the known method of creating a transport network in city-forming settlements, including maintaining in technically sound condition existing roads with hard surface with a length of 80-100 km with an orientation from north to south along the waterway, according to the invention, they are built in the direction from the north to the south additional bypass routes on the left and right banks of the water artery, additional bypass routes in the northern, middle and southern parts of the city The settlement is connected by bridges through the water artery, the flow of vehicles on existing roads in the north-south direction and vice versa, along additional bypass highways on the left and right banks of the water artery in the direction indicated by the direction and speed of surface wind, temperature and relative air humidity, and the flow of vehicles along the additional bypass transport highway on the left bank, along existing roads in the city-forming settlement, according to itelnoy bypass traffic artery on the right side is oriented according to the values calculated coefficients A and B:

here V _во and V _вф - optimal and actual surface wind speed, m / s;

N _in and N _wf - the optimal and actual direction of surface wind flows, rumba;

W _in and W _in - the optimal and actual relative air humidity in the surface layer,%;

T _in and T _vf - optimal and actual air temperature, ° C,

when the total value of the coefficients A and B is less than 0.5, the traffic flow is directed along the additional bypass line on the left bank of the waterway, with the total value of the coefficients A and B from 0.5 to 1.0, the traffic flow is directed along the additional bypass line on the right bank of the waterway arteries, with a total value of the coefficients A and B greater than 1.0 - on all roads in equal shares.

The invention is illustrated by a map, in particular, the city of Volgograd, which presents existing paved roads with a length of 80-100 km with an orientation from north to south along the waterway, interchanges, bridges through the waterways, additional bypass roads on the left and right banks water artery, connected by existing and new roads and bridges in the northern, middle and southern parts of the city-forming settlement (figure 1).

Figure 2 shows a diagram of wind rose according to the weather station of Volgograd, 2006.

In Fig.3 - the same, according to weather data of 2007.

Figure 4 - the same, according to weather data of 2008.

Figure 5 presents the dynamics of the average wind speed in the warm period according to weather stations in Volgograd, 2006.

In Fig.6 - the same, according to weather data of 2007.

Figure 7 in polar coordinates shows a diagram of wind speeds in the warm season (according to weather stations in Volgograd): a) in the morning; b) in the evening; c) average values according to 2008 data.

On Fig diagrams show the total emission of solid, liquid and gaseous substances into the atmosphere of Volgograd in 2001-2005.

Figure 9 shows a map of the weather forecast for June 16, 2009

Figure 10 shows a map of the Volgograd region with a graphical representation of the average annual air temperature, rainfall and the frequency of wind direction for the year,%.

11 shows a sampling scheme of soil samples in the northern part of the city-forming settlement along the 1st Longitudinal transport highway located along the water artery (Volga River).

Information confirming the possibility of implementing the claimed invention are as follows.

A method of creating a transport network in city-forming settlements involves maintaining technically sound roads of hard-surfaced roads 1 80-100 km long with an orientation from north to south along the water artery 2, traffic interchanges 3 and bridges 4 through the water arteries 2.

The existing roads 1 are located along the water artery 2 and form multi-lane traffic along the 1st Longitudinal Highway 5, along the 2nd Longitudinal Highway 6, along the 3rd Longitudinal Highway 7, where the daily flow of vehicles ranges from 16 to 46 thousand vehicles connecting the Southern Federal District with the Republic of Kazakhstan and Kalmykia, the cities of the Russian Federation - Astrakhan, Rostov, Krasnodar, Donetsk of the Republic of Ukraine, Kalach-on-Don, Rostov-on-Don, Voronezh, Lipetsk, Tambov, Saratov, Samara, Engels and others cool other cities associated with the territory of the Volgograd region.

To change the environmental tension from exhaust emissions of vehicles (cars and trucks, motor vehicles and special vehicles) in city-forming settlements, additional bypass transport lines 8, 9, 10, 11 are being built from north to south on the left bank of the waterway arteries 2. Additional bypass transport lines 8, 9, 10, 11 on the left bank and highway 12 on the right bank of the water artery 2 in the northern, middle and southern parts of the city-forming settlement connect the bridge Ami 4, 13, 14 and 15 through the water artery 2 and its sleeves.

The flow of vehicles along existing roads 1 in the north-south direction and vice versa, along additional bypass highways 8-11 and 12 on the left and right banks of the waterway 2 in these directions, is established taking into account the main directions and surface wind speeds, temperature and relative humidity. The flow of vehicles along the additional bypass transport line 8-11 on the left bank of the waterway 2, along the existing roads 1 in the city-forming settlement, along the additional bypass transport line 12 on the right bank of the waterway 2, are guided (guided) at the posts of the road patrol service ) by the values of the calculated coefficients A and B:

here V _in and V _wf are the optimal and actual surface wind speeds, m / s;

N _in and N _wf - the optimal and actual direction of surface wind flows, rumba;

W _in and W _in - the optimal and actual relative air humidity in the surface layer,%;

T _in and T _vf - optimal and actual air temperature, ° C.

For the optimal value of the surface wind speed, we took the air flow velocity V _b = 5 m / s at a height of 2.5 m above the roadbed 1. At the actual wind speed V _bf = 0, the most difficult conditions for the work of drivers, inspectors of the state traffic safety inspectorate (STSI) and the population living in close proximity to roads 1 and highways 8-12 in the city-forming settlement.

