River freight transport. River transport

Maritime transport is important primarily because it provides a significant part of Russia's foreign trade relations. Domestic transportation (cabotage) is essential only for supplying the northern and eastern coasts of the country. The share of maritime transport in cargo turnover is 8%, although the mass of transported goods is less than 1% of the total. This ratio is achieved through the longest average transportation distance is about 4.5 thousand km. Passenger transportation by sea is negligible.

On a global scale maritime transport ranks first in terms of cargo turnover, standing out for the minimum transport of goods. In Russia, it is relatively underdeveloped, since the main economic centers of the country are far from sea coasts. Besides most of the seas surrounding the territory of the country are freezing, which increases the cost of using maritime transport. A serious problem is country's outdated navy. Most of the ships were built over 20 years ago and should be scrapped by world standards. There are practically no ships of modern types: gas carriers, lighter carriers, container carriers, ships with horizontal loading and unloading, etc. There are only 11 large seaports on the territory of Russia, which is not enough for a country of such magnitude. About half of the Russian cargoes going by sea are served by the ports of other states. These are mainly the ports of the former Soviet republics: Odessa (Ukraine), Ventspils (Latvia), Tallinn (Estonia), Klaipeda (Lithuania). The use of seaports of other states leads to financial losses. To solve this problem, new ports are being built on the coasts of the Baltic and Black Seas.

The leading sea basin in Russia in terms of cargo turnover is currently the Far East. Its main ports are rarely frozen Vladivostok and Nakhodka. Near Nakhodka, a modern port Vostochny was built with terminals for the export of coal and timber. Great importance also has the port of Vanino, located on the final section of the Baikal-Amur railway line. This port has a ferry linking railway network mainland Russia with a network of Sakhalin Island (Kholmsk port).

In second place in terms of cargo turnover is the Northern Basin. The main ports in it are: Murmansk (non-freezing, although located beyond the Arctic Circle) and Arkhangelsk (timber export, both sea and river). Large ports also operate at the mouth of the Yenisei. These are Dudinka, through which ore concentrates are exported from Norilsk, and Igarka, through which timber and forest products are transported. The section of the Northern Sea Route between the mouth of the Yenisei and Murmansk is open all year round, which is ensured by the use of powerful icebreakers, including nuclear ones. Navigation east of the mouth The Yenisei is carried out only 2-3 months in the summer

The third largest is the Baltic basin. The main ports in it are St. Petersburg (freezing) and Kaliningrad (non-freezing). The use of the convenient port of Kaliningrad is difficult, as it is separated from the main part of Russia by territories foreign countries. Near St. Petersburg there is a small port of Vyborg, through which mainly timber cargoes go. The ports of Ust-Luga and Primorsk are under construction.

In fourth place in terms of cargo turnover is the Cheriosea-Azov basin. Two non-freezing oil export ports are located here - Novorossiysk (the most powerful in Russia) and Tuapse. Maritime transport also includes transportation in the Caspian Sea. The largest here are the ports of Astrakhan (both sea and river) and Makhachkala, through which mainly oil cargoes go.

River transport

River transport(or inland waterway) was the main one in Russia until the end of the 19th century. At present, its significance is small - about 2% of cargo turnover and the mass of transported goods. Although this cheap look transport, but it has serious shortcomings. The main one is that the directions of river flow often do not coincide with the directions of cargo transportation. Expensive canals have to be built to connect neighboring river basins. On the territory of Russia, river transport is a seasonal mode of transport, since the rivers freeze for several months a year. The total length of navigable river routes in Russia is 85 thousand km. 3/4 of the goods currently transported by river transport in Russia are mineral building materials. Passenger transportation by river transport is insignificant, as well as by sea.

More than half of the cargo turnover of the country's river transport falls on the Volga-Kama basin. It is connected by canals with neighboring basins (Don, Neva, Northern Dvina, White Sea), being the basis of the Unified deep-water system of the European part of the country. The largest river ports are also located here: Nizhny Novgorod, Severny, Yuzhny and Zapadny in Moscow, Kazan, Samara, Volgograd, Astrakhan. The second place in terms of cargo turnover is occupied by the West Siberian basin, which includes the Ob with tributaries. In it, in addition to building materials, a significant share in transportation is oil cargo. The main ports are Novosibirsk, Tobolsk, Surgut, Labytnangi, Tyumen. The third in Russia is the basin of the Northern Dvina with tributaries of the Sukhona and Vychegda. In it, a significant share in transportation is timber cargo. The main ports are Arkhangelsk and Kotlas.

River transport is of great importance in the northeastern part of Russia, where there are virtually no networks of other modes of transport. The main amount of cargo is delivered to these territories in the summer either from the south of the railway (via the Yenisei from Krasnoyarsk, along the Lena from Ust-Kut), or from river mouths, where cargo is delivered by sea.

River transport is the oldest mode of transport. For many centuries, he played a huge role in the formation and development of states. With its help, relations were established, trade developed, troops were transferred.

Russia has a large and extensive network of river routes and lakes. However, it plays a significant role either in those regions where the directions of the main transport and economic links and river routes coincide (Volga-Kama river basin in the European part of Russia), or in poorly developed regions with an almost complete absence of alternative modes of transport (North and North- east of the country).

Inland river transport is located mainly in the currents big rivers, the main requirement to which is navigability.
The advantages of river transport lie in the natural routes, the arrangement of which requires less capital expenditure than the construction of railways.

The main disadvantages of river transport are seasonal nature, limited use due to the configuration of the river network, and low speed. In addition, large rivers in our country flow from south to north and from north to south, and the main flows of bulk cargo have a latitudinal direction.
With the construction of a cascade of waterworks, the Volga and Kama turned into deep-water highways. The inter-basin connections of the White Sea-Baltic, Moscow-Volga, Volga, Volga-Don, Volga-Baltic make up the Unified Deep-Water System (UGS) with a total length of 6.3 thousand km.
With the growth of inland water transportation in the east of the country, the Volga-Kama basin still holds the leading position, the rivers of which account for more than half of the transportation of goods and passengers of river transport. The first place in terms of traffic in this basin was occupied by building materials (60%). Their transportation goes in both directions and is mainly intra-district.

The bulk of the timber is transported from top to bottom in rafts and ships. From the Kama to the Volga there is the Ural and Siberian forest, and through the Volga-Baltic route - the forest of Karelia, the Arkhangelsk and Vologda regions for the regions of the Volga region, the North Caucasus. Through the Moscow Canal, the forest is sent to Moscow and the Moscow region. Through the ports of Kama and Volga, Kuznetsk coal enters the basin and is transported by waterways to power plants.

A prominent place is occupied by the transportation of salt - from the Baskunchak salt mines up the Volga to the bases of the Volga region, the Center, the Urals, to the enterprises of the fishing industry of the North-West and for export. Gourds from the Astrakhan and Volgograd regions, fish from the Caspian Sea, chemical products from the Urals and the Volga region are also sent up the Volga. Oil and oil products, grain cargoes are delivered in both directions.
The Kama with the tributaries of the Belaya and Vyatka is of great importance in the transport links of the Urals with the Volga region, the Center, the North-West. The Kama is transported down mainly timber, oil, grain, mineral building materials, chemical cargoes. In the opposite direction - wood, cement, coal. Up the Kama, the traffic is much less.

The Volga-Don Canal has increased bulk cargo transportation along the Volga. Coal, grain, melons, mineral building materials, industrial products are transported from the regions adjacent to the Don along the Volga, and timber, cement, ore, and chemical products are transported from the Volga-Kama basin to the Don.
Of great importance in the development of transportation are water transport links with the North-Western region and foreign countries of the Baltic Sea through the Volga-Baltic waterway. Along the Volga-Balt southbound timber, ore, apatite concentrate, building materials are sent, and oil products, grain, coal, chemical cargoes are sent to the north.

The main passenger flows are also concentrated in the Volga-Kama basin. There are many transit, local, suburban and intracity lines. River passenger ships widely used for recreation and tourism. The longest transit lines are: Moscow - Rostov, Moscow - Astrakhan, Moscow - Perm, Moscow - Ufa.

In the Volga-Vyatka basin there are large river ports: Volgograd, Nizhny Novgorod, Moscow, Yaroslavl, Perm, Astrakhan, Kazan, etc.
Rivers have long served as important transport communications in the Northern and Northwestern economic regions. In the European North, the Northern Dvina with its tributaries the Vychegda and Sukhona, Mezen, Pechora, and in the North-West - the White Sea-Baltic Canal, Svir, Neva stand out for the transportation of goods.

A powerful stream of timber, oil and mineral building materials, as well as coal and grain flows along the northern rivers. Main ports: Arkhangelsk, Kotlas, Naryan-Mar, Mezen, Pechora.
The North-Western river basin provides transportation in the south direction of apatite concentrate from the Kola Peninsula, iron ore and timber from Karelia, and to the south reverse direction- oil products, grain, salt and manufactured goods. Transshipment points for cargo are St. Petersburg, Volkhov, Petrozavodsk.

Regular passenger lines are organized from St. Petersburg to Moscow and to the upper Volga. Great development has been local lines, especially with the increase in the number of high-speed vessels.

