Mariupol seaport. Mariupol Port Vessel Traffic Control Center Expected Vessels to Mariupol Port

The port water area includes internal and external roads, as well as approach channels of the Coal Harbor and the port of Azovstal. The inner roadstead consists of an outport, Coal, Khlebnaya and Western harbors. The raid is protected from waves by the Northern, Southern, Eastern and Western breakwaters and the Protective dam. There are three anchoring areas for vessels on the outer roadstead.

The width of the coastal shallows in the port area reaches 4.3 miles. Entry into the port is possible only through channels, the main of which is the approach channel of Coal Harbor, leading through the coastal shallows to the southern part of the Western Harbor. The canal is 9.4 miles long and 100m wide.

The port is able to receive vessels up to 240 m long. The nominal depth of the port water area and the approach channel of the Coal Harbor is 9.75 m and 9.15 m, respectively. However, due to constant silting, the actual depth is less. As of October 2017, the passing draft of ships was 7.5 meters, as of May 2018 - 7.7 meters

The main problems and prospects for the development of the national economic complex of Ukraine

Our country is going through a difficult period. The economy of the entire national economy is in crisis. A great responsibility lies with the group of economists of the country, which must carry out the reform of the existing economic mechanism in the direction market development. At the same time, according to objective reason Economists themselves should re-equip themselves in the course of reforms, since a market economy has its own apparatus, different from the apparatus of the period of the administrative-command control system. It is necessary to master and use the theory of supply and demand, marginal utility, the concept of the price of production, the laws of competition, marketing, inflation, stock trading, the processes of options, speculation, the Philips and Lafer curves, the unification of the free market and elements of government regulation, etc.

A brief review of the prospects for the development of ports in Ukraine.

Ukraine has a powerful port potential. On the coast of the Black and Azov Seas there are 18 commercial seaports (Reni, Izmail, Ust-Danube, Belgorod-Dnestrovsky, Ilyichevsk, Odessa, Yuzhny, Nikolaev, Oktyabrsky, Kherson, Skadovsky, Evpatoria, Sevastopol, Yalta, Feodosia, Kerch, Berdyansk, Mariupol) and 12 port points, not counting a significant number of ports and marinas owned by enterprises not under the jurisdiction of the Ministry of Transport of Ukraine - fishermen (4 sea fishing ports), metallurgists, shipbuilders, oil and gas producers.

According to the Chernomorniiproekt Institute, which has been preparing all the technical documentation for the construction, reconstruction, and development of the ports of the Black Sea-Azov basin for decades, the total length of the berthing front of the main 18 commercial sea ports exceeds 38 km. Of these, 11 km are for dry bulk cargo, about 15 km for all types of general cargo, 4.5 km for passenger operations, 1.5 km for liquid cargo and 4 km for auxiliary operations.

About 600 gantry cranes, about 1500 loaders of various types, 400 units of other types of port mechanization service the quay front and the port area. Ports have more than 500 thousand square meters. meters of covered warehouses and more than 2 million sq. meters of open storage space.

The most significant of the commercial seaports of Ukraine are located not far from each other (in the northwestern part of the Black Sea) Odessa, Ilyichevsk and Yuzhny ports. In total, they account for about 70% of the total cargo turnover of Ukrainian seaports. These ports have the best sea approaches (the draft of ships received is from 11.5 to 14 meters), while others are able to receive ships with a much smaller draft.

The largest container terminals in Ukraine are also located in the Odessa and Ilyichevsk commercial ports.

In the mouth part of the largest Ukrainian rivers, the Dnieper and the Southern Bug, there is another group of seaports - Nikolaevsky, Kherson, Oktyabrsky, Dnepro-Bugsky (port of an alumina refinery), handling both bulk and general cargo.

On the shores of the Crimean peninsula there are sea ports of Evpatoria, Sevastopol, Yalta, Feodosia, Kerch trade ports. They are intended primarily to serve the transport needs of the Crimea itself. Ports such as Yalta and Sevastopol are very promising for the development of passenger and cruise traffic. The Feodosia trading port ranks second in Ukraine in terms of transshipment of oil and oil products.

On the north coast Sea of ​​Azov Berdyansk and Mariupol commercial seaports are located, which are characterized by proximity to the most industrialized regions of Ukraine - Donbass and Dnieper. The export of metal and other products of these regions provides the main loading of the ports.

("6") Ukraine also has three commercial sea ports in the lower reaches of the Danube - Reni, Izmail and Ust-Danube. Significant cargo flows passed through these ports in the direction of the Danubian countries. But these ports have been among the most affected enterprises in recent years: first, from the UN embargo on trade with Yugoslavia (in 1992-1995), then from the cessation of through navigation on the river in 1999 due to the destruction of Yugoslav bridges on the Danube.

Ukrainian commercial seaports were built for the needs of a huge country - the Soviet Union - and processed in 1990 more than 120 million tons of cargo. The collapse of the USSR, the rupture of economic and economic ties between the emerging new states, the economic crisis in these countries led to a sharp reduction in cargo turnover in Ukrainian ports. The peak of the decline in cargo turnover occurred in 1996, when only 51 million tons were processed.

While the recession in the Ukrainian economy continued (stabilization was outlined only in 2000), cargo turnover in Ukrainian commercial seaports began to grow steadily since 1997. In 1999, it reached 80.85 million tons (in 1997 - an increase of 12.2%, in 1998 - by 12.7%, in 1999 - by 16.8%, in the first half of 2000 - by 1.2% ).

