Vessels river sea sailing. The largest river ships. The project of cruise ships of the "river-sea" class, which were developed in the USSR

How does the sea-river tanker market relate to the bunkering market?

• Many physical suppliers of bunker fuel in the North-Western, Southern and Far Eastern regions carry out the transportation of products from the plants to the places of sale by river-sea tankers.
• In addition to bunkering, large players are engaged in the export of petroleum products by delivering products by river-sea tankers to estuarine ports, followed by transshipment to onshore or floating storage facilities, accumulation of large consignments, and subsequent export by sea tankers.
• Owners of river-sea tankers are clients of bunkering companies

Why transport along the river in barges and self-propelled tankers when there is rail and road transport?

River transport

• economical

• ECO-friendly

For example, a modern Russian river-sea product tanker of the RST27 project transports about 5200 tons of oil products on a river draft of 3.60m, with a total main engine power of 2400 kW

Unified deep-water system of the European part of the Russian Federation

Inland Waterways of the Russian Federation

Length internal waterways of Russia is 102,000 km(for 2009)

More 16,000 km falls on artificial GDP, which have 100 gateways, 70 dams, large pumping stations.

The river fleet of the Russian Federation has 22865 units fleet (of this amount 675 tankers, 808 tanker barges And 5349 tugs)

Directions of transportation in the European part of the Russian Federation

• Yuzhnoye (Tatyanka, Samara, Saratov, Kashpir, Oktyabrsk and other river ports - PKK of the roadstead of the port of Kavkaz);
• Severo-Zapadnoye (Yaroslavl, Kstovo, Nizhnie Mulli, Ufa, Nizhnekamsk and other river ports - PKK and Russian ports of the Gulf of Finland);
• Northern (river ports - ports of the White Sea).

Volumes of transportation of oil and oil products by GDP for 2012

• in the northwestern direction about 5 million tons
• in the southern direction (including the Caspian transit) 6.9 million tons

Options for the transportation of oil and oil products

• tankers
• barge-towing trains (BBS)

Options for the transportation of oil and oil products by tankers

Options for the transportation of oil and oil products by barge-tow trains (BBS)

2015 - Broken paradigm or one-time natural disaster?

• optimistic view- A winter with little snow made it impossible to fill the reservoirs with enough water to provide the depths necessary for full-scale industrial shipping.
• Pessimistic view- the problem is systemic; physical and moral depreciation of the river infrastructure, coupled with uncoordinated actions of various departments that operate it, led to a long-term decline. Revival is possible after a large-scale modernization of the infrastructure, which requires large capital investments and years to implement.

2015- Breaking the paradigm

• The largest drop in cargo traffic is observed on the 40-kilometer section from the Gorodetsky locks No. 15-16 to the city of Balakhna, where the passage of ships with a draft of less than 1.9 m is provided (despite the fact that the design draft is 3.60 m).
• In 2015, the situation in the southern part became much more complicated. Due to the low water content in the Lower Don, the Don Basin Water Administration has developed an operating mode for the Tsimlyansk reservoir, which will provide depths of about 3.00 m.

Volga-Don Shipping Canal named after V. I. Lenin

Involved in the construction

• 900,000 people
• 8000 machines and mechanisms
• 150 million cubic meters of earth were excavated and 3 million cubic meters of concrete were laid

Compared to previous years, when the vessels were loaded to a draft of 3.6m for the passage of the VDSK, the economy of the vessels was greatly weakened and the productivity of the fleet decreased significantly.

The consequences of falling depths on GDP

• The underload of 1370 tons at current rates leads to lost profits for a typical voyage (Middle Volga - Roadstead of the Caucasus port) of about 2 million rubles.
• Part of the cargo went to alternative (more stable) modes of transport.
• The queues for the passage of the VDSK increased, which led to an increase in the duration of flights / a decrease in flight turnover.
• Some of the players (young ships, which were originally built under long-term contracts) have not yet experienced the effect of all the negative. Their contacts are fixed on the basis of a fixed rate per voyage in US dollars, regardless of the ship's load. But, will the charterers suffer losses for a long time?

Changes in the external environment

• Prohibition for single-hull tankers to transport dark oil products on GDP from 01/2015.
• Reducing the cargo base. The increase in the refining depth of refineries in Russia has led to the disappearance of a large number of primary processing products previously transported for export by river-sea tankers.
• Tightening vetting control by majors, setting age limits.