The directions of movement of the air masses are divided into 48 points. Each rumba corresponds to 7.5 ° angular magnitude. From 0 to 12 points, the wind changes its direction from north to east, from 12 to 24 points - from east to south, from 24 to 36 points - from south to west, and more than 36 points - from west to north.

For the optimal value, we took the direction of movement of air masses from the east, i.e. N _in = 12 points.

For the value of the optimum humidity, humidity W _in = 75% is taken. With such humidity, the exhaust (exhaust) gases most quickly settle on the roadside and do not disperse into the surrounding area.

The temperature T _in = + 15 ° C is taken as the value of the optimum air temperature. In this case, all components of the exhaust gases do not pass into other, worse, conditions.

When the total value of the coefficients A and B is less than 0.5, the traffic flow is sent along an additional bypass line 8-11 on the left bank of the waterway 2.

With a total value of the coefficients A and B from 0.5 to 1.0, the traffic flow is directed along an additional bypass line 12 on the right bank of the waterway 2.

With the total value of the coefficients A and B greater than 1.0 - on all roads 1 and highways 8-12 in equal shares.

The values of the coefficients A and B were determined on the basis of the results of real measurements of the concentrations of exhaust gas (exhaust) emissions from internal combustion engines (ICE) of motor vehicles (ATS) at the entrances to the city of Volgograd in its northern, middle and southern parts, traffic noise on roads 1 in city-forming settlement using both stationary posts and mobile mobile laboratories, as well as the results of verification of the most common methods for estimating mileage emissions of automatic telephone exchanges, a program for calculating entratsy exhaust emissions.

In full, a 24-hour experiment with measuring the characteristics of the ATS flow and atmospheric air pollution with harmful substances (СО, NO _x , СО ₂ ) and noise was carried out in bands on both sides during the day (from 9:00 a.m. June 17, 2009 to June 18, 2009 .).

Measured:

- the intensity and composition of the traffic flow in both directions. The quantitative and species composition of the ATS and the movement speeds of the ATS were recorded with a video camera (SKS-1M-16 movie camera);

- concentrations of CO, NO ₂ , NO in air at an altitude of 2.5 m and a distance of 7.5 m from the edge of the roadway of the transport line with portable gas analysis equipment (MGL-19-СО, ET-909-NO _x ) with automatic sampling in during the day every minute, as well as the concentration of СО ₂ and O ₂ with the TESTO-TEPM-33 instrument (manufactured in Germany) with manual sampling (measurement errors: СО - 15%, NO _x - 25%, СО ₂ and O ₂ - 2% );

- noise pollution at a test point by a programmable microprocessor sound pressure meter NA-29 (manufactured in Japan);

- wind speed and direction with an anerumbometer - M63-M1;

- air temperature with the IRTV-52-15 device;

- humidity (relative) of air - with the IPTV-0.56 device.

Errors of wind direction measurement ± 5 degrees with a rumba value of 7.5 °. Error in measuring the velocity of the surface air layer in the range of ± 1.5 m / s.

The impact of transport and its supporting infrastructure is accompanied by significant environmental pollution. The main impacts are atmospheric air pollution by toxic components of exhaust gases from transport engines, atmospheric emissions from stationary sources, pollution of water bodies, generation of industrial waste, and exposure to traffic noise.

The transport complex is the largest source of air pollution.

Assessment of emissions of pollutants into the atmosphere of the transport complex (automobile, water, air and rail transport, road facilities), according to the Ministry of Transport of Russia, was carried out for mobile (vehicles) and stationary sources (docks, repair plants, terminals, boiler houses, etc.) . Emissions of the seven most common harmful substances were estimated: carbon monoxide, hydrocarbons, nitrogen dioxide, soot, sulfur dioxide, lead compounds and solids.

The total amount of pollutants received into the atmosphere from mobile sources amounted to 11,563 thousand tons, including 95% (10,955 thousand tons) from vehicles, 2.5% (287 thousand tons) from air transport, and sea and river transport and road vehicles - 2.8% (321 thousand tons).

The gross emission of harmful substances into the atmosphere from stationary sources according to the Ministry of Transport of Russia in 1995 amounted to 840 thousand tons (including particulate matter (dust) - 409.4 thousand tons and sulfur dioxide - 233 thousand tons).

Thus, the amount of harmful emissions from mobile and stationary sources in 1995 amounted to 12.4 million tons.

Most of the waste generated at the enterprises of the transport complex are secondary raw materials, as well as waste oil products, waste paint and slag.

Road transport is one of the main sources of environmental pollution in most large cities, with 90% of the impact on the atmosphere associated with the operation of vehicles on the line, the remaining contribution being made by stationary sources (workshops, sections, service stations, parking lots, etc.) .

In large cities of Russia, the share of emissions from vehicles is comparable with emissions from industrial enterprises (Moscow and Moscow Region, St. Petersburg, Krasnodar, Yekaterinburg, Ufa, Omsk, etc.). In cities with less developed industry, the contribution of vehicles to the total air pollution increases and in some cases reaches 80 - 90% (Nalchik, Yakutsk, Makhachkala, Armavir, Elista, Gorno-Altaysk, etc.).

The exhaust gases of automobile engines contain about two hundred substances, most of which are toxic. Carbon monoxide, hydrocarbons and nitrogen oxides account for the majority of harmful products in carburetor engine emissions, and nitrogen oxides and soot in diesel engines.

The main reason for the adverse impact of vehicles on the environment remains the low technical level of the operating rolling stock, the lack of an efficient transport network and exhaust gas aftertreatment systems.

