Dislocation of vessels of the Volga Balt State Budgetary Institution real time. Volga-Baltic Canal (Volgo-Balt) - map and description, locks and hydraulic structures, characteristics and history of construction. Some photos from the GKP
- Specialty of the Higher Attestation Commission of the Russian Federation05.22.19
- Number of pages 197
1. Study of the fleet traffic control system at the Volgo-Balt State Budgetary Institution.
1.1. Analysis of production activities in the field of shipping management.
1.2. Analysis of the existing fleet traffic control system.
1.3. Retrospective analysis of theoretical research on fleet traffic control.
2. Improving the organization of fleet traffic across St. Petersburg bridges.
2.1. Analysis of the technological process of guiding ships across the St. Petersburg bridges.
2.2. Development of a simulation model of ship traffic across St. Petersburg bridges.
State Budgetary Institution "Volgo-Balt".
3.1. Development of information software models.
3.3. Assessment of the economic effect of the proposed solutions.
Recommended list of dissertations in the specialty "Operation of water transport, navigation", 05.22.19 code VAK
Increasing the efficiency of fleet use in gated systems 2011, candidate of technical sciences Shishkin, Alexander Alekseevich
Improving the organization of vessel passage through lock systems: the example of VDSK 2008, candidate of technical sciences Gusev, Dmitry Evgenievich
Conceptual model for constructing an automated system for controlling vessel traffic in the Nevsko-Ladoga region of waterways and shipping of the Volga-Baltic waterway 2002, Candidate of Technical Sciences Brodsky, Evgeniy Lazarevich
Economic justification for the duration of fixed navigation and rates for track services 2000, Candidate of Economic Sciences Pastushchak, Oksana Aleksandrovna
Mathematical support for optimizing the structure of automated information systems in river automated traffic control systems 2007, candidate of technical sciences Kholin, Alexey Vyacheslavovich
Introduction of the dissertation (part of the abstract) on the topic “Development of a fleet traffic control system in the Volgo-Balt State Budgetary Institution”
The Volga-Baltic Waterway (VBW) is the main water transport route in the north-west of Russia and the main link in the country's inland waterway system in trade with the states of central and northern Europe. Navigation management and maintenance of the VBVP route are entrusted to the Volga-Baltic State Basin Administration of Waterways and Shipping (Volgo-Balt State Budgetary Institution).
The operation of river transport, the speed of delivery of goods and passengers, and the safety of navigation along the Volgo-Balt route depend on the clear and coordinated work of the divisions and services of the Volgo-Balt State Budgetary Institution.
IN last years New requirements are being imposed on the work of the Volgo-Balt State Budgetary Institution and, in particular, on the existing fleet traffic control system. The reasons for this are the following factors: revival of the Russian economy; growth of trade with European countries; prospects for the transit of goods along the international transport corridor “North-South”; stable growth of cargo and passenger traffic; improving the quality of shipping organization in accordance with the requirements of international standards.
At the same time, many years of underfunding of the VBVP have led to the fact that this route in its current state does not provide cost-effective and safe navigation, cannot cope with the annual increase in cargo flows and does not meet the objectives of long-term development.
The fleet traffic control system currently in place at Volgo-Balt State Budgetary Institution does not fully meet the needs of participants in the transport process: the dispatch apparatus does not have the ability to check information coming from vessels; does not have means of monitoring the speed of movement of vessels in regulated areas and the placement of vessels in roadsteads and at berths in the Neva River basin; not provided with modern means for transmitting information to adjacent basins, etc. Other participants in the transport process also lack information: navigators, shipowners and agents, management structures and other organizations.
An analysis of the passage of vessels along the VBVP shows that the Nizhnesvirsky Lock, the Northern Slope of the VBVP and the St. Petersburg Bridges remain the busiest, limiting sections in recent years.
During peak months, the load of the Nizhnesvirsky lock and the Vytegorskaya staircase locks ranges from 80 to 100%, which significantly exceeds the approved standard. The Neva bridges are also extremely busy with ship wiring; half of the navigations in 2002 and 2003. their capacity did not meet the needs of shipowners for pilotage.
Maximum use of the capacity of the airborne watershed structures during peak navigation months; their unsatisfactory technical condition entails long downtime fleet, losses from which amount to millions of dollars. The accumulation of the fleet in anticipation of locking and raising bridges creates a threat of emergency situations along the entire waterway.
The above confirms the need to develop a dispatch control system for fleet traffic on the airborne waterway route.
The most problematic and insufficiently developed task in this area is to increase the number of fleet passing through the St. Petersburg bridges in a given time interval.
Compared to 1996, ship traffic crossing the Neva Bridges more than doubled and exceeded 7.1 thousand units in 2002. for navigation. As a result, the intensity of fleet traffic across the bridges increased: from 51.6 thousand vessels per year to 100.5 thousand vessels per year. On some days, the number of requests for navigation reached 100. The situation is complicated by possible interruptions in navigation across the bridges due to official public holidays, weather conditions and emergency situations, such as the accident of the Kaunas motor ship in August 2002.
The following projects are currently proposed or are under implementation aimed at increasing the capacity of the Neva bridges:
Construction of a high-water bridge across the Neva River as part of the ring road;
Construction of a high-water bridge connecting Vasilyevsky Island with the city center or construction of a tunnel;
Improving the organization of the movement of ship convoys by carrying out activities provided for by the Neva-2000 program;
Construction of vessels with reduced surface dimensions and transfer of part of the transit cargo flow to them;
Construction of an alternative waterway “Ladoga-Gulf of Finland” bypassing St. Petersburg.
All of the above projects require large capital investments and long implementation periods. In conditions of limited funding, the use of simulation modeling methods to solve this problem is of particular relevance.
Thus, to solve these problems it is necessary to conduct special research, and therefore the topic of the dissertation is relevant.
The object of the dissertation research is ships over which dispatch control is exercised, and the subject of the research is the dispatch control system for the movement of ships on the VBVP route and the technological process of organizing the passage of ships across the St. Petersburg bridges.
In accordance with the above, the goal of the dissertation work is to develop directions for the development of the fleet traffic control system in the Volgo-Balt State Budgetary Institution and means for increasing ship traffic through the Neva bridges.
To achieve this goal, the study requires:
Analyze the production activities of the State Budgetary Institution "Volgo-Balt" in the field of shipping management;
Research the existing fleet traffic control system;
Formulate directions for the development of the fleet traffic control system;
Perform a retrospective analysis of theoretical studies on fleet traffic control;
Analyze the technological process of guiding ships across the St. Petersburg bridges;
Develop a simulation model of ship traffic across St. Petersburg bridges and its information and software;
Determine the directions for modernizing the information system of the State Budgetary Institution "Volgo-Balt";
Test the simulation model;
Assess the economic efficiency of the proposed solutions.
To solve the problems posed in the dissertation work, methods of system analysis, theoretical research, mathematical statistics, combinatorial analysis, simulation modeling using object-oriented programming methods and modern information technologies for data processing were used.
The work used: extensive statistical material on cargo flows, ship flows and the deployment of the fleet on the VBVP for the period 1996-2003, accumulated in the Volgo-Balt State Budgetary Institution; financial documents of shipping companies; data from domestic and foreign periodicals and online publications on the problems of ship traffic dispatch control.
The dissertation consists of an introduction, three chapters and a conclusion with a total volume of 197 pages, including: 20 tables, 27 figures, a bibliography of 109 titles and 33 pages of appendices.
Conclusion of the dissertation on the topic “Operation of water transport, navigation”, Mudrova, Olga Mikhailovna
Conclusions on the third chapter.
1. In clause 3.1. was offered new script user work in the “Dislocation” subsystem and presents an adjusted flow diagram of the process of organizing the passage of ships across bridges, taking into account the developed software module. The choice of information and software for the “Imitation” module was also justified, taking into account the features of the current information system.
2. The completed testing of the “Imitation” module confirmed its functional viability. The comparative indicators used for the analysis positively characterize the results of the tests. It has been established that the use of a simulation model on busy days on average increases shipping from inland waterways through the Neva bridges by two vessels per day.