In the east of the country, the first place in terms of traffic is occupied by Western Siberia with its main Ob-Irtysh basin. The growth of river traffic in the basin is due to the development of oil and gas resources, as well as new forest areas. Transshipment transport hubs (Omsk, Tobolsk, Novosibirsk) along the Ob and Irtysh supply pipes and drilling equipment, building materials, coal, industrial and food products to the oil and gas fields of the Tyumen region. Cargoes are delivered to the deep regions of Siberia along the Northern Sea Route with transshipment at the mouths of the Ob, Pur, Taz to river vessels.

More than half of the traffic in the basin is made up of timber coming in rafts to the port of Asino. From here and from some other points, the timber is already transported by ships to Tomsk, Novosibirsk, Omsk. More than a quarter of water transportation along the Ob and Irtysh is occupied by building materials coming from the south of the region to the north, to the centers of the oil and gas industry. A smaller, although significant role is played by water transport in the delivery of grain cargo, oil products, coal and salt.

On the Ob, along with the old ports, Novosibirsk and Barnaul, the ports that arose in connection with the formation of industrial centers, such as Surgut, Salekhard, Ob, Labytnangi.
The Yenisei connects the southern regions of Eastern Siberia with the Arctic. Timber transportation reaches 2/3 of the cargo turnover of the Yenisei. Grain, coal, oil products and mineral building materials are also transported along the river. On the upper Yenisei, from Minusinsk to Krasnoyarsk, the downward flow of freight predominates, and the main place in it is occupied by grain cargoes.

The mouth of the Angara, where a large amount of timber comes from, shares the direction of cargo flows on the Yenisei: most of the cargo goes up, and from the mouth of the Angara to Dikson, the cargo flow down the river prevails. Mostly timber is transported along the Angara and Lake Baikal. Transportation of mineral building materials and coal is also essential on the Angara.

The main ports are Krasnoyarsk, Yeniseisk, Igarka, Dudinka, and on the Angara - Irkutsk, Makaryevo, Bratsk, Ust-Ilimsk.
On the Lena, regular navigation is carried out from the port of Osetrovo to the river delta. Along the Lena, in addition to internal cargo, cargo is transported from the railway from Osetrovo and from Tiksi Bay, where they are delivered via the Northern Sea Route. In the structure of cargo transportation in the Lena Basin, 2/3 are dry cargo ships (mineral construction materials and coal), the rest is oil and timber. The bulk of the cargo follows the Lena from top to bottom. For navigation, a number of tributaries of the Lena are used - Vitim, Aldan, Olekma and Vilyui. Cargo operations are carried out in the ports of Yakutsk, Vitim, Kirensk, Osetrovo.

On Far East The Amur and its tributaries Zeya and Bureya are of transport importance. The main cargoes transported along the Amur are: grain, salt, fish, timber, oil, metal, coal. Direction - east, down the river. Most major ports: Blagoveshchensk, Khabarovsk, Komsomolsk-on-Amur.
IN eastern regions in conditions of insufficient provision of land communications, river transport also plays an important role in the transportation of passengers. Local, intracity, suburban and tourist lines operate on large rivers. The main passenger transportation is carried out along the Yenisei River and the Bratsk Reservoir, relatively small in size - along the lower reaches of the Angara and Lake Baikal. Transit routes Krasnoyarsk - Dudinka, Irkutsk - Bratsk, port Baikal - Nizhneangarsk and tourist lines Krasnoyarsk - Dixon, Lake Baikal operate in the basin.
On the Lena, transit passenger routes pass in the directions Osetrovo - Yakutsk, Yakutsk - Tiksi. Tourist traffic is also growing, trips to the Lena Pillars are especially popular.

The further development of river transport is associated with the improvement of navigation conditions on inland waterways; improvement of port facilities; extension of navigation; increasing the capacity of waterways; the expansion of mixed rail-water transportation and transportation of the "river - sea" type.

Problems of river transport

Chasing the volume of cargo transportation and ton-kilometers, they built the world's largest river vessels and adjusted rivers for them (deepened, widened and straightened), arguing that river transport is the most economical, most environmentally friendly and safest mode of transport. It's hard to argue with this. All over the world, thanks to the listed characteristics, river transport is in demand and is developing rapidly. IN individual countries they transport up to 15 percent of the total volume of transported goods. But as far as Russia is concerned, the situation here is completely different. Building the world's largest river fleet, adjusting rivers and canals for it, and spending huge amounts of money, they overlooked the issue of the cost of transportation, as a result of which a significant part of the cargo flows belonging to river transport ended up with its main competitor - rail transport.

According to a number of scientists, in 1950 the cost of river transportation was about 23 percent less than that of the railroad. In 1970, the cost of river transportation exceeded the cost of rail transportation by 5 percent, and by 1990. - by 42 percent. Subsequently, the cost of river transport decreased somewhat, but still turned out to be approximately 25-30 percent higher than that of rail transport. As a result of the increase in the cost of river transportation, the cargo density of inland waterways has significantly decreased and is currently about 7 times lower than the average in the world. One km of inland waterways in Russia accounts for only 1,000 tons of transported cargo. In China, about 10,000 tons of cargo is transported per 1 km, in the USA - about 12,000 tons, and in Germany - more than 30,000 tons.

No less difficult situation has developed with passenger traffic. Almost all "Dawns", "Voskhods" and "Rockets", which were previously the pride of the river fleet, turned out to be unprofitable and decommissioned. Large tourist vessels, except for some attractive routes, are also not profitable. Having worked for 50 and sometimes more years, many tourist ships are morally and physically obsolete. The metal consumption of such vessels is significantly higher than that of foreign analogues. Fuel costs are 2 times, and sometimes 3 times more than modern foreign models.

The crews of ships also outnumber the crews of their ships. foreign colleagues. Inherited from Soviet Union, Russian river vessels are increasingly being resold, gradually falling into disrepair and being decommissioned. The cessation of the work of most of these courts is a matter of the near future.
From the above data, it can be seen that Russia, having the longest and most modern inland waterways in the world, uses them extremely inefficiently. Moreover, it is impossible to explain this only by objective reasons, for example, a limited period of navigation or the rapid development of other modes of transport. A huge role in the inefficiency of river transportation is played by subjective factors: ill-conceived reform of river transport management, incorrectly chosen priorities for the development of river transport, unreasonable, and sometimes simply erroneous decisions related to the development of the fleet and inland waterways, etc.

If we analyze the development of river transportation, it turns out that the efficiency of river transportation began to decline from the end of the 60s, namely, from the decision in 1967 by the Russian Ministry of River Fleet to increase the guaranteed depth on the EGS from 365 cm to 400 cm. moment, the unreasonable construction of large-tonnage self-propelled vessels with a large draft began. The ships were being built, but the depths announced at the EGS were not provided, as a result of which the large-capacity fleet began to operate underload, and the small-capacity and medium-capacity fleet lost speed due to the operation of large-capacity vessels.

Despite the fact that 45 years have passed since 1967, the guaranteed depth of 400 cm at the EGS has not yet been reached, and, apparently, with a reasonable attitude towards nature and taxpayers' means, it cannot be achieved. Yes, and there is no need for it. Why destroy rivers and build new hydroelectric facilities if the volume of cargo transported by river transport does not exceed 1 percent of the total volume of cargo transportation in the country.
At the same time, we still hear that the EGS needs a guaranteed depth of 400 cm, that for this it is necessary to build new hydroelectric facilities and fill reservoirs in the central part of Russia, as well as increase the throughput of various locks and it will almost be a disaster, if this is not done.

The current situation in the river industry clearly confirms that river transport has practically left the transport system of Russia and does not have a significant impact on the country's economy. Moreover, it continues to lose ground and if drastic measures are not taken in the near future, it will actually cease to exist, which will be a shame for a country that has the longest, most extensive and very perfect network of inland waterways.

River port in Salekhard

4.4

River transport of Russia

Technical and economic features of river transport

The total length of inland waterways of the Russian Federation is 102.7 thousand km. During navigation, the depth guarantee is maintained on approximately 40% of this length (Lena, Volga, Amur, Kama, Don, Angara, Pechera).

Advantages of river transport:

relatively low cost

high carrying capacity when using large-capacity ships

natural routes - insignificant capital investments are required in the organization of navigation (6-7 times lower than for the construction of 1 km of a railway or road)

specific energy consumption in river transport is much lower due to low resistance to vessel traffic

Disadvantages of river transport:

short-term navigation

low travel speed

sinuosity of river routes, which lengthens the path by 3-3.5 times compared to other lines.

low delivery speed.

In the European part of the country, due to the construction of a number of connecting canals (Volga-Don, Volga-Baltic), a single deep-water system (UGS) was created, linking 5 seas: the Baltic, Caspian, White, Azov, Black. The total length of the EGS is 6.5 thousand km with a guaranteed depth of 4 meters throughout. For navigation, lakes and reservoirs are also used - Baikal, Ladoga, Onega, etc.

The role of inland water transport in the transport system of Russia is determined by the geography of waterways and the seasonality of their use. Because Since the vast majority of rivers flow in the meridional direction, and the main cargo and passenger flows of the country are moving in the latitudinal direction, the importance of river transport is declining.

Navigation in Russia starts from April and lasts until October (about 240 days). In other periods, icebreaking vessels are used to prolong navigation. The directions and boundaries of the ship's passages are indicated by floating and coastal navigational signs, which are illuminated at night.