Today, the seaports of Ukraine are among the most prosperous in economic terms enterprises of the country. In 1999, the profit of ports from loading and unloading operations reached 408 million hryvnias. At the same time, seaports have a huge reserve of capacities.

Ukraine is not yet able to ensure a significant increase in the volume of its foreign trade. Commercial seaports place their hopes on the growth of transit, which is facilitated by the very favorable location of Ukraine, primarily for cargo flows from such countries as Russia, Belarus, Kazakhstan. Certain hopes are also associated with plans for the transit of Caspian oil to Europe through Georgian and Ukrainian seaports.

In 1999, in the structure of cargo handling of Ukrainian commercial seaports, the share of exports was 50.8%, the share of transit - 42.4%, imports - 2.9%, the share of domestic transportation - 3.9%.

Metals (48.1%), grains (12.4%), oil and oil products (9.2%), chemical cargoes and mineral fertilizers (8.7%), building materials (4.3%) occupy a significant place in the export structure. %), ore (3.3%).

Oil and oil products dominate in transit (50.4%). The share of mineral fertilizers (10.8%), metals (10.6%), coal (7.1%), bulk chemical cargoes (5%) is also large.

In 1999, 97 thousand TEU were processed in Ukrainian seaports.

All 18 major commercial seaports of Ukraine are state-owned enterprises. This status is enshrined in the Merchant Shipping Code of Ukraine. Seaports have great independence. In accordance with the law of Ukraine on state enterprises - government bodies have no right to interfere with their economic activity. The main lever of influence on the policy of ports on the part of the State Department of Sea and River Transport of Ukraine and the Ministry of Transport of Ukraine are contracts with the heads of ports, which are concluded by the ministry.

The Program for Stabilization and Development of Maritime and River Transport in Ukraine until 2005 provides for the possibility of reforming the management of state ports (creation of state maritime administrations in ports with the transfer of production and commercial activities in the territory of ports into the hands of private, mixed companies). Since 1995, in the Odessa Sea Port, an experiment has begun on organizing joint ventures with the involvement of mixed companies. And today, almost all cargo handling in the port is carried out by 7 such enterprises.

Other ports are also beginning to attract foreign and private investors to create specialized cargo handling complexes. Thus, a grain processing complex was built and is currently being expanded in the Ilyichevsk Commercial Sea Port, a mineral fertilizer processing complex has been built in the Nikolaevsky port, etc.

In addition to sea trading ports, Ukraine also has 4 sea fishing ports (Ilyichevsk, Sevastopol, Kerch and Mariupol), which are under the jurisdiction of the State Committee for Fisheries. Of these four ports, one - Ilyichevsk - is corporatized, the rest are state-owned enterprises. Due to the sharp reduction in the flow of fish products to Ukraine, sea fishing ports have almost completely switched to processing the same cargoes as commercial ports. Many shipbuilding and ship repair plants, which are experiencing a shortage of orders for their main work, have also begun to actively engage in cargo handling.

As for such seaports as Azovstal and Dnepro-Bugsky, they are actually transshipment complexes of large plants: the Azovstal plant and the Nikolaevsky alumina plant, respectively.

The third largest river in Europe, the Dnieper, flows through the territory of Ukraine, which has led to the development of river navigation here since ancient times. On the banks of the Dnieper and the Southern Bug there are a large number of river ports and marinas. The ten largest Ukrainian river ports (Chernihiv, Kyiv, Cherkassky, Dneprodzerzhinsky, Dnepropetrovsk, Zaporozhye, Nikopol, Novokahovsky, Kherson river, Nikolaevsky river) during the years of the USSR processed up to 100 million tons of cargo, primarily mineral building materials. However, the economic crisis that followed the collapse of the Union, the reduction in construction, the departure of the river fleet in search of work on the Danube led to a sharp reduction in cargo handling in river ports, putting some of them on the brink of survival. If in the Kiev river port, for example, in previous years, over 30 million tons of cargo were processed, then in 1999 - 2 million tons.

In total, 7.2 million tons were processed in river ports in 1999. Back in 1992 Ukrainian river ports were corporatized. Already in 2000, three ports from among them - Zaporizhia, Kherson river and Nikolaev river - were included in the JSC "Ukrrichflot", which was the owner of a significant stake in these ports.

A large number of private, mixed forwarding, agency, brokerage, surveyor, consulting, crewing companies serve clients in the ports of Ukraine.

Characteristics of the Mariupol commercial port

The economy of all countries depends on trade, and trade depends on effective work transport.
The port is the "gate" on the way to national economy, which is an active, developed enterprise that can satisfy trade, be competitive and provide the types of services that partners want from it.
The Mariupol port has the necessary conditions for this.
This is the presence of sufficient depths, high 7 "
Port history

The birth of the Mariupol port was a logical continuation of the rapid development of the industrial south of Russia in the 2nd half of the 19th century. Shallow pier at the mouth of the Kalmius River not August 21" href="/text/category/21_avgusta/" rel="bookmark"> August 21 (September 2, NS), 1889, 18 wagons loaded with coal were delivered to the port embankment (about II thousand pounds).
After the prayer service, in the presence of the Minister of Railways of Russia and the mayor of Mariupol Kharazhaev, the first loading on the steamer of the Russian Society of Shipping and Trade "BEAR" began, which on August 22 (3 N., longitude - 37 ° 30 "East. In the northwestern part of the Taganrog Bay Sea of ​​Azov, 14 miles from the entrance to the bay, in the time zone GMT +2 hours.