3. Based on the results of calculating the commercial effectiveness of the project, a conclusion was made about its feasibility.
Conclusion
The Coordination Council of the North-West Association on the issue “On the state of inland waterways of the North-West of Russia and increasing the capacity of the Volga-Baltic Waterway”, whose meeting took place in April 2003, recognized the discrepancy between the requirements for the waterway and the state of this tracks.
In particular, it was noted that the Federal Target Program “Modernization of the Transport System of Russia (2002 - 2010)”, its subprogram “Inland Waterways”, as well as the concept for the development of inland water transport for the period until 2015, although they recognize the disastrous state waterways and the threat of man-made disasters at shipping facilities, at the same time they set the task of a high quality level for transporting multi-million dollar cargo flows along international transport corridors, without providing the necessary funding.
In 2005, it is predicted that cargo transportation along the VBVP will increase to 18.0 million tons. In accordance with government-level agreements signed in 2000, traffic growth is expected until 2010.
Maximum use of the throughput capacity of VBVP structures causes large downtime of vessels, the losses from which have increased significantly in recent years, and has a negative impact on the safety of navigation.
The implementation of measures for the reconstruction of the Volga-Baltic waterway is carried out beyond 2010.
The current situation requires taking urgent measures to improve the fleet traffic control system and increase the throughput capacity of airborne air defense facilities. A special place in this series is occupied by improving the safety of ship traffic within St. Petersburg and the search for cost-effective solutions to increase the capacity of the Neva bridges.
This determines the relevance of the research carried out in the dissertation, the main goal of which is to develop directions for the development of the fleet traffic control system in the State Budgetary Institution "Volgo-Balt" and means to increase ship traffic through the Neva bridges.
In accordance with the stated purpose of the dissertation research, the following results and conclusions were obtained.
The work carried out a study of the production activities of the State Budgetary Institution "Volgo-Balt" in shipping management.
The dynamics of cargo and ship flows have been analyzed since 1996. The following trends have been identified:
Uneven distribution of cargo flows and their orientation towards the Baltic;
Dependence of transportation dynamics on demand for export goods in international markets, changes in tariffs on competing modes of transport and tariffs for handling river-sea vessels in seaports;
Steady growth in the number of voyages of dry cargo, passenger and tug fleets, with the exception of 2000, and high density of ship traffic.
In addition, it was found that from 2000 to 2002. The time spent by ships passing through the air defense system increased by a day.
An analysis of the passage of ships through the locks showed that the main reason for cargo fleet downtime while waiting for locks is the increase in the traffic of the passenger fleet, which has priority service. In conditions of almost complete utilization of the locks’ capacity, the “price” of their decommissioning for troubleshooting and carrying out preventive inspections and repairs increases. The Nizhnesvirsky lock remains the busiest. In terms of the total tonnage of the fleet passed through Lock No. 1, the Northern Slope of the VBVP came very close to the maximum load level of the system in 1989.
Based on the results of the analysis of shipping passage through the St. Petersburg Moets, the following conclusions were made:
The number of ships crossing the Neva bridges is growing steadily; since 1996, this figure has more than doubled;
The number of days with refusals to pilot ships is increasing;
The intensity of fleet traffic in the area of the Neva bridges is high.
The main goals of the dispatch control are to ensure the safety of navigation and accelerate the progress of the fleet on the airborne waterway.
The main principle of vessel traffic management at Volgo-Balt State Budgetary Institution is to ensure continuous centralized control over the safe progress of the fleet, regulating its movement in difficult areas for navigation, taking into account the state of waterways and the navigation situation.
The fleet traffic control system includes the following areas:
Operational control of fleet deployment;
Regulation of the passage of ships through locks;
Management of navigation through the St. Petersburg bridges;
Vessel traffic control in regulated areas;
Regulation of vessel traffic in lakes of category “M” and the exit of vessels from Cherepovets to the Rybinsk Reservoir;
Operational control of vessel traffic at economical speeds.
In each direction, the participants and technology of the management process, information flows and document flow are identified, the main reasons that reduce the quality of management and possible ways to eliminate them are noted.
Thus, it was established that the direct object of operational dispatch control in the State Budgetary Institution "Volgo-Balt" is the vessel, and the subject is the dispatch apparatus.
The interaction of the object and the subject is carried out through the implementation of such functions of operational dispatch control as accounting, control, analysis, regulation, forecasting and planning.
The effective operation of the dispatch apparatus of the State Budgetary Institution "Volgo-Balt" depends on the following factors: the technical condition of the waterway, hydraulic structures and ships; level of equipment of communication equipment of control centers and ships; level of equipment of control rooms with computer equipment; the degree of awareness of the dispatcher about the situation on the highway; level of qualifications of Volgo-Balt State Budgetary Institution specialists.
As part of the dissertation, it was revealed that the existing fleet traffic control system implements all the functions assigned to it, but does not contribute to further increasing the route’s capacity and ensuring the safety of navigation.
To study possible ways to improve the efficiency of the dispatch control system, a retrospective analysis of theoretical research in this area was carried out.
He showed that a number of developments on the creation of an information model of the transport process, scientific methods for predicting fleet deployment, the tasks of scheduling ships through lock systems and normalizing waiting times for locking have found their application in the work of the Volgo-Balt State Budgetary Institution.
On the contrary, such studied areas as automatic collection and transmission of information from ships, tasks of simulation modeling and optimization of ship passage through lock sections, operational control of fleet movement at economical speeds remain unclaimed.
An area that has not been sufficiently explored is the control of fleet movement across the St. Petersburg bridges. The following factors contribute to this: the lack of a sufficient number of analogues of this situation; until recently, the capacity of the Neva bridges mainly satisfied the participants in the transport process; There is a prevailing opinion that the only solution is to increase the routing time, or to implement expensive projects, such as, for example, the construction of an alternative waterway bypassing St. Petersburg.
Taking into account the challenges of the modern economy and the level of development of information and communication technologies, it is required further development research in the field of fleet traffic control.
Thus, it is justified that in the current economic conditions for the northwestern region, the task of improving the organization of fleet passage through the St. Petersburg bridges is the most urgent.
To develop proposals for improving the organization of fleet passage through the Neva bridges, an analysis of the technological process of navigating ships was carried out.
In the practice of the Volgo-Balt State Budgetary Institution, this process is conventionally divided into preparatory, organizational, executive and final stages.
The main limitations imposed on the technological process of piloting vessels have been established, and it has been concluded that, in general, it ensures safe piloting of vessels in the quantity regulated by regulatory documents. However, taking into account the growth of prospective ship traffic and the statistics of transport accidents, the following shortcomings were noted in the organization of the passage of ships across the Neva bridges:
Within the framework of the current information system, prediction of the moment in time of the approach of ships to bridges is not carried out, taking into account technical characteristics vessels and features of sections of the waterway;
The placement of ships in a caravan is carried out without taking into account the distances between roadsteads;
When drawing up a plan for navigating ships across bridges, mainly one variant of navigating is considered, which may not be optimal;
Wiring failures can occur right up to the moment the bridges are erected;
Periodically, delays occur in the construction of bridges due to technical problems and the fault of car owners and railway workers (Finland Bridge);
There is a lack of operational raids.
Some of the listed shortcomings can be eliminated by developing the existing information system and including into it an additional module that simulates the complex stochastic process of vessel pilotage, on the basis of which an optimal pilotage plan will be drawn up.
The concept of the developed simulation model is based on the fact that the drawbridge spans of the Neva bridges are a queuing system, the work of which is to process the incoming flow of requests. The purpose of the functioning of the system under study is the maximum number of vessels allowed through the bridges, while complying with the restrictions and priorities established by administrative documents, taking into account navigation safety.
Received applications are serviced by the system or are rejected with mandatory processing the next day. Thus, there is a single-channel single-phase QS with waiting and priority. The receipt of applications and their processing time are random variables. In general, there is a stochastic transport process in which overloads and downtime of the service system are possible.
The simulation method was chosen as a means of solving the problem.