River routes are under the jurisdiction of the Department of River Transport of the Ministry of Transport of the Russian Federation. These are public roads where it is forbidden to float timber. Navigation routes are maintained in operational condition by special structural units: channel cleaning, dredging, rock removal, etc. On sections of paths of insufficient depth, navigable slots are created by dredging. Rock-cleaning works provide expansion and deepening of ship passages. Straightening work allows you to change the shape of the riverbeds, increase the dimensions of the path. Trawling reveals obstacles hidden under water, removed during channel cleaning.

In view of the loss in 1991. Russia has significantly increased the role of river transport in providing foreign trade transportation by ships mixed swimming. Transportation by "river-sea" ships is more profitable due to the large length of routes and the possibility of using these ships after the closure of river navigation in winter for transportation in ice-free sea areas.

Structures of the internal water transport

In inland water transport, transport routes are rivers, lakes, seas, as well as complex hydraulic structures, i.e. artificial (reservoirs, canals, locks).

Navigation is not carried out across the entire width, but along the ship's channel - fairway. The fairway is designed for the passage of 2 oncoming vessels. It is marked with special symbols. Ship channels suit open when the rivers are of the same level, and lockable when the rivers are on different levels. There are also bypass channels to the gateways. The radii of the channels are not less than 6 lengths of the calculated vessel. The depth of the channel is taken with a margin of one meter. The canals are fed by water, by gravity from rivers, lakes, or by pumping water to the highest point of the canal.

Locks are built to pass ships through dams, chambers with 2 end gates. Gateways are:

Single chamber gateways apply when the water difference does not exceed 20-25m

Multi-chamber gateways apply when the difference is greater.

unilateral and bilateral.

Vessel classification:

by appointment: technical, auxiliary (floating docks, sanitary stations, cranes, etc.), transport, special purposes

according to the way of movement on water: self-propelled and non-self-propelled (source of energy outside the ship)

according to the principle of movement: displacement, gliding, hydrofoil, air cushion, WIG (moving above the surface of the water)

by the number of comb screws - single screw, double screw and triple screw

according to the method of carrying out cargo operations - with vertical loading and unloading through cargo hatches, with horizontal loading and unloading through side ports, through special cavities, pumping, etc.

Of great economic importance for river transport is the expansion of non-reloading communication with the use of special vessels of the "river-sea" type. These vessels have a carrying capacity of 2000-2700 tons.

Russia's total need for river-sea vessels is increasing every year. Today, more than 700 such vessels belonging to various ship owners are engaged in the transportation of Russian foreign trade cargo. These vessels provide transport links with foreign ports in 45 countries.

River ports and marinas

On inland waterways, there are public ports, ports owned by industrial enterprises, berths rented by clients. According to its purpose they are: passenger, cargo, cargo-passenger, military, backwaters.

Cargo ports carry out transshipment of goods from water transport to adjacent modes of transport and vice versa. They are divided into specialized and universal. The degree of wear of reloading facilities, pieces of equipment reaches 80%.

L is the length of the berthing line; n is the number of ships; t is the processing time; z is the length of the ship; a is the interval between vessels.

3) pool

jetty- Coastal way of embarkation or disembarkation of passengers. Piers are floating ( landing stages).

More than half of the total volume of cargo and passenger transportation by waterways falls on the Volga-Kama basin (building materials). In the East of the country leading place occupies the Ob-Irtysh basin in terms of volume of river transportation (timber, oil, oil products, liquefied gas). The southern regions of Eastern Siberia are connected with the Arctic through the Yenisei (timber cargo, coal, oil products). Timber and coal are transported along the Angara River and Lake Baikal; along the Lena - dry cargo, oil cargo, timber; along the Amur and its tributaries - grain, salt, fish, timber, oil, metal, coal.

river fleet

On December 20, 2000, the Board of the Ministry of Transport recorded that the state service of the river fleet showed that it was not ready to carry out state regulation of the activities of shipping companies. There are 32.6 thousand vessels registered in the river register. Their average age is 24 years. Unfit - 1824, and fit with a restriction - 1402 vessels. The construction of new ships is progressing unsatisfactorily. For example, the construction of ships at the end of the 20th century was practically not carried out:

1993-1995

1996

1997

1998

1999

Plan

Intra-basin

external transportation

The main decrease in the volume of traffic and renewal of the fleet occurred due to a decrease in investment activity of the construction complex of the river shipping company. IN river fleet the largest percentage is occupied by tankers and oil barges. There are also vessels - refrigerators, vessels for the transport of liquefied gas, vegetable carriers, chemical vessels, car carriers (can accommodate up to 500 cars).

Fundamentals of the organization of the movement of the fleet

Two types of movement are organized in the river fleet: free and district.

Through traffic– movement on the lines from loading to unloading without transshipment. Precinct– movement along the system of traction arms. Through traffic is better. The navy, depending on the purpose of the movement, is divided into:

domestic (coastal) - 10%

external (foreign) - 90%

Swimming is organized according to 2 forms:

linear (regular)

scheduled (irregular).

In the USA, the share of inland sea routes is 10%, in the Russian Federation< 1%. В США климат позволяет осуществлять перевозки круглый год, а в России 6 месяцев, а завоз на Крайний Север – 2-3 месяца.

At present, the figures for passenger and cargo turnover on river transport have increased slightly.

TO general indicators of the work of cargo water transport include: the volume of transportation and freight turnover. The values of these indicators are differentiated by types of cargo: oil and oil products, dry cargo and liquid cargo. ..

Ministry of Education and Science of the Russian Federation
Federal State Educational Institution Far Eastern Federal University

Abstract on the topic:
"River transport of Russia"

Vladivostok
2011
Content:

Introduction……………………………………………………………………3-4

Conclusion………………………………………………………………………....23
List of sources used…………….……………………….……. 24

Introduction
Transport is one of the most important sectors of the economy, performing the function of a kind of circulatory system in the complex organism of the country. It not only provides the needs of the economy and the population for transportation, but together with cities forms the “framework” of the territory, is the largest component of the infrastructure, serves as the material and technical basis for the formation and development of the territorial division of labor, and has a significant impact on the dynamism and efficiency of socio-economic development. individual regions and the country as a whole.
Inland water transport is one of the oldest modes of transport. Russia has a large and extensive network of river routes and lakes. However, it plays a significant role either in those regions where the directions of the main transport and economic links and river routes coincide (Volga-Kama river basin), or in poorly developed regions with an almost complete absence of alternative modes of transport (North and North-East of the country).
The length of operated inland waterways in Russia has been declining in recent decades and currently stands at 89 thousand km. The share of river transport in freight turnover is also falling (2%), since it cannot compete with other types of mainline transport, and above all with rail transport, the scope of which is almost identical in comparison with river transport.
For the integrated development and operation of all modes of transport, it is necessary not only to determine the country's overall need for freight and passenger traffic, but also to distribute them between modes of transport and individual transport directions. The choice of a mode of transport or their combination for the development of transportation should be based on the study of the technical and economic features of each mode of transport and the determination of the conditions under which each mode of transport is the most economical. Method for comparing options for the efficiency of development of transportation various types transport depends on the specific conditions.
The paper develops the issues of choosing the most efficient mode of transport for the carriage of goods with the initial data, the characteristics of the principles of interaction between different modes of transport and the organization of work at docking points for multimodal transportation in modern conditions, the characteristics of technical means of various modes of transport and the prospects for their development.
When choosing a mode of transport, it should be taken into account that the main criterion is to achieve a minimum cost of social labor for the delivery of goods. Based on the assignment data, the choice of a rational mode of transport is made based on the results of a comparison of the actual transport costs for the delivery options for the same cargo, i.e., the efficiency of cargo transportation between two points by rail or road is established by calculations.

Features and main indicators of the work of river transport

River transport (inland water transport) is a transport that transports goods and passengers by ships along inland waterways, both natural (rivers, lakes) and artificial (canals, reservoirs).
The main advantage of river transport is the low cost of transportation; thanks to it, it continues to occupy an important place in the transport system, despite low speeds and seasonality.
At the same time, the share of passenger transportation by river transport is very low. This is due to the fact that being very cheap at low speeds (20-30 km / h), the cost of transportation by river transport increases significantly when transporting at speeds of 50-60 km / h, which allow them to compete with other modes of transport (road and rail). ).
In addition to transport services for the regions of Siberia and the Far East, including the Arctic, river transport also performs complex and expensive transportation along small rivers in hard-to-reach areas, as well as highly profitable transportation of foreign trade cargo by ships of mixed (river-sea) navigation. Currently, approximately 5 thousand shipowners of various forms of ownership operate inland waterways, including 21 joint-stock shipping companies (river shipping company). The river fleet of the Russian Federation serves 68 republics, territories, regions and national districts. The length of inland waterways is 89,000 km, while 70% of their length is guaranteed a certain depth during navigation. Thus, in the European part of Russia, as a result of the construction of connecting canals (White Sea-Baltic, Volga-Baltic, Volga-Don), the territorial fragmentation of inland waterways was eliminated and a single deep-water transport system was created that connected the White, Baltic, Caspian, Azov and Black Sea. The length of the Unified Deep Water System (UGS) is 6.3 thousand km, the guaranteed depth is 4 m almost throughout its entire length. The UGS accounts for more than half of the cargo turnover of inland water transport.
Deep-water inland waterways have a large carrying capacity, they can be compared with multi-way railways, and they are adapted to mass transportation of goods and passengers. Transportation of some goods by river transport along the main inland waterways is 2-3 times cheaper than by parallel railways.
Since inland waterways are mostly natural, the organization of navigation requires significantly less (6-7 times) initial capital investments per 1 km of the route than for the construction of a railway or highway of equal capacity. The specific energy consumption in river transport is much lower than in land modes of transport due to the low resistance to the movement of ships.
The speed of delivery of goods by river transport is usually lower compared to other modes of transport. So, if the speed of delivery of cargo by an ordinary (non-route) train is taken as 100%, then the speed of delivery by river transport will be 60-70%, by road in intercity traffic - 100-200%, by pipeline - 40-50%, and by air - 150-200 %.

