River transport. Transportation by river transport

River transport is an important part of the country's ETS. It occupies one of the leading places in servicing the large industrial centers of the riverine areas.

Russia has the most extensively developed network of inland waterways in the world. The length of inland waterways is 101 thousand km. Of the greatest importance are the tracks with guaranteed depths, which allows uninterrupted transportation of goods and passengers.

River transport is one of the oldest in the country; it is of particular importance for the northern and eastern regions, where the density of railways and roads is low or they do not exist at all. In these regions, the share of river transport in the total cargo turnover is 3.9%.

River transport has a small share in freight and passenger traffic - 4th place in Russia.

This is due to reasons:

one). The meridional direction of the river transport (while the main cargo flows are carried out in the latitudinal direction W-E; E-W, this circumstance makes it necessary to combine modes of transport, using, for example, mixed rail-water transportation).

2). The seasonal nature of river transport (which is limited by weather conditions, and sometimes by the time of day, for example, a high-speed passenger fleet is not operated at night).

The duration of navigation on the inland waterways of Russia ranges from 145 days (in the East and North-East of the country) to 240 days (in the South and South-West).

In the inter-navigation period, ports work in cooperation with rail and road transport, despite the fact that low-speed river transport is inferior to other modes of transport in terms of speed, but it has its own advantages.

Advantages of river transport:

1. Low cost of transportation

2. Requires less cost for the arrangement of tracks than in land modes of transport.

The importance of water transport is especially great for the Northern and Eastern regions of the country, where the railway network is insufficient, the density of the network of inland waterways is 2 times greater than the average for the Russian Federation.

Hence, the share of river transport in the total cargo turnover of these regions is 65-90%, in Russia as a whole this figure is 3.7%.

The role of river transport in the country's economy is determined not so much by the scale of transport work, but by the special significance of the functions they perform.

In addition to transport services for the regions of Siberia, the Far East, including the Arctic, river transport performs complex and expensive transportation along small rivers in hard-to-reach areas, as well as highly profitable transportation along small rivers in hard-to-reach areas, as well as highly profitable transportation of foreign trade cargo by vessels of mixed (river-sea) navigation .

Currently, inland waterways are operated by 5,000 shipowners of various forms of ownership.

The length of inland waterways is 101 thousand km.

The main types of cargoes of river transport:

Mineral building materials/sand;

fertilizers;

Grain and other agricultural products.

According to the data of the Ministry of Transport of the Russian Federation, the total volume of cargo transportation by inland waterway transport in 2007 amounted to 152.4 million tons, which is 9.5% more than in 2006. The increase in this volume was mainly due to an increase in the duration of navigation. The transportation of dry cargo (cement, metal, timber and building materials) increased by 12.5%. At the same time, the volume of transportation of oil and oil products decreased by almost a third. More than a third of the total volume of river transportation is carried out in the Volga Federal District. The country's river ports handled 15% more cargo than in 2006.

Capital investments of the state in 2007, intended for the development of the infrastructure of inland waterways, amounted to almost 2.6 billion rubles, which is 1.6 times more than in 2006. This made it possible to reconstruct a number of lock facilities on the Volga-Baltic waterway. way, the Volga-Don Canal, in the Kama basin, the Samara hydroelectric complex.

In 2008, 4 billion rubles were allocated from the state budget for the overhaul of navigable hydraulic structures of river transport. They are aimed at the reconstruction of 47 objects.

Currently, a draft subprogram "Inland waterways" is being developed, which should become part of the Federal Target Program "Development of the transport system of Russia in 2010-2015." The total amount of funding for this subprogram is set at 235 billion rubles. As a result of its implementation, the share of deep water areas in the total length of navigable rivers in the European part of our country will increase to 86%. Almost 2.5 km of new berths will be built in river ports.

River systems and ports.

The economy of the river fleet of Russia has 178 joint-stock companies of an open type, including 27 shipping companies, 50 ports, 46 ship repair and shipbuilding enterprises, etc. 96 enterprises are state-owned, of which 27 are state-owned enterprises, 17 are state institutions, 14 are shipping inspections, 14 - inspections by the River Register, 24 - educational institutions.

Fourteen ports of river transport accept foreign vessels.

The main one in Russia is the Volga-Kama river basin, to which the economically developed part of the country gravitates (40% of the cargo turnover of the river fleet). Thanks to the Volga-Baltic, White Sea-Baltic and Volga-Don navigable canals, the Volga became the core of the unified water system of the European part of Russia, and Moscow became the river port of five seas.

The most important transport rivers in the north of the European part of Russia are: Sukhona, Northern Dvina with tributaries, Onega, Svir, Neva.

Siberia and the Far East have huge navigable river routes. The greatest rivers of Russia flow here - Amur, Yenisei, Lena, Ob and their tributaries. All of them are used for shipping and timber rafting, transportation of food and industrial goods to remote areas. The importance of river transport for Siberia is very great, since the network of railways (especially in the meridional direction) is still insufficient there.

Currently, about 5 thousand shipowners of various forms of ownership operate inland waterways, including about 30 joint-stock shipping companies (river shipping companies). The river fleet of the Russian Federation serves 68 republics, territories, regions and national districts.

Technical equipment for river transport.

The material and technical base (MTB) of river transport is formed by:

Waterway (with associated facilities and equipment);

Ports and marinas;

Shipyards (shipyards and shipyards);

The classification of the rolling stock is shown in the figure.

The fleet (similar to maritime transport) is the basis of MTB, the main part of the technical equipment of river transport consists of ships of various types:

Transport purpose (for transportation of goods and passengers) with a total tonnage > 14 million tons, of which< 1,5 млн. т приходится на суда смешанного плавания (река-море).

Service and auxiliary (tugboats, icebreakers, tankers) total capacity of tugboats - 1.6 million tons.

Technical (dredging, cranes, etc.) a sharp increase in their construction cost stopped renewal.

River routes are subdivided depending on depth and capacity into 7 classes and 4 main groups: superhighways (1st class), highways (2nd class), local routes (4th, 5th classes), small rivers (6th, 7th grades). In river transport, there are various technical facilities that ensure the efficiency and safety of work. These are, first of all, locks for the passage of vessels from one water level to another, buoys - signs to indicate dangers on the way or fairway fencing, alignments - signs in the form of tower structures or pillars installed on the fairway line to indicate the direction, places of turns, etc. d.

Deep-water inland waterways have a large carrying capacity, they can be compared with multi-track railways, and they are adapted to the mass transportation of goods and passengers. Transportation of some goods by river transport along the main inland waterways is 2-3 times cheaper than by parallel railways.

The main differences between river vessels and sea vessels:

a) less draft;

b) overall dimensions (due to shallow depths and sinuosity of most of the river routes, as well as the narrowness of the fairway);

c) the absence of a number of elements in the design and equipment (necessary on sea ships, which is due to the specific conditions of navigation on rivers), while river ships entering large lakes and sea routes are almost the same in design as sea ships. The average age of river vessels is 20 years, about ½ of all transport vessels (except dry cargo barges) are over 20 years old.