Variable characteristics in the model, due to which the number of ships passing the bridges can be increased, are the speed of the convoy (at the expense of the lead vessel) and the temporary mooring point for ships while waiting for the bridges to be raised.
Thus, the work provides a scientific basis for compiling a convoy of ships, taking into account the technical characteristics of the ships and the location of the roadsteads.
When implementing the simulation model in operation, for each vessel that has submitted an application for pilotage, the following values are predicted: sailing time in sections Ladoga lake and the Neva River; moment of approach to the mooring point; the moment of the start of movement into the routing; moment of passage of the first bridge; moment of passing the last bridge.
To evaluate the statistical hypothesis regarding the law of distribution of the duration of vessel travel along sections of the route, appropriate statistical samples were formed for vessels of the main types passing through the bridges. As a result of processing the generated variation series, it was found that the travel time is quite adequately described by the LOGNORMAL law and the parameters of the distribution law were obtained.
The model implements a procedure that ensures the convergence of the simulated characteristics.
The calculation of the number of possible rearrangements of vessels at mooring points and the operation of rearranging vessels at mooring points are performed in the model using combinatorial analysis.
The development of the simulation model was based on an object-oriented approach. In this task, four objects were identified: “Vessel”, “Bridges”, “Layout period” and “Virtual plan”, the operations performed on the objects and the rules for their interaction were established.
The result of the implementation of the vessel servicing system is presented in the form of a list of vessels indicating the order of their passage through the bridges, the point and time of the start of each vessel’s movement to the route, the time of passage of the first and last bridge.
The model is built in such a way that whenever there is a change in the operational data on the list of vessels ready for deployment, a new optimal plan is generated at the request of the dispatcher.
The model uses one of the main advantages of simulating the transport process on a computer: by searching through various options, a wiring plan is generated that meets the specified restrictions. These actions are implemented in the “Imitation” module of the “Dislocation” subsystem.
The use of a simulation model required changes to the methodology for drawing up a ship passage plan and the process of organizing ship passage across bridges, as well as the development of a new user scenario for the “Dislocation” subsystem.
The source code of the “Imitation” module was developed by the author in the Delphi programming language.
The implementation of the proposed solution is possible only within the framework of the information system of the Volgo-Balt State Budgetary Institution. However, the effective functioning of the model requires modernization of the current information system. The prerequisites for modernization are also the above-mentioned shortcomings of the existing fleet traffic control system.
Based on the results of the analysis of the current information system, the following ways of its development based on information technology were formulated:
1. Connection to the computer network of the State Budgetary Institution "Volgo-Balt" control points, including operator's at the gateways
2. Introduction of information technology systems to ensure navigation safety, using advances in radio electronics and computer technology, creation and development of VTS VTS.
3. Application of geographic information technologies to present dispatch information.
4. Organization of the Volgo-Balt State Budgetary Institution website and the use of WWW technology for data presentation.
5. Updating the DB2 DBMS version.
6. Development of automated control systems of the State Budgetary Institution "Volgo-Balt" and automation of document flow.
At the conclusion of the dissertation research, testing and evaluation of the effectiveness of the proposed solutions were carried out.
The testing of the simulation model was carried out on the basis of the statistical database on ship navigation for 2002 and 2003. Two days with wiring failures were chosen as the basic options.
A comparison of forecast and actual wiring plans was carried out according to the following indicators: the number of applications submitted for wiring n fleet units; tonnage of vessels declared for the construction of bridges; the number and tonnage of ships passing through bridges per day; total downtime of vessels waiting for bridges to be raised; the start and end times of the caravan movement across the bridges.
As a result, it was established that during the two days under study, it was possible to additionally pass five ships through the bridges. At the same time, the total fleet downtime waiting for deployment was reduced by 157 days.
In general, the model was tested on all days with failures in pilotage for the last two navigations. This led to the conclusion that the use of a simulation model on average increases the passage of ships from inland waterways through the Neva bridges by two vessels per day.
The completed testing of the model showed: the functional completeness of the model; compliance of the model with specified restrictions; sufficiency of information support; software performance; satisfactory performance of the machine implementation of the model; clarity of presentation of output information.
To assess the economic efficiency of the proposed solution, the financial consequences of the project for its participants - shipowners and the State Budgetary Institution Volgo-Balt - were calculated.
The calculation was carried out according to the following aggregated scheme:
Justification of the duration of the project's estimated period;
Forecasting the volume of transported cargo by type of vessel by year of the calculation period;
Performing a forecast of inflows and outflows Money for each project participant by year of the billing period;
Determining the amount of gross profit by year of the billing period for each project participant.
State Budgetary Institution "Volgo-Balt" does not have additional income for the implementation of measures to speed up navigation through the Neva bridges. The calculations obtained allow us to say that it is necessary to consider the issues of stimulating the Volgo-Balt State Budgetary Institution for carrying out measures to speed up navigation through the Neva bridges.
Based on the results of the calculation period, the total profit of shipowners is 4.9 million US dollars, which will increase tax revenues to the federal and local budgets by 1.2 million US dollars, which can be used for the development of waterways.
Thus, the creation of a simulation model of ship traffic across St. Petersburg bridges can be considered an effective project, the use of which will allow:
Increase the number of fleets deployed and reduce the queue of ships waiting for bridges to be opened;
Expand the dispatcher’s information base for drawing up a vessel navigation plan and increase the validity of management decisions made;
Automate the preparation of vessel navigation plans;
Receive additional income for shipowners and increase tax revenues to the budget.
The practical use of the research carried out in the dissertation is implemented by the dispatch apparatus of the NRS of the State Budgetary Institution "Volgo-Balt" when organizing the movement of the fleet across the St. Petersburg bridges.
Thus, the defense is submitted:
Proposals for the development of a dispatch control system in
State Budgetary Institution "Volgo-Balt";
Scientific substantiation of the organization of the technological process of guiding ships across bridges, taking into account the technical characteristics of ships and the location of mooring points;
New methodology for drawing up a plan for navigating ships across the Neva bridges;
Simulation model of ship traffic across the Neva bridges;
Directions for modernizing the information system of the Volgo-Balt State Budgetary Institution.
Please note that the scientific texts presented above are posted for informational purposes only and were obtained through original dissertation text recognition (OCR). Therefore, they may contain errors associated with imperfect recognition algorithms. There are no such errors in the PDF files of dissertations and abstracts that we deliver.
AIS (AIS Automatic Identification System) is a system that allows you to identify and track online vessel movement with an accuracy of 10 meters. Besides AIS vessel locations provides information about their type, dimensions, destination, speed, expected time of arrival, and makes it possible to familiarize yourself with the history of routes and the expected course. The specified information is presented in a card, to open which you need to click on the object of interest. Online access to ships' AIS provided directly by ships using a radio frequency transmitter. Some ships or ports may not be viewable due to range limitations, interference, or weather conditions affecting radio communications. If " marine traffic” does not display the object you want, please try again later.
Real-time vessel traffic map covers the whole world and provides the user with the opportunity to see their arrangement in various ports and areas of the world. To find ships in other regions and ports, you need to zoom out on the map and select the desired sector.
The Answer-Logistic portal focuses on the current movement and positions of vessels according to AIS in the eastern part of the Gulf of Finland and the port of St. Petersburg. Note that ship deployment displayed with a slight delay. You can find out the time that has passed since the last coordinate update by hovering the cursor over an object.
| Designations: | |
by inland waterways
Petrozavodsk 2003
The final edition of the “Peculiarities of movement and mooring of vessels along the inland waterways of the White Sea-Onega Basin” was prepared by the State River Navigation Inspectorate for the White Sea-Onega Basin, taking into account the comments and suggestions of navigators, mentor captains, track workers and fleet operations.
These Features of the movement and mooring of vessels on inland waterways have been agreed upon with the White Sea-Onega State Basin Administration of Waterways and Shipping.
Responsible for the release: Deputy Head of GRSI for
White Sea-Onega basin Popov L.A.
