Belarusian river shipping company. The Belarusian River Shipping Company delivered oversized cargo along the Dnieper from Kherson to the Mozyr Oil Refinery (photo). Swimming is expensive

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1. Dispatch control of the operation of water transport

water transport shipping port

In accordance with the concluded agreements, received applications from consignors and consignees for the transportation of goods and in accordance with the macroeconomic parameters brought by the Ministry of Transport, river ports and the shipping company as a whole form forecast plans for the transportation of goods, passengers and cargo handling for the upcoming navigation. Operational management of work is carried out under the leadership of the chief, his deputies through the relevant services. The information is sent to the Ministry of Transport.

Transportation plan for 2001:

cargo -1203 thousand tons, 20449 thousand tkm;

passengers - 99.6 thousand people, 1421 thousand tkm.

2. Ensuring the safety of navigation

Navigation on inland waterways of the GDP of the Republic of Belarus is carried out in accordance with the Rules of Navigation on the GDP of the Republic of Belarus or Local Rules of Navigation on the GDP of the Republic of Belarus.

Navigation on inland waterways of Ukraine's GDP - in accordance with the Navigation Rules for Ukraine's GDP and Local Navigation Rules for Ukraine's GDP.

In February 1998, an intergovernmental agreement on navigation on inland waterways was signed between Ukraine and the Republic of Belarus (Minsk).

On February 21, 2001, an Agreement was signed between the Ministry of Transport of Ukraine and the Ministry of Transport and Communications of the Republic of Belarus on navigation on inland waterways (Gomel).

A draft code of inland water transport of the Republic of Belarus has been prepared for approval by the Parliament of the Republic of Belarus.

These documents regulate the safety of navigation, issues of commercial operation of the fleet.

In the Belarusian River Shipping Company there is a navigation safety department (headed by Polkhovsky V.I.), which deals with issues related both directly to the organization of navigation safety and those involved in the development of typical train schemes, investigation of incidents, accidents, etc.

Control over compliance with the Rules of Navigation, over ensuring the safety of navigation on the GDP of the Republic of Belarus is carried out by BIRS.

3. Track works and organization of services

The maintenance of the overall dimensions of the navigable routes (guaranteed depth, width and radius of curvature) is carried out on the sections of their borders by the enterprises of the waterways of the Belvodput association.

A set of track works: minesweeping, removal of obstacles from ship passages, channel cleaning, bank protection, dredging, straightening work, maintenance and service of the navigable environment.

The work is carried out in accordance with the production and technical plan for the production of track work.

The arrangement of technical means is provided for in the plan for the arrangement and deployment of technical means for the production of track works.

4. Rolling stock of water transport

The BRP rolling stock fleet is represented by pusher tugs of 1985-90. construction of projects 730 and 570 with a power of 300 hp main engines, non-self-propelled barges in 1980-89. construction of projects 775 and 785 with a carrying capacity of 900 tons, as well as barges in 1983-87. construction of projects 187 and 188 with a carrying capacity of 350 and 400 tons.

The passenger fleet reads 5 units of displacement ships 1978-80. construction projects R.51 "E" and 95030, transportation is carried out on local suburban passenger lines and on walks. general power passenger ships 1200 hp, total passenger capacity - 849 people.

As of 01.01.2001 there are 86 units of towing vessels in the BRP with a total capacity of 25850 hp; two service and auxiliary vessels with a capacity of 650 hp; 148 barges of 900 tons each with a total carrying capacity of 133,250 tons; 37 barges of 350 tons (400 tons) with a total carrying capacity of 13,150 tons. There are 73 auxiliary and rack fleet units. A motor ship and a “river-sea” attachment with a carrying capacity of 1,500 tons were built.

5. Organization of cargo work in the port

Carries out the organization of work Department of cargo and commercial work. Responsible for the technology of production of works - the head of the cargo section. The paperwork is handled by the freight office.

6. Means of mechanization and automation

Park of portal cranes with a lifting capacity of 5 and 10 tons;

Park of floating cranes with a lifting capacity of 5 tons;

Dredgers with a capacity of 250 m3/hour;

Truck cranes and bulldozers, loaders;

Transshipment complex in the village of Mikashevichi for loading crushed stone into ships with a capacity of 1000 tons / hour (2 lines).

Bus depot number 6.

In total, there are two bus depots in Gomel - No. 1 and No. 6.

Bus fleet No. 1 provides suburban, intercity, international, as well as charter transportation, serves three city routes - No. 17, No. 18, No. 26.

the rest is serviced by fleet number 6.

The bus fleet has 31 city, 73 suburban, 29 intercity, 15 international and 41 charter buses:

Ikarus-280 and Ikarus-260 - urban and suburban routes;

Ikarus-250 and Ikarus-256 - intercity and international routes;

2 buses "Mercedes" - on order;

LAZ-695-n, LAZ-695-ng, LAZ-42021 b do not currently operate on routes, because are not economically viable, some of them work to order.

23 buses do not work, because order volumes are declining and there are no funds to repair them and put them on line.

In total, the fleet carries out about 23.5 thousand flights per month.

In total, the bus fleet employs 853 people, including 336 drivers and 268 repair and support workers.

I maintenance is performed every 4 thousand km. (lubrication on the running gear, etc.). Usually performed at night, so that in the morning the repaired bus can get on the line without unnecessary downtime.

After four TO 1, a more detailed and in-depth TO2 is carried out.

After the third TO2, the vehicle undergoes a major overhaul.

Dispatch control.

In accordance with the timetable, a schedule is drawn up, where all routes are scheduled. The dispatcher releases buses on the line. Each driver receives a waybill, where the route and time of departure are marked, and a timetable is issued. all management is carried out through the bus station.

Sort Facility.

The marshalling yard is a hump yard. The hill is an artificial elevation located above the marshalling yard. It allows you to use the force of gravity of the cars themselves to disband the trains. The work on the dissolution of the train consists in pushing the train onto the hill to the hump locomotives and uncoupling it in the right places in accordance with the markings and instructions of the sorting sheet. The uncoupled group of wagons (uncoupler), having crossed the top of the hill, rolls down the inclined track and, under the action of gravity, follows the desired track of the marshalling yard.