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The average depth at the approach to the port is 12.0 m and allows servicing ships of almost any carrying capacity, which puts the Mariupol port in a more advantageous position compared to other ports of the Sea of ​​Azov.
The port is open for ships all year round.
The average duration of navigation with ice assistance (in case of severe winter, from December to March.
Round-the-clock and safe piloting of ships in any weather is provided by the Vessel Traffic Control Center (CRDS).
Ice assistance is provided by the port's icebreakers.
The port is equipped with all modern views communications, including satellite.
The port accepts ships with a draft of up to 8.0 m and a length of up to 240 m.
The territory of the port is 67.6 hectares.
The length of the berthing line of the port is 3.2 kilometers.
The area of ​​covered warehouses is 11.0 thousand m2.
Open storage area - 170 thousand sq. m2.
Nearest seaports:
Berdyansk, Taganrog, Yeisk, Kerch.
Airports:
Mariupol (within the city),
Donetsk - 120 km,
Dnepropetrovsk - 300 km,
Zaporozhye - 220 km,
Rostov - 180 km.
The range and geography of cargo handled by the port is extensive.
Cargoes sent and received by the port have addresses in 60 countries of the world.
Mariupol port is connected with 152 ports of all continents.

PORT plan

Bay" href="/text/category/buhta/" rel="bookmark">bays, packs, etc.);
- cast iron (in ingots);
- pipes of large and small diameter;
- various ores;
- pellets;
- ferroalloys;
- coal;
- coke and petcoke;
- alumina;
- clay;
- fertilizers of all kinds;
- sulfur lump and granulated;
- equipment (including oversized and heavy);
- fuel oil (according to the "side-to-side" option);
- grain in bulk;
- food cargoes of all types (including citrus fruits, canned food, frozen products);
- container (20- and 40-foot containers);
- cargoes in packages;
- loading and unloading of lighter carriers.

The port provides services:

Loading, unloading ships and cleaning ship premises after unloading;
- transport-forwarding and warehouse operations with cargoes;
- transshipment of goods from one mode of transport to another;
- registration of the whole complex of cargo documents for the reception and dispatch of cargo;
- provision of free berths or places in the outport to vessels for pre-repair preparation, logistics, minor repairs, sludge, and other needs;
- registration of the arrival and departure of the vessel;
- fastening and special fastening of cargoes;
- providing a place in the outport for the production of fumigation or degassing.
The port can repair the hull and mechanisms of the vessel on the Azov shipyard. The repair and maintenance base for the maintenance of the fleet is also located here.

SPECIALIZATION OF BERTHS

The port has 21 berths, which provide round-the-clock uninterrupted processing Vehicle.

("8") AUXILIARY BERTHS

Port equipment

The port is equipped with modern equipment, reloading machines and mechanisms that ensure the processing of all incoming cargo:
- bulk;
- bulk;
- general;
- heavy;
- oversized;
- bulk;
- containers and others.
At the disposal of the port:
- portal cranes with a lifting capacity from 5 to 40 tons;
- container loaders;
- caterpillar and automobile cranes;
- auto-loaders with a carrying capacity from 1.5 to 25 tons;
- tractors, bulldozers, tractors, excavators, bilge and warehouse machines, roll trailers and low-bed trailers;
- two 16-ton floating cranes for processing bulk and bulk cargoes in the outport according to the "side-to-side" option;
- 100- and 150-ton floating cranes for handling heavy cargo.
The port is equipped with a special range, which allows receiving lighter carriers and loading and unloading them in the closed water area of ​​the port.
The port also proposes to carry out cargo operations for the processing of fuel oil according to the "board-to-board" option, ensuring the environmental safety of these operations.
Unloading from vessels and loading into vessels of refrigerated cargo, grain, raw sugar, dangerous goods of the corresponding classes, bulk fertilizers is carried out according to the direct option.
Dangerous goods are handled by the port in accordance with MOPOG (IMO) rules.
Mariupol port workers have accumulated extensive experience in the processing of equipment, large-diameter pipes, heavyweights, oversized cargo during the construction of auto giants in Togliatti (AVTOVAZ) and Naberezhnye Chelny (KAMAZ), chemical plants in the Donbass (STIROL and AZOT), on the Volga - machine-building complex"ATOMMASH", pipelines "SOYUZ", "Druzhba", "URENGOY-CENTER-1" and "URENGOY-CENTER-2", "URENGOY-POMARY-UZHGOROD", Volga Pipe Plant and in the implementation of many other projects.
The port provides a full range of services related to cargo transshipment and ship calls.
For the processing of vehicles - ships, wagons, vehicles, the port has the appropriate production facilities, including berths, warehouses, transshipment mechanisms.
Loading and unloading operations are carried out around the clock, including weekends and holidays.
The high intensity of loading and unloading operations with any cargo, including heavy, long and oversized, containerized, bulk and bulk, reduces the costs of ship charterers.
There is a car depot that allows long-distance and foreign transportation.

Specialized coal loading complex

Ukraine's largest specialized Stackers, Reclaimers and coastal loading machines ensure a high intensity of cargo handling at the CPC.

Container terminals

The new high-capacity container terminal will provide fast container handling and door-to-door delivery of 20' and 40' containers.
Throughput - up to 50 thousand containers per year, in terms of a 20-foot container of international standard.
The construction of a container terminal is nearing completion, which will allow processing more than 50,000 foot containers per year.

Grain shipping complex

A new berth is being built with the placement of a complex for shipping grain on it throughput up to 1 million tons per year.