Branch - State River Shipping Inspectorate for the White Sea-Onega Basin
ORDER No. 31
In connection with the publication of the Rules for Navigation on Inland Waterways of the Russian Federation, approved by Order of the Minister of Transport of the Russian Federation No. 129 dated October 14, 2002, I order:
1. Enter into force from April 15, 2003. “Peculiarities of traffic and mooring of vessels along the inland waterways of the White Sea - Onega basin”, 2003 edition.
2. The previously existing “Local Rules for Navigation on the Shipping Routes of the White Sea-Onega Basin”, 2002 edition, should be cancelled.
Head of GRSI for
pool G. A. Voskoboynikov
Section 1. General provisions
1. These “Features of the movement and mooring of vessels on the inland waterways of the White Sea-Onega basin” (hereinafter referred to as the Traffic Features) were published in addition to the “Rules of navigation on the inland waterways of the Russian Federation”, approved by Order No. 129 of October 14, 2002 of the Ministry of Transport of Russia and reflect the features of swimming in the pool, which includes:
— Lake Onega with all shipping routes to the source of the river. Svir (946.0 km), to the entrance to the Volga-Baltic Canal (receiving Vytegorsky buoy - 894.8 km);
- R. Vodla from the mouth to the village of Podporozhye;
- R. Andoma from the mouth to Sorokopolskaya zapan;
— White Sea-Baltic Canal from Povenets to 1335.4 km, including Vygozero with all shipping routes;
- R. Kem from the sawmill to the mouth;
— Kemsky coastal fairway;
— lakes: Upper and Middle Kuito, Sandal, Segozero, Pyaozero.
2. According to the classification of water basins by the Russian River Register, they include:
to category “M” - Lake Onega;
to category “O” - Vygozero;
to category “L” - the remaining waterways of the basin.
3. These Traffic Features apply within the boundaries of the shipping routes of the White Sea-Onega basin and are mandatory for all navigators and officials involved in ensuring the safety of navigation of ships in the basin. Providing vessels with these Traffic Features is the responsibility of the shipowner. For violation of traffic rules, the perpetrators bear responsibility established by law.
4. Shipowners and captains of all ships, regardless of departmental affiliation, are required to present the ships for inspection by the shipping inspection after inter-navigation layover or after repairs before departure on the first voyage. (See proof)
5. Vessels sailing in the White Sea-Onega basin can be inspected for readiness for safe navigation by employees of the State Service for Navigation in the White Sea-Onega Basin, regardless of the date of the last inspection by the shipping supervision authority in another basin.
6. All instructions and warnings set out in the pilot manual Lake Onega, on the navigation maps of Lake Onega, in volume No. 4 of the Unified State System Atlas, are mandatory for navigators and workers on the route and operation of the fleet.
7. All vessels navigating within the boundaries of the White Sea-Onega basin are required to have on board a set of navigation charts of Lake Onega, navigation manuals for the navigation area, adjusted to this moment, as well as a complete set of unified numbered notices to navigators issued by the Belomorsko-Onega State Budgetary Institution for Civil Aviation and Literature, and numbered active alerts issued by the Onega District of Waterways, weather forecast.
8. About all transport incidents with ships and hydraulic structures, ship captains, lock watch chiefs, using operational communications (radio, telephone, etc.), are obliged to immediately report to the nearest line department of the shipping inspection (Petrozavodsk, Po-venets), as well as to the dispatch center to the apparatus of the Belomorsko-Onega State Budgetary Institution of Civil Aviation and Services (Medvezhyegorsk, Petrozavodsk, Povenets, Sosnovets, depending on the place where the transport accident occurred), the owner of the vessel and draw up the relevant documents. Vessels may leave the scene of a transport accident only with permission from the shipping inspectorate.
9. Towing of non-self-propelled vessels in the basin is carried out in accordance with the “Scheme of typical convoys of towing vessels and pushed convoys in the basin”, approved by the Belomorsk-Onega State Budgetary Institution for Civil Aviation and Civil Services.
Towed convoys that do not comply with standard schemes, but whose dimensions allow passage along the navigable routes of the basin, receive permission to proceed from the traffic controller only if they have on board measures developed by the shipowner and agreed upon with the Belomorsko-Onega State Budgetary Institution for Civil Aviation and Civil Services and the GRSI for the Belomorsko-Onega Basin.
Towing of floating cranes in the pool is permitted only with the load boom stowed and secured.
Towing by pushing is prohibited on Lake Onega.
10. There are no restrictions on giving sound signals, when necessary, in the pool, with the exception of: when sailing within the city of Petrozavodsk, sound signals are not given, except when there is a threat of collision, announcing ship alarms (not training) and calling the ship for radio communication. In this case, passing and overtaking vessels is carried out by coordinating actions via VHF radio communication and mandatory giving the signal.
11. In Lake Onega, navigational hazards are protected according to the cardinal IALA system (region A), with the exception of the Kizhi skerries, straits, bays and approaches to berths, where navigational hazards are protected using the lateral system. In this case, in areas with a lateral fencing system, the direction of the conditional flow is considered as follows:
- in the Kizhi skerries, in the Nikolsky Strait - from north to south;
- in straits, bays - from a smaller basin to a larger one;
- at the berths - from the berth towards the transit shipping lane.
12. On the White Sea-Baltic Canal, including Vygozero with all ship routes, navigational hazards are fenced off according to the lateral system, while the direction of the conditional current along the main shipping channel, including Vygozero, is considered from Povenets to Belomorsk, and on the additional shipping channels of Vygozero it is conditional The current is considered from the shore towards the main shipping channel.
13. Carrying out sports, cultural and mass events related to the use of the basin’s navigable routes must be agreed upon by their organizers with the leadership of the Belomorsko-Onega State Budgetary Institution of Civil Aviation and Services and with the SRSI
in the White Sea-Onega basin. Responsibility for ensuring the safety of navigation of the vessels involved lies with the captains and officials organizing and conducting these activities.
14. Mandatory pilotage along the shipping routes of the White Sea-Onega basin is established for:
— vessels towing or pushing special objects;
— ships transporting explosives and toxic substances;
- courts of foreign states.
15. Boatmasters of all vessels who are not familiar with the conditions of navigation in the basin and do not have a certificate of passing the knowledge test on the special navigation of the basin are required to follow the guidance of pilots.
16. For ships traveling from Lake Onega to the White Sea-Baltic Canal route and requiring pilotage, the beginning of pilotage is considered to be the Povenetsky roadstead; For vessels moving from the canal to the lake, consider lock No. 1 to be the end of the pilotage.
An application for the provision of a pilot is submitted 24 hours in advance and clarified 8 hours before the start of the pilotage to the White Sea-Onega State Basin Administration of Waterways and Shipping:
— for pilotage along Lake Onega and the LBC to the state pilotage service BO GBUVPiS (Medvezhyegorsk, Dzerzhinsky St., 26; tel. 2-28-93 or ATS “Reka” 2-44; 3-86);
- for wiring through the BBK and from the external sea roadstead to the internal roadstead to the Port Captain Service of Belomorsk BO GBUVPiS (Belomorsk, Vodnikov St., 3; tel. ATS "Reka" 3-93).
You can also apply for a pilot from the White Sea-Onega Shipping Company."
A pilot for piloting ships in the White Sea-Onega basin can be taken on board at one of the points: Vytegorsky port, Voznesenye, Petrozavodsk, Povenetsky roadstead, Belomorsky seaport, Bolshoy Soroka roadstead.
Section 2. Movement of ships and convoys
17. All vessels entering Lake Onega and registered with the State River Navigation Inspectorates, as well as vessels of mixed river-sea navigation, should be guided by the “Instructions for ships entering Lake Onega” (Appendix No. 2).
18. Management and control over the movement of vessels in the basin is carried out by dispatch services of the Belomorsko-Onega State Basin Administration of Waterways and Shipping (hereinafter BO GBUVPiS) in the areas assigned to them:
— dispatch service of the Onega region of waterways: Lake Onega with the flowing rivers Vodla and Andoma;
— dispatch service of the Povenets district of hydraulic structures: from the village of Povenets to the 10th lock of the BBK, including Vygozero;
Dispatch service of the Sosnovets district of hydraulic structures: from the 10th lock to the 18th lock of the BBK;
Service of Captain Belomorsky seaport: from the 18th BBK lock to the Great Soroca roadstead.