Technical and operational indicators of transport operation

The main indicators characterizing river vessels are displacement, carrying capacity, cargo capacity, ship dimensions (length, width, side height) and draft in laden and empty states.
Displacement (mass and volume) is determined by the mass or volume of water, respectively, displaced by a floating vessel.
The carrying capacity of a vessel is its carrying capacity, expressed in tons.
Deadweight (or full load capacity) - the number of tons of cargo that a ship can take in excess of its own weight before draft on the summer load line.
Deadweight is determined by the formula:
Dv \u003d Vp - Vts
where Вп is the mass displacement of the ship with a full load, t;
Bc - mass displacement of the ship without cargo, i.e.
Distinguish between the total and net carrying capacity of the vessel. Gross carrying capacity D is the sum of the mass of the service (water, fuel, food) and the transported cargo.
The net carrying capacity Dh is equal to the mass of the transported cargo:
Dh = D - S
where C is the mass of all ship stores, i.e.
Cargo capacity is the ability of a ship to carry cargo of a certain volume. There are single loading capacity, when the volume of all cargo spaces is used at a time, and composite, or double, when cargo spaces are used at the same time, in turn. Depending on the type of transported cargo, the carrying capacity is determined for packaged, piece and bulk cargo.
One of the indicators characterizing the operational qualities of a vessel is the specific cargo capacity Vsp, m3/t, which is determined by:
Vsp = Vsud / Dh
There are sea and river ports and piers for carrying out loading and unloading operations, receiving and issuing cargo, organizing transportation and servicing the fleet.
A port is a coastal point that has convenient water approaches for ships, is connected from the side of the coastal territory with railway and trackless transport and is equipped with appropriate facilities, devices and equipment that ensure quick loading and unloading of ships, wagons and vehicles, navigation services for ships, cultural and community services and equipment of ships.

Advantages and disadvantages of river transport
The main technical and operational features and advantages of river transport:
- high carrying capacity of deep-water routes (for example, on the Volga, with a fairway depth of 120-140 cm, the carrying capacity is 2 times higher than on a double-track railway);
- relatively low prime cost (total 30% cheaper than the cost of railway transport, but transportation of oil is 3 times cheaper, timber - 5 times cheaper);
- specific consumption fuel is 4 times less than in road transport, and 15-20 times less than in air transport;
- high performance;
- less investment than in rail transport (10 times);
- lower metal consumption per 1 ton of carrying capacity.
Relative disadvantages of river transport:
- seasonality of work (in the south - about 240 days due to shallowing of the rivers, in the north - 120-150 days due to freezing). In the USA, Germany, the proportion of river transport is higher, since in these countries navigation lasts 10-11 months a year;
- low speed of ships and cargo delivery;
- disunity of river basins, located mainly in the meridional direction;
- the use of rivers in their natural state (uneven depths, winding paths, etc.).

Classification of the rolling stock of river transport

1) Cargo
2) Passenger
3) Technical
1.1 Cargo is divided into: self-propelled and non-self-propelled; dry cargo and bulk; specialized and mixed type; and river-sea type.
1.2 Passenger is divided into: tourist and scheduled; wheel-driven and propeller-driven, hovercraft and hydrofoil.
1.3 Technical is divided into: icebreakers, floating cranes, dredgers.

Shipping lane classification

Functions, tasks of river transport

River transport performs the following functions:

River transport is of great importance for the development of industry and agriculture in the eastern regions; it serves the industry, especially the development of oil and gas regions Western Siberia; delivers cargo for the Norilsk Mining and Metallurgical Combine and export timber to Igarka, cargo for the mining industry of Yakutia, etc.
The main task of river transport is the implementation of the state plan for freight and passenger transportation.

The volume of traffic in Russia and the Far East region

During the navigation period of 2010, the volume of cargo transportation by inland water transport increased by 7.3% compared to the level of 2009 and amounted to 104.9 million tons. To the districts Far North and equivalent areas, 17.9 million tons of cargo were delivered, an increase of 10%. The volume of loading and unloading operations in 2010 increased by 6.3% and exceeded 140 million tons. In total, over the past navigation, more than 250 thousand locks were made and 406.6 thousand units of the fleet passed through the navigable hydraulic structures, which is also higher than in 2009. This is generally the best last years.
River transport services were used by 16.5 million passengers. 121 river ports were involved in the transportation of goods and passengers, in which 147 enterprises and organizations carried out cargo transshipment and passenger service.
DV: As for river navigation in the Far East, given the underdeveloped road and rail infrastructure, the provision of this region with navigable river routes is three times higher than the average Russian level. For every 10 thousand square meters. km of territory there are 31 km of river routes. The navigable rivers are the Amur, Ussuri, Amgun, Maya, Tunguska (in the Khabarovsk Territory), Zeya, Selemdzha, Bureya (Amur Region), Lena, Vilyui, Kirenga, Vitim, Olekma, Aldan, Indigirka (Republic of Sakha), Kolyma (Magadan Region). , Republic of Sakha), Anadyr (Magadan region). However, most of the rivers flow in the northern subpolar latitudes, through the sparsely populated territories of Yakutia and Magadan region, and therefore the intensity of use of these water arteries is low.
In terms of transport, the busiest river in the north is the Lena, which is navigable throughout its entire length within Yakutia. Cargo transportation is carried out between ports and marinas of cities and towns of the republic: Osetrovo, Kirensk, Lensk, Yakutsk, Sangary, Bulun. The mouth of the Lena is connected by a channel with the Arctic port of Tiksi, which significantly expands the possibilities of delivering goods to northern regions Yakutia.
In the southern zone of the Far East, operated inland waterways run along the Amur and its tributaries. The total length of navigable fairways here reaches 6,000 km. The depth and width of the Amur make it possible to use self-propelled ships and barges with a carrying capacity of 500 to 3000 tons, and in downstream up to 5000 tons
Most of the cargo transportation along the Amur falls on the relatively large ports of Blagoveshchensk, Khabarovsk and Komsomolsk-on-Amur. The vessels of the Amur Shipping Company, the largest river carrier in the region, deliver cargo to the northern regions of the Khabarovsk Territory and the Amur Region, as well as to the coastal points of Sakhalin, Primorye, and the Magadan Region. The Amur Shipping Company remains one of the largest river shipping companies in Russia, accounting for 4.7% of the total volume of cargo transportation by river transport in the country.
With the opening of borders for trade with China, the Amur became an international transport artery. On the Russian side, Blagoveshchensk, Nizhneleninskoye, Poyarkovo, Khabarovsk, Komsomolsk-on-Amur acquired the status of open ports. From the Chinese side, the ports of Heihe, Sunhe, Tongjiang, and Fuyuan became available for the entry of Russian ships. Far Eastern exporters supply neighboring country river sand and other building materials, wood, fertilizers. Food and consumer goods are imported from China. In the future, along the Amur and its right tributary, the Sungachi, it is planned to carry out transit traffic cargo from Japan and South Korea in the northern provinces of China.