The purpose of the station is the processing of transit cars and the organization of routes from them.

There are inlet and outlet sorting hills.

Accepts trains from three directions: Unecha (Russia), Bakhmach, Chernigov (Ukraine);

Sends trains to Zhlobin and Kalinkovichi.

The sorting system is odd.

The composition of the station "Gomel - odd" includes:

the reception park, where the technical and commercial inspection of the trains arriving for processing is carried out, chalk marking (applied on the side wall of the car and contains the following data: the day and month of the marking, the designation of the purpose of the car or the track number of the marshalling yard on which the car must be delivered during disbandment, wagon weight), preparation of trains for disbandment;

sorting and dispatch park (well developed and has a large number of tracks, the tracks of the park are specialized in the purpose of wagons, established by the formation plan);

transit park.

Locomotive depot.

The locomotive depot is the main production unit of the locomotive economy.

The depot mainly repairs locomotives. The locomotives assigned to this depot make up its inventory plan. the depot is inspected, all types of depot repair of locomotives, equipment of locomotives and change of locomotive crews.

On the territory of the main depot locomotive buildings, workshops, equipment devices and fuel depots are located, as well as there is an appropriate track development.

Railway tracks are laid inside the locomotive buildings and parking spaces for locomotives in repair, during technical inspection or waiting for work are equipped.

Shops and departments for various types of locomotive repair, repair and manufacture of locomotive parts and spare parts are organized in the buildings of the main depots.

The depot is equipped with handling equipment in the form of cranes, hoists, electric cars, forklifts, etc. All this makes it possible to mechanize labor-intensive operations for moving heavy parts. Convenient communication is provided between workshops and locomotive buildings.

Locomotives are serviced by locomotive crews, the composition of which depends on the type of locomotives and specific operating conditions. Usually the locomotive crew consists of two people: the driver and his assistant.

Locomotives enter the depot only for preventive inspection or for repairs.

There are the following types of repairs:

TO 1 - carried out after each trip (locomotive cleaning);

TO 2 - carried out every 48 hours (change of fuel, oil, water, sand);

TO 3 - every 10 thousand run (the entire locomotive is inspected: running gear, filters, if necessary, rolling out wheel sets);

TO 4 - after 200-250 thousand km. (turning wheel sets, etc.)

TO 5 - setting up and withdrawing the locomotive from the reserve.

To supply locomotives with sand and lubricants, a sand and lubricant facilities are located on the territory of the depot.

The locomotive depot has the following locomotives:

ChME3 - shunting;

TEP60, TEP70 - passenger;

2M62, M62 - cargo;

T1K2 - a small two-wheeled locomotive that pulls out and puts diesel trains in the depot.

The track development of the depot should ensure the flow of locomotives, the safety of their movement and the least amount of time spent on preparing each locomotive for the next run.

Road branch

The direct management of the movement of trains and the entire work of the section is carried out by the dispatching apparatus of the traffic department of the road department.

The road section is divided into a number of control circles. Train dispatchers who are on shift duty supervise the work on dispatch circles. The work of train dispatchers of one shift is directed and united by the duty officer in the department, who is the shift leader.

The main duties of the dispatcher are to ensure the movement of trains strictly according to the schedule, and in cases of deviation from the schedule - the introduction of late trains into the schedule, control over the work of stations for the timely formation and departure of trains, for the full weight and their completeness, for ensuring the safety of train traffic on hauls and separate points.

The train dispatcher, while on duty, is operationally subordinate to all employees associated with the movement of trains (station duty officers, station masters, machinists, chief conductors, etc.)

The station attendants must immediately report the receipt, departure and passage of trains to the dispatcher, who notes the movement of trains and the employment of station tracks on the schedule of the completed movement. Using this schedule, the dispatcher always knows the location of trains on the section and takes timely adjustment measures to prevent or eliminate schedule violations.

The dispatcher monitors the timeliness of the formation of trains by stations and their preparation for departure.

The train dispatcher must keep close contact with the dispatcher of the locomotive department. Together with him, he supervises the preparation of locomotives for driving trains, especially carefully monitoring locomotives operating on a circular or compacted schedule. Through the contractor, the train dispatcher provides the trains with conductors.

The work of the train dispatcher is carried out on the code line. dispatcher equipment provides:

management of arrows and signals;

control of established routes;

control of free or occupied sites.

The workplace of the dispatcher of the section equipped with the Minsk system dispatcher centralization consists of an alphanumeric push-button manipulator, a remote display, a train dispatcher communication and radio communication console.

The dispatcher simultaneously controls only one station from the alphanumeric keypad.

The train schedule is drawn up annually and adjusted depending on the size of traffic for the summer and winter periods.

Before drawing up the schedule, the sizes of train traffic for each section, weight norms and running seasons, station intervals, norms for train parking at stations, norms for operations with locomotives at stations with main and circulating depots, etc. are determined.

The schedule is drawn up, not isolated for each section, but for the entire direction.

The location of trains on the schedules of adjacent sections should be interconnected with ensuring the best use of capacity, high speeds, traffic safety and the creation of conditions for compliance with the established continuous duration of work of locomotive and train crews.

After drawing up schedules on the road, they are linked in the MMS between all roads.

Travel distance

The railway track consists of a subgrade, artificial structures (bridges, tunnels, pipes, etc.) and the superstructure of the track.

The superstructure of the track consists of ballast, sleepers, rails and fasteners, including anti-thefts, as well as turnouts, bridge and transfer beams.

Track and signal signs are installed along the railway track and track buildings for line workers are being built.

The design of the track and the power of its individual elements must correspond to the intensity of traffic, the line load, the power of the rolling stock circulating on this section and fully ensure the safety of train traffic.

To detect malfunctions, systematic inspections and checks of the state of the track are carried out: the gauge, the location of the rails according to the level of the rail underslope, the size of the gaps in the joints, etc.