The Volgograd region is an industrialized region with large enterprises on its territory. In the structure of the diversified industrial complex of the region, the largest share is held by the fuel industry (17.2%), ferrous metallurgy (15.4%), chemical and petrochemical industry (15.2%), machine building and metalworking (15.4%), electric power industry (11.7%), production of building materials (4.6%), non-ferrous metallurgy (3.4%).

The transport infrastructure is developed in the region, a network of highways, gas and oil pipelines passes through the territory, which, along with industry, have a significant negative impact on the environment.

In 1999-2001 After the economic downturn, there has been a revival of industrial production in the region. Compared to 2002, industrial production increased by 1.2%.

Pollutant emissions from industrial activities, the generation of toxic waste from production and consumption, the discharge of polluted wastewater into natural water bodies create a significant anthropogenic pressure on the environment.

A variety of pollutants related to human production are emitted into the air. In the region, the most common among gaseous and liquid emissions are hydrocarbons (mainly methane), nitrogen oxides, carbon oxides, sulfur dioxide, as well as solids.

In 1999-2001 in the region there is a steady upward trend in the volume of emissions of harmful substances into the atmosphere. The increase in emissions was associated both with the identification of unaccounted emission sources and with the increase in emissions of harmful substances by individual enterprises.

In 2002, the region accounted for 28,552 sources of emissions of pollutants, including 23,625 - organized. The list of observed objects included 341 enterprises, of which 171 - industrial, 11 - agricultural, 75 - transport enterprises, 41 - housing and communal services, 43 - enterprises of other industries. Of the observed enterprises, 92 increased the amount of harmful substances into the atmosphere compared to 2000.

The proportion of organized sources of emissions of harmful substances in the region remains at the same level; in 2002 it amounted to 82.7% (in 2001 - 83%). Unorganized sources of emissions are known to limit the possibility of using purification, which leads to an increase in the emission of harmful substances.

During the year, all stationary sources in the process of production activity released 625 thousand tons of harmful substances, of which 213.7 thousand tons were released into the atmosphere, bypassing treatment. Of the 411.6 thousand tons received at the treatment facilities, 399.1 thousand were caught . tons, 12.0 thousand tons became a source of air pollution.

In total terms, from stationary sources, 357.8 thousand tons were received into the atmosphere in 2001. Compared to 2001, emissions decreased by 40.8% (by 149 thousand tons). The decrease was due to prolonged equipment downtime and changes in the methodology for the distribution and calculation of fugitive emissions from pipeline transport enterprises.

The volume of emissions of pollutants by the industry as a whole in 2002 compared with 2001 decreased in the sub-sectors of the industry: electric power, fuel, engineering, transport, and increased in the oil, ferrous and non-ferrous metallurgical, chemical and petrochemical industries. Among industries, vehicles continue to be the most harmful to the environment.

With the introduction of additional bypass transport lines 8, 9, 10, 11 on the left bank of the waterway 2, an additional bypass transport line 12 on the right bank, bridges 4, 13, 14, 15 in the northern, middle and southern parts of the city-forming settlement, in particular Volgograd, traffic flows by shortest routes, minimally using existing roads 1, as well as traffic interchanges, freight flows and automatic telephone exchanges are distributed as follows:

1) from south to north - from Astrakhan (road No. 5) via an additional highway 8 (Zakanalnaya, Tatyanka, Shchuchiy, Kletsky), using bridges 14 and 15 across the river. Volga in the southern part of Volgograd, via an additional highway 9 (Kletskiy - Peschanka - Krasnoslobodsk), via bridge 13 in the middle of Volgograd, through transport junction 3 on the 2nd longitudinal highway 6, and then onto the Moscow highway (M 6) to the direction of the cities of Voronezh, Tambov, Lipetsk and others;

2) from the city of Astrakhan via additional transport routes 8, 10, 11 through the bridge over the Volga-Akhtuba sleeve to the city of Volzhsky, through bridge 4 in the northern part of the city of Volgograd (along the Volga hydroelectric dam) along the M 8 road to Saratov, Samara , Ufa, Orenburg and other cities in the Asian part of the Russian Federation;

3) from the Southern Federal District: the cities of Astrakhan, Elista, Krasnodar, Stavropol, Rostov on bridges 14 and 15 in the southern part of Volgograd, on highways 8, 10 and 11 to Engels and the city of Uralsk of the Republic of Kazakhstan;

4) from Elista, Rostov, Krasnodar through the bridge crossing the Volga-Don shipping channel named after V.I. Lenin in the southern part of the city of Volgograd, through an additional highway 12, bypassing the city-forming settlement with a population of one and a half million, safe access is provided to the city of Donetsk of the Republic of Ukraine, the city of Kalach-on-Don, to Rostov, to the cities of Voronezh, Tambov, Lipetsk, Saratov, Samara, Orenburg, Ufa, etc.

The described additional transport routes 8-11 on the left bank of the waterway 2, bridges 14, 15 in the southern part, bridge 13 in the middle part (Volgograd - Krasnoslobodsk), bridge 4 in the northern part of the city-forming settlement, additional transport highway 12 on the right bank of the waterway 2 allow the shortest way to direct transport cargo bypassing the city of Volgograd.

However, to reduce the environmental load in the city-forming settlement, the climatic situation of the Lower Volga region is not taken into account.

Climatic conditions in any region of the Earth are formed under the influence of the flow of solar radiation, the nature of the underlying surface, the prevailing transport of air masses or atmospheric circulation. Of these three causes of climate formation, the intensity of solar radiation has a decisive influence on the climate.