Situation on the river-sea tanker market in June 2015

• Until recently, there was very little cargo on the open spot market. Many old ships started working only in mid-June (navigation began in early April).
• Several offers come to the appearing cargo. The fixed vessels arrive for loading a week before layoff and wait.
• Part of the ships went to work on the shipping market.
• The southern direction is overloaded. Northwest direction is free. The round trip time of the middle Volga - the roadstead of the port of the Caucasus has increased to 1 month.

The fleet of river-sea tankers built in the Soviet era is physically and morally obsolete.

151 tankers of the Volgoneft type with an average age of 41.5 years, 49 Lenaneft of the R-77 project (37 years old), 28 single-hull oil and ore carriers cannot be a safe tool for transporting dangerous goods.

162 new river-sea tankers were built during the 2000s.

There are problems with navigation on the Dnieper, and their reasons are the same

The volume of cargo transportation in the Dnieper system
(in million tons according to the Ministry of Infrastructure of the Republic of Ukraine for 2014)

Scheme of shipping lanes onr.Dneprand its tributaries

The Dnieper is the fourth river in Europe in terms of length and basin area after the Volga, Danube and Rhine, being the first river in terms of size and water content flowing through the territory of the Republic of Belarus. Length 2201 km; within Ukraine - 1121 km, within Belarus - 595 km, within Russia - 485 km.

Transportation of oil products in the Dnieper basin

• Diesel fuel from the settlement of Turkmenbashi in Zaporozhye by vessels of the "Nefterudovoz" type (with reverse loading of rolled metal to Iran). In 2014, 58 thousand tons of diesel fuel were transported. The trade disappeared in 2015.
• Transportation by the operating liquid fleet of the Republican Unitary Enterprise "Belarusian River Shipping Company" (1 self-propelled tanker + 2 non-self-propelled barges) of diesel fuel from Mozyr to Kiev and from Mozyr to Brest. The volume of transportation is about 4 thousand tons per season.

How could it be. Shipping on the Rhine.

Freight up to 240 million tons per year various cargoes

Fleet order 9.5 thousand cargo ships

The revival of river transportation requires the active assistance of the state and the interaction of various departments that operate the common infrastructure

1. Systematic centralized approach to transportation planning
2. Legislative changes
3. Infrastructure Modernization

Systematic centralized approach to transportation planning

• The shipping industry is a complex system consisting directly of transport ships, as well as loading / unloading terminals, a system of locks, dams, reservoirs, winter sludge bases.
• The maximum economic effect for the national economy of the country is achieved through the interaction of different modes of transport, and not their wild competition.

Legislative changes

• regulation of the legal status of lands of river ports and port infrastructure facilities;
• revision of the tariff policy on inland waterways;
• a clear definition of the procedure for investing in port infrastructure facilities, the procedure for interaction with local governments and executive authorities, interaction with railways regarding the modernization of existing or under construction railways.

Mmodernization infrastructure

• Restoration and maintenance of guaranteed depths for navigation (dredging, construction/modernization of locks, reservoirs, ensuring efficient water flow and filling of reservoirs).
• Rehabilitation of the port infrastructure (to make the transport system as a whole more flexible and efficient).
• Restoration of the system of maintenance and reproduction of the fleet (bases of winter sludge, repair and construction shipyards, etc.).

Oil tanker of the river-sea type, capacity up to 5850 t.

Purpose of the vessel: transportation in bulk of crude oil and oil products with a density of 0.7 - 1.1 t/m³ without restrictions on the flash point of vapors, including those requiring heating. One type of cargo is transported at a time.

Architectural and constructive type: tanker with cargo accommodation in the cargo and slop tanks of the ship's hull, with a double bottom and double sides, with a forecastle and aft superstructure, aft location of the engine room and deckhouse, with two propellers in rotary nozzles, with a wheelhouse from side to side.

Place of construction: Kostroma Shipyard (Russia, Kostroma).

RRR class:"*M-SP3,5A"

Characteristics:
Length: 141 m
Width: 16.9 m
Depth amidships: 6.55 m
Surface clearance with a draft of 3.2 m: 6.37 m
Displacement of the vessel in cargo: 8256 t
Draft at summer load line: 13.2 m
Vessel displacement light: 2280 t
Light draft: 1.13 m
Gross tonnage: 4760 reg.t
Endurance of navigation in terms of fuel, fresh water and provisions: 8 days
Deadweight in the river at a draft of 3.2 m with reserves for 5 days: 4438 t
Deadweight at sea at 3.8 m draft with 5 days' reserves: 5960 t
Speed: 10 knots
Type of main engine: diesel?
Main engine power: ? kW

Area and operating conditions:
- Mediterranean, Black and Caspian seas in accordance with the vessel class;
- Inland waterways of the European part of the Russian Federation, with a passage along the Volga-Don and Volga-Baltic routes.