All work on the maintenance and repair of the track is divided into current maintenance, lifting repairs, medium repairs, overhaul and reconstruction of the track.

The main task of the current content is to prevent malfunctions, identify and eliminate the causes that cause them, and ensure long service life of all track elements. The current content is the main type of track work.

All work on the current maintenance is divided into three types: preventive, performed to prevent the occurrence of malfunctions, urgent - to eliminate deviations from maintenance standards that have occurred in excess of the established tolerances, and sudden, related to the elimination of such malfunctions that could disrupt the train schedule and cause severe effects.

The planning of work on the current maintenance is carried out taking into account seasonality and local conditions according to semi-monthly schedules developed on the basis of an inspection of the track and structures.

First of all, malfunctions that threaten traffic safety are eliminated.

The track distance has at its disposal the necessary vehicles, electric and hydraulic tools and mobile power stations.

Lifting repair of the track is carried out on especially heavy lines annually and once every two to three years on the remaining lines and provides for continuous tamping of all sleepers with the necessary lifting of the track, and, if necessary, cleaning of crushed stone in sleeper boxes, at the ends of the sleepers in the direction of the between tracks and slopes of crushed stone prisms to a depth of at least 10 cm below the base of the sleepers; with other ballasts - partial replacement and replenishment, replacement of unusable sleepers, cleaning of drainage facilities and other related work.

Lifting repairs are carried out according to volume sheets by enlarged brigades and columns.

The average repair is appointed at the time when the maximum pollution of the ballast occurs; at the same time, the crushed stone layer is cleaned with the replenishment of crushed stone, the track is laid on new crushed stone or graded gravel, the ballast prism is renewed to a depth of up to 15 cm under the sleeper or the ballast is replaced at the same depth with ballast of a higher bearing capacity.

Capital repairs are carried out according to the project. During the overhaul of the track, the following are performed: replacement of rails with new, 25-meter, more powerful or of the same type; replacement of turnouts lying on the main tracks with new ones; continuous or single change of sleepers or laying of reinforced concrete sleepers with bringing their number up to the one established by the diagram per kilometer in straight lines and strengthening the track in curves with a radius of less than 1200 m; broadening of the ballast prism and other works.

Major and medium repairs are carried out by track machine stations and track machine stations.

Reconstruction of the track is characterized by the replacement of elements of the upper structure of the track with elements of more powerful types; at the same time, a complete improvement of the subgrade is carried out, the plan and profile of the line are improved, oversized is eliminated, and turnouts that limit the speed of trains are reconstructed.

The reconstruction of the track is carried out according to individual projects by the track machine stations.

Reconstruction, medium and major repairs of the track are carried out by track machine stations (PMS) or track road machine stations (PDMS).

Repair work is mainly planned for the spring-summer period.

The machines and mechanisms used for the production of track work are divided into heavy-type track machines that require the closure of the stage for their work, and track machines that do not require the closure of the stage for their work.

Managment structure.

The general management of the track facilities is carried out by the Main Directorate of Tracks and Structures of the Ministry of Railways, and on the roads - by the services of the track, buildings and structures. Railway lines in administrative and technical terms are divided into distances, districts and work departments according to the track service. The length of the path is 200-250 km. The distance of the path is headed by the head of the distance. Each district is entrusted to the road foreman, the working departments - to the foreman of the track. The distance operates workshops for the manufacture and repair of parts for track facilities, inventory and tools.

Wagon repair plant.

On the territory of the plant, whose area is about 18621 sq. m., has its own power plant, there is a first-aid post, a gym and even a pond where competitions for the best fisherman take place. But a large area of ​​the plant is occupied by workshops:

1. Locomotive assembly

2. Turning-mechanical

3. Blacksmith

4. Wheel-turning

5. Pipe department

6. Foundry

From which are currently in operation:

1. Car assembly

2. Woodworking

3. Roofing

4. Blacksmith

For recreation centers "Klenki" and "Bubnovka" were opened for workers.

The plant has mastered repairs in the amount of depot, factory, capital, with partial and complete opening of the body, restorer, as well as re-equipment (i.e., using the old repaired body, a special-purpose car is created) of more than 150 types of purpose-built cars:

2-axle and 4-axle cars: passenger, reserved seat, compartment, soft, interregional, suburban;

flaw detectors: magnetic, ultrasonic, combined according to projects: Central Design Bureau TsP No. 074,0735,8313, etc.;

laboratories: flaw detection, weight measuring, fluorographic, auto-braking, metrological, track measuring, signaling and communications, etc.;

stations: bridge testing, tunnel surveying, water pumping station, radio station, power station, etc.;

special-purpose cars: postal, baggage, postal-luggage, banking, service, restaurants, kitchens, baths, pharmacies, medical, sanitary, communications, circus, TSHR, TSHR-2, VG, ShTs,ShP, ShP-2, ShR, ShV, "Ketma", etc. .

The plant mastered the production of about 5,000 items of spare parts for rolling stock and industrial needs.

These are cast iron products of more than 200 items: brake shoes, valve body, shoe, pump piston, bearings, etc.

Steel products of more than 2500 items: gears, rollers, bushings, nuts, housings, pulleys, shafts, rods, hinges, locks, supports, etc.

Products made by precision steel casting, according to investment models, more than 200 items: bolt, bolt axis, lock cylinder, latch, nus, pin, rack, pusher, key, yoke, roller, cam, lamb, fall, larva, shnepper, pin etc..

Products made of aluminum, more than 150 items: latch handle, seat bracket, valve, hinge card, lamb, constipation, mesh bracket, lock body, etc.

Fasteners (hardware) more than 400 positions: nuts, bolts, screws, axles, studs, rivets, nails, cotter pins, etc.

Rubber products of about 150 items: gasket, shock absorber, cuff, cap, collar, bushing, coupling, bag, stuffing box, insert, casing, etc.

Nylon products: mesh, housing, grille, valve, lining, lining, handle, fitting, nut, strap, bracket, washer, bracket, bushing, etc. More than 150 items in total.