The total duration of sunshine in the Volgograd region is 2100 hours per year in its northern part and increases to 2300 hours in the Volga-Akhtuba floodplain and the Volga region. The greatest duration of sunshine occurs in the summer months with dry and slightly cloudy weather (Table 1).

In winter, as a result of the prevalence of cloudy weather and a short day, the duration of sunlight decreases sharply and reaches its lowest value in December. In winter, the number of days increases noticeably when the sun is completely covered by clouds. In general, the course of this phenomenon in the region is the opposite of the change in the duration of sunshine (Table 2).

Illumination conditions determine the nature of the arrival of solar radiation on the underlying surface and its intensity. The difference between the arrival of solar radiation and its consumption is the radiation balance. In the Volgograd region, its value is 45-50 kcal / cm ² per year. Within 10 months, the radiation balance is positive, which indicates a good heat supply. Only in December-January, in some areas in November and February, the solar energy balance is negative (more heat is consumed than is received).

The flatness and openness of the territory of the Lower Volga region also has a climate-forming effect. In winter, cold air masses freely penetrate here both from the north and from the east, from the central regions of Kazakhstan and Siberia. In summer, warm, dry and dusty air from Central Asia often comes to the Lower Volga region, and often tropical air from the Middle East spreads. In such weather conditions it can be very hot and dry. Air temperature rises to 34-38 ° C, and relative humidity drops to 10-12%.

Air masses are carried in systems of vortex formations, which are called cyclones and anticyclones. These pressure systems extend to an altitude of 5-7 km, reach 2-3 thousand km across and travel at a speed of 30-40 km / h. Cyclones are areas of low atmospheric pressure with its minimum value in the center (Fig. 9). In these baric formations, the weather is very changeable. With the passage of the warm front, calm rainfall falls. On a cold front, they are of a short-term rainstorm, the wind intensifies and changes direction from south-west to west and north-west. In summer, cyclones bring a slight cooling, and in winter - warming.

In the winter Volga region, during the winter months, 2-3 southern cyclones can enter the region of the Lower Volga region, in which the advective removal of warm air from the Mediterranean Sea takes place. Such cyclones bring warming, the temperature in the middle and end of December can increase to + 5 ... + 10 ° С (Table 3).

In some years, in mid-May - early June, cyclones attacking the Black and Caspian seas attack the Volgograd Region. They cause a significant amount of rainfall. Recently, the yields of these cyclones were noted in 1988, 1989, 1990, 1992, 1993.

Cold air is transported to the rear of the cyclone on its northern and northwestern periphery. On December 30, 1978, in the Volgograd Region, the air temperature was positive everywhere, and in the southern regions it rose to 8-10 ° C. In the afternoon after passing the front, it sharply became colder. In the Volga region, in 12 hours the temperature dropped by 21-23 ° C and by the end of the day it dropped to 23-25 ° C of frost.

In cold uniform air with a low water vapor content, an anticyclone is formed with the highest atmospheric pressure in the center of formation, in which dense and heavy air drops to lower layers, the temperature rises. Under these conditions, clouds do not form, so the weather is dry and clear in the anticyclone. In winter, the underlying surface and air during the process of radiation become very cold, in conditions of anticyclonal weather there are frosts with temperatures up to -20 ... -30 ° С. In summer, on the contrary, the air warms up very much, it is very hot and dry.

The first half of 1984 can serve as a typical example of anticyclone type weather. In the 20th of January, cold air spread to the territory of the region. After a long warm period (in November, December and two decades of this month), a sharp drop in temperature to -20 ... -26 ° C. Typically anticyclone weather set in, which persisted with short interruptions until mid-July. During these five months, only 30-50 mm of precipitation fell in the Volga and southern regions.

Long abnormal weather conditions typical of a season or a number of years are determined by stable atmospheric processes. This climate formation factor determines warm or cold winters, dry and hot or cool and humid summers. With the predominance of the zonal process, the warm air of the Atlantic Ocean extends to the entire European territory of Russia, and winters are very warm. This process has been characteristic of the last 15-20 years. In warm winters, December and January temperatures are 5-6 ° C higher than normal.

During the meridional process over the central regions of Asia, a powerful and stable anticyclone is formed. A crest of high atmospheric pressure extends along the southern half of temperate latitudes to the Lower Volga and Eastern Ukraine. In the rear of rare cyclones, the cold air of the Arctic moves here and is held for a long time. Such a synoptic setting determines very cold winters. A typical example was the winter of 1968-69. The average monthly temperature in January and February was below the climatic norm for this time by 5.6-7.6 ° C. The remoteness of the Lower Volga region from the ocean and the features of atmospheric circulation determine the prevalence of continental air masses of the temperate zone and weather of the anticyclonal type during the year. According to the Volgograd Hydrometeorological Observatory, the repeatability of days with anticyclones is 70%, with cyclones - 30%. These data indicate that the main climate-forming process for the region is anticyclogenesis and transformation of air masses.

The climatic conditions of the Volgograd region are characterized by significant continentality, growing from the north-western regions to the south-eastern part of the territory. Summer is long, hot and dry, winters are cold and not very snowy, with frequent thaws in the first half. Climatic conditions are worsened by an active wind regime, frequent dry winds, which increases evaporation and sharply reduces the reserves of productive moisture in the soil.

The main multi-year climate indicators are shown in Fig. 10 and Table 4.