Documents used by the river mode of transport
Vessel identification means:
1. Each ship subject to state registration in the State Ship Register of the Russian Federation or the ship's book must have its own name or number. The ship's name is assigned by its owner in accordance with the procedure established by the federal executive authority in the field of transport.
2. The body that carries out the state registration of a ship shall assign an identification number to it.
3. The name of the ship is applied on both sides of the bow, the front wall of the superstructure or wings of the navigation bridge and the stern of the ship. The identification number assigned to the vessel during its state registration is applied above the name of the vessel.
4. The name of the vessel carrying out navigation related to the crossing of the State Border of the Russian Federation shall be applied to the wings of the navigation bridge and the stern of the vessel in Latin letters indicating the nationality of the vessel - "RUS". On the stern of the vessel, under its name, the place of registration of the vessel is indicated in the letters of the Latin alphabet.
5. The vessel is assigned a call sign. Depending on the technical equipment of the ship, it is also assigned the identification number of the ship's satellite communications station and the number of the selective call of the ship's station.
Ship documents:
1. A ship registered in the State Ship Register of the Russian Federation and navigating on inland waterways must carry the following documents:
1) certificate of ownership of the ship;
2) certificate of the ship's right to sail under the State flag of the Russian Federation;
3) certificate of seaworthiness of the ship, indicating its class or class certificate;
4) a list of members of the ship's crew (crew list) compiled by the captain of the ship;
5) ship's logbook (logbook or unified logbook), engine logbook (for a ship with a mechanical engine operated by members of the ship's crew without combining positions);
6) ship sanitary certificate;
7) a unified book of ship inspection;
8) certificate of prevention of pollution from the ship by oil, sewage and garbage;
9) permission for a ship radio station;
10) certificate or certificate of the minimum composition of the ship's crew.
2. The ship must carry the originals of the documents referred to in paragraph 1 of this article, with the exception of a certificate of ownership of the ship, a copy of which must be certified by the body that issued such a certificate, or by a notary.
3. On board a ship going to sea, in addition to the documents specified in paragraph 1 of this article, there must be documents provided for by the Merchant Shipping Code of the Russian Federation.
4. In addition to the documents specified in paragraphs 1 and 2 of this article, a ship carrying out navigation related to crossing the State Border of the Russian Federation must carry documents stipulated by international treaties of the Russian Federation. The issuance of the documents stipulated by the said agreements is carried out by federal executive bodies authorized to do so by the Government of the Russian Federation.
5. For the issuance by the relevant federal executive authorities of the documents specified in subparagraphs 1-3, 6 and 9 of paragraph 1 of this article, a state fee is paid in the amount and procedure established by the legislation of the Russian Federation on taxes and fees. For the issuance of documents specified in subparagraphs 8 and 10 of paragraph 1 of this article, a fee is charged in the amount and in the manner established by the Government of the Russian Federation.
6. The forms of documents specified in subparagraphs 4, 5 and 7 of paragraph 1 of this article, and the procedure for maintaining them, are established by the federal executive authority in the field of transport and the federal executive authority in the field of fisheries. Availability of these documents on the ship is provided by the shipowner.
7. The ship's logbook must be kept on board the ship for one year from the date of making the last entry in it. After the expiration of the specified period, the ship's log shall be deposited with the shipowner. The total period of storage of the log book is three years from the date of making the last entry in it. The ship's logbook can be provided for familiarization with it and making copies from it in accordance with the legislation of the Russian Federation.
8. Recognition of ship documents of ships flying the flags of foreign states and entering the ports of the Russian Federation or making passage through inland waterways is carried out on the basis of international treaties of the Russian Federation or on condition that ship documents of ships are recognized in the ports and waterways of the corresponding state flying under the State flag of the Russian Federation.

Marking of goods transported by river transport
Markings are inscriptions and conventional signs applied to individual packages to identify the cargo and describe the methods of handling it during transportation, storage and loading and unloading operations. Marking is a kind of “NAME” of the package registered on the waybill.
The essence of marking as a commercial transaction is to establish a link between the consignment and the related transport documents. The purpose of marking is to prevent cases of incorrect shipment of goods and to make it possible to quickly determine in the port warehouse or in the hold of a ship which transport document this or that cargo belongs to.
Distinguish marking commodity, shipping, special and transport.
Trademarking contains the name of the product and the name of the manufacturer of the goods, its address, brand, indication of the variety, GOST and others necessary information about the product.
The sender's marking contains the number of the place (in the numerator) and the number of places (in the denominator), the name of the sender and recipient, the point of departure and destination.
Special (precautionary) marking indicates the method of storage and handling of cargo in transit and during cargo operations. Dangerous goods are additionally marked with signs, inscriptions and colored stickers in accordance with the rules for the transportation of these goods.

The transport marking is applied by the sender in the form of a fraction (in the numerator - the serial number after which this shipment was accepted for transportation according to the dispatch book, in the denominator - the number of places for this shipment) and next to the fraction is the number of the consignment note.
Arrange the markings as follows:
1. On drawers - on the side. If there is a sign “Upper. Do not turn over”, then it must be applied from above.
2. On bags - in the upper part at the seam.
3. On bales - on the side surface.
4. On packages - on two lateral adjacent surfaces. The inscriptions are made by hand or by stencil directly on the container
or packaging, on paper stickers, plastic or plywood tags attached to each item of shipment. These inscriptions must be clear and clearly visible on the cargo being transported.
Handling signs contain information on how to handle the cargo (do not turn over the top, carefully fragile, afraid of dampness, etc.)
When transporting goods weighing more than 1000 kg by water transport, the gross weight of the cargo is additionally applied in the upper right corner on all four sides of the box at a distance of not more than 10 cm from the upper edge.

Tariffs for the carriage of goods by river transport
In river transport, tariffs for the carriage of goods, fees for transshipment operations and other services related to transportation are determined by the shipping companies independently, taking into account market conditions. The calculation of the rate is based on the cost of services, projected for the period when the rates and fees are put into effect, as well as the marginal level of profitability established by the current legislation. Consumers of transport services have the right to request from shipping companies and ports an economic justification for their proposed tariffs.
Two-part freight rates are set for water transport, differentiated by river and sea basins. When setting freight rates for sea and river transportation, natural and climatic factors, navigation periods and fleet specialization are taken into account.
Carriage charges, charges (tariffs) from vessels
1. Transportation of cargo, passengers and their luggage, towing of ships and other floating objects, loading and unloading of cargo, provision of services in river ports, services for the use of the infrastructure of inland waterways and other services of inland water transport are carried out on a paid basis.
2. Carriage charge (fee for transportation of goods, passengers and their luggage) is established by carriers. The payment for the towing of ships and other floating objects is set by towing vehicles.
In the event that state authorities of a constituent entity of the Russian Federation and (or) local authorities provide subsidies in order to reimburse costs or lost income in connection with the provision of services for the transportation of passengers and their luggage along transit, suburban and local routes of passenger transportation, the amount of the carriage charge is determined by carriers according to agreement with the said authorities.
3. The amount of payment for services for the use of the infrastructure of inland waterways and services in river ports that do not belong to the sphere of natural monopolies is determined on the basis of agreements.
4. Fees (tariffs) from ships for services in a river port rendered by subjects of natural monopolies, the list of such fees (tariffs) and the rules for their application are established in accordance with the legislation on natural monopolies.
5. Fees (tariffs) from ships for services related to the use of the infrastructure of inland waterways, the list of such fees (tariffs) and the rules for their application are established in accordance with the legislation on natural monopolies.
Tariffs for the transportation of goods by river transport are differentiated by type of cargo and by type of shipment - ship, container, groupage and small. Basic tariffs are set for ship shipments. The fee for transportation in containers is set per container, depending on its carrying capacity, without taking into account the actual load. Tariffs for river transport are not subject to state regulation of prices, with the exception of the regions of the Far North.
Passenger rates of river transport are classified by shipping companies, types of communication, travel distance, speed, travel conditions, scope, construction principle, appearance. Transportation of passengers and luggage by river transport in local traffic and at crossings is regulated by the state.
The need to differentiate tariffs for shipping companies is due to differences in working conditions due to different climates, waterway features, etc. By type of communication, tariffs are distinguished for long-distance, suburban, intracity lines and crossings. Depending on the purpose of the trip, the tariffs are divided into transport, tourist and excursion, according to the speed of communication - into tariffs for displacement and high-speed vessels. On displacement ships, tariffs are differentiated according to the conditions of comfort of passenger seats.
In accordance with the principle of construction, tariffs are divided into zone and belt. When developing zone tariffs, rates are set for the entire zone as a whole, and when developing zone tariffs, for half the distance of the belt. In appearance, tariffs are tabular and zone. Table fares indicate points of departure and destination, distance and fare. In belt fares, the fare for a given distance belt is given.
Tariffs for the carriage of passengers on displacement ships of transport lines are divided into tariffs for ships of increased comfort, tariffs for ordinary displacement ships of long-distance lines, suburban and intracity lines, as well as tariffs for ships serving crossings.

Conclusion

In this work, I examined the current state of water transport in the Russian Federation, its pros and cons, highlighted the fact that water transport, although it does not occupy a leading position in Russian water communications, plays a very important role in the economy of our country, which has many outlets to the seas and has an extensive network of river routes and lakes. Features of water transport are the presence of natural ways that do not require large expenditures, the use of the force of the flow of water determines the widespread use of water transport.

List of sources used

1. Brief historical background on the development of river transport.

2. The main elements of technology, the organization of transportation and transport management, existing problems and development prospects.

1. Brief historical background on the development of river transport.

River transport, a mode of transport that transports goods and passengers mainly along inland waterways, both natural (rivers, lakes) and artificial (canals, reservoirs, lock sections of rivers).

The most ancient means of communication are rivers. Even in the Stone Age, people swam along the rivers: in the areas Lake Ladoga> 6t. BC the remains of an oak ship were found; in China there are channels created in the XI century BC.

Rivers played an outstanding role in the formation and development of the state.

River navigation has centuries of history. The ancient Slavs settled mainly along the banks of rivers and lakes, which were convenient by natural means of communication.

Already in the 9th century, the Slavs made voyages on river ships along the Don, Volga, Caspian, and Black Seas for trading purposes. The most ancient cities are Kyiv, Vladimir, Novgorod, Pekov, Moscow.

The oldest river vessels - boats, plows, nasads. At all times, the Volga was a particularly important river. More than 150 thousand. rivers and streams with a total length of over 570 thousand km. takes the Volga into its course. The area of the Volga basin (slightly less than 1.5 million km¤) exceeds the territory of Great Britain, France, Germany, Italy and Greece combined.