The river fleet consists of:

Self-propelled ships (passenger, cargo, cargo-passenger);

Non-self-propelled vessels (barges for various purposes);

Tugs (pushers - vessels without their own cargo spaces, but with a power plant for traction (towing) of non-self-propelled vessels);

Specialized vessels (vegetable carriers, a / mobile carriers, oil and ore carriers, river-sea vessels, barges, refrigerators).

The waterway is the navigable part of rivers, lakes, reservoirs and artificial canals with hydraulic structures.

The waterway is characterized by:

Depth;

latitude;

The radius of curvature (rotation);

According to the dimensions of the ship's passage, waterways are distinguished:

Superhighways - with guaranteed depths up to 4 m;

Highways - with guaranteed depths up to 2.6 m;

Local roads - with guaranteed depths up to 1 m.

Waterways are:

Navigable (on which safe navigation of ships is possible);

Floating (for timber rafting).

Shipping distinguish: - natural (rivers and lakes);

Artificial (canals and reservoirs).

Ports are the basis of the river transport coastal economy, where ships are loaded and unloaded, passengers are boarded and disembarked, and ships are maintained.

River ports are:

Universal (perform all types of work);

Specialized (only certain types of work - cargo or passenger).

The most important elements of the port - berths - equipped with mechanization for loading and unloading ships, there are warehouses and storage areas for bulk cargo.

A pier is an intermediate point where ships have a short stop for embarkation and disembarkation of passengers and partial loading and unloading of cargo.

The main indicators of the work of inland water transport.

Vessel productivity - transport work in ton-kilometers or passenger-kilometers per unit of time (usually a day), calculated per 1 hp. or 1 ton load capacity. Distinguish between net and gross productivity of the vessel. Net productivity characterizes the use of the vessel while moving in a laden condition. It is determined by dividing the total amount of ton-kilometers of this type of work by the force-day (tonnage-day) of the course in the loaded state. Gross productivity is an indicator that characterizes the use of the vessel during the entire operating time spent, i.e. the time of movement in laden and empty states, the time of all stops and non-transport work - is determined by dividing the total ton-kilometers by the force-day (tonnage-day) of the vessel in operation.

Vessel utilization rates by load reflect the degree to which the vessel's carrying capacity and power are utilized.

The indicator of the use of a cargo ship in terms of carrying capacity, t / t of tonnage, is determined by dividing the mass of cargo loaded into the ship, Q e, for the registration load capacity Q p:

The average load per 1 ton of carrying capacity of a cargo ship is determined by dividing ton-kilometers (where l xgr- the length of the course of the vessel with cargo) per tonnage-kilometers with cargo:

Average load per 1 hp the capacity of tugboats is determined by dividing ton-kilometers performed in laden voyages by force-kilometers with the composition of laden vessels and rafts:

Share of travel time with cargo a d is determined by dividing the tonnage-days of the vessel with cargo by the total number of tonnage-days in operation:

Average productivity of 1 ton carrying capacity of self-propelled and non-self-propelled vessels M egr is determined by dividing tonne-kilometres by the total number of tonnage-days in operation:

Vessel turnaround time - the time spent on the movement of the vessel from the point of loading to the point of unloading and back, including the time required for initial and final operations (loading, unloading, locking, etc.), delays in transit and technical operations. Determined by summing the parking time t st; time spent on maneuvers t m; running time t x:

Consider the performance of river ports.

The total cargo turnover of the port is the total amount of cargo in tons sent from the port and received by the port. This indicator is planned and taken into account for all cargoes in general and with distribution by nomenclature: oil and oil products, timber in rafts, dry cargo ships (grain, ore, coal, ore, etc.). Particular attention is paid to the goods transported in containers, as well as to be transferred from river transport to rail transport and received from it.

Loading and unloading operations include all work performed by the means of ports at cargo berths and warehouses related to the reloading of goods transported by river transport. This includes port and off-port operations, as well as transshipment of bulk oil cargoes by oil refineries. Non-port activities include the economic work of the port, as well as work performed for other organizations in order to maintain a permanent staff of workers and make better use of fixed assets.

The volume of loading and unloading operations is planned and recorded in physical tons and ton operations. The volume of loading and unloading operations in physical tons corresponds to the cargo turnover of the port minus the total weight of various cargoes sent from the berths and received at these berths, as well as timber cargoes sent from the port and arrived at the port in rafts.

A ton operation is the movement of 1 ton of cargo according to a certain variant of loading and unloading operations. A variant is the completed movement of cargo, regardless of the distance, method and additional work performed (weighing, sorting, etc.). When determining the volume of transshipment work in ton-operations, any work associated with the movement of 1 ton of cargo in the port is taken into account, according to the following options: transport-warehouse; warehouse-transport; transport-transport; warehouse-warehouse; intra-warehouse premises (performed in the course of the main work, but on separate orders).

The ratio of the number of ton operations performed by the port to the volume of loading and unloading operations in physical tons for a certain period is called the cargo transshipment coefficient.

Problems and prospects for the development of inland water transport.

It is necessary to improve the unified system of internal routes of Russia, which is possible during the construction of canals and locks. In the nineteenth century The Mariinsky system was built with 39 locks.

The system of internal routes is of defensive importance: the connection between the south of the country and the north (the path through the European water system from Odessa to St. Petersburg) is 8800 km, and along internal routes - 4500 km.

It is necessary to deepen the fairway for the passage of ships of greater carrying capacity in order to extend the time of navigation; development of a system of ro-ro ships ("Ro-Ro") of horizontal loading, ships of the "river - sea" type; sectional vessels (they are more economical than a heavy cargo of the same carrying capacity with a simplified reloading system and are re-formed depending on cargo flows); hovercraft and hydrofoils with a speed of up to 105 km/h; icebreakers and vessels with reinforced hulls for polar conditions; increase in the carrying capacity of ships (the cost is reduced by 25-30%); increasing the comfort of passenger ships; creation of automated complexes for reloading operations; reconstruction of existing ports (Temryuk, Yeysk, Rostov, Azov, Arkhangelsk, Murmansk, etc.); creation of dock ships for the transportation of heavy bulky cargo and for the delivery of cargo to places in the Arctic basin that do not have transshipment equipment, and much more.

Introduction

Transport is one of the key industries of any state. The volume of transport services largely depends on the state of the country's economy. However, transport itself often stimulates an increase in the level of activity of the economy. It releases the opportunities hidden in the underdeveloped regions of the country or the world, allows you to expand the scale of production, link production and consumers.

The special place of transport in the sphere of production lies in the fact that, on the one hand, the transport industry is an independent branch of production, and therefore a special branch of investment of production capital. But on the other hand, it differs in that it is a continuation of the process of production within the process of circulation and for the process of circulation.