Air temperature. The average annual air temperature in the region varies from 5.2-5.5 ° C in the northern regions (Yelan, Rudnya) to 8.0-8.3 ° C in the southern regions (Kotelnikovo, Krasny Yar). In the summer, the southeastern regions are warmest, and in the winter, the southwestern ones. The lowest temperatures in summer are observed in the northwestern regions, and in winter - in the north-eastern ones.

The hottest month is July: in the Volga region and on the Caspian lowland, the average monthly temperature is + 24.5 ° ... + 25.0 ° С. In the northwestern regions, it drops to + 21.0 ... + 22.0 ° C. The absolute maximum reaches its highest values in the Volga region. In Elton and Bykov, the temperature increased to + 45 ° C, and in the central and northern regions of the region - to + 40 ... + 42 ° C (Tables 5, 6, 8 and 9). The removal of warm air with southern cyclones even in the winter months leads to an increase in temperature to + 7 ... + 15 ° С, therefore throughout the whole region the highest temperature during the year is a positive value.

The coldest month is January. The lowest temperatures are characteristic of the northeastern regions. In Kamyshin, the average monthly temperature is -11.0 ° С, in Pallasovka it drops to -1.8 ° С. In the south-west direction, the temperature rises and in Kotelnikovo is -7.2 ° C.

For an absolute minimum of temperature, no strict spatial regularity is observed. The lowest over the past 100 years has fallen to -36 ... -40 ° C (Table 5). In some years, it can everywhere fall to negative in May and September, and in some areas in June. The probability of this phenomenon is once or twice in a hundred years. In July and August there is no sharp cooling when the temperature drops below 0.

Air humidity. The most important characteristic of air moisture is relative humidity. Its average annual value in the region is 66-75%, in the Volga region and in the Caspian lowland it is 5-7% lower than in the western and northern regions. Relative humidity has a pronounced annual course, especially in areas with a large moisture deficit. In winter, due to low air temperatures, it reaches a maximum value of 82-86%, and during the two months of spring (March and April), due to a noticeable increase in temperature, it quickly decreases and its summer regime is established in May. The lowest relative humidity in the steppe zone in the north-west of the region occurs at the beginning of summer, and in the southern regions of the dry steppe the minimum period stretches throughout the summer with the lowest humidity in July. Of great practical interest is the analysis of the repeatability of low (<30%) and high (> 80%) relative humidity. On days with low relative humidity, the weather is characterized by arid and dry signs. On some days, relative humidity decreases in the daytime to 6-10%. This is observed during the invasion of the continental tropical air in the Lower Volga region in the system of the Azores anticyclone from the regions of North Africa and the Middle East.

The most significant number of days with low relative humidity is observed in May, June, July and August. In the northern regions there are 7-11 such days in each month, in the southern regions it increases to 13-16. In some years, the duration of the dry period can increase dramatically.

In winter, the number of days with high humidity sharply increases - up to 12-22 in December, January and February. In the summer months, wet weather is very rare - no more than 1-8 days in May, June, July and August.

Wind. A characteristic feature of the climate of the Lower Volga steppes is an active wind regime throughout the year. The average annual wind speed varies from 3.3 m / s (Mikhailovka) to 6.3 m / s (Volgograd - Gumrak) and depends on the location of the weather station, the degree of closure of the weather vane, and the nature of the relief. At higher elevations, wind speed increases markedly, for example, in the area of the weather stations Volgograd - Gumrak, Kamyshin.

The western and southern regions of the region are characterized by higher wind speeds and a better pronounced annual course. The highest speeds are observed in the winter-spring period (maximum occurs in February), the lowest speeds are observed in late summer - early autumn. In the Volga region, the average wind speed decreases, and its change from winter to summer is less noticeable. These features of the wind regime are associated with the nature of the atmospheric circulation. In the western and northwestern parts of the territory of the region, cyclones are more active, with the passage of atmospheric fronts, the wind speed increases. In the eastern regions of the region and on the Caspian lowland, sedentary anticyclones with a low-contrast pressure field and low wind speeds predominate.

The nature of the atmospheric circulation determines not only the speed, but also the direction of the wind. The invasion of the southern cyclones into the territory of the region and the stationing of the Asian anticyclone in winter determine the prevalence of latitudinal transport of air masses, almost the same probability of westerly and easterly winds. In summertime, the circulation of air masses is weakened, and winds of the western and north-western rhombuses prevail in most of the territory. But even in summer, the winds of the eastern rhombuses have significant frequency and usually cause hot and arid weather.

In transitional seasons, the wind regime is characterized by a certain peculiarity. A characteristic feature is the highest repeatability of the east winds in the early spring and spring and the west-north-west winds in the fall.

For many practical tasks related to taking into account wind energy resources, determining dynamic loads on various structures, protecting the soil from wind erosion, it is important to consider the likelihood of strong winds of various sizes. The criterion of strong wind is considered to be an increase in speed up to 15 m / s and more.

In most of the Volgograd region during the year, the number of days with a strong wind varies from 15-25. In the area of weather stations located in elevated open areas, the frequency of days with strong winds increases markedly (Kamyshin - 43, Volgograd - Gumrak - 60). In the Zavolzhsky regions with a low plain relief and predominance of anticyclone type weather, the number of days with a strong wind is sharply reduced (Pallasovka - 15, Bykovo - 20). In the western regions of the region with a more rugged topography, where there is a dynamic compression of streams and frontal weather is more often repeated, an increase in the number of days with a strong wind is noted.