In the 1600s, sailing from Nizhny Novgorod to Astrakhan it was usually carried out by large caravans, reaching 500-600 ships in the time of Ivan the Terrible, it began in the spring and lasted 1

1.5 months. Vessels were mostly self-propelled, sometimes oars were used, sails with a fair wind.

Were steered, and in more dangerous places- the so-called rysk anchor, which was brought ashore and with the help of a long rope held the ship back.

At the end of July, the caravan set off on its return journey.

Upward movement was much more difficult and longer, the ships sailed on oars and sails, and in areas with a fast current stretched whips, for which artels of barge haulers were hired. During the day, the caravan traveled an average of 16-18 km and returned to Nizhny Novgorod only in late autumn.

Another way of transportation is described by one of the travelers who sailed along the Volga to Astrakhan in 1636. "At 20 versts (ў 22 km) from Nizhny, we met a large plow sailing from Astrakhan, on which there were 200 people of working people; for the Russians, if the wind is not fair, do not swim, but they bring the anchor forward in a special boat, and by the rope tied to the anchor, a man is pulled from the ship 100 times and thus propelled against the current.

The size of the ships sailing along the rivers increased and in the 16th century the carrying capacity of river ships on the Volga had already reached 250-300 tons.

During the reign of Peter I (late 17th early 18th centuries), which encouraged the development of shipbuilding, the river fleet was qualitatively improved. Instead of ships intended for one voyage, they began to build durable ships from sawn boards, of solid construction with good navigable qualities.

The first artificial water systems were built: Vyshnevolotskaya (1708), Tikhvinskaya (1811), Marinskaya (1810), and others. At the beginning of the 19th century, metal began to be used in Russian river shipbuilding.

The basis of the Volga river fleet at that time was made up of larger vessels - geese, mokman, belyany, bark, etc. However, they moved, as before, mainly with the help of barge haulers (especially on the Volga) - the total number of which, only on the Volga, was 40- 19th century was 600 thousand. Human. Usually barge haulers were hired based on the calculation of 4 people per 1000 poods (1 pood = 16 kg) of cargo:

For example, q = 25 thousand poods were worked on a large bark, depending on the time, the state of the track, the "propulsion" of the vessel, etc. from 75 to 125 people. On the largest ships, when moving against the current, the number of barge haulers reached 300.

Heavy ships sailed slowly, overcoming no more than 10 versts a day (1ver. \u003d 1.070 km). It was especially difficult to move in places where the Volga channel narrowed and the flow speed increased.

A new stage in the development of methods of movement of ships was the appearance at the beginning of the 19th century of ships using the power of horses for traction, the so-called "horses". One of the guidebooks of those times describes the design of this inconvenient and cumbersome structure as follows: even further away is another anchor, to which the ship was attracted after the first rope ended, etc. ".

For their time, horse-drawn carriages were quite efficient. The carrying capacity of the vessel itself reached 60-80 thousand tons. pounds, in addition, it towed up to five ships - podchalkov 50-80 thousand. pounds each or 15-20 small vessels. The total carrying capacity of such a cart has already reached 300-350 thousand. poods or ў 5 thousand tons. The speed of movement also increased, reaching (against the current) 15 or even 20 miles per day. But the most important was the reduction of the labor force, the need for which decreased per unit of cargo by 15-18 times. True, each ship had to have 80-120, and in some cases 200 horses. The significant length and draft of the caravan of ships also caused great inconvenience to navigation. In strong shallow water, bulky, poorly managed caravans happened to block the ship's passage for weeks, stuck aground.

A new era began in river navigation with the advent of the steam fleet. Steamboats began to be built in St. Petersburg (1815), and then in Pozhva on the Kama (1817).

The first two steamboats appeared on the Volga in 1817. They were built at the Pozhvensky iron-smelting and iron-working plant under the leadership of the owner of the plant, V.A. Vsevolzhsky. The machines for them were designed by the mining engineer P. G. Sobolevsky. The power of one of the steamers was 36 hp, the second - 6 hp. In the same year, Vsevolzhsky and his family traveled on these ships from Perm to Kazan. However, on the way back, the steamships were captured by ice formation, flooded with water in the spring and became unusable.

The first steam ship designed in the Volga basin for regular transportation, was a towing steamer built on the Mologa, a tributary of the Volga, by the owner of an iron and copper foundry in St. Petersburg, K. Byrd. Back in 1815, he demonstrated his "miracle with a stove" on the Neva, and then sailed with passengers from St. Petersburg to Kronstadt.

In 1817 Byrd was given the right to start a shipping company on all rivers and seas of Russia. The steamer Berda went on its first voyage along the Mologa River on April 29, 1820: length 25m, width 6.4m, two steam engines of 30 hp each.

Of course, the design of the first steamships was far from perfect: they were heavy, often ran aground, moved slowly, and took little cargo, because It was necessary to carry a large amount of firewood for fuel.

As a result, these steamships were not successful. And within 20 years, only a few new steam ships appeared.

A new rise in the first shipping began in 1843 with the formation of the steamboat "Society along the Volga". The tugboat "Volga" was the first built by the company. Power 250hp; speed against the current with a full load (300 thousand pounds) 4-5 miles per hour, and empty up to 20 miles per hour. An eyewitness gave the following description of the new steamer: “It was a rather awkward flat-bottomed ship with an iron hull, a raised bow and stern and, conversely, a hollow middle, on which a bulky, ugly high-pressure machine was placed in a horizontal position ... working with such a strong noise that it was heard for several miles. There were no cabins, no cuttings of any kind on the ship: the steering wheel was placed directly on the deck. "

But, despite the design flaws, the Volga made 3 flights from Samara to Rybinsk during the first navigation, during which it transported more than 400 thousand. (6,400 thousand tons) poods of wheat.

In 1848, more powerful ships (460 hp each) "Hercules", "Samson" began to sail on the Volga and other rivers. At the same time, a new problem arose - old-type cargo ships towed by steamers turned out to be not strong enough for strong steamship traction, too heavy, preventing high-speed movement.

The construction of a new type of non-self-propelled ships - barges - began. The first of them were launched in 1848: length 100m, width 10m.

Two more important events in the history of the development of the river fleet: the transition to the use of petroleum fuel and the appearance of metal barges. For more than half a century, the river steam fleet has been operating on wood fuel.

Large towing steamers, many of which had 4 boilers, burned 130-160 m 3 of firewood per day for the entire navigation of 20 thousand m 3.

Each loading of firewood took 2-3 days, the same time was enough for the one taken on the flight from the reserve. Due to frequent stops, the speed decreased, many workers were required.

The use of oil as a fuel began on the Volga in 1884 by the "Caucasus and Mercury" society, which gave a huge economic effect.

Already in 1900, 90% of the river fleet worked on oil. The growth in oil consumption caused the appearance of an oil tanker fleet. In 1890, the first two metal barges for the transportation of kerosene with a carrying capacity of 35,000 tons came out. pounds. Bread, timber, oil, bulk cargo were transported. Russia did not have more than one well-equipped port. River piers were not mechanized, the work was done manually.

Rivers as a waterway were used in their natural state, i.e. with numerous shoals, rifts, large bends.

On the Volga and Kama, the depth did not exceed 1.4 m, and on many other rivers it was even less. During periods of low water, the movement of ships stopped. The rivers were operated mainly in isolation, i.e. without communication with each other.

During the years from 1920 to 1940, on the basis of complex hydraulic engineering construction, a number of rivers were reconstructed, river ports and piers were built. Powerful hydroelectric facilities and reservoirs,

built on the Volga, Dnieper, Irtysh, Yenisei, Angara, Ob, made it possible to increase navigation depths, and when equipped with appropriate signaling devices, organize round-the-clock work. The Siberian rivers have turned into highways connected by the Northern Sea Route with the ports of the European part of the CIS. This made it possible to connect five seas with each other and form a single deep-water system in the European part of the CIS.

At present, the CIS has the world's largest network of inland waterways, consisting of 150,000 rivers with a total length of more than 2.3 million km. About 500 thousand km. these rivers suitable for navigation and timber rafting. In addition, there are over 2,000 lakes. The rivers are extremely branched. The Volga river basin, for example, includes 700 rivers with a total length of 213 thousand km, of which about 110 thousand. km. are navigable or floatable. The total length of operated waterways is 126.6 thousand km.

The largest rivers: the Ob with a total length of 3680 km,

Irtysh - 3589 km, Amur - 2846 km, Lena - 4320 km, Yenisei - 3350 km, Volga - 3690 km, Syr Darya - 2206 km, Kolyma - 2600 km, Ural 2530 km, Dnieper - 2280 km, Don - 1950 km, Kama - 2030 km, Angara 1853 km, Pechora - 1814 km.

Of particular importance is river transport in the transportation of bulk cargo: timber, oil and oil products, grain cargo, machinery and building materials - and above all in areas where it is one of the most popular and cheapest modes of transport (regions of Siberia, the Far East, Far North). in the Tyumen and Tomsk regions it accounts for more than half of the volume of traffic, and in the Yakut ASSR - 80%. The network of river routes was interconnected by canals: the Belamorsko-Baltic, the Volga-Baltic named after Lenin, the canal named after Moscow, the Volga-Donskoy named after Lenin. 80 locks are in operation.