According to the composition of radio communication facilities - sea areas A1, A2, A3 according to the Global Maritime Safety and Distress Communication System (GMDSS).

Design temperatures:
- outside air - from +30ºС at 60-65% humidity in summer, to -23ºС at 85% humidity in winter;
- sea water - from +32ºС to 0ºС.

Seaworthiness:
- speed of the vessel in full load with a draft of 3.6 m on an even keel, with a wind force of not more than three points on the Beaufort scale and a wave of no more than two points, with a water depth of at least 21.6 m, with a freshly painted and clean hull, with 85% of the power of the main engines is about 10 knots.

The controllability of the vessel is provided by two rotary nozzles. For maneuvering, the vessel is equipped with a bow thruster.

General layout and architecture:
- the ship has one deck, a forecastle and aft superstructure, with a single-tier cabin located on it, on the bridge of which a pilot cabin is installed.

Ballast water is placed in 10 ballast tanks, the total volume of which is 3777.6 m³.

The vessel has 10 cargo and two slop tanks, the total volume of which is 7381 m³, including cargo tanks - 6920 m³. This volume of tanks allows transporting 4902 tons of cargo - oil products with a density of 0.7 t / m³.

Fire protection:
- A-60 fire-resistant structures, the fire resistance of which is ensured by the installation of ROCKWOOL FIRE BATTS 130 fire insulation or a floating floor made of STACO-FF-50A panels.

According to the manufacturer's website

In the old days, due to the imperfection of the design of ships, large volumes of cargo could only be transported along rivers and lakes, therefore, for centuries, riverboats have been the main type of water transport.

Against the current, the ship, as a rule, went on oars or under sail; sometimes it was pulled by a towed army of workers, who were called barge haulers. In the 19th century, horse-drawn ships, which were actually driven by horses, became widespread. But soon the steam engine changed the appearance of the river fleet - the winch was replaced by steam. However, in the second half of the 19th century, the paddle wheel replaced all other types of propulsion. And at the beginning of the 20th century, especially in central Europe, where a large network of rivers and canals contributed to the development of the river fleet as the main mode of transport, they already began to build the most advanced river ships for their time. Now the vessels of the river fleet transport passengers and cargo along rivers and lakes, which include self-propelled cargo ships, pusher tugs, non-self-propelled scows, barges, passenger motor ships and auxiliary vessels. In this publication, the reader will be presented with an extended classification of river vessels, which has no differences in either domestic or foreign shipbuilding. However, in order to understand the many, in my opinion, various types of river vessels, it is necessary to understand some categories.

river boat- this is a floating structure designed to transport goods, passengers and perform various kinds of work to ensure inland navigation on lakes, rivers and artificial waterways. Unlike sea vessels, which are able to withstand strong winds and sea waves, river vessels are subject to less stringent stability requirements, therefore they can be made of composite materials. Riverboats are limited by navigational capabilities, which are determined by the width and depth of the rivers where the vessel operates, as well as the height of bridges that require a height-adjustable rudder and retractable masts for unhindered passage under them. In any state, the existence of various types of river vessels depends on the characteristics of navigable rivers and canals, taking into account the availability of infrastructure, including primarily the railway network. River transport is a low-speed, but inexpensive mode of transport that is best suited for the transport of bulk cargo and containers.

An equally important concept in the classification is the division of river vessels into classes of the River Register. For clarity, they are summarized in a table.

The conditions of navigation on inland waterways, namely their wind-wave regime, impose certain requirements on the strength of river vessels and their seaworthiness. Depending on the design features of the vessels, the River Register divides them into five classes: "M-SP", "M", "O", "R" and "L".

class "M" vessels of the river register

"M" class river boat

Class "M" includes vessels that can sail in pools of category "M" without weather restrictions. The strength of the hull of these vessels should be sufficient for sailing in waves when the wave height reaches 3 m and the length is 40 m. These river vessels are subject to special requirements for stability, closing hatches, doors, and windows. In order to reduce flooding of the deck in fresh weather, the side lines of a riverboat add sheer at the bow and stern. On all open parts of the main deck of class "M" passenger and tugboats, strong metal bulwarks are installed with a height of at least 0.9 m, and on tugboats up to 0.6 m. Cutouts are made in the bulwark for water drainage with a total area of ​​at least 10 percent bulwark. These cutouts are fenced with metal bars or storm covers. Such openings in the bulwark are called storm porticos. On non-self-propelled class "M" ships, instead of a bulwark, a strong railing with a height of at least 0.9 m is often installed. Such railings are installed on all open areas of the deck, as well as on decks of superstructures and deckhouses. Deck superstructures on all river vessels of class "M" are made of steel or light alloys. To illuminate the interior in deck superstructures, instead of ordinary windows, portholes with a metal frame are installed, round or rectangular with blind covers. To prevent water ingress into the hull when ships are sailing in waves, deck hatches are equipped with coamings with a height of at least 300 mm. All external doors are made of waterproof, metal, which are closed with battens. Cargo hold hatches shall be equipped with watertight closures. The height of the side of river vessels of class "M" is greater than that of ships of other classes. Anchor chains of class "M" river vessels must be longer and stronger than the chains on ships of other classes.