In annual terms, most days with strong winds are observed in winter. In February-March, there can be 2-7, while in August-September only 1-2.

Precipitation. Precipitation information is one of the important characteristics of the climate. The average annual rainfall varies in the latitudinal range - from 280-300 mm in the Caspian lowland to 400-500 mm in the western and northern regions of the region (Table 7). At the same time, heat resources provide during the year evaporation in the open water surface (rivers, reservoirs, ponds) of 800-850 mm of moisture, i.e. 2.0-2.5 times more than precipitation. This ratio indicates that climatic conditions are characterized by a sharp lack of precipitation, severe aridity, especially in the spring-summer period.

For a comprehensive assessment of the heat and moisture resources or moisture supply of the territory, the hydrothermal coefficient of G.T.Selyaninov (SCC) is used, which is calculated as the ratio of the amount of precipitation to the sum of temperatures for the growing season and increases by 10 times to have a more convenient expression:

where Σr is the amount of precipitation during the growing season, mm;

Σt is the sum of the temperatures for the same period, degrees.

In a forest zone with good moisture, the coefficient is 1.4-1.6. In the forest-steppe with insufficient moisture, it decreases to 1.0-1.3, in the steppe arid zone - to 0.7-1.0, and in the dry steppe with very arid weather conditions - to 0.4-0.7.

In the Volgograd region, the hydrothermal coefficient decreases from 0.8 in the western and northern regions to 0.4 in the eastern and southeastern regions, i.e. it is located entirely in arid and very arid zones.

One of the significant drawbacks of the humidification regime is a sharp fluctuation in the amount of precipitation for individual years. So, in the whole territory of the region with a norm of 368 mm over the past 100 years, only 208 mm fell in the driest 1949, and 633 mm in the wettest 1915. Recently, 1972 - 234 mm, 1975 - 242 mm, 1984 - 273 mm were very dry. On the contrary, a lot of precipitation fell in the late 80s and early 90s - up to 454-579 mm annually (with the exception of 1991 - 316 mm).

The most characteristic feature of the annual precipitation regime is their predominance in summer. In the most humid northern and western regions, the maximum precipitation falls in June, which is associated with the peculiarities of atmospheric circulation and some activation of the cold fronts of Atlantic cyclones in the summer. In less humid Trans-Volga regions, the annual course of precipitation is somewhat smoothed out, and their maximum amount is shifted to the middle and end of summer. By the beginning of autumn, the amount of precipitation decreases slightly, at the end of autumn and in winter increases, and the least of them falls in spring - in March and April.

About 20-30% of precipitation falls in solid form, especially in the northern zone of the region. At an average density of 0.25 g / cm ^3, a snow layer of 1 cm accumulates 25 m ^{3 of} water per hectare. By the end of winter, the water reserves in it are 40-60 mm in the northern regions of the region and 20-30 mm in the southern and in the Volga region.

Snow cover is established with the onset of negative average daily air temperatures.

At the beginning of winter, snow often melts during thaws, which is most characteristic of the south-west of the region.

A stable snow cover is formed in the north of the region at the end of the first, and in the south - the second decade of December. Snow is held for 80-120 days and completely melts in late March - early April. In some winters, stable snow cover is not established. In the Kotelnikovo region, the probability of this phenomenon is 20%, or one winter out of five, in the areas of Volgograd, Kalach-on-Don, Surovikino - 10%. To the north of the Slashchevskaya - Frolovo - Bykovo line, snow cover is established almost every winter.

The height of the snow cover reaches its maximum value in the third decade of January and changes little until the end of the first decade of March. In the southern regions of the region and in the Caspian lowland, the snow layer does not exceed 6-8 cm, and in the northern regions it increases to 12-20 cm. In some winters with a large amount of precipitation, the snow cover can reach 30-40 cm or more. Over the past 30 years there have been two such winters - 1966-1967 and 1985-1986. The probability of this phenomenon is about 10%. Such snowy winters are due to a significant shift to the south of the polar front and frequent access to the Lower Volga region of Mediterranean cyclones. (Climatic resources p.109-123; Natural conditions and resources of the Volgograd region / Ed. By Prof. V.A. Brylev. - Volgograd: Peremena, 1995. - 264 pp., Ill.)

Numerical values of the coefficients for the orientation of the flows of vehicles

и

and

we have established based on the data below.

Table 8 shows data on surface wind speeds at an altitude of 2.5 m above the ground in 2006, 2007 and 2008 in the months of May, June, July, August, September, the most intense in the number of moving automatic telephone exchanges in the north-south direction " and back. The data are given according to the weather station FSEI HPE Volgograd State Agricultural Academy.

The data in table 4 allow us to take the validity of establishing the value of V _b = 5 m / s for the optimal value, at this value of the air mass velocity, the exhaust gases of the internal combustion engine of the ATS are removed from the residential zone of the city-forming settlement.

The values of the first part A ′ of coefficient A based on the data in Tables 4 and 8 are given in Table 9. The values of surface wind speeds V _wf according to the data of May, June, July, August and September 2006, 2007 and 2008. shown in polar coordinates in FIGS. 5, 6 and 7.

To establish the numerical (numerical) values of the second part A ′ of the term coefficient A, we use the data of table 10 and the graphs of the "wind rose" in figure 2, 3 and 4:

here P is the repeatability of the points in the year;

T is the number of days in a year.

The values of the coefficients A ′ ′ are summarized in table 11.

The data in tables 9 and 11 allow you to set the forecast data of the coefficients for each day and decade of any month.