The plant has mastered the production of more than 130 types of consumer goods: upholstered furniture "Svitanok", "Ghenta", "BelAm", office furniture, single, double, bunk beds, a set of kitchen furniture "Prygazhunya", a kitchen table, a wooden stool, an entrance hall, containers for vegetables, a cutting board, a cone beater, a pusher, a massage bench; knitting machines "Meda" and "Alesya", household trolleys, a universal key, a garage lock, a nail puller, "Schoolnik" scissors, travel and tailor's scissors. Seaming machine, country furniture, etc.

Centrolite

Station Centrolit is a pre-nodal station, which is adjoined by three hauls.

In even direction:

Centrolit - Gomel sorting single-track section without traffic lights, less than 3000 m long. Two-way automatic blocking for the movement of passenger and freight trains in both directions;

Centrolit - Gomel Severny - a single-track section without traffic lights, less than 3000 m long. Two-way automatic blocking for the movement of passenger and freight trains in both directions.

In odd direction:

Centrolit - Randovsky - a double-track section without traffic lights, 3000 m long. Two-way automatic blocking for the movement of passenger and freight trains in both directions, with dispatcher centralization for each track.

The station is equipped with electrical centralized control of arrows and signals.

In plan, the station is located on a straight section, in profile it has a general slope towards the Randovsky siding.

The following operations are carried out at the Centrolit station:

Reception, departure and passage of freight and passenger trains;

uncoupling from direct trains and hitching to direct trains;

work with combined trains;

reception of transmissions from Gomel station;

accumulation and sending of transmissions of their formation to the Gomel station;

accumulation and departure of routes.

On the tracks of the Tsentrolit station, according to the technical condition, circulation of all series of locomotives circulating on the Gomel-Kalinkovichi section is allowed.

cargo yard

Cargo the courtyard of the station Tsentrolit serves for the production of the main part of the cargo work of the Gomel railway junction in public places.

The general management of the work of the cargo yard is carried out by the head of the Gomel city freight station (GS Tsentrolit). In (GS Tsentrolit) there is also an engineer in charge of technical work and the head of a commodity office, who organizes the work of a commodity office to formalize the receipt and delivery of goods and containers according to the technological process.

Directly managing cargo points is carried out by three chiefs of cargo areas, to whom, in turn, senior receptionists are subordinate. Under the guidance of senior receptionists, shift receptionists work, carrying out the reception, loading, unloading and issuance of goods and the execution of cargo documents.

The general management of the PRR is entrusted to the head of the production site of the PRR, who has at his disposal loading and unloading machines and mechanisms, integrated teams of machine operators and loaders. The shift foreman manages the organization of the work of the site workers.

The cargo yard has the following storage and service facilities:

Site for processing medium-sized containers;

Site for the processing of heavy containers;

A site for the processing of heavy cargo;

An elevated path for unloading mineral construction and bulk cargoes with a platform for their storage;

Semi-elevated way (magnetka), for unloading small-sized metal;

Area for unloading bulk cargo (coal, peat, sand);

Platform for processing small shipments on open rolling stock;

Hangar warehouse with the introduction of two railway tracks for loading, unloading and sorting wagon and small shipments of packaged cargo;

Covered warehouse for customs and secure storage of goods;

Overpass for unloading bulk cargo from covered wagons by gravity in a straight line.

In addition, the cargo yard has administrative and service premises, power and water supply devices, and communications.

The main part of loading and unloading operations at the cargo yard is mechanized. The hangar warehouse and covered warehouse for storage of goods are serviced by a diesel forklift TSN, "Toyota" with a carrying capacity of 1.5 tons.

The platform for processing medium-sized containers is equipped with four electric gantry cranes, including: two KK-6 cranes with a lifting capacity of 6 tons and two KK-5 cranes with a lifting capacity of 5 tons, having a span of 16 meters. For the processing of the existing volume of containers, one KK-6 crane is used.

The container repair point is serviced by a forklift with a lifting capacity of 3 tons. The container station for the processing of heavy containers is serviced by a portal crane equipped with an automatic grab (spreader) for lifting containers.

The KK-6 gantry crane, complete with a vibrator and a K-20-30 auger, operates on an elevated track.

Flanging and loading of cargo onto vehicles is carried out by a TO-18 loader, a K-20-32 clamshell crane.

Bulk cargo is unloaded from covered wagons by a stationary mechanical shovel TML-2 with two violins, adapted to perform loading and unloading operations in a direct "wagon-car" variant in one direction.

The semi-elevated track is equipped with an electric gantry crane KDKK-10 with a cargo electromagnet.

The site for the processing of heavy cargo is serviced by two KKS-10 self-erecting electric gantry cranes with a span of 32 meters, but one crane is working.

The site for processing small shipments is equipped with a gantry crane with a lifting capacity of 12.5 tons.

Centralized transportation of goods to the cargo yard of the Tsentrolit station is carried out by motorcade No. 2405, which is the property of the Gomel Automobile Enterprise No. 24, which ensures the timely import and export of incoming and outgoing goods at the public places of the Tsentrolit city freight station by enterprises, organizations and commercial structures that are in contractual relations with a car company and a distance.

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According to statistics, only one percent of the cargo in the country is transported by water. Although, it would seem, it is cheaper, more environmentally friendly and more convenient. But the logistics "pie" is divided among the railroad, road and air carriers, competing in the speed and reliability of deliveries. What prevents our river carriers from pulling over cargo flows, what the economy of the industry is based on and what conditions are needed for a private investor to come into it, correspondents of "R" found out.
Everything flows and, alas, changes. The river port in Pinsk was built almost eighty years ago. It became the center of transit traffic from Ukraine to the western regions of the BSSR, to Poland and even Germany. Grain and oil were transported from Ukraine, Silesian coal was transported in the opposite direction. Dozens of ships plied the waters every day. There was enough work. Those times are now remembered with nostalgia. They can only dream of the previous volumes of traffic.