At present, this system in the European part of the USSR is a first-class deep-water route, which, over a distance of 6500 km, allows the operation of ships with a draft of 3.5 m, has a large capacity and ensures high efficiency of river transportation.

2. The main elements of technology, organization of transportation and transport management, existing problems and development prospects.

a) Technical means of river transport.

The basis of the technical means of river transport is: the fleet, the waterway (with appropriate facilities and equipment), ports, piers, shipbuilding shipyards, communications.

The fleet is the main active part of the technical equipment of river transport.

River transport vessels according to their purpose, similarly navy divided into

1) self-propelled transport vessels by engine type: steamships, motor ships, diesel-electric ships;

2) technical non-self-propelled - barges, lighters, longboats;

3) auxiliary by types of engines: screw, wheeled, water jet, hovercraft.

Transport (self-propelled) ships include: passenger (local and transit pushers and tugs), cargo-passenger (non-self-propelled barges, longboats, lighters), cargo (dry cargo ships, tankers).

The river fleet currently has cargo ships with a carrying capacity of 5 thousand tons of the Volgo-Don type, with a power plant of 2 thousand. HP, speed 21km/h; tankers of the "Volganeft" type, with a carrying capacity of 5 thousand tons. Highly economical oil and ore carriers have been created (for example, oil in one, and ore in the other) with a carrying capacity of 2.7 thousand tons, refrigerators and other vessels.

Gone are the 100-200hp steam tugs. and a wooden barge for 200-500t. Pushers with a capacity of 4 thousand. hp Container ships of the "Brothers Ignatiev" type for 450 universal containers. Barges with a carrying capacity of 3 thousand, 4 thousand, 9 thousand tons were put into operation. tons and sectional trains (2-3 barges, which are interconnected and form a single train pushed by one tug. The sectional train can be reformed along the way). Currently on Siberian rivers sectional trains with a carrying capacity of 12,000 tons (4 barges of 3,000 tons each) circulate.

The passenger fleet has been greatly developed. Long-distance transportation (mainly tourists) is now carried out on comfortable diesel-electric ships such as "Vladimir Ilyich", "Maxim Gorky", "Valery Kuibyshev" Soviet Russia", etc. These vessels have 360-440 passenger seats. They are equipped with air conditioning devices. There are restaurants, lounges, cinema halls, etc. on board. Power point- 3 thousand. HP, speed 26km/h.

In the suburbs of the largest centers, high-speed hydrofoils of the "Rocket" type for 66 seats, speed 60-70 km/h, "Meteor" - 150 seats, speed 65-75 km/h are used. Diesels 825-850 hp are installed on these vessels. On small rivers for the transportation of passengers, vessels of the motor ship "Zarya" type and hovercraft of the "Zarnitsa" type are used - 48 people with a speed of 45 km / h.

The river fleet transports more than 140 million tons of cargo annually. passengers. 90% of these shipments are carried out in Russia and Ukraine. In recent years, river passenger transportation has been developed in Belarus, Kazakhstan and Moldova.

The technical fleet includes dredging shells, situation vessels (for carrying out various kinds of track work).

Auxiliary vessels include: floating stores, repair shops, ferries, floating cranes, sand and gravel extraction installations, offshore and auxiliary and crew vessels, fire and rescue vessels, tugboats and pushers.

In river transport, a special place is occupied by icebreakers that ensure the operation of ships in ice conditions.

The main difference between river vessels and sea vessels lies in their lower draft and overall dimensions, which is due to the relatively shallow depths and sinuosity of the vast majority of river routes, as well as the narrowness of locks and canals. The specific conditions of navigation on rivers make it possible to have smaller safety margins on river vessels and eliminate a number of elements in the design and equipment that are necessary on sea vessels. However, ships leaving for large lakes and on sea routes, have a design that is almost no different from sea vessels.

A waterway is a navigable part of rivers, lakes, reservoirs and artificial canals with hydraulic structures and equipment. Waterways are divided into: navigable, along which the safe movement of ships, rafts and rafting is possible. Shipping routes are divided into natural and artificial.

Natural navigation routes include rivers and lakes used for navigation in their natural state or have hydraulic structures that do not cause significant changes in their regime. Canals and reservoirs, as well as rivers, the regime of which is greatly changed by hydraulic structures erected on them, are navigable artificial waterways.

The navigable conditions of the waterway are characterized by the dimensions of the ship's passage: depth, width and radius of curvature. The minimum dimensions that are maintained under all conditions are called guaranteed.

Depending on the dimensions of the ship's passage, there are: superhighways with the highest guaranteed depths up to 4m; highways with average guaranteed depths up to 2.6m; local tracks with small guaranteed depths up to 1.4 m; small rivers with the smallest guaranteed depths up to 1m.

The main artificial structures include: special or combined (with hydroelectric power plants) hydroelectric facilities with dams that regulate the flow of water; lock channels providing the passage of ships.

Ports are the basis of the coastal economy of river transport. Here is the loading and unloading of goods; embarkation and disembarkation of passengers. Ports are divided into: 1) universal (all types of work are performed);

2) specialized (only certain types of passenger or cargo work).

Ports have berths, warehouses, equipped with mechanisms for p / r ships.

Pier - an intermediate point for a short stop of ships.

Specialized - passenger ports ( river stations) and marinas have inquiry Office, cash desks, long-term rest rooms, restaurants and buffets, mother and child rooms, hand luggage storage, hairdressers, post offices, first-aid posts, points for minor repairs of clothes and shoes and other services for cultural and community services for passengers. There are ticket machines and automatic luggage storage for hand luggage.

b) Technology of production and organization of the transportation process.

The technology of river transport includes:

Maintenance of ships;

Managing operations in ports and marinas.

Maintenance of ships consists of regular inspection of the hull, machinery and devices, supply of fuel, materials, inventory and repair work. On the waterways, bottom exploration, dredging, straightening and rock-cleaning work are carried out.

The technology of ports and marinas ensures: the safety of the entry and exit of the vessel to the port and its mooring, production

cargo operations (ship-wagon, ship-car); supplying the ship with fuel, food, etc.; formation and disbandment of ship convoys, maneuvering, etc.

The transportation process in river transport is organized on the basis of the state plan in accordance with the main documents. The main documentation regulating the work of the port: technical and administrative act, technological charts for loading and unloading ships, standard ship handling cycles.

The organization of the transportation process in river transport is determined by: 1. The charter of inland water transport of the USSR; 2. Rules for technical operation; 3. Charter of service on ships of the river fleet; 4. regulation on the dispatch control of the operation of the fleet and ports; 5. Schedule of movement; 6. Technical work plan of the shipping company.

The basis for organizing the work of the fleet and ports is the traffic schedule, which determines the rational organization of the work of the transport fleet and its maintenance, as well as the mutually coordinated work of all transport units (ATP, Railway). It is developed for navigation and its individual periods, which differ significantly in navigation conditions, taking into account the technical standards for the operation of the fleet, loading ships with various cargoes, etc.

Depending on the conditions of transportation, the following norms for organizing the movement of the fleet are provided: linear, voyage, forwarding. With a linear one: vessels of the same type are assigned to the line, the work of all links involved in this process (the number of cars, p / r mechanisms, etc.) is coordinated. Flight form: only for occasional shipments of goods for which it is not possible to determine the transport interval of departure and arrival. Expeditionary: used to ensure the import (export) of goods in the initial period of navigation on fast-melting rivers.

The technical plan for the work of the shipping company is a plan for securing the fleet for individual lines and cargo.

For the rational processing of ships in the port, a technical plan for the work of the port is drawn up, developed annually on the basis of a task for processing the transport fleet arriving at the port.

Organization of transportation includes:

Rationalization of cargo flows (what cargo is transported by what ships);

Development of mixed messages;

Arrangement of the fleet in accordance with the flows;

Development of schedules for the movement of passenger and cargo ships on regular lines;

Technical planning of operational activities;

Dispatch control.

River transport operates mainly in the meridian direction, providing transport links between the northern and southern regions.

An important principle in the organization of transportation is the use of a route system, which consists in the formation of trains according to the type of cargo and the draft of vessels for movement from the starting point to the final one without obstacles, in addition to the passing replacement of barges with new cargoes that are serviced on the go, when transporting small consignments.

c) Technical and economic features of river transport.

Advantages of the river fleet.

1. Large carrying capacity on deep water rivers. The carrying capacity of the Volga River is greater than that of a double-track railway. It can be brought up to 100 million tons. in year.

2. Relatively low cost of transportation.

The average cost of freight transportation along rivers is close to that of the railway, and passenger transportation is 1.5-2 times higher than the average cost (2.78 kopecks per 10 tkm). Moreover, the transportation of oil and oil products in oil tankers costs 3 times, and large timber - 5 times cheaper than by rail.

Why does it depend?

The ratio of the cost of transportation by river transport and other modes of transport is determined primarily by the level of energy costs. Due to the low resistance to movement, the specific fuel consumption in river transport is less than in all other modes of transport (4 times less than in automobiles, and 15-20 times less than in air). The saturation of the river transport fleet with metal non-self-propelled vessels ensured a reduction in the cost of repairing vessels and an increase in service life. Metal vessels account for up to 90% of the total tonnage of the river fleet.