Transport is an important part of the Russian economy, as it is a material carrier between regions, industries, and enterprises. The specialization of regions and their integrated development are impossible without a transport system. The transport factor has an impact on the location of production, without taking it into account it is impossible to achieve a rational distribution of productive forces. When locating production, the need for transportation, the mass of raw materials for finished products, their transportability, availability of transport routes, their throughput, etc. are taken into account. Depending on the influence of these components, enterprises are located. The rationalization of transportation affects the efficiency of production, both of individual enterprises and regions, and the country as a whole.

Transport is also of great importance in solving social and economic problems. The provision of the territory with a well-developed transport system is one of the important factors in attracting the population and production, is an important advantage for the location of productive forces and provides an integration effect.

The specificity of transport as a sphere of the economy lies in the fact that it does not produce products itself, but only participates in its creation, providing production with raw materials, materials, equipment and delivering finished products to the consumer. Transport costs are included in the cost of production. The transport factor is of particular importance in our country with its vast territory and uneven distribution of resources, population and fixed production assets.

The main modes of transport are: rail, road, air, pipeline, sea and inland waterways. Interacting with each other, they form the transport system of Russia.

Based on the foregoing, the topic of the test, in our opinion, is relevant, which determined its choice.

The purpose of the control work is to study the problem of the development of sea and river transport in the Russian Federation.

1. The importance of sea and river transport in the national economy

Transport is one of the key industries of any state. The volume of transport services largely depends on the state of the country's economy. However, transport itself often stimulates an increase in the level of activity of the economy. It releases opportunities hidden in the underdeveloped regions of the country or the world, allows you to expand the scale of production, link production and consumers.

Transport is also important in solving social and economic problems. The provision of the territory with a well-developed transport system is one of the important factors in attracting the population and production, is an important advantage for the location of productive forces and provides an integration effect.

The specificity of transport as a sphere of the economy lies in the fact that it does not produce products itself, but only participates in its creation, providing production with raw materials, materials, equipment and delivering finished products to the consumer. Transport costs are included in the cost of production. In some industries, transport costs are very significant, such as, for example, in the forestry, oil industries, where they can reach 30% of the cost of production. The transport factor is of particular great importance in our country with its vast territory and uneven distribution of resources, population and fixed production assets.

Transport creates conditions for the formation of local and national markets. In the conditions of transition to market relations, the role of rationalization of transport increases significantly. On the one hand, the efficiency of the enterprise depends on the transport factor, which in the conditions of the market is directly related to its viability, and on the other hand, the market itself implies the exchange of goods and services, which is impossible without transport, therefore, the market itself is also impossible. Therefore, transport is an essential part of the market infrastructure.

Maritime transport plays an important role in the country's foreign economic relations. It is one of the main sources of foreign exchange funds. The importance of maritime transport for Russia is determined by its position on the shores of three oceans and the length of the sea border of 40 thousand kilometers. Ports in the Baltic: Kaliningrad, Baltic, St. Petersburg, Vyborg; on the Black Sea: Novorossiysk (oil and cargo), Taganrog. Other major ports: Murmansk, Nakhodka, Argangelsk, Vladivostok, Vanino. Other ports (about 30) are small.

The production capacities of the ports make it possible to meet only 54% of the need for cargo handling. The main cargoes transported by sea are oil, ores, building materials, coal, grain, timber. Major ports are St. Petersburg, Murmansk, Arkhangelsk, Astrakhan, Novorossiysk, Tuapse, Nakhodka, Vladivostok, Vanino, etc. In connection with the development of the natural resources of the Far North and the Far East, year-round navigation to Norilsk, Yamal, Novaya Zemlya is provided. Here the ports are of the greatest importance: Dudinka, Igarka, Tiksi, Pevek. The construction of two ports in St. Petersburg is planned.

Russia has transshipment complexes for dry cargo and tankers, but after the collapse of the USSR, the country was left without complexes for transshipment of potassium salts, oil cargo and liquefied gas, without railway crossings to Germany and Bulgaria, there was only one port elevator for receiving imported grain and one specialized complex for acceptance of imported raw sugar. 60% of Russian ports are not able to receive large-tonnage vessels due to insufficient depths. The structure of the transport fleet is very irrational. The problems of maritime transport in Russia require an immediate solution, as they have a great impact on the economic situation of the country.

River transport has a small share in the cargo and passenger turnover in Russia. This is due to the fact that the main mass flows are carried out in the latitudinal direction, and most navigable rivers have a meridional direction. The seasonal nature of river transportation also has a negative impact. Freezing on the Volga lasts from 100 to 140 days, on the rivers of Siberia - from 200 to 240 days. River transport is inferior to other types and in speed. But it also has advantages: a lower cost of transportation, it requires less capital costs for the arrangement of tracks than in land modes of transport. The main types of river transport cargo are mineral building materials, timber, oil, oil products, coal, grain.

Most of the turnover of river transport falls on the European part of the country. The most important transport river artery here is the Volga with its tributary Kama. In the north of the European part of Russia, the Northern Dvina, Onega and Ladoga lakes, r. Svir and Neva. Of great importance for the development of river transport in the country was the creation of a unified deep-sea system and the construction of the White Sea-Baltic, Volga-Baltic, Moscow-Volga and Volga-Don canals.

In connection with the development of natural resources in the east of the country, the transport significance of the Ob, Irtysh, Yenisei, Lena, and Amur is increasing. Their role is especially noticeable in providing areas of pioneer development, where there are practically no overland transport routes.

Inland river navigation routes of Russia are 80 thousand kilometers. The share of inland water transport in the total freight turnover is 3.9%. The role of river transport is increasing sharply in a number of regions of the North, Siberia and the Far East.

The main in Russia is the Volga-Kama river basin, which accounts for 40% of the cargo turnover of the river fleet. Thanks to the Volga-Baltic, White Sea-Baltic and Volga-Don canals, the Volga became the core of the unified water system of the European part of Russia, and Moscow became the river port of five seas.

Other important rivers of European Russia include the Northern Dvina with its tributaries, the Sukhona, the Onega, the Svir, and the Neva.

In Siberia, the main rivers are the Yenisei, Lena, Ob and their tributaries. All of them are used for shipping and timber rafting, transportation of food and industrial goods to separate regions. The significance of the Siberian river routes is very significant, due to the underdevelopment of railways (especially in the meridional direction). Rivers connect the southern regions of Western and Eastern Siberia with the Arctic. Oil from Tyumen is transported along the Ob and Irtysh. The Ob is navigable for 3600 km, the Yenisei - 3300 km, the Lena - 4000 km (navigation lasts 4-5 months). The ports of the lower reaches of the Yenisei - Dudinka and Igarka - are available for sea vessels following the Northern Sea Route. The largest transshipment points for cargo from rivers to railways are Krasnoyarsk, Bratsk, Ust-Kut.