19. In the southern part of Lake Onega on the Voznesenye-Vytegra shipping route, management and control over the movement of vessels is carried out by the dispatch service of the Volgo-Balt State Budgetary Institution.
20. Dispatch permission for vessels to enter Lake Onega is issued by the traffic controller:
— from the points of Voznesenye, Vytegra traffic dispatcher of the State Budgetary Institution "Volgo-Balt";
- from other points the traffic controller of the Belomorsko-Onega State Budgetary Institution for Waterways and Disasters (Onega district of waterways).
21. Permission to exit and control the movement of passenger high-speed ships, passenger ships of suburban traffic from Petrozavodsk, Kizhi is carried out by the dispatcher of the passenger district administration of the port of Petrozavodsk.
22. Responsibility for preparing the vessel and crew for navigation in accordance with the requirements of the Russian River Register and the Rules of Technical Operation lies with the shipowners, regardless of departmental affiliation. The captain prepares the vessel for each next voyage. Before leaving Lake Onega, there must be navigation charts on board the vessel with preliminary routing, travel information and weather forecast.
An entry must be made in the ship's log about the vessel's readiness for the voyage.
23. All ships traveling to Lake Onega (except for ships traveling along the Voznesenye-Vytegra highway) are required to inform the dispatcher of the State Budgetary Institution of the White Sea-Onega Basin of Medvezhyegorsk or Petrozavodsk the following information:
— name and class of the vessel;
— time of exit to Lake Onega;
— destination (exit);
— estimated time of arrival;
- type and quantity of cargo;
— dimensions and technical condition of the vessel;
— name of the shipowner or agent.
24. All vessels during the passage through Lake Onega report their location and weather conditions to the dispatcher every 4 hours from the moment of departure.
25. Navigation in Lake Onega is carried out using sea navigation methods, and one should be guided by the “Rules of Navigation according to the GDP of the Russian Federation”, “Manual on the organization of navigational service on ships” and these Traffic Features.
26. When sailing in Lake Onega, navigators are required to conduct an executive plot with a mark on the map at least every hour of the vessel’s calculated or observed location.
27. Turning points and watch changes are marked on the map with an entry in the ship’s log of the latitude and longitude of the vessel’s location.
28. When passing and overtaking, ships and convoys in the open part of Lake Onega must have an interval between sides of at least 500 meters.
29. The speed of tourist vessels in the Kizhi skerries should not exceed 16 km/h, and on the section Longas Strait - the northern tip of Kovylnik Island, the speed of all displacement vessels should not exceed 14 km/h.
30. The speed of all vessels on the Vodla River is limited to 10 km/h in the following areas:
0.0 km - 9.0 km; 18.5 km - 28.0 km. Note: mileage is indicated according to the river route. Vodla.
31. Sailing in the southern part of Lake Onega on the Voznesenye - Vytegra route is carried out using a traffic separation system.
“Traffic separation system” - separation of oncoming traffic flows of vessels by establishing zones and (or) separation lines and traffic lanes in areas with a cardinal navigation equipment system, while:
— “Traffic separation zone”, “Traffic separation line” - a zone or line separating traffic lanes in which vessels are traveling in opposite or almost opposite directions;
— “Roundabout area” is a specific area that includes a center or circular traffic separation zone and a ring lane. Swimming in a circle area is done counterclockwise around the center or circle area;
— “Traffic lane” is a specific area within which one-way traffic is established.
33. Vessels that can safely use the appropriate lane in the traffic separation system for transit passage must use it.
34. Vessels using a traffic separation system must:
- follow the appropriate lane in the general direction of traffic flow accepted on it;
— stay as far as practicable away from the traffic separation line or traffic separation zone;
- in general, to enter or leave a traffic lane at its terminal sections, but if a vessel leaves or enters a traffic lane from either side, it should do so at as small an angle as possible to the general direction of traffic flow.
35. A vessel should, as far as practicable, avoid crossing traffic lanes, but if forced to cross a traffic lane, it should do so as far as possible at right angles to the general direction of traffic.
36. A vessel, unless crossing a traffic separation system or entering or exiting a traffic lane, shall generally not enter a traffic separation zone or cross a traffic separation line except:
— cases of emergency to avoid immediate danger;
— cases when it is connected with fishing within the traffic separation zone.
37. Vessels operating near the ends of traffic separation systems must take particular care.
38. The vessel should, as far as practicable, avoid anchoring within the traffic separation system or near its ends.
39. A vessel not using a traffic separation system must keep a sufficient distance from it.
40. Small and sailing ships must not impede the safe movement of other vessels moving in the traffic lane.
41. Vessels proceeding in the traffic separation system, if there is a risk of collision, must be guided by other relevant rules.
— bars of the Vodla and Andoma rivers;
— when entering Pindushi and Perguba;
— in the straits: Lipovo-Zayachy, Longassky, Chelmuzhsky;
— at the Kotnavolotsky site between the red and white buoys;
— on the Longassky section between the Karelsky and Kovylnik islands.
43. All vessels navigating Lake Onega are prohibited from replacing the forward masthead light with a reserve masthead light in the bow of the vessel.
44. In the Kizhi skerries (Garnitsky lighthouse - Cape Leinavolok), with limited (less than 1.0 km) visibility, movement in both directions of displacement vessels equipped with a properly functioning radar, compass and VHF radio station is allowed.
When vessels meet, passage is carried out by a vessel going up the conventionally accepted current. Overtaking vessels in this area with limited (less than 1.0 km) visibility is prohibited.
45. Vessels engaged in the destruction of magnetic compass deviations and radio deviations are required to carry a two-flag signal consisting of the letters “O” (OSKA) and “O” (KEBEC) of the international code of signals (“O” is a two-color panel of red and yellow, divided by diagonals, “O” - yellow cloth). Other vessels must not obstruct the movement of such vessels and are obliged to give way to them.
46. Divergence and overtaking of ships and convoys on the White Sea-Baltic Canal is allowed only on straight sections of the route. Overtaking ships and convoys at a distance of less than 1.5 km from the lock is prohibited.
47. In the sections lock number 1 - lock number 4; Lock No. 16 - Lock No. 17 It is prohibited for passenger motor ships of Project 588 to diverge from other vessels and convoys, except small ones, in cross winds of force more than 8/sec.
48. The divergence of ships and convoys when entering and leaving the locks is carried out only in roadsteads in front of the locks.
49. When passing through the locks of the White Sea-Baltic Canal, boatmasters are required to comply with the “Rules for the passage of ships, convoys and rafts through the locks of inland waterways of the Russian Federation.”
50. Locking of ships on the White Sea-Baltic Canal with winds exceeding 15 m/sec is permitted for ships that ensure safe entry into the lock and maneuvering.
51. Movement of vessels and trains along the White Sea-Baltic Canal in conditions of limited (less than 1.0 km) visibility and in dark time days in areas with unlit conditions is prohibited.
Vessels and convoys equipped with radar, compass and VHF radio stations are allowed to navigate in conditions of limited visibility and at night only along the main shipping channel of Vygozero from the Krainy station to the Nadvoitsy roadstead (1201.0 km - 1243.0 km).
Vessels are allowed to move at night in areas with reflective ONO.
52. The speed of vessels moving through artificial canals should not exceed 8 km/h:
— from gateway No. 1 to gateway No. 5;
— 1140.9 — 1146.9 km;
— 1290.0 — 1295.0 km;
— 1314.1 — 1315.8 km;
— 1330.2 — 1333.0 km.
Note: mileage is indicated according to the Unified State System Atlas of the European part of the Russian Federation, volume 4 of the 1990 edition.
53. One-way sections on the White Sea-Baltic Canal are indicated in the Unified State System Atlas No. 4.
The lock watch supervisors regulate traffic in these areas.