ships of the class "M-SP" of the river register

tanker of mixed navigation class "M-SP"

Mixed navigation vessels "M-SP" are equipped for navigation in sea conditions. In addition to increased hull strength and seaworthiness compared to class “M” river vessels, they are equipped with navigational instruments, life-saving appliances, sound and light signals, emergency equipment, and all closings on these vessels are made in accordance with the register rules for sea vessels. In addition to ships of mixed navigation of the river-sea type, there are ships of the sea-river type. These are sea vessels, part of the voyage of which passes through inland waterways, while they are partially unloaded and have a reduced draft.

class "O" vessels of the river register

"O" class river boat

Class "O" includes vessels that can navigate in pools classified as "O" without weather restrictions. The strength of the hull of these river vessels should be sufficient for sailing in waves when the wave height reaches 2 m and the length is 20 m. Less stringent requirements are imposed on class “O” river vessels in terms of stability, closures, supply, rescue, navigation and other equipment, than to class "M" ships. The freeboard of class "O" ships is made higher than on river ships. The main deck is also performed with sheer in the bow and stern. However, the freeboard and sheer may be less than for M-class ships. Portholes with blank covers are made in the freeboard of river vessels of this class. The height of hatch coamings shall be at least 150 mm. Cargo hold hatches shall be equipped with splash-proof covers. Deck superstructures of class "O" ships are made of metal; instead of portholes, windows are allowed in them. The open lower decks of class "O" ships are protected by solid metal bulwarks on passenger ships and railings on all others.

The period of the beginning of the construction of mixed river-sea navigation vessels in our country dates back to the mid-sixties of the twentieth century. By this time, the creation of a unified deep-sea system of the European part of the country was completed, which made it possible to connect inland waterways with the seas: Baltic, Northern, White, Black, Caspian, Mediterranean. Water non-transshipment export-import transportation began to develop actively, bringing high incomes to domestic shipping enterprises and serving as a significant source of foreign exchange earnings for the state budget. Between 1970 and 1990, international traffic increased almost sixfold. The largest role in the implementation of such transportation was played by the shipping companies: North-Western, Belomoro-Onega, Volzhskoye, Volga-Donskoye, Volgotanker.

Currently, Russian shipping companies operate about 700 ships with a carrying capacity of 2 million tons. The average age of ships is 28 years. tons of cargo per year, of which 50% are bulk oil (the rest is grain, metal, fertilizers, timber), the revenue is about 500 USD million.

During the year, these vessels make about 14,000 ship calls at 670 ports in 46 countries.

The main types of vessels engaged in multimodal transport are the following:

Sormovsky - pr. 1557, 488, 614 (large carriers using this fleet are shipping companies: Volzhskoye, Volga-Donskoye, Belomoro-Onega);

Bakhtemir - pr. 326 and STK-1000 - pr. 326.1 (Volzhskoe, North-Western, Northern);

ST-1300 (Vegetable carrier) - project 19620 and 191 (Volzhskoe, Moskovskoe);

Volga - project 19610 (Belomoro-Onega, Volzhskoe);

Volzhsky - project 05074A (Moscow);

Amur - pr. 92040 (White Sea-Onega, North-Western, Northern, Volga-Donskoye);

Volgo-Balt - pr. 2-95, 2-95AR (Belomoro-Onega, North-Western, Volga-Don);

Baltic - pr. 613 (Belomoro-Onega);

Baltic-201 - Project 16290 (North-Western);

Onego (Seg, Vyg, etc.) - project 10523 (Belomoro-Onega);

Omsk - pr. 1743, 1743.1 (North-Western, Volga-Don);

Ladoga - pr. 285, 787 (North-West);

Siberian - pr. 292, 225 (Lena united, North-West, Volzhskoye);

Volgoneft - pr. 1577, 550A (Volgotanker);

Lenaneft - pr. R-77, 621 (Lena united, Irtysh).