The river is getting shallow

The river port in Pinsk is almost 80 years old
Photo by Vyacheslav ILYENKOV

Sand sales have grown, and significantly. Last year, we sold about 16,000 tons in three months. This is already 65 thousand. In addition to sand, we sell granite screenings. It is delivered by ore carriers from Mikashevichi. About 15,000 tons were transported last season. Previously, 45,000 tons were transported per month, and in the best years, 100,000 tons.

The volume of traffic was affected not only by the decrease in demand. Due to the catastrophically low water level in Pripyat, the river season lasts only a few months. For the last two years, shipping was completed in early July. Vladimir Dyakonchuk has been working in the Belarusian water transport system for 40 years and never ceases to be amazed at the current natural metamorphoses:

I grew up on Yaselda and I don't remember that there was so little water in the rivers. In places, the water level in Pripyat dropped below 50 centimeters! If in 2014 we transported 117 thousand tons of cargo from Mikashevichi to Pinsk, then in the dry summer of 2015 - less than 13 thousand tons. As they say, feel the difference.

The low water level also affects the profitability of transportation. On the road from Pinsk to Mikashevichi and back, the tug consumes approximately 1600 liters of diesel fuel. It can transport more than a thousand tons of cargo along a full-flowing river, and when the water level drops - only 300. Therefore, the beginning of the season is a hot time for rivermen. They try to make the maximum number of flights on the big water. The sad experience of past years makes us save every day and hour.

Pros and cons

The construction of new hydraulic structures will give impetus to the development of shipping, - Vladimir Dyakonchuk is convinced. - It has long been calculated: water transport is the cheapest. One ore carrier can carry as much cargo as 20 railway wagons or 50 twenty-ton trucks. Water transport causes less damage to the environment, does not damage roads, and saves money.

In Soviet times, rivermen had another significant source of income - passenger transportation. Pinchanka Olga Verenich in the mid-1980s worked as a cashier on Zarnitsa, a hydrofoil vessel. She remembers those years well:

The fare cost mere pennies, and there were always a lot of passengers. In the spring, the townspeople went to their parents to help plant vegetable gardens, in the summer to hay, and in the fall to harvest. A lot of students went on weekends who studied at Pinsk technical schools and colleges. It often happened that we simply could not take everyone on board, we had to send an additional ship. Sometimes there were so many people that the Zarnitsa could not even stand on its wings.

Over the years, there were fewer and fewer passengers, the length of the routes was gradually reduced and now it has finally decreased. Today, rivermen do not operate a single regular flight. The harbormaster explains:

The reasons lie on the surface. Earlier in Polissya, not all villages were served by buses. There weren't even roads. Now the situation is completely different. In addition, almost every family has a car. And most importantly, the rural population is declining. Passengers per river transport became extremely small. Before Kachanovichi, for example, 5-7 tickets have been sold recently. I had to shorten the route to Terebnya, where many summer residents went. But every year they became less and less. This route also had to be abandoned. We cannot afford to operate at a loss.

Swimming is expensive

For an hour, the motor ship "Pinsk" consumes about 40 liters of diesel fuel. The cost of a flight to Terebnya is 90 rubles. If we carry 25 passengers, then the ticket should cost at least 3.5 rubles. There and back it turns out 7 rubles! And this is to work at least to zero. A bus ticket, by the way, costs twice as much.

Today, rivermen do not operate a single regular flight.

Summer residents from Terebnya turned to us with a request to restore the river communication, - says Vladimir Dyakonchuk. - We do not mind. They suggested an option: let people hold a general meeting, decide how many people will use the ship, and we will calculate the cost of tickets. If the price suits, we will return Pinsk to the route. And we will only be happy about it.

The board is authorized to upset

Main cargoes - sand, crushed stone, screenings
Photo towiki.ru

As in many other countries, for the most part it comes from the state budget, which is simply not enough for everything. Therefore, even during the formation of the state program, the minimum necessary funds are laid down to maintain trouble-free operation. Because of this, not all of the plans come true. This can be seen, for example, when the water level in the rivers falls below the expected level and the conditions for navigation deteriorate sharply. This affects the delivery time - there are risks.

The second moment - the adjacent territory suffers. For example, if earlier dredging was carried out and the channel was formed, today the riverbeds are shallowing, becoming wider, and the banks are swamping. Experts recall a recent trip to Pripyat: in some areas, the width is like on the Volga, and the water is knee-deep. The critical deterioration of the structures of the Dnieper-Bug Canal does not allow solving this problem.

The allocation of funds under the state investment program (1.5 million allocated from the budget for the current year - a little more than half of the required amount) allows, perhaps, not to stop work. As a result, the reconstruction of one hydroelectric complex is stretched for 5-6 years. And dozens of such structures are waiting for their turn.

Things are worse with the river fleet, despite the fact that it is possible to earn money on cargo transportation, albeit a little. The transportation itself is cost-effective and highly marginal; it is not for nothing that 90% of the world's cargo is transported by water. However, in our case, the needs and expenses are so great that this money seems to dissolve. Therefore, the transport fleet, which has four hundred ships, is in stagnation. True, there are also technical and auxiliary fleets. Their condition directly depends on the economy of the shipowner. But our river shipping company is actually bankrupt. This means that there is no money to repair boats. Meanwhile, about 70% of ships require repair on the shore with lifting. By the way, the age of the newest barge has exceeded 30 years with a standard service life of 25.

The energy and funds of private traders are clearly not enough. Therefore, the state intends to create conditions for the arrival of an investor. The use of shipping infrastructure - hydraulic structures, shipping locks and dams, correctional facilities, berths in ports - and carriers will be streamlined through the creation of the State Administration of Inland Waterways and Ports. With its assistance, private port operators and carriers should join the industry, and services will develop more actively in the future. It is planned that the new organization will appear in 2018. While the project is being coordinated, it is being filled with functions.