("9") PASSENGER TERMINAL

In the near future, it is planned to open a regular passenger traffic with the ports of Turkey, Greece, Syria, Israel, Egypt, as well as Italy and Spain, where liner tourist ships of Azov residents are going to call. Each passenger can leave their transport at the car park of the seaport, carefully guarded by means of television surveillance, and take as many tons of cargo in containers on the flight.
In addition to cargo lines. The Mariupol port is ready to open ferry lines between the ports of the Azov, Black and Mediterranean seas with preferential customs fees for passengers and cargo owners.

TRANSPORT POLICY

Mariupol port, due to its attractive geographical position, in addition to traditional Ukrainian cargo flows, is focused on transit cargo from Russia and other CIS countries.
Railway, road and river routes of communication with the industrial centers of Ukraine and Russia, the countries of Central Asia in such a complex intersect only in one port of the Azov-Black Sea region - Mariupol. The port perfectly fits into the system of international transport corridors: Helsinki - Moscow - Mariupol - Mediterranean, Trieste - Lvov - Kyiv - Donbass - Caspian Sea, Reni - Odessa - Mariupol - Rostov, Baltic - Sea of ​​Azov - Caucasus.
For through river transportation, the Great Transport Ring (North Sea - Rhine - Main - Danube - Black Sea - Sea of ​​\u200b\u200bAzov - Don - Volga - Baltic) is of interest, for road transportation - the Black Sea Ring Corridor.

Automated information processing system

The information and computing center of the port is equipped with modern equipment that allows more than 250 users to work simultaneously from terminals connected to a central high-performance computer.
Data transmission networks cover all berths, warehouses, cargo area control rooms and other departments of the port, with Databases" href="/text/category/bazi_dannih/" rel="bookmark">database .
Usage single base data allows you to automate operations for accounting for income for the performed loading and unloading and other types of work related to the movement of goods in the port, accounting for orders in real time for docker machine operators and other categories of port workers, accounting for accounting and banking operations, accounting and payroll , calculation of the balance of the enterprise.
A single database eliminates duplication of information, reduces the complexity of many information processing processes and ensures the efficiency of its receipt.
Port management personnel at any level (administration, freight forwarding offices, control areas, commercial department, accounting department, department of economics and forecasting and other departments) has access to reliable and up-to-date information at any time.
The presentation of information is possible on a video terminal device and, if necessary, in printed form. Freight forwarders, whose technical means allow to connect to the port computer, carry out freight forwarding from the premises of their offices.
The port is connected to Internet networks, has its own host. Information about the Mariupol State Commercial Sea Port is presented on the Web page http://www. .

Mariupol Port Vessel Traffic Control Center

Raskat", television video surveillance system, automatic hydrometeorological station for 10 parameters. For communication with ships, VHF radio stations with digital selective calling by the assigned MMSI number are installed. After computer processing, radar information is displayed on 24 "motion displays with a record in the system of synchronous video and audio archiving signals and the possibility of playback on a remote indicator.
In one of the sections of the operator's hall, at a height of 25 m, there is a GMDSS marine rescue and coordination sub-center of sea area A1 with further expansion to sea area A2. Two sections of the hall are occupied by the traffic service. Port supervision and pilotage service were located on the first and second floors.
The configuration of the TsRDS of the Mariupol port is a regional system for ensuring the safety of navigation, the area of ​​​​responsibility of which includes: the port of Mariupol, the port of Azovstal, the fishing port, the ASRZ port, as well as approach channels with a total length of 15 miles, anchorages, traffic separation zones, soil dumps.
TsRDS operates around the clock and provides control over the movement of ships and radar wiring in any weather in conditions of low visibility and ice period.

Table of communication channels TsRDS

("10") INFORMATION MARKETING

The Mariupol Commercial Sea Port has a well-established system for input, processing and accounting of all logistics flows - information, financial, material.
The computer automated information processing system allows for the simultaneous work of over 250 PC users connected to a powerful central computer. Data transmission networks cover all berths, warehouses, control rooms of cargo areas, services and departments of management and other departments of the port, while the length of the line in directions exceeds 6 km.
The information and computing center of the port is equipped with modern computer and printing equipment, has its own INTERNET host node.
Full information about the Mariupol Commercial Sea Port is available around the clock on the port website ( http://www.).

INVESTMENT POLICY

Mariupol State Commercial Sea Port, in accordance with the Law of Ukraine "On Special Economic Zones and a Special Regime for Investment Activities in the Donetsk Region", belongs to the priority development area of ​​the FEZ "Azov".
Special customs, tax and other regimes are established here economic activity. Favorable conditions of preferential taxation are defined for all investors and guarantees of protection of investments are given. As part of the FEZ "Azov", the port is considering a project for the reconstruction of a pier for chemical cargoes and berths No. 6 and 7 for transshipment of metal products and grain cargoes. Work is underway to attract investors for the reconstruction of the coal loading complex, as well as the modernization of portal cranes and the technical re-equipment of loading equipment.
Mariupol Commercial Sea Port invites investors for the implementation investment projects and long-term mutually beneficial cooperation.

SOCIAL POLITICS

Port workers can always improve their health in the mud and water treatment center and at the recreation center "Portovik" - one of the best in the Sea of ​​Azov, and their children in the summer children's health resort on the shores of the Sea of ​​Azov. Well-established medical control system, Catering and social insurance. The average salary in the port is one of the highest in the region and in the maritime industry.