A total of 2262 insurance companies are registered, of which 94 have the right to work in the foreign market. 90% of the mixed navigation fleet is concentrated in 13 companies "SZP", BOP, Volgotanker, etc.

At present, the largest shipping companies are also beginning to order a new fleet for use in foreign transportation. In particular, the fleet of vessels of the Volga and North-Western Shipping Companies is replenished with cargo ships of the Rusich type (project 00101) and Valdai (project 01001 - a modification of the Rusich vessel). Multi-purpose dry-cargo vessel of the RSD44 project is a self-propelled vessel of mixed "river-sea" navigation, with two cargo holds, with a stern superstructure and bow cabin, designed for the transportation of general and bulk cargo, including containers.

Dry cargo ships RSD 44 (Fig. 4, Table 1) will gradually replace the vessels of the previous Volgo-Don series. Their carrying capacity, in comparison with the Volgo-Don bulk carriers, is 500 tons higher; at the same time, the overall height of the new vessels will allow them to pass under the Neva bridges and the Rostov railway bridge without their wiring. Motor ships will be automated to the maximum and equipped with modern rudder propellers, which provide high maneuverability and good controllability.

The lead ship of the Kapitan Ruzmankin series was launched from the stocks of the Okskaya Shipyard in November 2010. A total of 10 ships of this series were built at the first stage.

General technical trends in the construction and modernization of the dry-cargo fleet of mixed navigation are as follows:

According to the intended purpose, the courts are, as a rule, universal, i.e. designed to transport a wide variety of goods;

Holds have a "box" shape with a high degree of vertical permeability (90-100%), their number does not exceed two (modernized "old" ships can have three or four);

The hulls of all vessels are equipped with double sides and a double bottom;

Watertight hatch covers with rubber seals are installed on ships;

Vessels are equipped with bow thrusters, and in some cases stern thrusters;

The most commonly used is the aft location of the engine room and deck superstructure;

The vast majority of ships built by order of domestic shipowners are twin-screw. Their advantage, in comparison with single-rotor ones, is high maneuverability, which is especially important when working in river conditions and when maneuvering in port waters. Foreign shipowners mainly order single-rotor (single-shaft) vessels equipped with one main engine. The advantage of such ships are: higher propulsion efficiency. (requires less engine power to provide the same speed as a twin-shaft boat); lower specific fuel consumption; less equipment in the engine room, which, in turn, facilitates its maintenance, reduces metal consumption and creates the prerequisites for automation of control;

Modern ships, and first of all, the ships of Western shipowners, are characterized by a high degree of automation, which can significantly reduce the number of crews (up to 7-9 people);

Vessels are equipped with a satellite radio navigation system;

The carrying capacity of ships is, as a rule, in the range from 1500 to 5000 tons. The carrying capacity is limited by the navigation dimensions of inland waterways and the dimensions of locks;

Passport speed is usually 10-11 knots (19-21 km/h), which is somewhat lower than that of purely sea-going vessels.

When managing the operation of river-sea navigation vessels, in addition to the main standard operational and technical characteristics applicable to river vessels (carrying capacity, main engine power, overall dimensions, speed and other characteristics contained in the fleet dispatcher manual), it is also necessary to know some other characteristics, more characteristic of the ships of the navy. These include the following.

Deadweight - the total mass of cargo and variable reserves (fresh water, fuel, provisions, luggage, oil, etc.) when loading the ship to the design draft (according to the load line).

Net carrying capacity is the mass of cargo that a ship can take when loaded to its design draft. The net tonnage is determined by the difference between the ship's deadweight and the value of the variable stores. Thus, it is not a constant, but depends on the amount of stocks on board the ship.

Gross (gross) tonnage - the total volume of the hull spaces and closed superstructures, with the exception of the volumes of the double bottom compartments, ballast tanks and some special spaces.

Net (net) register tonnage - the volume of all the premises of the ship that can be used for commercial purposes (hold, storerooms, storage rooms, cabins for passengers, saloons for their service, etc.).

Gross and net tonnage of a ship (GRT and NRT) are measured in gross tons or cubic meters. One register ton is 2.83 cubic meters. m (100 cubic feet). The method of calculating the register tonnage is regulated by the international rules for measuring ships.

These characteristics are widely used for calculating port and canal dues.

Permissible conditions and navigation areas for mixed navigation vessels (Table 2) are established in accordance with the class confirmed by the Russian Maritime Register of Shipping (KM sign) or the River Register (SP).

Table 2 - Navigation conditions and areas