54. Along the route of the White Sea-Baltic Canal, it is prohibited to push two ships with their sides together, with the exception of the section from lock No. 9 to the village of Nadvoitsy, where tugboats of the “Shlyuzovoy” and “BTP” types are allowed to pilot two non-self-propelled vessels (lighters with a lifting capacity of up to 1000 tons) by pushing method with the permission of the Povenetsky RGS dispatcher, in the absence of oncoming traffic on the Telekinka section (1163.6 km - 1196.0 km) and wind force up to 11 m/sec.
55. Passage under the Shizhnensky railway bridge of vessels that do not require lifting of the truss is permitted if there is a free space of at least 20 cm vertically between the highest part of the vessel and the lower edge of the truss.
56. The control of vessel traffic in the section: from the lower decks of lock No. 18 to lock No. 19 is carried out by the duty captain of the Belomorsk seaport captain service.
57. An application for the construction of the Shizhnensky railway bridge is submitted 12 hours in advance, and a floating bridge application 1 hour in advance to the duty captain of the Belomorsky seaport captain service.
58. While waiting for the opening of the railway bridge when moving down, in agreement with the duty captain of the Belomorsky Port Captain's Service, it is allowed to park one vessel at the rows in the lower approach channel of lock No. 18, one vessel at the lower floors and one in the chamber of this lock, subject to the raising of the bridge in two hours.
59. When moving from north to south, no more than two large-tonnage vessels (2000 tons or more) are allowed to pass into the railway bridge drawer:
— one vessel enters lock No. 18;
— the second vessel is moored at concrete “bulls” in the lower approach channel.
60. The movement of small and sailing vessels on the shipping routes of the basin is carried out in accordance with the Navigation Rules according to the GDPR of the Russian Federation.
61. The movement of small vessels and sailing vessels in port waters is prohibited.
62. The movement of small vessels and sailing vessels in the area of Petrozavodsk passenger berths is permitted at a distance of at least 500 meters from them.
63. The movement of vessels under sail along the shipping lane in the Kizhi skerries is prohibited.
64. The passage of self-propelled small vessels through the locks of the White Sea-Baltic Canal is carried out with the permission of the management of the hydraulic structures districts, agreed with the SRSI for the White Sea-Onega basin, and only during daylight hours.
65. Small vessels with faulty engines, sailing vessels without engines, and rowing vessels are not allowed to independently lock.
66. The passage of small vessels through the locks is not permitted under unfavorable meteorological conditions (fog, snowfall, wind over 10 m/sec).
67. Small vessels are prohibited from entering and maneuvering in the approach channels of locks while large vessels are at the lock.
Section 3. Parking of ships and convoys
68. Ship captains and berth owners are responsible for the safety of ships moored at the berths.
69. Parking of vessels at berth No. 7 of the Petrozavodsk port and on the inside of the breakwater at the entrance to the port bucket is permitted in no more than one building each, or two buildings at berth No. 7 or at the wall of the breakwater.
70. Anchorage roads in Lake Onega for ships and convoys are indicated on navigation charts.
71. The anchorages on the White Sea-Baltic Canal are indicated in the Unified State System Atlas No.
Appendix No. 1
State River Navigation Inspectorate for the White Sea-Onega Basin
Address: 185005, Republic of Karelia, Petrozavodsk, st. Rigachina, 9. Phone: (814-2) 79-64-84; 55-74-41. Registration department. Phone: (814-2) 56-12-82.
Onega linear department
Carries out supervisory activities in Lake Onega south of the parallel of the Salostrovsky lighthouse to the source of the river. Svir (946 km) and to the entrance to the Volga-Baltic Canal (receiving Vytegorsky buoy 894.8 km), the Vodla and Andoma rivers. Address: 185005, Republic of Karelia, Petrozavodsk, st. Rigachina, 9. Phone: (814-2)79-65-84.
Povenets linear department
Carries out supervisory activities in Lake Onega
north of the parallel of the Salostrovsky lighthouse, including Tolvui-
Bay, on the White Sea-Baltic Canal and on closed
Address: 186326, Republic of Karelia, Medvezhyegorsky district,
village Povenets, pier.
Telephone: ATS "Reka" in Povenets 2-31.
Appendix No. 2
on ships leaving Lake Onega
This instruction was issued to determine the procedure for ships entering Lake Onega. Permission for ships to leave the ports of Vytegra and Voznesenye is issued by the dispatcher apparatus of the Volga-Baltic State Budgetary Institution for Internal Affairs and Civil Aviation, and from the remaining ports of Lake Onega - by the Belomorsko-Onega State Budgetary Institution for Internal Affairs and Internal Affairs. The previously issued instruction dated May 22, 1996 is cancelled.
1. The instructions apply to all vessels, regardless of their affiliation and form of ownership, sailing in Lake Onega.
2. Travel information, hydrometeorological services for vessel navigation, including storm warnings, are provided by the Belomorsko-Onega State Budgetary Institution for Military Safety and Services at the expense of payment for navigation services for vessels.
3. The shipowner is responsible for preparing the vessel for entering Lake Onega and sailing on it, and the captain of the vessel is responsible for the accuracy of the information transmitted to the dispatcher about the vessel’s readiness for departure.
4. Towing of rafts on Lake Onega is carried out in accordance with the Instructions for the release and towing of rafts in Lake Onega, approved on March 24, 1986.
5. For the purpose of navigation safety, obtaining travel and hydrometeorological information, ships must have constant communication with the control centers of the State Budgetary Institution (Vytegra, Voznesenye, Petrozavodsk, Povenets).
6. Vessels are allowed to enter Lake Onega if the weather forecast is favorable and after the captain’s report on the readiness of the vessel (convoy) to cross the lake, taking into account restrictions on wind and wave conditions in accordance with the River Register documents. Exit without the permission of the GBU dispatcher or the shipowner is prohibited.
7. Exit to Lake Onega is permitted:
7.1. If you have valid River Register documents allowing swimming in Lake Onega.
7.2. Subject to a favorable weather forecast, which must comply with the restrictions prescribed by the River Register.
7.3. With a full set of navigation notices to navigators (NAVIS) and the availability of route information for the exit in accordance with the Regulations on providing navigators and coastal operating enterprises with information about changes in the state of the route, the navigation situation in the White Sea-Onega basin and the procedure for adjusting navigation charts.
7.4. With a complete set of corrected maps and manuals for the navigation area.
7.5. With a certain compass deviation.
7.6. With a load not exceeding the established track dimensions and freeboard height established by the River Register.
7.7. When deck cargo is properly secured.
7.8. In the absence of emergency damage to the hull, devices and mechanisms and in the presence of full supplies in accordance with the Rules of the River Register.
7.9. With properly functioning radar and VHF radio stations.
8. When leaving Lake Onega and while moving, ship captains are required to inform the GBU dispatcher:
— about the time of exit into the lake from all points;
— about the time of approach to the destination;
- about the amount of cargo and passengers.
If the wind strength and wave height exceed the established limit for the vessel, take measures to leave for the nearest shelter, maintaining continuous communication with the GBU dispatcher.
9. Cases of unauthorized entry of ships into Lake Onega are considered as gross violations of these INSTRUCTIONS, and the persons involved in this are held accountable.
Deputy Head of the Belomorsko-Onega State Budgetary Institution of Internal Affairs and Services Head of the GRSI of the Belomorsko-Onega Basin
Deputy General Director of OJSC "White Sea-Onega Shipping Company"
Regulations on providing navigators and coastal operating enterprises with information on changes in the state of the route, navigation
situation in the White Sea-Onega basin and the procedure for correcting navigation maps
State institution Belomorsk-Onega State Basin Administration of Waterways and Shipping (BO GBUVPiS)) through its branches - Povenetsky and Sosnovetsky districts of hydraulic structures (PRGS, SRGS), the Port Captain Service (SKP) Belomorsk, Onega District of Waterways (ORVP) and Basin Node Communications and Radio Navigation (BUSR) promptly notifies all ships and coastal services related to the organization of fleet traffic of all changes in shipping conditions, issuing the following documents:
1. TRAFFIC SHEET FOR THE WHITE SEA-BALTIC
Issued on Mondays together with the Povenetsky and Sosnovetsky districts of hydraulic structures from the moment the navigation on the White Sea Canal opens until its closure.