The most important river artery of the Far East is the Amur. Navigation is carried out along the entire length of the river.

Currently, due to the economic crisis, there is a reduction in the volume of transportation of goods and passengers by river transport, the length of inland waterways, and the number of berths.

In terms of cargo turnover, maritime transport ranks 4th after rail, pipeline and road transport. The total cargo turnover is 100 billion tons. It plays a leading role in the transport services for the regions of the Far East and the Far North. The importance of maritime transport in Russia's foreign trade is great. It accounts for 73% of cargo shipments and more than 90% of international cargo turnover.

Advantages of maritime mode of transport over other modes. Firstly, transport has the largest unit carrying capacity, secondly, the unlimited capacity of sea routes, thirdly, a small amount of energy required to transport 1 ton of cargo, and fourthly, the low cost of transportation. In addition to the advantages, maritime transport also has significant disadvantages: dependence on natural conditions, the need to create a complex port economy, and limited use in direct sea communications.

After the collapse of the USSR, 8 shipping companies and 37 ports remained in Russia with a total cargo handling capacity of up to 163 million tons per year, of which 148 million tons are in the Baltic and Northern basins. The average age of Russian ships is 17 years, which is much worse than the corresponding characteristics of the world merchant fleet. There are only 4 large shipyards left in the country, 3 of which are located in St. Petersburg. Only 55% of the deadweight transport fleet of the Union, including 47.6% of the dry cargo fleet, became the property of Russia. Russia's sea transportation needs are 175 million tons per year, while the country's fleet is capable of carrying about 100 million tons per year. The remaining seaports on the territory of Russia can only handle 62% of Russian cargo, including 95% coastal and 60% export-import. For the transportation of incoming imported food and for the export of goods, Russia uses the ports of neighboring states: Ukraine, Lithuania, Latvia, Estonia.

In 2000, the rise of the port industry. Russian ports in the foreign trade subsystem increase their competitiveness with the ports of neighboring states. With great difficulty, our sailors managed to maintain the unique system for ensuring the functioning of the Northern Sea Route. Inland water transport is still key in providing resources to the northern and remote territories of Russia. But water, as well as road, rail, and air transport, lacks sources of funding. It is necessary, first of all, to preserve the established system of navigable routes with a length of over 100,000 km, on which there are over 700,000 navigable hydraulic structures. And today we must take care of the technical condition of these facilities so that they are reliable in the future as well.

River transport plays a significant role in the intra- and inter-district transportation of the country. The advantages of river transport lie in the natural routes, the arrangement of which requires less capital expenditure than the construction of railways. The cost of transporting goods by rivers is lower than by rail, and labor productivity is 35% higher.

The main disadvantages of river transport are seasonal nature, limited use due to the configuration of the river network, and low speed. In addition, large rivers in our country flow from north to south, and the main flows of bulk cargo have a latitudinal direction.

The further development of river transport is associated with the improvement of navigation conditions on inland waterways; improvement of port facilities; extension of navigation; increasing the capacity of waterways; the expansion of mixed rail-water transportation and transportation, such as river-sea. 2. Characteristics of the distribution of sea and river transport by regions of Russia

The presence of various modes of transport in a particular territory of Russia is commonly called a transport network. The configuration of the transport network depends on the location of productive forces, topography, natural and climatic conditions of a particular territory. The density of communication routes depends on the level of development of all elements of the productive forces. This determines the classification of areas:

Areas of continuous economic development, therefore, with a dense transport network that combines all or most modes of transport.
Areas of selective economic development with a poorly developed transport network, represented by one or more modes of transport.
Areas of intensive agriculture with a poorly developed transport network.
Areas of development of forest resources with a relatively rare developed transport network.
resort areas.

The transport provision of territories determines their place in the classification of transport points and transport hubs.

Transport points are understood as railway stations, river piers, river and sea ports. They perform the following functions: economic, transport, technical, political, cultural and international relations.

A transport hub is a point where at least 2-3 lines of the same mode of transport converge. When the routes of communication of various modes of transport converge in one settlement, it is called complex. Here the relationship between different modes of transport is clearly traced. Transshipment of goods and transfer of passengers is carried out in complex transport hubs.

Transport hubs are of state, inter-district, district and local significance. In addition, transport hubs are classified by purpose, combination of modes of transport, by functions performed, by transport balance, by freight turnover. Complex transport hubs can also have combinations: rail-water (rail-river, rail-sea), rail-road, water-automobile.

The level of development of the transport system of economic regions is not the same. The availability of communication routes both in terms of total length and density (kilometers per 1000 km2) differs ten or more times. The most developed transport system is the Central Black Earth, Central, North-Western, North Caucasian, Volga-Vyatka regions; the least developed - the Far East, East Siberian, West Siberian, Northern economic regions.

The regions also differ in the structure of cargo turnover. In areas where such minerals as iron ore and coal are developed on an inter-district scale, the main transportation is carried out by rail; where oil and gas are extracted, the share of pipeline transport is large; in areas where forest resources are developed, the proportion of inland water transport is significant; in areas specializing in manufacturing industries, the main role belongs to rail transport. So, for example, in the West Siberian region, rail transport prevails and the proportion of pipeline transport is high, in the Central region, the vast majority of transportation is carried out by rail. Extractive industry areas have an active transport balance, i.e. exports exceed imports, since the mass of raw materials and fuel is greater than the mass of finished products, and the areas of the manufacturing industry, respectively, are passive, i.e. imports exceed exports.

The capacities of traffic flows also have significant differences and depend on the location of the main sources of raw materials, fuel, materials, etc. There are three main main directions of the country's transport system:

The latitudinal main Siberian direction "east-west" and vice versa, it includes railway, pipeline and water routes using the Kama and Volga rivers.
The meridional main Central European direction "north-south" with access to Ukraine, Moldova, the Caucasus, formed mainly by railway lines.
The meridional Volga-Caucasus main direction "north-south" along the Volga River, railway and pipeline routes, connecting the Volga region and the Caucasus with the Center, the North of the European part of the country and the Urals.

The main cargo flows of the country go along these main main directions, and railway, inland waterway and road transport modes interact especially closely in these directions. The main air routes also basically coincide with the land ones.

In addition to the main trunk lines, there is a dense transport network of intra-district and local significance. Combining with each other, they form the Unified Transport System of Russia. As the productive forces of the country as a whole and its individual regions develop, the transport system needs to be constantly improved, both in terms of rationalizing the location and raising its quality level: updating the material and technical base, improving the organizational and management system, using the latest achievements of scientific and technical progress. The development of the transport system of the Russian Federation is aimed at better meeting the needs of the country's economy and population with transport services.

Let us consider in more detail the distribution of sea and river transport in the economic regions of Russia.

The North-Western region has all types of modern transport. It accounts for a significant share of maritime and river transport.