The port of Mariupol has a developed infrastructure for recreation, sports and health care for port workers. The sports complex "Portovik" has everything you need for athletics, boxing, tennis, football, aerobics and other sports. Many city, regional and international competitions are held here, which made it possible to educate many honored coaches and athletes of Ukraine.
Mariupol Commercial Sea Port is widely known for its charitable activities and support for socially significant projects.

ECOLOGY OF SHIPPING

The warm, gentle Sea of ​​Azov is famous all over the world for its unique healing mud and rich underwater world. Soft muddy bottom, minimum number of stormy days and low wave height (no more than 2 m in bad weather) - all this allows, along with a clear organization of the service of the port captain of pilotage and ensuring the safety of Azov navigation according to IMO requirements, to avoid accidents and accidents in the port and on sea.
In the port area and coastal waters, strict control over the technical condition of ships is carried out in order to prevent oil spills. The presence of oil and waste collectors, the necessary protected facilities and structures, and most importantly, the environmental and technological discipline of the port workers make it possible to guarantee the purity of sea water in the Mariupol port.

PHONES

international code of Mariupol +38 0629
harbor master
harbor master's office
First Deputy Head of the Port
deputy head of the port for economics
Harbor Master
Chief Engineer
Chief Accountant
chief dispatcher
department of production contracts
business contracts department

ADDRESS

Ukraine, 87510, Donetsk region, Mariupol, Admiral Lunin Avenue, 99
tel.: 34,
e-mail: *****@***net
http:\\www.

Conclusion.

Mariupol State Commercial Sea Port is the sea gate of Donbass and the most promising transport complex for South-Eastern Ukraine.

Mariupol Commercial Sea Port throughout the past century was rightfully considered one of the largest transshipment complexes in the south of Ukraine and Russia for the export of metal, coal, mineral fertilizers, seeds and grain, and other types of cargo. Today, the Mariupol port is one of the four leading ports of the country, and in terms of dry cargo handling it is the second among all ports of Ukraine.
The advantageous position of the port is determined by the fact that it is located at the intersection of several transport corridors, located in the center of the largest industrial region of Ukraine. The port's capacities allow handling over 12 million tons of cargo per year. The berths accept large-capacity vessels up to 240 m long, with a draft of 8 m. This is the most technically equipped and dynamically developing port of the Azov Sea.
Close cooperation with leading maritime companies allows the Mariupol port to quickly and competently deal with comprehensive service ships, cargo and crews.
The largest and deep-water port of the Azov region is closest to the industrial and agricultural centers of the CIS, so through its 16 berths in all directions there are stable cargo flows from Ukraine, Russia, Central Asia, the Baltic states and Scandinavia. Great is the export of goods to the Mediterranean, America, many states of the Atlantic, Indian and Pacific regions.

Knowing the inexhaustible potential of Mariupol port workers, defining their modern marketing strategy and quite realistic plans for the development of port facilities, I am sure that our port is quite capable of mastering new, non-traditional types of cargo, building terminals and transshipment complexes, opening regular passenger lines and maintaining any pace in the 21st century growth in cargo turnover.

List of used literature:

Economic geography of Ukraine. Textbook for schools. 8th grade . K., 1995 Nature management. , L., 1995 ("11") Territorial structure of industrial complexes. , K., 1981 Geography of Ukraine. , L., 1994 Statistical bulletin for 1997 pic. State Statistics Committee of Ukraine. K., 1998, p. 115. Statistical bookkeeper of Ukraine for 1996 State Statistics Committee of Ukraine. K., "Ukrainian Encyclopedia", 1997, p. 274, 275, 279, 280, 282, 286. Transport system of Ukraine in the context of European integration B. Karpinsky (PhD), B. Makukh; Mishoglo geography of Ukraine with the basics of production. - L: Mir, 1997. Placement of the productive forces of Ukraine / edited. - TO: graduate School, 1997 Socio-economic geography of Ukraine / edited by. - L: Mir, 1994 Sabluk P. Agro-industrial complex: development problems // Government Courier of December 1999. - No. 000 Safin O. Planning in national economy in new economic conditions// Economy of Ukraine №9. Geographic encyclopedia of Ukraine. 2 vol. - K: Ukrainian Soviet Encyclopedia them. , 1989 "Economics of Ukraine", No. 7, 1998. "Will South Ukraine Save?" I. Anansky. "Capital", No. 6, 1998