The cost of river transportation of transit and bulk cargoes along the main and small rivers is not the same. It is also different according to the types of cargo.

3. Relatively small capital investments.

The costs of organizing navigation on natural main waterways with a capacity of 80-100 million tons are several times less than on the construction of a railway, 3-4 times less than on the construction of a paved road. River transport requires much less metal than rail transport. etc. But there are also disadvantages:

Disadvantages of river transport:

1. the sinuosity of the path, and, consequently, the ship's course, the uneven depth throughout its entire length (especially on the Siberian rivers), which in some cases prevents the passage of large-capacity ships along the entire navigable section of the river;

2. Restriction in the use of rolling stock associated with the seasonality of work. For example, on the southern rivers navigation lasts an average of 240-270 days, on the northern rivers - about 120-150 days;

3. extension of cargo routes. If we take the route of cargo by air transport, where it approaches a straight line, as 1, then according to calculations for road and pipeline transport, it will be 1.1; - 1.18, and on the river 1.35;

4. small compared to other modes of transport, the speed of cargo transportation is 4-5 km / h, but when transporting goods in self-propelled cargo ships, the speed can increase up to 8-9 km / h, and when moving with the flow - up to 11-13 km/h

d) Main directions and scientific and technical problems further development river transport.

1. To ensure higher growth rates of cargo transportation on the rivers of Siberia, the Far East and on small rivers.

At the same time, it is necessary to solve a number of scientific and technical problems, the main of which are:

1. Expansion of non-reloading communications on the lines of the river - the sea. In this case, significantly 1) the cost of p / r work is reduced, 2) the ships will be used around the clock, because. after the rivers freeze, they can be used on sea routes. For the transportation of goods in the message "river - sea" motor ships with a carrying capacity of 1700 to 3000 tons, oil and ore carriers - 2700 tons, tankers - 4800 tons and a number of other vessels are used. Most of the ships of mixed navigation are built at domestic factories.

2. Through shipping will improve on the upper Yenisei.

3. Organize transit shipping from Abakan to Kyzym.

4. On the Angara and Nizhnyaya Tunguska rivers, navigation facilities will be built at hydroelectric facilities.

2. On small rivers, it is necessary to carry out dredging and other types of work to create guaranteed depths and equip the path.

Small rivers.

In recent years, transportation of goods along small rivers has become of great importance, especially for serving areas where other modes of transport are poorly developed or do not exist at all.

The length of the small rivers of the eastern basins along which regular or occasional navigation is carried out is 36.5 thousand km. At the same time, the length of rivers with guaranteed dimensions is 10.7 thousand km.

Difficult track conditions - shallow depth and width, limited radii of curvature of the ship's course, high current speeds sharply limit the possibility of using large vessels on small rivers. The most acceptable for cargo transportation on small rivers are hovercraft.

About 60% of the total volume of cargo transportation along small rivers is occupied by dry cargo ships. In the future, the volume of cargo transportation along the small rivers of the eastern basins will increase by 2 times.

For the transportation of goods along small rivers during the period of spring delivery (when the water level is high), motor ships and barges g = 600 - 2000 tons are used. When the water level drops, ships from 50 to 600 tons are used on rivers with guaranteed depths.

In the future, it is possible to organize transportation of export-import cargoes in ships of mixed navigation in correspondence with the countries of the Danube, Black Sea and Caspian basins.

The problem of the economic efficiency of the Danube-Oder-Elbe connection, which will be used for transportation between the Scandinavian, Black Sea and Mediterranean countries, is currently being studied.

Despite the high national economic efficiency of direct non-transshipment transportation of goods "river - sea", their need is not fully satisfied. Their development is hampered mainly by the lack of a mixed transport fleet.

3. To develop the transportation of goods in heavy-duty pushed trains, on ships of mixed navigation of the "river-sea" type.

In this regard, studies are underway on new transport systems, in particular, lighter-carrying, pushed by mixed navigation, new types of universal vessels.

In the short term, the mixed navigation fleet ("river sea") will be replenished with vessels with a carrying capacity of 2.0; 2.7 and 3.0 thousand tons, and in the future - by ships of a new project with a carrying capacity of 4 - 5 thousand tons.

Especially for the Siberian rivers Ob, Irtysh, Yenisei and Lena, the river fleet began to receive transport vessels for access to the Arctic seas. The displacement of these vessels is 8 thousand tons. a series of such vessels are being built in Finland, which are needed by the developing industrial complex. For these purposes, the following are provided: powerful icebreakers, transport vessels with reinforced hulls for navigation in ice conditions, offshore icebreaking tugs with a capacity of 440 kW. The newest icebreakers can overcome ice up to 90 cm thick. Glavrechflot of the Ukrainian SSR already has experience in operating the fleet in winter conditions. These transportations confirmed the possibility of organizing year-round navigation on the Dnieper.

4. Continue the period of guaranteed navigation on the main rivers.

In our climate, the extension of navigation is a significant problem. For example, in the Ob-Taz Bay (Siberia) navigation lasts only 90 days (from July to September) and its extension for 5-10 days will ensure the transportation of additional thousands of tons of cargo.

5. Renovate the river fleet, equipping it with economical non-self-propelled vessels, tugboats, mixed navigation vessels and comfortable passenger ships.

The creation of a specialized self-propelled cargo ship g = 3.5 - 4.0 thousand tons begins. for combined transportation of pulverized cargoes with provision of p / p in a closed way in one direction and mineral construction, as well as other types of open storage cargoes in the opposite direction.

For the transportation of vegetables, the construction of specialized vessels with the necessary microclimate in the hold to ensure their safety for 7-10 days begins. In 1986, two vegetable carriers were launched, which operate on the Volga and deliver vegetables and fruits from southern areas countries to Moscow, Leningrad and other cities.

Specialized composite vessels are being designed, accommodating up to 1000 Zhiguli or 160 trucks. Car transporters are already operating, delivering 400 cars in one flight, etc. Production of tankers with shallow draft (2.2 m) has been mastered. The composition of the passenger fleet was replenished with vessels with a capacity of up to 300 people. the hydrofoil motor ship "Voskhod" was created, the first catamaran "Otdykh" with a capacity of 1000 passengers was built. Large passenger ships for 220, 360 and 400 seats were built, taking into account modern comfort requirements. hydrofoils (such as "Rocket", "Meteor", "Comet"), developing a speed of 65-75 km / h. It is planned to introduce high-speed re-turbo vehicles that reach speeds of up to 100 km/h.

6. To continue the construction and reconstruction of ports, shipyards, and above all in the regions of Siberia and the Far East.

Recently, quite a lot of attention has been paid to the construction of new ports and marinas. But this process needs to be accelerated. Now technical re-equipment is taking place in

many river ports of the country. These works are most noticeable in Siberia. According to the developments of Leningraders, an almost new modern port will be created in Krasnoyarsk, which has 4 berths with a total length of 400 m. Several large berths in Severozabaikalsk have come into operation, the construction of berthing facilities in the ports of Baikal and Nizhneangarsk is nearing completion. A large port is being created in the city of Ust-Kut on the Lena River, which will become the largest in this region. The Khabarovsk port is experiencing a rebirth - the launch complex of a new cargo area has been put into operation, the old cargo piers on the left and right banks of the Amur have been expanded.

Much attention should be paid in ports and marinas to the improvement of p/p work. Apply new, productive p / p mechanisms. Introduce comprehensive mechanization and automation.

Quite a lot has already been done to raise the level of comprehensive mechanization, to eliminate manual labor, but all manual labor continues to be widely used in the preparatory and final operations during reloading processes, as well as in auxiliary work included in this process.

The most perfect from the point of view of ensuring the maximum level of integrated mechanization and automation of reloading operations is the batch container method of transporting packaged and timber cargo.

But many shippers are reluctant to pay the costs associated with containerization and palletization. They are given in such a way that they are not possible p / p. In addition, the mass of packages is increasing, large-tonnage containers are becoming more widespread, for which many transshipment ports and berths are currently not ready for reloading.

7. Improve the use of river vessels, the production capacities of ports and factories.

The solution of all these problems will make it possible to increase the productivity of river transport.

Key performance indicators of river transport.

1. Coefficient of sailing time with cargo (for self-propelled vessels):

(alpha)хс = Sum Qi * tx gri / Sum Qi * tei , i=1 i=1

ton-day ton-day

travel with a load of "exploitation"

where i = 1,n is the number of the vessel (transportation); tx gri - travel time with a load for i-th transportation(i-th ship).

for tugboats хb = Sum Ni * tx gri / Sum Ni * tei ,

power-days of operation

where Ni is the power of the tug in hp. in the i-th carriage.

2. Performance per 1hp per day:

Me \u003d Sum Qi * lx gri / Sum Ni * tei,

ton-force-day

kilometers of operation

3. Average technical speed:

Vт = Sum Ni * lx gri / Sum Ni * tx gri ,

force force-day

kilometers of travel with a load

4. Average duration of one flight:

Lр = Sum Ni * tei / Sum Ni * Ri ,

force-days force-flights

exploitation

where Ri is the number of trips for the i-th transportation of the i-th ship with capacity Ni .