The prospects for water transport are very attractive: it is objectively cheaper and more environmentally friendly. Our scientists have calculated: the reorientation of only 1% of cargo turnover to water reduces the energy intensity of GDP by $10 million. One of the options is to load gas or diesel from Rechitsa or Mozyr into Osipovichi tank containers, transport it along Pripyat and the Dnieper-Bug Canal to Brest, then reload it into Polish diesel and gas carriers. And to sell raw materials conditionally not for a dollar in a warehouse, but for $1.2 in Brest. In the meantime, we give foreign carriers the logistics on which they earn. Trucks break our M-10 highway, leaving a plume of exhaust gases in the air, and our carriers with their noses.

Hike from sea to sea

Transportation of goods from Gdansk to Kherson will take about two weeks
Photo topoboi.com

ancient path

Andrey Rekesh, Secretary of the Commission for the Development of the E40 Water Transport Connection on the Dnieper-Vistula Section, said that a feasibility study for the project already exists. It was developed by an international consortium headed by the Maritime Institute in Gdansk. The expert group also included representatives of our Academy of Sciences, the Ukrainian institute Chernomorniiproekt, the German Institute for the Economics of Transportation and Logistics, and others. The study was supplemented by an assessment of specialized experts. They made a lot of interesting conclusions. Thus, the Ukrainian section is the deepest one, and the hydraulic structures on it are in proper condition. According to estimates, the work here will pull only 31 million euros. The record holder for the necessary investments is Poland. So, the neighbors' section from Brest to Warsaw is not navigable. Moreover, it runs through the landscape reserve, which is part of the European Natura 2000 program. Therefore, it is proposed to build a new canal with a length of about 160 kilometers. This alone will require more than 1.9 billion euros.

The project budget on our territory was tentatively estimated at 96-171 million euros. The largest difference in amounts is in the construction of new hydroelectric facilities on Pripyat: 55-120 million euros. It is also proposed to reconstruct the hydraulic structures on the eastern slope of the Dnieper-Bug Canal. Most of them were built in the 30-40s of the last century, and although they still work, they are technically and morally outdated. They are updated on their own as funds are allocated. In addition, it is necessary to modernize the water supply system of the canal through the construction of the Zhirovskoye reservoir, create a navigable section on the border with Poland, and increase the fairway so that ships with a draft of 2.4 meters can pass through it.

The E40 waterway is called the modern version of the route "from the Varangians to the Greeks"

Notable Benefits

By the way, one barge can replace 40 trucks adapted to transport containers. As a result, the water route of goods from Gdansk to Kherson will cost 56-57 thousand euros, while the auto option will cost 78 thousand euros, and the rail route - more than 82 thousand euros.

In general, the advantage of the waterway becomes obvious when moving goods over a distance of 500 kilometers, - Andrei Rekesh outlined the main point. - Now on the agenda of the interested ministries of the three countries is the issue of joint application for a project to create design estimates and conduct an environmental impact assessment along the way. After all, it will run through the Pripyatsky National Park, territories contaminated with radiation. I think, taking into account the agreements, this work will take 5 years maximum. And only then it will be possible to talk about the timing of the start of intensive construction.

Veronica NIKITINA

Beauty Pripyat can rightly be called largest river Belarusian Polissya. It has long excited the imagination of people with the whisper of waves and ancient legends, attracts with its mystery and pristine beauty. So it was in the days of hoary antiquity, and in 1961, when, according to official data, the river port of Mozyr was formed. Over the years of work, many trials fell to his lot, but the rivermen never gave up, under any circumstances they “remained afloat”. The head of the branch of the Republican Unitary Enterprise "Belarusian River Shipping Company" - the river port of Mozyr Vladimir ZAYTSEV knows this firsthand - he devoted more than 30 years of his life to his native enterprise.

Vladimir Nikolaevich, how did the history of the Mozyr river port begin and what does it represent today?

The river port of Mozyr is located 192 km from the mouth of the Pripyat River in an artificially dug backwater. Initially, this place was a merchant's pier - since 1903. In the mid-50s of the last century, it was replaced by a fleet repair and maintenance base, and in 1959 a decision was made to design and build a river port on this site. Until 1965, the port was replenished with equipment and machinery, until it acquired the look that we see today.

At the present stage, the river port of Mozyr is, perhaps, the only full-fledged port in Belarus. Today we can process cargo from any type of transport, except for pipeline and air transport. The water part of the port is represented by a backwater about 1,500 m long and up to 300 m wide. The 840 m long concrete quay wall makes it possible to simultaneously place a large number of vessels at the berth and perform several cargo operations at once.

Vladimir Nikolaevich ZAYTSEV, head of the branch of the Republican Unitary Enterprise "Belarusian River Shipping Company" - the river port of Mozyr

In addition, we have a well-developed network of railways - the port has 5.5 km of railway access roads, a network of access roads with a hard asphalt surface. At its core, any river port is designed to carry out cargo operations on water transport, including the loading and unloading of ships. To perform this work, it is necessary to have adjacent modes of transport in the port. We reload a large number of goods received by water into railway wagons or road transport. Basically, we are talking about bulk and bulk mineral construction cargo - sand, crushed stone, etc. Last year, we mastered the handling of oil products from rail tank cars to an oil tanker. A solid volume of timber cargo processing is planned for the current year: we will transship them from rail transport to river boats and send to Kherson (Ukraine) for further shipment to sea vessels.

The zone of influence of the branch of the Republican Unitary Enterprise "Belarusian River Shipping Company" - the river port of Mozyr extends from the port of Mikashevichi (Luninetsky district of the Brest region) to Mozyr and further to Loev.

Is the activity of the port limited to loading and unloading operations, or does it also cover shipping directly?

Currently, the port has 27 units of non-self-propelled cargo fleet - the so-called. barges - with a carrying capacity of 1,000 tons. We have 6 units of the towing fleet - towing motor ships that "push" the barges along the Pripyat River. We also have the Nadezhda cargo ship with a carrying capacity of 750 tons, which can independently operate almost the entire length of the Dnieper River.

Thus, the river port of Mozyr offers its partners a whole range of services: loading, unloading and transportation of goods.