Currently, the transport system is focused on solving three main tasks:

access to the Baltic through Moscow for the entire southern and southeastern part of Russia and the adjacent CIS states.
access to the Baltic of Belarus and Ukraine and the connection of the Baltic basin with the Black Sea.
connection with the Baltic of the northern regions of Russia.

It is the solution of these three tasks that makes the North-West the most promising zone of Russia's world economic relations.

St. Petersburg is the largest port in the country and the world, but the prospects for further development of the port are very limited by the fact that it has grown "in the body" of a large city, through which mass transit is inexpedient. And the resources of the urban area are also limited. Therefore, the estimated capacity of the St. Petersburg port after its expansion is estimated at 25-30 million tons of cargo turnover per year. And Russia's needs in this region are estimated in the future at 100-120 million tons annually. Therefore, the creation of a system of Russian ports in the Baltic has begun. It is planned to expand the already existing small ports in Vyborg and Vysotsk and build new large ports at the mouth of the Luga River and in the area of the city of Lomonosov.

The geopolitical position of the region deserves a substantially new assessment. After the demise of the USSR, this particular region became practically the only direct outlet for Russia to the western (Atlantic) sphere of the world market. And it immediately became clear that this exit was completely insufficiently equipped for the successful fulfillment of its new role - the preferences of previous years (in terms of the number of ports, overland routes abroad, infrastructural support, and the development of the state border) affect. But the problem will inevitably have to be solved, since Russia cannot seriously count on the ports of the Black Sea or the ports of the Baltic states. It should be specially emphasized that the formation of a full-fledged sea access of Russia to Europe is an extremely important task not only for St. Petersburg and the Leningrad Region, but for the whole of Russia. But the main role, of course, should be played by the Russian Federation itself. It is possible that this is the most important development resource in the future.

Attention should also be paid to the fact that already in the near future (within the next 5-10 years) the world economic significance of the Northern Sea Route may noticeably increase. There are a lot of ambiguities in this issue, but in general, the trend is such that scientific and technological progress and the polarization of the world market into the western and eastern zones with epicenters in the North Atlantic and the North Pacific Ocean will require more intensive and large-scale development of the Northern Sea Route zone. The ambiguous problem of the development of the Northern Sea Shelf is clearly visible. The North-West will inevitably have to participate in solving both problems.

Currently, the transport of the region, especially maritime transport, which cannot cope with the volume of export-import traffic, is experiencing great difficulties. Therefore, a very significant scale of new transport construction is planned here. The project of a high-speed highway, which through St. Petersburg (bypassing the city) will connect Moscow with Scandinavia, has become widely known. At the same time, the reconstruction and modernization of the Oktyabrskaya highway is being planned.

The northern economic region has an advantageous geographical position, access to the seas: the Barents, the White, the Pechora; has an ice-free port - Murmansk, which provides permanent maritime communications with the countries of the world. Therefore, the transport system of the Northern Economic Region includes all types of modern transport.

The main transportation is carried out by three types of transport: rail, sea and river. They account for the bulk of the cargo turnover. In recent years, pipeline transport has been developing more and more.

Water modes of transport are widely used - river and sea. River transport is of great importance for domestic transportation. The main navigable rivers are the Northern Dvina, Vychegda, Sukhona, Pechora, Mezen, Pinega, Usa. Navigable and lakes - Ladoga, Onega. The White Sea-Baltic Canal has been created, which is currently in urgent need of reconstruction. Bulky transport-intensive goods, mainly fuel (coal), timber, ore, machinery, building materials, are transported by internal natural routes through a system of canals.

The coastal position of the Northern region contributed to the development of maritime transport and now it plays an important role in ensuring inter-district and foreign economic relations of the country. On the seas washing the territory of the region, the Northern Sea Route passes, along which cargo is transported along the Arctic coast. This route from Norilsk to Murmansk delivers raw materials for the processing enterprises of the region, mainly timber is exported to the west. The largest seaports are located on the territory of the region, through which Russia's export-import relations with many countries of the world are carried out: Arkhangelsk is the largest timber export port in Russia and Murmansk is the country's largest fish base.

The diversified specialization of the region predetermines the broad development of inter-regional economic relations. Significant volumes of various cargoes are exported from the region: oil, gas, apatite ores, timber and timber products, non-ferrous metals, paper, and cardboard.

Food, feed, consumer goods, metal, machinery and equipment, building materials are mainly imported into the region.

The Central Economic Region (CER) has an advantageous geographical position in the center of the European part of Russia, located at the junction of the most important transport routes - railway, road, water, pipelines, airlines.

Therefore, the region is characterized by a developed transport complex, which largely determines the economic role of the region. The transport network is represented by all types of transport.

The transport balance is passive. The import of large-tonnage raw materials and fuel (energy, timber, timber, building materials, bread, rolled ferrous and non-ferrous metals, sugar, imported industrial and food products, cotton) prevails over the export of transportable finished products (machines, equipment, vehicles, machine tools, instruments, tools). , electrical products, household appliances, fabrics, shoes, etc.).

In the conditions of transition to the market there will be structural changes in transport and communications; the role of electronics and the production of automation and control means will increase.

The Volga-Vyatka region has all types of transport - rail, river, road, pipeline and air. The most important is railway transport, which accounts for more than 2/3 of all inter-district transportation. The poverty of the Volga-Vyatka region in mineral raw materials and fuel resources determines the features of transport and economic ties. Fuel, especially coal, as well as ferrous metals and raw materials for the chemical industry occupy a significant share in the structure of cargo transportation. Intra-regional communications account for about 20% of all cargo transported by rail. The following items are exported outside the region: timber, oil products, various engineering products, cement. Timber and construction materials predominate in intra-regional transportation. The system of latitudinal railway lines, represented in the region, provides an intensively growing transport and economic exchange between the eastern and western regions of Russia.

The Volga-Vyatka region has the closest ties with the Central, Volga, Ural regions of Russia.

The geographical position of the Volga-Vyatka region on the Volga main line with its branched navigable tributaries (Oka, Vyatka, etc.) creates favorable conditions for the development of river transport and its close interaction with the railway. River navigable routes along the rivers of the Volga basin are 3 thousand km. The Nizhny Novgorod water transport hub is the largest in Russia in terms of river cargo turnover. From the river to the railroad, coal, salt, metal, grain cargo, cement, building materials are being transshipped from the Volga, North Caucasus, Central and other regions of the European part. From the railway to the waterway, timber, forest products, various chemical cargoes, scrap metal, various types of machinery and equipment are transshipped.

The predominance of products of manufacturing industries determined the excess of imports of products over exports. Fuel (crude oil, gas, coal), rolled ferrous and non-ferrous metals, plastics, tires, building materials, grain, and meat are imported into the region. Cars, paper, equipment, machine tools, products of chemical enterprises are exported.

The Central Black Earth region occupies a very favorable transport and geographical position and has a developed transport complex: in terms of the density of the transport network, it significantly exceeds the average for Russia. The main types of transport are rail and road; river, pipeline and aviation types have also been developed in the region.