Dispatchers PRGS and SRGS daily exchange received information about the state of the track for its inclusion in the waybill after agreement with the track and ship services service of the State Budgetary Institution of Civil Aviation and Services.
The waybill for the tailwaters of locks No. 1 - No. 19, side routes of Vygozero, as well as approaches to the berths indicates the name, actual dimensions of the ship's passage, data on changes in the shipping situation, characteristics of navigation conditions in the most difficult areas, places of operation of dredgers and other information . Data on the dimensions of the shipping channel at the approaches to non-public berths are entered into the waybill based on the results of trawling carried out on contractual terms.
Waybills are handed over to the watch assistants of the captains of ships entering the canal from Lake Onega or the White Sea, at lock No. 1 or No. 19, respectively. The watch officer confirms receipt of the waybill by making an entry in the issue log or via VHF radio communication. The waybill is sent by mail to the dispatcher of JSC "BOP", to the navigation safety service (SBS) of JSC "BOP", the port of Nadvoitsy, to the duty master of loading and unloading operations of the Segezha cargo section of the port of Nadvoitsy and to the Povenetsky linear department of the GRSI BOB - Povenetsky district of hydraulic structures, and in Belomorsky cargo section of the port of Nadvoitsy and SKP - Sosnovets district of hydraulic structures.
Both districts send waybills to BO GBUVPiS for control.
The waybill in Segezha for the transit and assigned fleet is transmitted by radio by the duty master of loading and unloading operations of the Segezha cargo section of the port of Nadvoitsa at the request of navigators.
2. INFORMATION OF BOAT BOARDERS ABOUT INFORMATION NOT INCLUDED IN THE ITINERARY
Timely informing of navigators about information that is not included in the waybill and is important for navigation safety is carried out via VHF radio communication in the following order:
a) The heads of the lock watches, upon communication from the SRGS and SRGS dispatchers, inform all vessels along their route in both directions about the status of the route and make an entry in the lock watch log.
b) Information about travel conditions in the pool between locks No. 9 - No. 10 (along the Povenets - Belomorsk highway) is provided by the watch chiefs of lock No. 9 and lock No. 10. The watch chief of lock No. 9 informs all ships heading north, and the watch chief of the lock No. 10 - all ships heading south. Information about travel conditions along the specified route to gateway No. 10 comes directly from the PRGS dispatcher and the SRGS dispatcher.
c) According to the dispatcher, the track foreman or the captain of the support vessel of the Povenets RGS, information about the travel conditions for ships being processed at the points of Vygozero or proceeding from these points is transmitted by the port of Nadvoitsa with registration in the log and on the ship.
3. INFORMATION SHEET
The information sheet is issued only by the Onega Waterways District (ORWP) on the first working day of each month from the opening of physical navigation until its closure. It indicates the water levels above the design ones at the water stations of Petrozavodsk, Podporozhye (Vodla River), Povenets, the minimum actual dimensions of the route at the entrances to the lips and in the straits of Lake Onega, the depths at cargo and passenger berths at the points of Lake Onega and the river. Vodla, on raids for loading timber into ships on the Vodla, Andoma rivers and points on Lake Onega, determined based on the results of trawls carried out on a contractual basis.
Based on these data, the dispatch service of OJSC “BOP”, its divisions and third-party organizations, before the release of the next information sheet, themselves calculate the change in depths on the corresponding date, taking into account fluctuations in levels indicated weekly in the information bulletins of BO GBUVPiS.
The information sheet is sent by Onega RVP to the following addresses: 2 copies. at OJSC "BOP" (dispatcher apparatus, navigation safety service), 2 copies. to the Petrozavodsk port (dispatch apparatus, passenger agency), to the Onega linear department of the shipping inspection, the director of the port of Medvezhyegorsk, the Voznesensky dispatching area of the Svirsky RGSiS, senior dispatchers of the Vytegorsky RGSiS and Povenetsky RGS, the Shalsky cargo section of the Petrozavodsk port, BO GBUVPiS and upon requests from other third-party organizations .
4. RADIO NEWSLETTER
Issued by Onega RVP on the 10th, 20th, and 30th of each navigation month. The radio bulletins indicate the minimum actual depth and width of the limiting navigable sections, as well as once a month on the 10th day, the minimum radii of curvature of ship passages with the following code name of the routes:
- first - Kizhi skerries: Garnitsky lighthouse - Kizhi;
- second - Kizhi skerries: Kizhi - Velikaya Guba;
- third - Kizhi skerries: Kizhi - Leinavolok;
- fourth - Vegoruksky Strait;
- fifth - bar of the Andoma River;
- sixth - Vodla River: Ustye - Steklyannoye;
- seventh - Vodla River: Steklyanoye - Semenovo;
- eighth - Vodla River: Semenov - Podporozhye;
- ninth - Chelmuzh Strait.
Radio bulletin No. 1 indicates the full name of these routes; in the future they are transmitted only under code numbers.
The information radio bulletin is sent to the following addresses: dispatchers of OJSC "BOP" and the Petrozavodsk port, the Onega linear department of the shipping inspection, the passenger agency and the Shalsky cargo section of the Petrozavodsk port, senior dispatchers of the Vytegorsky RGSiS and Povenetsky RGS, the port of Medvezhyegorsk, the Voznesensky dispatch area of the Svirsky RGSiS and BO GBUVPiS, to all ship captains.
The radio bulletin is transmitted to all ships in a circular manner via VHF radio communication from Petrozavodsk, Povenets, Shaly and Belomorsk, in accordance with the “Instructions for organizing and maintaining radio communications. ", as well as upon requests from courts at any time during the period of validity of this radio bulletin.
Responsibility for the timely transmission of information radio bulletins rests with the Basin Communications and Radio Navigation Center.
5. NOTICES TO NAVIGATERS ON LAKE ONEGA
To promptly provide information to navigators about changes in navigation conditions on Lake Onega, which are of a temporary nature - the dislocation of the technical fleet, the short-term absence of a sign or the non-lighting of a navigation light, the detection of obstacles on the navigation route that are dangerous for the navigation of vessels, the Onega RVP transmits through the radio stations of the Basin Communications and Radio Navigation Center numbered alerts for all vessels located in Lake Onega, r. Vodla and Andoma, dispatcher of OJSC "BOP", the ports of Petrozavodsk, Medvezhyegorsk, Shalsky cargo section of the Petrozavodsk port, senior dispatchers of the Vytegorsky RGSiS and Povenetsky RGS, Voznesensky dispatch center of the Svirsky RGSiS, passenger agency of the port of Petrozavodsk, Onega linear department of shipping inspection, navigation safety service of JSC "BOP", BOGBUVPiS - by telegraph, fax or telephone. Notifications are transmitted to ships via VHF radio communication from Petrozavodsk, Shala and Povenets in circular terms in accordance with the “Instructions for organizing radio communications. ” and upon expiration are canceled in subsequent alerts. All changes in navigation conditions of a permanent nature are immediately reported by the Onega RVP only to the BO GBUVPiS for the issuance of uniform procedural notices for the basin.
6. NOTICES TO NAVIGATERS
Based on messages from the Onega RVP, Povenetsky and Sosnovetsky RGS, SKP Belomorsk about changes in navigation conditions of a permanent nature, the route and ship services service of the BO GBUVPiS issues uniform numbered serial notices to navigators along the canal and Lake Onega, transmitted through the radio stations of the Basin Communications and Radio Navigation Center via VHF- radio communications from Petrozavodsk, Shala, Povenets and Belomorsk in circular terms - following the weather forecast for all ships. To the dispatcher of OJSC "BOP", the ports of Medvezhyegorsk, Nadvoitsy, Petrozavodsk, the Shalsky cargo area and the passenger agency of the Petrozavodsk port, the dispatchers of the Volga-Baltic GBUVPiS, the Povenetsky RGS, Vytegra and Voznesensky dispatch area of the Svirsky RGSiS, the linear departments of the GRSI BOB in Povenets and Petrozavodsk, the security service navigation of JSC "BOP" and "SZP" - via telegraph communication channels of Rosrechflot.