Reloading, by the way, is carried out by portal cranes with a lifting capacity of 10 tons. We have our own floating crane, which allows us to carry out loading and unloading operations on a bank that is not equipped for this in any settlement and anywhere in the river. Own dredger carries out deepening works and extracts river sand, which is further shipped to the needs of the construction industry.

Vladimir Nikolayevich, is the port sufficiently provided with orders and volumes of work? How serious is the competition between rail and road transport today?

Of course, I would like more orders and volumes. Currently, the port is not loaded at 100%, but only at 55-60%. Our main clients and partners are road construction, road maintenance and road repair enterprises of the Mozyr region, construction organizations, as well as a number of private companies.

But there are objective factors hindering our further development. First of all, these are the features of the formation of tariffs for the transportation of goods by the Belarusian Railways - our main competitor. It is not a secret for anyone today that the tariff for domestic rail transportation is significantly lower than the cost, and this difference is covered transit traffic or international transport. Thus, today the railway transports about 90% of all republican cargo. In the light of recent events, I hope that by the end of 2012 we will have a more or less equal position regarding tariffs, and then water transport will be able to experience a rebirth. The river port of Mozyr has a fairly large carrying capacity, and with an approximate equalization of tariffs, our volumes will increase significantly.

As for cargo transportation by road, our services are almost 5 times cheaper. So there can be no competition here.

The peculiarities of the Belarusian climate make the river ports face another problem - the seasonality of work. How is the branch of the Republican Unitary Enterprise “Belarusian River Shipping Company” - the river port of Mozyr, experiencing the off-season?

Yes, the work of river ports is, of course, seasonal. The internavigation period is the time of scheduled repair work. After all, from the moment the ice breaks up the rivers and until the end of the navigation period, we work around the clock and seven days a week. Of course, current repairs are carried out during this period and maintenance work is carried out, but not on the same scale as in the off-season.

In addition, in order not to be left out of work, for this period we wash and prepare our own products - river sand. Usually we are talking about about 80,000 tons of sand, which are sold during the winter period. The demand is there, and so is the flow of money.

In the difficult time of the collapse of the USSR, the river port of Mozyr managed to maintain not only a technical and repair base, but also an excellent personnel potential. The time has come, and experienced rivermen went on a well-deserved rest, leaving behind a good and reliable shift.

At that time, we did our best to stay afloat and save the best specialists. We succeeded. Knowledge and skills were not lost, but were passed on to the younger generation. Thanks to this, the port continues to work, and everything that we did before, we do now.

I am glad that young, competent specialists come to the team. In our country, by the way, with the training of personnel for river fleet things are going well. We support young people and create all conditions for their professional growth, initiative and creativity.

The staff of the Mozyr river port is small today - 134 people. Almost half are the crews of tugboats, a floating crane and a dredger. As for work on the shore, it also requires certain skills and special training, I would even say professional dexterity. Theoretically, young people are well versed, but practice is a gain.

It is important to remember: water is an element, and well-trained professionals should work in it.

On July 5, 2017, the Belarusian River Shipping Company completed the transportation of two dewaxing reactors for Mozyr Oil Refinery OJSC. This was reported by the press service of the shipping company.

Each reactor has a mass of almost 170 tons, a length of 20.83 m, a height of 5.25 m, and a width of 5.15.

The reactors were delivered by sea vessel Von Perle from the Italian port of Ortona, from where to Kherson, where they were reloaded onto the ships of the shipping company (barges-platforms of projects 775 and 775A) and sent up the Dnieper and Pripyat rivers, passing over them for more than 1100 km.

After carrying out the necessary work to prepare the berth of Mozyr Oil Refinery OJSC, the reactors were unloaded: the vessels were heated to the level of the berth, a tractor was started under the load, which, after unfastening the load, rolled it out of the vessel.

The Republican Transport Unitary Enterprise "Belarusian River Shipping Company" is the main organization that transports goods and passengers by water transport in the Republic of Belarus.

The RTUE "Belarusian River Shipping Company" includes eight branch ports: the river port of Gomel, the river port of Mozyr, the river port of Rechitsa, the river port of Brest, the river port of Pinsk, the river port of Mikashevichi, the river port of Mogilev, the river port of Bobruisk.

As of January 1, 2017, the shipping company has 8 units of the passenger fleet, 51 units. towing fleet, 107 units. non-self-propelled fleet with a carrying capacity of 900 tons, 16 units. non-self-propelled fleet with a carrying capacity of 350 tons, 87 units. rack and auxiliary fleet (floating cranes, berths, landing stages, dredgers, pontoons, etc.), 1 dry-cargo ship-platform with a carrying capacity of 700 tons, 1 unit. of the service and passenger fleet of the m / v "Ogonyok", 3 units. service and crew vessels and special purpose vessels.

During navigation in 2016, the shipping company transported 1,138.9 thousand tons of cargo and 91.3 thousand passengers (Gomel, Brest, Pinsk, Rechitsa, Mogilev).

Belarus, as you know, has no access to the sea. And in this regard, many residents of the republic do not even imagine that the country has its own fleet, even if it is a river one. The fact that the Belarusian fleet exists, Telegraf correspondents were able to make sure on their own experience, having visited river port Bobruisk (which, by the way, is one of the eight branches of the Republican Unitary Enterprise "Belarusian River Shipping Company"), and after having covered not a single dozen kilometers with a load on a towing boat.

The chief engineer of the port Grigory Artemchik told us about the work of the Bobruisk port and the Belarusian shipping company. According to him, the leadership of the Belarusian river fleet is carried out by the Republican Unitary Enterprise "Belarusian River Shipping Company" with its center in Mozyr. In addition to the port in Bobruisk, it includes seven more river ports: Gomel, Mozyr, Rechitsa, Brest, Pinsk, Mikashevichi and Mogilev. Grigory Artemchik noted that it is the shipping company that coordinates the activities of all ports, depending on what tasks the shipping company faces, it uses "one or another watercraft, if it is free, and sends it to any point in Belarus where it is possible to put it."