Large flows of transit cargoes pass through the region, reflecting the connections of the northern and central regions with the southern, eastern and western ones. In recent years, the flow of goods from the CBEER itself has greatly increased, associated with the development of the KMA TPK (iron ore, ferrous metals, mineral construction raw materials). Therefore, the capacity of individual lines is no longer sufficient, the technical equipment of transport is weak, and it is necessary to improve the interaction of various modes of transport in the region.

The Central Chernozemny region has developed economic ties with the Central, Ural, West Siberian and Volga regions of Russia and with Ukraine. Iron ore, mineral construction materials, ferrous metals, bread, and sugar are exported from the region. Since the region's economy is experiencing a shortage of energy and technological fuels, the import of coal, coke, oil and oil products prevails, and large volumes of mineral construction cargo, mineral fertilizers, ferrous metals, consumer goods, etc. are imported.

In the North Caucasian economic region, transport is of great importance for intra-regional transportation and for communications with other regions of Russia and foreign countries.

According to the balance of produced and consumed products, the North Caucasian economic region has a positive balance, i.e. the size of the production of marketable products exceeds consumption. In the interregional exchange, the North Caucasus acts as a supplier of agricultural, energy and transport engineering, petrochemistry, food and light industries, and agro-industrial complex. Cement and coal are also exported. The main import products are rolled ferrous metals, some types of mineral fertilizers, industrial timber and sawn timber, cars, tractors, and, more recently, oil.

Volga economic region. Relations with other regions and foreign countries play an important role in the development of the economic complex of the Volga region. The Volga region exports crude oil and oil products, gas, electricity, cement, tractors, cars, aircraft, machine tools and mechanisms, fish, grain, vegetable and gourd crops, etc. It imports timber, mineral fertilizers, machinery and equipment, light industry products. The Volga region has a developed transport network, which provides high-capacity cargo flows. Rail transport plays an important role.

Ural economic region. Transport plays a huge role in the functioning of the economic complex of the Urals. This is explained, on the one hand, by the active participation of the region in the territorial division of labor, and, on the other hand, by the high level of complexity of the economy of the Urals, which is manifested in the fact that many sectors of the economy do not work in isolation, but in close interconnection with each other. Hence the high proportion of intra-regional transportation (up to 60%).

East Siberian economic region. River transport is of great importance (the Yenisei is navigable). It successfully interacts not only with railway, but also with maritime transport using the Northern Sea Route. The largest ports, through which the connection of river navigation with the sea, are Dikson in the Yenisei Gulf, Dudinka and Igarka on the Yenisei.

An important feature of the interregional ties in Eastern Siberia is the doubling of exports over imports. Timber and lumber, iron ore, ores and concentrates of non-ferrous metal ores, etc. are exported from the region. Machinery and equipment, oil, foodstuffs, and consumer goods are imported. The region has the closest ties with neighboring Western Siberia. In the future, it is planned to build a gas pipeline through which gas will be transferred to China and then to Japan. .

Far East economic region. The economic development of the region to a large extent depends on the accelerated development of transport, since the sparse population requires the active functioning of intra-regional communications based on the close interaction of various modes of transport.

In a significant amount, inter-district and intra-district transportation of goods in the Far East region is carried out by sea. Navigation in the harsh Arctic seas is provided with the help of icebreakers. The Lena River adjoins the Northern Sea Route, forming a transport bridge between the railway line and the sea route along the shores of the Arctic Ocean. A completely different mode of operation of maritime transport in the Pacific seas. Almost all year round, intra-regional and international transportation is carried out along the Sea of Japan and the Bering Sea. The main cargoes in transportation in the Far East region are timber, coal, building materials, oil, fish and food products. The largest ports of these seas are Tiksi, Vanino, Petropavlovsk-Kamchatsky, Nagaevo (Magadan), Vladivostok, Nakhodka, Sovetskaya Gavan.

Through the Far East, Russia has economic ties with many foreign countries, especially with countries located in the Pacific and Indian Oceans (Japan, China, South Korea, the countries of South and Southeast Asia). The Far East exports to these countries timber and timber products, products of the pulp and paper industry, fish, cement, etc.

From the above, the following conclusions can be drawn.

The level of development of the transport system of the Russian Federation varies by region. The availability of communication routes, both in terms of total length and density (kilometers per 1000 km of area) differs by ten or more times. The Central Black Earth, Central, Northwestern, North Caucasian, Volga-Vyatka regions have the most developed transport system, the Far East, East Siberian, West Siberian, and Northern economic regions have the least developed transport system.

The regions also differ in the structure of cargo turnover. In areas where such minerals as iron ore, coal are developed, the main transportation is carried out by railroads; where oil and gas are extracted, the share of pipeline transport is large; in areas where forest resources are developed, the proportion of inland water transport is significant; in areas specializing in manufacturing industries, the main role belongs to rail transport. So, for example, in the West Siberian region, rail transport prevails, and the proportion of pipeline transport is high, in the Central region, the vast majority of transportation is carried out by rail.

Extractive industry areas have an active transport balance, i.e. export exceeds import, since the mass of raw materials and fuel is greater than the mass of finished products, and the areas of the manufacturing industry, respectively, are passive, i.e. imports exceed exports.

Latitudinal main Siberian direction "East-West" and back; it includes railway, pipeline and water routes using the Kama and Volga rivers;
Meridional main Central European direction "north-south" with access to Ukraine, Moldova, the Caucasus, formed mainly by railway lines;
Meridional Volga-Caucasian main direction "north-south" along the river. Volga, railway and pipeline routes, connecting the Volga region and the Caucasus with the Center, the North of the European part of the country and the Urals. The main cargo flows of the country go along these main trunk lines, and rail, inland waterway and road transport modes closely interact. The main air routes also basically coincide with the land ones.

In addition to the main trunk lines, there is a dense transport network of intra-district and local significance. Combining with each other, they form the Unified Transport System of Russia.

As the productive forces of the country as a whole and its individual regions develop, the transport system needs to be constantly improved, both in the field of rationalization of location and its quality level: updating the material and technical base, improving the organizational and management system, using the latest achievements of scientific and technological progress . The development of the transport system of the Russian Federation is aimed at better meeting the needs of the economy and the population of the country with transport services.

3. The position of sea and river transport in the economic complex of the Central Economic Region

The Central Economic Region (CER) of Russia includes the city of Moscow and 12 regions: Bryansk, Vladimir, Ivanovo, Tver, Kaluga, Kostroma, Moscow, Oryol, Ryazan, Smolensk, Tula and Yaroslavl.

The district occupies an area of 485.1 thousand km2 (2.8% of the area of Russia), but at the same time it concentrates 20.4% of the population of Russia (30383 thousand people as of January 1, 2006), 23% of cities, 18% of urban settlements type and a significant share of industrial production (the share of the region in the total volume of industry in 2006 was 16.8%, including mining - 1.3%, manufacturing - 20%).