Wind speed and its direction affect the dispersion of substances and exhaust gases of internal combustion engines. The values of the coefficients that determine the conditions for the dispersion of pollutants into the atmosphere are shown in table 12.

Table 4 presents information on the temperature of the surface air layer based on long-term data in Volgograd. Table 13 shows the air temperature from 01.04 to 30.09 2006, 2007 and 2008. The least harm to the exhaust gases of the internal combustion engine of the ATC is to the environment at + 15 ° C.

The first component B ′ of coefficient B for the months of the calendar year is shown in Table 14 according to the data of the Volgograd State Agricultural Academy weather station for 2006-2008 (Table 13) and long-term climate characteristics of Volgograd (Table 4).

The second component B ′ ′ of coefficient B for months is given by numerical data in table 15. The value of coefficient A varies in the range: in 2006 - from 0.04 to 1.1334; in 2007 - from 0.02 to 1.2161; in 2008 - from 0 to 0.8334. The value of coefficient B varies in the following ranges: in 2006, from 0.173 to 2.335; in 2007 - from 0.26 to 2.432; in 2008 - from 0.046 to 2.264; according to long-term average data, from 0.0933 to 1.98.

To solve the environmental problem from gas pollution in city-forming settlements located along the water artery (Volga), both in Volgograd and Volzhsky, and in other cities of the European part of the Russian Federation, a number of comprehensive environmental programs were adopted. One of them is presented in table 16.

However, this did not solve the problem of creating an environmentally friendly transport network, as well as reducing exhaust emissions of internal combustion engine ATS in residential areas of a city-forming settlement.

To assess the condition of the gassed sleeping areas of Volgograd, environmental monitoring is carried out.

The implementation of state environmental monitoring, the formation and maintenance of a territorial system for monitoring the state of the environment in the region is carried out by the Committee on the basis of existing legislation (Federal Law “On Environmental Protection”, Decree of the Government of the Russian Federation of March 31, 2003 No. 177 “On Organization and Implementation” state environmental monitoring ”). At the same time, the information received is used to develop a forecast of the socio-economic development of the region, programs and measures in the field of environmental protection, implement state environmental control and prepare data for the annual report on the state of the environment.

For example, monitoring of atmospheric air pollution in 2005 was carried out at 4 stationary monitoring stations for atmospheric pollution (PNZ) in Volgograd and at 2 PNZ in Volzhsky. During the year, at the posts, concentrations of 13 harmful impurities were measured, as well as monitoring the content of heavy metals (8 items) and benzo (a) pyrene. In total for the year 17602 samples were taken and analyzed, including 9120 (52%) of specific impurities.

G. Volgograd. In 2005, in the atmospheric air of residential areas of Volgograd there was an increased content of average monthly concentrations of formaldehyde (5.7 MAC), nitrogen dioxide (1.5 MAC), nitric oxide (1.5 MAC), phenol (1.3 MAC).

The maximum concentrations reached: hydrogen chloride - 3.4 MPC, nitrogen dioxide - 2.7 MPC, hydrogen fluoride - 1.7 MPC, phenol - 1.4 MPC, dust - 1.2 MPC, formaldehyde - 1.2 MPC.

The greatest air pollution is observed in hydrogen chloride, hydrogen sulfide, ammonia, phenol in the southern part of Volgograd, where chemical and petrochemical industries are located, as well as storage ponds, evaporators, hydrogen fluoride, formaldehyde in the northern regions, and nitrogen dioxide in all areas of the city.

The highest comprehensive air pollution index for 5 impurities - 15.8 (high pollution level) was noted in the northern industrial zone of the city (PNZ 3).

Over the past 5 years, the level of pollution with formaldehyde, hydrogen fluoride has slightly increased.

G. Volzhsky. In 2005, in Volzhsky’s atmospheric air there was an increased content of average monthly concentrations of formaldehyde (7.6 MAC), nitric oxide (3 MAC), nitrogen dioxide (2 MAC), dust (1.3 MAC).

The maximum concentrations reached: dust - 2.6 MPC, formaldehyde - 1.5 MPC, nitrogen dioxide - 1.4 MPC.

The comprehensive pollution index (KIZ ₅ ) for Volzhsky in 2005 was 20.0 (very high). The main contribution to the very high level of pollution in Volzhsky is made by formaldehyde pollution (KIZA ₅ - 14.2).

The cities of Volgograd and Volzhsky are included in the list of cities in Russia (out of 220), where by KIZ indicator ₅ we can expect a significant adverse effect of pollution on public health.

Characteristics of air pollution in years. Volgograd and Volzhsky in 2005 are presented in table 17.

Large industrial enterprises are concentrated mainly in Volgograd and Volzhsky. Emissions from these industrial enterprises are characterized by the fact that most of them pass through treatment plants. The main emission indicators for the city of Volgograd (data for the city of Volgograd were taken in 2004 taking into account changes in the volume of emissions of the main contributors to the city) and the city of Volzhsky are presented in table 18.

The dynamics of atmospheric emissions of pollutants from stationary sources in the Volgograd region are shown in Tables 19 and 20.

Total emissions for 2001-2005 graphically presented in Fig. 8.

The transport infrastructure is developed in the region, a network of gas and oil pipelines passes through the territory, which, along with industry, have a significant negative impact on the environment (Zhirnovsky, Kalachevsky, Kamyshinsky, Kotovsky, Frolovsky, Pallasovsky, Uryupinsky and Alekseevsky districts).