Temporary warnings issued by ORVP are not duplicated by the State Budgetary Institution for Internal Affairs of Ukraine.
Based on uniform serial numbered notices, navigators must make permanent or temporary (depending on the nature of the information) corrections of navigation charts and manuals.
The dispatch services of OJSC "BOP" and line enterprises must maintain files of waybills and notices, and on ships, journals of notices to navigators and files of waybills.
Captains of ships traveling to Lake Onega from other basins receive notifications about travel conditions from the duty dispatchers of the Volga-Baltic State Budgetary Institution of Civil Aviation and Services - Vytegra, the Voznesensky dispatch center of the Svirsky Regional State University of Civil Aviation and Services, or by radio through the dispatchers of the BO GBUVPiS.
The Basin Communications and Radio Navigation Center is responsible for the timely transmission of notices by radio.
7. OTHER INFORMATION
Based on daily data from PRGS, SRGS, ORVP, the track and ship services service of the BO GBUVPiS publishes a newsletter once a week on Mondays and sends it by mail to the following addresses: OJSC "BOP", GRSI BOB and the Volga-Baltic State Basin Administration of Waterways and Shipping.
Payment for navigation information, with the exception of winter corrections and separately performed work, is included in the navigation fee rate.
Proofreading of Volume 4 of the ITS Atlas, maps of the Vodla River, diagrams published by BO GBUVPiS, as well as maps of Lake Onega and books 2001, 1001 edition of GUNIO MO, is carried out by BO GBUVPiS in December - February after approval of the layout of navigation fence signs for the upcoming navigation.
The text of the proof with inserts is sent by mail to all interested organizations and departments upon special requests, for a fee.
During the navigation period, in order to issue the next notice to navigators on the Unified Deep-Water System, BO GBUVPiS monthly sends proofreading materials about all changes in the navigation fence that occurred during the month in the basins of the White Sea-Baltic Canal and Lake Onega to the dispatch information point of the Unified State System in Nizhny Novgorod, including the Vodla and Andoma rivers.
The same materials are sent monthly:
— to military unit 81357 and its subdivision, military unit 20835, for issuing IM DKBF and correcting navigation maps;
- to the proofreading departments of shipping companies:
JSC "BOP" Petrozavodsk, JSC "Northern River Shipping Company" Arkhangelsk;
- in 280 Central Cartographic Production;
— to the Povenets district of hydraulic structures;
— to the Sosnovetsky district of hydraulic structures;
- Captain of the port of Belomorsk.
in the White Sea-Onega basin G. Voskoboynikov
Appendix No. 4 Certificate of transport accident
The transport accident report must contain the following mandatory information:
1. Year, date, month, information about the compilers (position, surname, first name, patronymic, and for witnesses - place of residence of each).
2. Basic data on transport facilities and hydraulic structures (name, type, power, carrying capacity, dimensions, type of cargo, etc.).
3. Information about the watch commanders who participated in the transport incident (position, age, special education, total work experience in river transport, in command positions and positions held, work diploma or certificate, date of receipt and by whom they were issued).
4. Hydrological characteristics of the area where the transport accident occurred, weather conditions, visibility, dimensions of the navigation channel and their compliance with the declared ones, the presence of navigation signs in regular places and their compliance with regulatory requirements, etc.
5. Assessment of actions before a traffic accident and circumstances related to it.
6. Circumstances of the transport accident (detailed description of the incident indicating the sequence of all maneuvers, speed, orders, commands, signals, etc.).
7. Subsequent actions of the crew, including actions to eliminate the consequences of a transport accident, rescue people and cargo.
8. Number of injured or dead people, their surnames, first names, place of residence, year of birth.
9. Damage to the hull, mechanisms, propulsors, steering devices, which must be documented in the “Ship Technical Report”.
10. Consequences of damage (flooding of compartments, loss or damage to cargo, environmental pollution, possibility of movement, etc.).
11. Compliance of rafting of the raft and equipment with the requirements of rafting and raft formation.
The first copy of the transport accident report with attachments is sent to the line department of the shipping inspection, the second and third - to the owners of transport facilities, copies of the reports remain with the participants in the transport incident.
The following documents are attached to the transport accident report:
— an extract from the watch (ship's) log for the time, including the actions of the watch commander before the transport accident, at the time of the incident and after it;
— an extract from the machine and other logs, if their maintenance is provided for by the published transport facility and if necessary;
— explanatory notes from all involved persons, primarily from those on watch, and witness statements, if any;
— a diagram indicating the location of the transport accident, as well as the sequential locations of transport facilities, etc.;
— a copy of the navigation map of the accident site;
— ship technical report;
- other documents and material evidence related to the transport incident (copies of radiograms, orders, directions, course charts, photographs, tachograms, reports of trawling or depth measurements, failure of mechanisms, devices, instruments, acts of acceptance of the raft for towing, emergency assembly wood, etc.).
All submitted documents must be certified by the signature of the captain (commander) of the transport facility and sealed with the ship's seal.
Appendix No. 5
List of information on a traffic accident,
transferred to the State River Shipping
inspection, dispatch apparatus.
1. Date, time, name of the transport facility, affiliation.
2. Location of the incident (coordinates, mileage according to the Unified State System Atlas No. 4, locality, hydraulic structure, etc.)
3. Where and where the transport object is going, in cargo or ballast, the type of cargo and its quantity, the number of passengers, information about the vessels of the train, its general dimensions and draft.
4. Weather conditions, wind direction and strength, waves, visibility.
5. Availability of navigation signs in regular places and their serviceability.
6. Information about the watchmen in the wheelhouse and engine room (last name, first name, patronymic, position, diploma).
7. Brief information about the other object of the transport accident.
8. Information about the incident (type of transport accident, presence and nature of damage, casualties and injuries to people, environmental pollution).
9. Other information that allows you to assess the transport incident and make a decision on the need to attract technical means to provide assistance and eliminate the consequences.
1. The acquisition by ship-owning organizations of the peculiarities of movement and mooring of vessels in the waterway of the White Sea-Onega basin is carried out at the State River Shipping Inspectorate for the White Sea-Onega Basin.
2. Reproduction of traffic and vessel moorings in the White Sea-Onega basin is prohibited.
Petrozavodsk LEV (fax 70-59-36) OLISV (fax 796-282) CR (56-09-03), (77-50-70), Vytegra LEDV, Medvezhyegorsk OLISV (2-37-51), Sosnovets, Povenets LEGSV, all KS
Notice NR 4 dated 05/14/08
According to the order of the head of the Department of the North-West Water Resources and Mineral Resources Atlashkin for NR 32 dated May 14, 2008, paragraph 4 of the general provisions “Peculiarities of traffic, mooring of vessels along the inland waterways of the White Sea-Onega Basin” was cancelled.
Search and determination of the vessel's position
based on data from AIS. All vessel positions, departure from the port and arrival at the destination port in real time.Attention! Court positions sometimes they may not correspond to real ones and lag behind by an hour or more. All coordinates of vessel positions are presented for informational purposes only. Search data from AIS cannot be used for routing
When searching, you will find accurate information about the movement of ships on the map according to the data AIS and you can see their photographs. In order to find a ship, select a sector on the map where the number of ships currently located there is indicated. We click, for example, on the region of Europe and get the picture that you see above.
If you zoom in on the area, you will see specific vessels. The map receives updates every few seconds. When you hover your cursor over a ship, you can see its name; on the site you can get other information you are interested in for searching.
To find the ship you are interested in, enter the name of the ship and, if possible, its location in the search bar and press the search key. The AIS map will show the vessel's position in real time.
This map informs not only about ships, but also the cargo carried on them, which can be useful to ship charterers. Stay with us and not a single ship will be lost.