The main reasons for the outstanding economic importance of the Center lie in the peculiarities of its historical development. The modern Center has grown out of the ancient core of the Russian state, which has developed around Moscow. Here, on the original Russian lands, a densely populated, economically developed region was formed many centuries ago. The leading economic position of Central Russia was preserved even later.

At all stages of the Center's development, the geographic position of this region played a large role in determining its fate. Thanks to the leading economic role of Moscow, the region surrounding it turned its central geographical position into a central transport one, because even in ancient times the main trade routes crossed here. And at present, the position of the Center in the middle of the most densely populated and economically developed part of the country, in the largest junction of transport routes, at the “crossroads” of the most important economic ties between different regions, has a very great influence on the entire course of development of this region. and the presence of the capital region.Moscow has developed economic, cultural, scientific, transport, supply and other ties with the regions of the region.

The CER ranks first in the country in terms of the degree of development of the economy, represented by large-scale modern industry, highly developed agriculture, transport, trade and other branches of material production. The sphere of material production is characterized by a high degree of concentration of the production of the most important types of products, cooperation and combination, development of infrastructure, along with significant equipment with technical means and highly qualified personnel. The area specializes in mechanical engineering, chemical, petrochemical, and textile industries. 4/5 of the products of mechanical engineering, 1/2 of the chemical industry and 3/4 of the textile industry participate in the inter-regional exchange, which indicates a high level of development of these industries. The CER also occupies a leading position in Russia in the production of milk, meat, eggs, vegetables, potatoes, and fiber flax. The economic role of the CER is determined not only by a significant volume of industrial production and high quality products, but also by the presence of a powerful scientific, design and experimental base. Science and scientific services employ 1/3 of the total number of workers in this branch of the country.

The CER borders on Belarus and Ukraine. Of the Russian regions, the CER borders on the North-Western, Northern, Volga-Vyatka, Volga and Central Black Earth regions, with which intensive economic relations are developing and interregional associations are formed.

The territorial structure of the transport network of the Central Economic Region is radial-ring. The core is the Moscow agglomeration. All types of transport are well developed. Communication with all other regions is provided by a dense network of railways and roads. There are four airports in the capital.

Moscow is also a river port with (via the Volga and a system of navigable canals) access to five seas.

A powerful transport complex has been created to provide the economy of the Central Region and its cities with raw materials and fuel. The railway network extending from Moscow has a radial-ring character. The automobile network of the Central region largely resembles the configuration of the railway. A high-speed railway Moscow-St. Petersburg was created. Reconstruction and development of new highways and airports are planned.

The main water transportation of the Western zone is carried out through the Volga-Baltic system and the channel. Moscow. The country's largest airline system radiates from Moscow.

7 large rivers flow in the region: Volga, Oka, Moscow, Sheksna, Kostroma, Ugra, Dnepr. The largest lakes: Lake Pleshcheyevo, Nero, Seliger.

The navigability of the rivers is from 190 to 220 days a year.

In the Yaroslavl and Tver regions, 20 to 30% of cargo is transported by water.

Based on the foregoing, we can conclude that the Central Economic Region, which has a large economic, scientific and technical potential, requires a large-scale modernization of industrial production, focused on the re-equipment of defense complex enterprises, investments in science-intensive, resource-saving and import-substituting industries.

It is attractive for foreign investors to participate in the development of large and medium enterprises of the chemical and petrochemical industry and mechanical engineering, specializing in the production of high-tech products, the creation of enterprises for the processing of secondary raw materials and the production of equipment for the light and food industries, the development of tourism, including the production of necessary equipment and equipment.

The CER is distinguished by a particularly developed transport complex. In terms of the density of the railway network, the district occupies the 1st place and significantly exceeds the average Russian indicator. The district excels in the Russian Federation in terms of the length of paved roads. The transport balance is passive. The largest transport center is Moscow, which is a junction of 11 railway lines, 15 highways, numerous air routes and pipelines, an important section of the Unified Waterway of the European part of the Russian Federation.

Under the conditions of the transition to a market economy, changes in the specialization of the CER will occur due to the rise in the cost of energy resources, a reduction in the import of materials for the light and chemical industries, and a decrease in defense orders.

Conclusion

Transport is an important link in the economy of the Russian Federation, without which the normal functioning of any sector of the economy, any region of the country is impossible. Stabilization of the economy and its rise are impossible without solving the main problems of the transport complex. At present, a comprehensive program "Transport of Russia" is being developed. First of all, it is necessary to address the issues of increasing investment in this industry, attracting foreign capital, establishing the work of suppliers of the transport complex - transport engineering, electrical and electronic industries, instrumentation, construction industry, etc. In the transport complex itself, closer coordination of the work of all types of transport among themselves is necessary. and with sectors of the national economy. One of the main tasks is also the restoration of transport and economic ties with neighboring countries, since the transport complex of the USSR was formed as a single whole, and the separate functioning of its individual parts led to the degradation of the transport economy not only in Russia, but all former republics of the USSR. There are acute problems of transport provision of rural settlements, passenger traffic in large cities, reducing the negative impact of transport on the environment and humans.

The transition to market relations of the Russian transport complex is complicated due to the previously formed highly centralized management structure and the previously created super-large transport monopolies. When solving the problem of denationalization of certain parts of the transport complex, creating conditions for competition, an objective need arose for small and medium-sized businesses. The process of privatization of motor transport enterprises, the creation of small corporatized airlines, and water transport enterprises is actively underway.

In the conditions of market relations, the task of more complete and high-quality satisfaction of the needs for transport services of the national economy and the population of the country is put forward in the foreground in the development of the transport complex, which is the aim of the "Transport of Russia" program.

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1. What is the importance of water transport in the development of the Russian economy?

Water transport is natural routes, inexpensive to operate, mass transportation of goods and passengers. The largest single load capacity. The role of water transport is most significant where there are no other types of it.

2. Choose the correct answer. River transport is of great importance: a) in the Primorsky and Khabarovsk Territories; b) in the Republic of Sakha (Yakutia) and the Magadan Region; c) in the Moscow and Saratov regions.

Correct answer: a) in the Primorsky and Khabarovsk Territories.

3. Describe maritime transport. List the largest ports in the country.

Maritime transport in Russia serves mainly foreign trade. The only region in which intraregional maritime transportation plays an important role is the Far East, where the northeastern territories are supplied with everything necessary from the ports of the southern part of the region.

The largest ports of the country:

Pacific basin: Vladivostok, Nakhodka;

Baltic basin: St. Petersburg, Primorsk, Ust-Luga, Vyborg, Kaliningrad;

Black Sea-Azov basin: Novorossiysk, Tuapse, Sevastopol;

Northern basin: Arkhangelsk, Murmansk.

4. Choose the correct answer. A major port in the Pacific basin is: a) St. Petersburg; b) Murmansk; c) Vladivostok; d) Novorossiysk.