Among the sectors of the economy, the transport complex (automobile, river, rail, road) is one of the largest environmental pollutants.

Estimates of atmospheric emissions of pollutants from vehicles in the city as a whole in 2003 are shown in table 21, and from stationary sources of the transport complex in table 22.

According to the Volgograd Hydrometeorology Center, the average annual concentrations of pollutants in surface waters have changed over the past 10 years (see Table 23).

Figure 11 shows the location of soil sampling along the 1st Longitudinal transport highway. Table 24 shows the results of a quantitative chemical analysis of mobile forms of metals in the soil along the transport network. The content of ingredients in the studied soil at the soil sampling sites (Fig. 11) is given in tables 25 and 26. These data characterize the northern part of Volgograd. Table 27 shows the soil characteristics along the 2nd Longitudinal Transport Highway in the southern part of Volgograd.

Petroleum products at all controlled sampling points are contained in the soil at an acceptable level (<1000.0 mg / kg). As a result of studies, it was found that water-soluble fluorides in the selected soil samples contain mainly from 3.48 mg / kg to 21.6 mg / kg (MPC = 10.0 mg / kg). Exceeding the norm by 2.2 times is observed in the soil on the territory of VSW Krasniy Oktyabr CJSC (between ESPC-2 and the metal rolling finishing shop), by 1.4 times - in the southeast corner of the enterprise of school No. 20, by 1.6 times - in the park at Volgoprombank.

The analytical control of the soil on the mercury content, the toxic effect of which is especially dangerous for humans, showed insignificant amounts from 0.012 to 0.093 mg / kg (MPC = 2.1 mg / kg).

Formaldehyde is contained in the soil above the maximum permissible concentration: in the sanitary protection zone of the enterprise, 30 m to the southeast from the Turist Hotel (Project 102-1) - 12 MPC; at the border of the sanitary protection zone and the residential: in the southeast corner of the territory of school No. 20 (pr. 129-1) - 1.8 maximum concentration limits; in the sanitary protection zone of the enterprise, 30 m southeast of the building; 50 m south-west of the square. Renaissance (pr. 130-1) - 1.8 MPC; in the park at Volgoprombank (pr. 128-1) - 2.3 maximum concentration limits; in the residential zone: in the park in the area of houses No. 49 and No. 51 on the street. Kuznetsov (Project 128-2) - 2.2 MAC; in the area of houses No. 74 and No. 71 on the street. Cuban (pr. 130-2) - 1.9 MAC.

Phenols are in the soil above the permissible level 1.6 times in the territory of the enterprise on the north side of the metal heat treatment area and on the east side of the pickling compartment (Project 98-3) and in the sanitary protection zone 2.7 times on the upper terrace of the river. Volga, 30 m to the southeast from the building of the Tourist Hotel (Project 102-1).

On the territory of the enterprise, the soil is contaminated with heavy metals (base form): zinc - 2.5 maximum concentration limits, lead - 7.2 maximum concentration limits, chromium - 1.2 maximum concentration limits at the border between ESPTs-2 and the metal finishing shop (projects 98-2) ; copper - 1.6 MPC on the north side of the metal heat treatment area and the east side of the pickling compartment (pr ~ 98-3). In the sanitary protection zone: chromium - 1.5 MPC on the upper terrace of the river. Volga, 30 m to the southeast from the building of the Tourist Hotel (Project 102-1); in the residential area: lead - 3.4 maximum concentration limits in the area of house number 74 on the street. Warsaw (Project 129-2).

The annual analytical control of the soil allows you to collect information about the state and changes in its properties and, based on monitoring materials, ensure timely adoption of measures to prevent and eliminate negative consequences.

Comparison of the obtained results of soil control was carried out on the basis of "Generalized lists of maximum permissible concentrations of harmful substances in the soil."

The data presented in favor of the claimed method of creating a transport network in city-forming settlements. With the general environmentally stressful part of the Russian Federation, the described method for creating motorways will reduce the exhaust emissions of internal combustion engines of automatic telephone exchanges in residential areas.

Claims (1)

A method of creating a transport network in city-forming settlements, which includes maintaining in technically sound condition the existing paved roads with a length of 80-100 km with an orientation from north to south along the water artery, traffic intersections and bridges through the water arteries, characterized in that they are built in the direction of north to south additional bypass transport lines on the left and right banks of the water artery, additional bypass transport lines in the northern, middle and southern parts of the city-forming village lanes are connected by bridges through the water artery, the flow of vehicles on existing roads in the north-south direction and vice versa, along additional bypass transport lines on the left and right banks of the water artery in these directions, is established taking into account the main directions of surface wind speeds, temperature and relative humidity, and the flow of vehicles through an additional bypass highway on the left bank, along existing roads in the city-forming settlement, additionally of the bypass transport highway on the right bank is oriented according to the calculated coefficients A and B:

;

;
here V _in and V _wf are the optimal and actual surface wind speeds, m / s;
N _in and N _wf - the optimal and actual direction of surface wind flows, rumba;
W _VVO and W _VVF - optimal and actual relative air humidity in the surface layer,%;
T _in and T _vf - optimal and actual air temperature, ° C,
when the total value of the coefficients A and B is less than 0.5, the traffic flow is directed along the additional bypass line on the left bank of the waterway, with the total value of the coefficients A and B from 0.5 to 1.0, the traffic flow is directed along the additional bypass line on the right bank of the water arteries, with a total value of the coefficients A and B greater than 1.0 - on all roads in equal shares.

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