The port of Mariupol, the largest port of the Sea of ​​Azov, is located on the northern coast of the Taganrog Bay, 14 miles from its entrance. Port coordinates: latitude 47? 03 "N; longitude 37? 30" E.
The port water area includes internal and external roads, as well as approach channels of the Coal Harbor and the port of Azovstal.
The inner roadstead, consisting of an outport, Coal, Khlebnaya and Western harbors, is protected from waves by the Northern, Southern, Eastern and Western breakwaters and the Protective dam.
There are three anchoring areas for vessels on the outer roadstead.
The width of the coastal shoal in the area of ​​the port of Mariupol reaches 4.3 miles. Entry into the port is possible only through channels, the main of which is the approach channel of Coal Harbor, leading through the coastal shallows to the southern part of the Western Harbor. The canal is 9.4 miles long and 100m wide.
The port accepts ships with a draft of no more than 8.0m and a length of up to 240m. The possibility of entering the port for ships with a length of more than 240 m, as well as loading ships with a large draft (but not more than 8.2 m) is agreed with the Harbor Master.
The outer roadstead is open to winds from NE through S to SW. Under the influence of negative and surge winds, the water level in the port is subject to significant fluctuations, which are observed, as a rule, in autumn. Water surge occurs with east and northeast winds, and surge occurs with west and southwest winds.
Information about the actual water level in the port can be obtained from the State Port Supervision Inspectorate (SPSI).
The port is open for ships all year round, but in winter, as a rule, icebreaking assistance is required. The date of opening and closing of winter navigation in the port water area is announced by the order of the head of the port. The procedure for conducting an ice campaign is determined by the Compulsory Regulations for the port and the relevant instructions of the ice operations headquarters headed by the Harbor Master. The decision on the admission of ships to navigation in ice in each specific case is made by the headquarters, taking into account specifications ship and actual ice conditions.
Pilotage to the port, from the port is mandatory for all vessels, except for Ukrainian vessels (small fishing vessels, dredging scows, boats and port fleet vessels), the captains of which have the permission of the harbor master for the right to navigate without a pilot, as well as ships and vessels of the Navy and border troops of Ukraine. The re-mooring of vessels in the port is also carried out only under the guidance of a pilot.
Pilotage in the port of Mariupol and in the Sea of ​​Azov is carried out by state pilots, who are part of the State Enterprise (SE) "Delta-pilot".
In order to ensure the safety of navigation in port waters, the movement of all vessels, regardless of their size, purpose and ownership, is regulated by the vessel traffic control post (VRS) "Mariupol" (Azov-Crimean regional government Vessel Traffic Control Service (SRDS) SE "Delta-Pilot".
Swimming on the approach channels is carried out around the clock. The movement is two-way. Vessel speed on canals should not exceed 8 knots.
When the wind speed is over 14 m/s, and also when the visibility is less than 2 miles, the RDCP announces one-way traffic on the channels. One-way traffic is also announced in other cases when circumstances so require, in particular, when sailing in ice, towing uncontrolled objects, passing tankers, vessels over 150 m long, in case of malfunction of AtoN.
In case of limited visibility and during the ice period, navigation of ships in the coverage area of ​​the PRDS is carried out using technical means PRDS.
With the announcement of the beginning of the ice campaign, the headquarters of ice operations is created in the port under the leadership of the Harbor Master. Vessel navigation on the approach channels and the port water area during the ice campaign is carried out with the permission of the Ice Operations Headquarters.

Table of communication channels TsRDS

12:29 pm — REGNUM IA REGNUM continues to acquaint readers with infrastructure facilities of Ukraine. And a key element of the infrastructure of any country with access to the sea is ports. Infrastructure is not only transport, but also economic, since the overall pulse of the economy depends on the quality of the ports.

Since the Ukrainians discovered the reality of the construction of the Kerch bridge (and they discovered this after they received a notice in July of this year on the temporary limitation of the dimensions of ships going to the ports of Azov), increased attention has been riveted on the Mariupol and Berdyansk seaports. Ukraine argues that temporary, and most importantly, permanent restrictions (which will be in effect after construction is completed) will lead to losses and bankruptcy of the Azov ports. It even got to the point that the bridge to the Crimea was declared a special “economic weapon” directed against Ukrainian exports. Let's try to figure out what role the ports of Mariupol and Berdyansk play for Ukraine today.

Port Passport

The design capacity of the Mariupol port (Ukrainian part of the former Donetsk region) is 17 million tons per year, which makes it the fourth largest port in Ukraine. This is also one of the oldest ports - next year it will celebrate its 210th anniversary, the decree on its construction was signed by Alexander I.

Data on the working depths of 18 berths of the port vary: from 12 m (most likely, it was like that in the days of the USSR, when regular dredging was carried out) to 8.6 m. almost the entire range of cargo, up to oversized cargo and containers (up to 50 thousand TEU per year). Although, before the start of the war in the Donbass, of course, the port specialized in the cargo of the Donbass metal enterprises and, above all, Mariupol (Azovstal, Ilyich Iron and Steel Works), as well as the export of ore from Dnepropetrovsk GOKs.

But this is about Ukrainian cargo itself, since in the old days up to 50% of the port’s turnover was Russian cargo, since since the time of the Russian Empire the Sea of ​​​​Azov basin has been connected to the Baltic, Caspian and White Seas through a system of canals.

The port operates year-round and has its own icebreaking fleet.

However, this is in theory. Since in practice the turnover of the port in 2016 sank to 7.6 million tons, i.e. by more than 50% of the design capacity. In January-August this year, the situation worsened even more - 4.23 million tons (-14.8% compared to the same period last year).

With the Berdyansk port, the situation is slightly different. The port began to be built later than Mariupol, which determined its future fate. Both during the Russian Empire and in Soviet time it existed, as it were, in the shadow of its neighbor (the port of Mariupol was the third in terms of cargo turnover in the Republic of Ingushetia after the ports of St. Petersburg and Odessa). Even in Soviet times, its design capacity did not exceed 2.5 million tons of cargo. And I must say that only in independent Ukraine this figure was significantly exceeded (4.3 million tons in 2015, when Mariupol lost part of the cargo due to its frontline position). However, in 2016, transshipment fell to 3.8 million tons, in the first eight months of this year - 1.57 million tons (-36.8% y-o-y).