Thus, the ships of the port of Bobruisk, although they work mainly on the Berezina, but in 2008-2010 worked in the port of Gomel, and reached Turov. Today, one of the Bobruisk dredgers (a vessel designed for dredging and mining of non-metallic building materials) operates in the river port of Mogilev.

The main activity of the port of Bobruisk today is the transportation of building mineral cargo. Basically, this is sand, which is mined from the bottom of the Berezina to ensure navigation through it in the summer. "The dredger loads sand onto non-self-propelled barges, motor ships tow the barges to the port, and then we unload building sand with portal cranes," the chief engineer of the port noted.

“To go, for example, to Mikashevichi for gravel is very far. You have to go to the Dnieper, go through Ukraine to Pripyat in Mikashevichi - this is a very large circle at a distance of 830 km. (At the same time, the distance from Mikashevichi to Bobruisk by rail is only 300 km Therefore, there are no such transportations at the moment. Nevertheless, notes the chief engineer, river and railway transport complement each other.

"There are places where the railroad does not reach, and we can bring crushed stone and any other cargo there. The shipping company was a little forgotten as a mode of transport, but now it is slowly starting to revive. The Belarusian river shipping company begins to work closely with Ukraine: we transport granulated slag , we carry out timber transportation, transportation of oil products.“The river port of Mozyr and adjacent ports are mostly engaged in this,” he says.

“Last year, our ship was involved in the transportation of oversized cargo for Novolukomlskaya and Berezovskaya GRES. Apparently, this year there will be some deliveries too. We plan to take part in these transportations along the Berezina River,” Grigory Artemchik said. In the past three years, Bobruisk ships have also transported timber for the Svetlogorsk Pulp and Cardboard Mill from the Berezino wharf, where timber was harvested.

The port of Bobruisk currently employs 67 people. Three towing ships, two dredgers, five non-self-propelled barges with a carrying capacity of 1 thousand tons and two non-self-propelled barges with a carrying capacity of 350 tons, two floating loaders are in operation, which are used when working where there are no portal cranes (in Svetlogorsk, Parichi). In total, in 2012, the port of Bobruisk had 300 thousand tons of transportation, this year 350-400 thousand tons are expected.

“We work as soon as the ice has melted and before freezing. Naturally, in the spring, when there are high waters, we can make the most of the carrying capacity of our barges. In July-September, of course, the loading of ships decreases due to the lack of depths.But, since we are deepening the bottom all the time, we try to maintain the volume of traffic.We use the winter period to repair the fleet, both in the port itself and at the Rechitsa and Gomel shipbuilding - ship repair plants, which were recently attached to the shipping company," he said.

In addition, according to Grigory Artemchik, the port is now closely engaged in the delivery of building sand for the needs of individuals. "People come, order, and we ship directly on the spot without the involvement of third-party organizations. And, thanks to this, we receive additional income," said the chief engineer.

He also noted that Belarus is fully self-sufficient in personnel for the Belarusian shipping company, as well as ships. Thus, the command staff of the fleet is trained by the Svetlogorsk State Industrial College. People come out of it as second assistants to the captain or commander of the dredger. Gomel State Vocational School of the River Fleet No. 30 trains minders. In addition, the highest command staff is being trained there. Engineering and technical staff is trained by the Belarusian State University of Transport and the Department of Shipbuilding and Hydraulics at BNTU. “Training of all personnel in Belarus is well-adjusted,” stressed Hryhoriy Artemchik

The Pinsk Shipbuilding Plant is currently engaged in the production of passenger ships. Three passenger ships its production has recently been going to Mogilev and Vitebsk. “Previously, the Rechitsa Shipbuilding Plant was engaged in the production of thousand-ton barges. Towing ships were produced by the Pinsk and Gomel shipbuilding plants, 350-ton barges by the Petrikovsky shipbuilding plant. Yes, there was a shipbuilding plant in Bobruisk, but in 1986 it was merged with the port under the Soviet Union,” - said the chief engineer.

Grigory Artemchik also noted that during the ten years of his work in the port there were no significant incidents. According to him, all problems are fixed in the normal mode.

At the same time, Alexander Livanovich, a second-generation river captain, on the ship under whose control the Telegraph correspondents set sail, said that everything had happened. So, according to him, earlier it happened more than once that the ships stood aground, pierced the bottom on the stones. In such cases, barges often had to be unloaded, taken in tow, and repaired.

"It used to be like that. Now they are trying to transport everything by high water. As soon as the water starts to fall more, they will be transferred to Svetlogorsk. It will not be profitable here: the fuel will burn, and it is not enough to carry cargo. There are places such that there are a lot of stones If you overload a little, you will only break through," the captain noted.

The only woman in the port of Bobruisk also had to stand aground - the cook on the motor ship that sheltered us, Anna Maksimova, who treated Telegraph journalists with her dishes. Although, according to her, the saying "a woman on a ship unfortunately" is not about her. “Once four barges with timber were hauled from Berezino. So they sat aground for six days. It seemed like the coast was close, but there was no way to get out. Sitting aground, I had to bake bread and do everything myself. Water was extracted three kilometers away. Everything was there," she said.

According to Nikolaevna, this is her eighth navigation, but the first on this ship. The ship, on which she sailed earlier, has been under repair in Rechitsa since this year. Nevertheless, she says, the team here is "young and good". “Especially everyone loves potatoes. Even if you spread it on bread, they will eat potatoes. I bake pies and buns. The river asks for food, so we don’t remove the kettle from the stove,” says the cook.

On a towing boat, our path lay from the river port of Bobruisk to Lukovaya Gora on the very outskirts of the city, where a dredger with a barge filled with river sand was already waiting for us. Despite the fact that both the port and Lukovaya Gora are located in Bobruisk, it took about 2.5 hours to go against the current along the numerous bends of the Berezina. At Lukovaya Gora, the crew of the ship deftly replaced the empty barge with one filled with sand, and the ship set off on the return journey. The way back was not so long and took only 1.5 hours - the current helped. Having delivered the barge to the port, the ship set off again, however, already without journalists.

Maxim Gatsak. Photo by Nadezhda Gatsak

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