Correct answer: c) Vladivostok.

5. What are the features of air transport.

Air transport is the most expensive, but also the fastest.

6. What is a transport hub? What is the importance of transport nodes?

A transport hub is a point where several modes of transport or several transport routes converge, and goods are transshipped from one mode of transport to another.

Transport hubs provide interaction between different modes of transport.

7. What modes of transport will you use to get from home to Arkhangelsk, Perm, Astrakhan, Magadan and why? Through which settlements will your path pass? Create detailed routes.

We will get from home (Chelyabinsk) to Arkhangelsk by plane, because the distance to the final destination is quite large (more than 2 thousand km). Our path will pass through Moscow (1 transfer).

We will get from home (Chelyabinsk) to Perm by train, because the distance between cities is not large, and the trip is not expensive. Our path will pass through Yekaterinburg.

We will get from home (Chelyabinsk) to Astrakhan by plane, because the distance to the final destination is quite large (more than 1.5 thousand km). Our path will pass through Moscow (1 transfer).

We will get from home (Chelyabinsk) to Magadan by plane, because the distance to the final destination is quite large (more than 5 thousand km). Our path will pass through Moscow and Novosibirsk (2 transfers).

8. The world today is actively developing technologies of intelligent transport systems (ITS), which make it possible to optimize traffic and, above all, increase its safety. With the help of modern electronic systems, data on the situation on the roads are collected in special centers where they are analyzed. The results are then sent back to the roads along which scoreboards are installed to inform drivers of the traffic situation. Information for drivers can also be transmitted using mobile phones, radios and navigation systems. How do you see the development of this sector in Russia in the next 10 years?

When using ITS systems, travel time will be reduced and the choice of route or mode of transport will be optimized, and the efficiency of using the transport infrastructure will increase. Vehicle users will be able to avoid wasting time in traffic jams, searching for parking, especially at the entrances to the city, and reach the final destination of the trip in the shortest possible time. The most efficient transport service will be aimed at speeding up the flow of traffic and reducing congestion on the main traffic routes.

The role of water transport in Russia has always been enormous. In which regions of the country is it especially high? What natural features of rivers and lakes are important for the development of water transport? How do human activities and the development of science affect the possibility of using water transport in the country's economy?

Water transport includes river (inland water) and sea transport. The importance of river transport is greatest in the Volga region, the Volga-Vyatka region, the European North, in the north of Siberia and the Far East, where it accounts for more than a third of all transported goods.

The development of river transport requires large flat navigable rivers (Volga, Neva, Svir, Dnieper, Don, Northern Dvina, Ob, Irtysh, Yenisei, Angara, Lena, Amur, etc.) and lakes (Ladoga, Onega, etc.). For most regions of Russia, river transport has a seasonal nature, which is explained by ice formation in the winter season. A great difficulty for river transport in the north of Siberia and the Far East is ice jams that form in the spring. A huge role is played by navigable river channels (the Moscow Canal, the Volga-Baltic, the White-Sea-Baltic, the Volga-Don), which together with the system of rivers and lakes form a single deep-water system of the European part of Russia, thanks to which Moscow is called the “port of five seas”. The emergence of new types of ships (hydrofoils, hovercraft, river-sea, container ships, modern icebreakers) significantly expand the possibilities of river transport.

Maritime transport is of great importance in the coastal regions of Russia: in the North-Western region (Baltic Sea), in the North Caucasus (Azov-Black Sea and Caspian basins), in the European North and northern Siberia (access to the North Atlantic and the Northern Sea Route), and also in the Far East (Pacific basin). For the development of maritime transport in Russia, it is necessary to modernize existing and build new deep-water ports, modernize the existing merchant fleet and build modern specialized ships (ferries, tankers, gas carriers, container ships, lighter carriers, refrigerators, nuclear icebreakers, etc.), as well as the development of a cruise fleet. Without the development of water transport, it is impossible to develop the regions of the Far North and develop Russia's foreign trade.

The freight river transport of the Russian Federation, created during the years of the planned economy, has now lost its position as the main freight carrier serving enterprises in the area of river navigation. The unwillingness of the market economy to spend huge amounts of money to maintain the inefficient operation of river transport and the industry served by it in the winter is affecting. The economic policy of using the river fleet of the Russian Federation in the winter to work in the seas of Europe and Asia ("River - Sea") ultimately brings nothing but harm, because the fleet serves the economy of other states, transporting their goods 9-10 months a year. In addition, the economic efficiency of using river vessels in the seas, due to their design features, is much lower than when using sea vessels. In order for the river transport of Russia to be able to work effectively all year round for the Russian manufacturer, it is necessary to solve the problem of forced downtime of the river fleet in the winter.

What are the main advantages of shipping by sea?

The need for maritime transport is obvious. What are the advantages of maritime transport? There is:
lower cost compared to other modes of transport. The construction of large specialized ships, the use of the latest technological advances, including for organizing loading and unloading operations in ports, has reduced the share of transportation in the final price of goods from 11% to 2% in recent years. The construction of large-capacity vessels gives an "scale effect": the greater the carrying capacity of the vessel, the cheaper the delivery of a unit of goods.
high load capacity. No type of land or air transport is able to carry as much cargo at a time as a sea vessel. The Norwegian supertanker Knock Nevis simultaneously transported over 0.5 million tons of oil.
the practical absence of restrictions on the dimensions of cargo and the capacity of maritime transport. Even if the parameters of the ports (for example, depth) do not allow a large-tonnage vessel to approach the shore, modern technologies are used for reloading goods on the high seas or in the roads.
unified standards. Modern ships are built according to uniform standards, which significantly speeds up the processes of loading and unloading.
the use of containers for sea transportation protects the cargo not only from criminal encroachments and accidental damage, but also from the adverse effects of nature.
high security. In general, in the world, losses from shipping by sea are only 1 - 1.5% of the cost of goods. Maritime transport has the lowest share of catastrophes and accidents.
single legal field. Maritime transportation is regulated by common international documents - the Brussels and Athens conventions.

What are the main disadvantages of this type of transportation?

As analysts of the Lithuanian community of the Masterforex-V Academy note, sea transportation also has disadvantages:
low speed compared to other modes of transport. Moreover, this indicator is affected not only by the speed of the vessel, but also by the time spent on loading and unloading operations. However, modern technologies can significantly speed up these works, not least through the use of multimodal transportation, when the cargo is immediately transferred to another mode of transport (railway or road);
technological difficulties of the loading and unloading complex. The multimodal system allows you to reduce the number of repacking and save the cargo.
dependence on weather conditions. Unfavorable weather conditions can increase the time of transportation of goods by sea and make it difficult or even suspend loading and unloading operations.
dependence on the capacity of ports, canals and other structures.
maritime piracy.
significant investment. The construction of modern maritime transport and ports with developed infrastructure is a very expensive undertaking.