Restrictions on the passage of ships through the Kerch Strait

In mid-June, it became known about a letter from the captain of the seaport of Kerch, which introduced restrictions on the maximum dimensions for ships passing under the arches of the Kerch bridge under construction: the length of the vessel is 160 m, the width is 31 m, the draft is 8 m, the free clearance is 33 m. A little later, the Crimean Bridge information center reported that in August-September, due to the installation of supports, traffic in the strait would be completely blocked from time to time and carried out only between technological operations for the transportation and installation of arches, and only with the permission of the captain of the port of Kerch. In fact, the ban on the movement of ships was introduced on August 3-6, 8-10, 14-21 and 28-31 August. Instead of the previously planned September 1-4, the ban was extended until October 5. The reason was bad weather in the bay, due to which the timing of the installation of spans has shifted.

A reaction soon followed from Ukraine. Basically, it boiled down to the following points:

- due to size restrictions, it will be necessary to charter vessels of smaller sizes and carrying capacity, which will increase the cost of the share of freight in a ton of cargo and result in financial losses for Ukrainian business.

- restrictions on the passage of ships will mean their downtime, i.e., again, they will turn into losses for business.

As a result, about a week after the first reports of restrictions being introduced, the Deputy Minister of Infrastructure of the country Yuri Lavrenyuk said that Ukraine intends to appeal the actions of the Russian Federation to the International Maritime Organization (International Maritime Organization).

“Further construction and commissioning of a bridge across the Kerch Strait will lead to a significant reduction in ship calls to the ports of Mariupol and Berdyansk, a decrease in their cargo turnover, which is unacceptable,” he told reporters at the time.

Also, the Ukrainian authorities stated that the construction of the bridge itself was carried out illegally, since

"... Ukraine, as a coastal state in relation to the Crimean peninsula, did not provide consent to such construction."

A little later, employees of the Center for the Study of the Army, Conversion and Disarmament (a Ukrainian NGO sponsored, apparently, by American intelligence) joined the information campaign. Its representatives stated that the bridge would become an obstacle for Panamax-class vessels to enter the ports of the Sea of ​​Azov, which, in turn, would lead to a 30% drop in transshipment in the Mariupol port. And then the key thesis - … deliveries of about 1 million tons of pig iron per year under contracts with American customers are at risk».

In fact

Due to the temporary ban on passage through the Kerch Strait, shipowners and shippers will, of course, be at a loss. However, the Ukrainian side exaggerated them too much.

Say, a draft of 8 m is just a reminder of the features of the Kerch Strait. There are indeed places with such depths in his sailing directions. After the construction of the bridge, as can be assumed, the possibility of passing them could be reduced or completely disappeared.

As for the approach channels to the Mariupol and Berdyansk ports, according to some sources, it is even less.

“The situation in the Mariupol port is approaching critical – it is necessary to carry out dredging faster. We have always had a depth that allows us to have a draft of 8 m, and today it is already 7.2 m,” - the director of the Mariupol ICC complained to the press Alexander Oleinik back in 2015.

Then no one, except for the port workers, worried about this.

However, suddenly and sharply, the issue of dredging in the ports of Azov was raised in the Ministry of Infrastructure of Ukraine right now.

“The issue of draft and dredging in the ports of the Azov region must be addressed immediately. A decrease in the passing draft can lead to a critical situation for the passage of ships through the canals and water areas of seaports, which, in turn, will lead to a decrease in cargo turnover and the loss of funds by the state,” said Deputy Minister of Infrastructure Yuri Lavrenyuk during a meeting of the working group on the issue of dredging in the ports of Mariupol and Berdyansk.

This is the same official who, back in the summer, began to oversee the issue of filing legal claims against Russia for the drop in cargo turnover in the ports of Azov, allegedly caused by the construction of the Kerch bridge.

The curious coincidences do not end there. The issue, it turns out, needs to be addressed immediately. However, the depth of the approach channels, as we see, at least two years ago was less than the "restrictions" listed in the letter of the captain of the port of Kerch. Hence the conclusion: in order to successfully file a claim, the approach channels urgently need to be put in order. So that during the proceedings there are no questions like: “Why are you complaining about some restrictions if you only catch tadpoles in your approach channels?”

Further. According to the tracking service marinetraffic.com, in September, a number of bulk carriers (Esra, Wuchow, Dokos) were heading to the ports of Azov, the carrying capacity of which was twice the threshold of 10,000 tons, which is stated by the Ukrainian side (they say that ships carrying larger cargo do not will be able to pass into the Sea of ​​Azov). In fact, they can and do.

As for the accusations of the Center for the Study of the Army, Conversion and Disarmament, it is problematic to bring Panamax to Azov even without a bridge. They pass the Panama Canal with a draft of no more than 11.5 m, but this is much more than what the ports of Azov can boast of. And to bring Panamax to the Mariupol port or load it there means to drive a half-empty ship.

Sad prospects

The information noise arranged by Ukraine distracts attention from the much more significant problems of the ports of the Sea of ​​Azov.

We already drew attention to one at the beginning. The Berdyansk port, which showed a drop in transshipment in 2016, still handled more cargo than it is capable of according to the passport (2.5 million tons). This year, the decline continues, but port workers still have to reach 2.3-2.4 million tons. As already mentioned, this is a consequence of the hostilities in the Donbass, shippers are moving to calmer ports.

This year, the military factor was strengthened by the blockade of Donbass. Because of it, the production chains between the Donetsk and Dnipropetrovsk regions were torn, control over the enterprises located on the territory of the LDNR was lost, but all this time they were regularly working for the Ukrainian economy. Cargoes from them went incl. to the Mariupol ICC, now it's in the past.

In addition, the drop in transshipment in 2016-2017 is a common misfortune, and not only the Azov port workers suffer here. And the bridge has nothing to do with it either. The Ukrainian railway has clearly reached the limit of its strength and cannot ensure the timely supply of wagons even to the largest exporters, on which the foreign exchange earnings directly depend - the companies of the agro-industrial complex and the mining and metallurgical complex. At the end of this summer, grain traders had to face the same thing that metallurgists have been suffering from for a year now: there is nothing to carry cargo to ports. Triple overloads of trailers, which then collapse roads and bridges, transportation of grain in containers - these are all decisions not from a good life. Only the Dnieper remains a new common hope, cargo transportation along it is being revived in an emergency manner. However, this, in turn, means that cargo flows will go down the Dnieper - primarily to the ports of the Nikolaev region. And the new GO-Highway highway (Gdansk - Odessa) will be extended only to Kherson and Nikolaev. That is, the Azov ports will gradually wither away. Not the best option for the ministry, which planned to hand over almost all the ports to the concession.

At the same time, it is planned to build grain terminals in both ports. In Mariupol, it started in June (2 million tons per year, UAH 800 million). It has not yet begun in Berdyansk, but UAH 70 million is provided for in the financial plan of the port. Filing a lawsuit against Russia, of course, will not return the cargo to the ports, but it gives an illusory hope of at least partially recouping the costs of building terminals.

In other words, the trouble of the Azov ports of Ukraine is not at all in the construction of the Kerch bridge. Much worse happened - both ports were included in the political intrigues of Kyiv against the Russian Federation. This will not help the ports in any way, quite the contrary. The real state of affairs (the problems of Ukrzaliznytsia, the blockade of Donbass) will be carefully masked, proving that the bridge and Russia are to blame for everything. If, in the process of this, the ports simply bend - well, so be it.

Also read:

Mariupol (Ukrainian Mariupol, in 1948-1989 - Zhdanov) is a city of regional significance in the Donetsk region of Ukraine on the shores of the Sea of ​​Azov at the mouth of the Kalmius River. Mariupol Commercial Sea Port is one of the three largest ports in Ukraine. The port's capacities allow handling over 12 million tons of cargo per year. Vessels up to 240m long and 8m draft are accepted at the berths. This is the largest and most developed port of the Sea of ​​Azov. The advantageous position of the port is determined by the fact that it is located in the junction of transport corridors, located in the center of the largest industrial region of Ukraine and is rightfully called the “sea gates of Donbass”. The port is connected by rail and road, air and river communication with all CIS countries and abroad. The port occupies one of the leading places among the ports of Ukraine for the processing of international and coastal cargo, the provision of transit transportation of various cargoes, the transshipment of containers and packages. Close cooperation with agency, forwarding and ship chandler companies allows the Port of Mariupol to effectively organize comprehensive services for ships, cargo and crews.

Poti

The port is located on the southeastern coast of the Black Sea in Georgia. The port is ice-free, navigation - throughout the year. The port handles 5 million tons of cargo annually. tons of cargo. Pilotage is obligatory. The port has 17 berths with depths from 2.6 to 12.7 m. The port is highly mechanized. The berths are equipped with grab and hook gantry electric cranes with a capacity of 3 to 40 tons, there are container loaders, floating cranes with a capacity of 70 tons. , bulldozers, tractors and other equipment

Novorossiysk

Russia. The port is located on the coast of the non-freezing deep water Novorossiysk Bay of the Black Sea. The port annually handles over 53 million tons of cargo. There are all kinds of ship maintenance services. The port has about 20 berths equipped with various handling equipment, there are 80 portal cranes with a capacity of 5 to 40 tons, overhead cranes with a capacity of 5 to 10 tons, crawler cranes, a floating crane, more than 200 forklift trucks with a capacity of 1 .5 to 10 tons, also a large number of special and universal grippers, bulldozers, tractors, excavators.

Varna

The port of Varna, the main port of the country of Bulgaria, is located at the top of the Varna Bay, accessible to ships with a maximum draft of 10.06 m, divided into western eastern parts. Varna Vostochnaya is a harbor for the simultaneous handling of 11 ships with general cargo and a draft of up to 8.53 m. There are terminals for ships with a draft of 9.75 m carrying coal, ro-ro and container ships. Varna is a western specialized harbor for handling bulk cargo ships with a draft of 10.06m.

Navigation on the approaches to the bay is carried out according to the recommended courses and traffic separation system, which provide safe approaches to the port from the east and south. The width of the approach zones in the traffic separation system (from the east and south) is 2.4 miles. Depths in these zones at the approaches to the bay are 16 - 22 m, the soil is silt, shell.

The water area includes 3 raids located in the Varna Bay and in front of the entrance to it, the harbor of the port, Varna Lake and the navigation channel leading to it. In addition, the ports of Balchik and Kavarna are assigned to the port of Varna.

The port has 20 and 16 ton cranes, a 100 ton floating crane. The area of ​​warehouses is 30 thousand sq.m.

Pilotage on the inner and port roads is obligatory, on the outer one it is not obligatory. Port pilotage is carried out from the raids of the port of Varna to the port harbor and back and from one berth to another. Piloting of vessels with a capacity of more than 1000 reg. t gross is carried out with the help of tugboats. The number of tugs is determined by the pilot.

The harbor of the port is protected by breakwaters: Yuzhnam and east. The width of the entrance between them is 200 m, the depth at the entrance is about 10 m. The eastern pier also protects the entrance to Lake Varna. The harbor of the port of Varna is accessible for vessels up to 250 m in length. Depths at the berths are 7.6 - 12 m.

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