Dislocation of vessel traffic in the Kama basin. Vessel traffic on-line in real time (AIS)

Specialty HAC RF05.22.19
Number of pages 197

1. Research of the fleet traffic dispatching control system in the State Budgetary Institution "Volgo-Balt".

1.1. Analysis of production activities in the field of shipping management.

1.2. Analysis of the existing fleet traffic dispatching control system.

1.3. Retrospective analysis of theoretical studies on fleet traffic dispatching control.

2. Improving the organization of the movement of the fleet across the St. Petersburg bridges.

2.1. Analysis of the technological process of guiding ships through the St. Petersburg bridges.

2.2. Development of a simulation model for the movement of ships across the St. Petersburg bridges.

GBU "Volgo-Balt".

3.1. Development of information and software for the model.

3.3. Evaluation of the economic effect of the proposed solutions.

Recommended list of dissertations in the specialty "Operation of water transport, navigation", 05.22.19 VAK code

Increasing fleet efficiency in lock systems 2011, candidate of technical sciences Shishkin, Alexander Alekseevich
Improving the organization of the passage of ships through lock systems: on the example of VDSK 2008, candidate of technical sciences Gusev, Dmitry Evgenievich
Conceptual model for building an automated vessel traffic control system in the Nevsky-Ladoga area of waterways and navigation of the Volga-Baltic waterway 2002, Candidate of Technical Sciences Brodsky, Evgeny Lazarevich
Business Case for Fixed Navigation Duration and Path Service Rates 2000, Candidate of Economic Sciences Pastushchak, Oksana Aleksandrovna
Mathematical Support for Optimizing the Structure of Automated Information Systems in River Automated Control Systems 2007, Ph.D. Kholin, Alexey Vyacheslavovich

Introduction to the thesis (part of the abstract) on the topic "Development of the dispatch control system for the movement of the fleet in the State Budgetary Institution "Volgo-Balt""

The Volga-Baltic Waterway (VBVP) is the main waterway 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 management waterways and navigation (GBU "Volgo-Balt").

The operation of river transport, the speed of delivery of goods and passengers, and the safety of navigation along the VBVP highway depend on the clear and coordinated work of the divisions and services of the State Budgetary Institution "Volgo-Balt".

IN last years new requirements are imposed on the operation of the State Budgetary Institution "Volgo-Balt" and, in particular, on the existing system of fleet traffic dispatch control. The reasons for this are the following factors: the revival of the Russian economy; increased 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, the long-term underfunding of the VBVP has led to the fact that this route in its current state does not provide economically efficient and safe navigation, cannot cope with annually increasing cargo flows and does not meet the challenges of long-term development.

The system of fleet traffic dispatch control currently established in the State Budgetary Institution "Volgo-Balt" does not fully meet the needs of the participants in the transport process: the dispatching apparatus is not able to check the information coming from the ships; does not have means of monitoring the speed of movement of ships in regulated areas and the placement of ships in the roads and at the berths in the Neva River basin; not secured modern means to transfer information to adjacent basins, etc. Other participants in the transport process also experience a lack of information: skippers, shipowners and agents, management structures and other organizations.

An analysis of the passage of vessels along the VBVP shows that the Nizhnesvirsky sluice, the Northern slope of the VBVP and St. Petersburg bridges have remained the busiest, limiting sections over the past years.

In peak months, the loading of the Nizhnesvirsky sluice and the sluices of the Vytegorsk stairs ranges from 80 to 100%, which significantly exceeds the approved standard. The Neva bridges are also extremely loaded with ship wiring; half of the navigations of 2002 and 2003 their carrying capacity did not meet the needs of shipowners in guiding ships.

The maximum use of the throughput capacity of the WWTP facilities during the peak months of navigation, their unsatisfactory technical condition entails large fleet downtime, the losses from which are estimated in millions of dollars. The accumulation of the fleet in anticipation of locking and drawing bridges creates a threat of emergencies along the entire waterway.

The foregoing confirms the need to develop a fleet traffic dispatch control system on the VBVP route.

The most problematic and insufficiently developed task in this area is to increase the number of fleets passing through the St. Petersburg bridges in a specified time interval.

Compared to 1996, the traffic flow across the Neva bridges more than doubled and in 2002 exceeded 7.1 thousand units. for navigation. As a result, the intensity of fleet traffic across the bridges increased: from 51.6 thousand ships per year to 100.5 thousand ships per year. On some days, the number of applications for pilotage reached 100. The situation is complicated by possible interruptions in navigation through the bridges due to official public holidays, weather conditions and emergencies, such as the accident of the ship "Kaunas" in August 2002.

Currently, the following projects are 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 a 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 caravans of ships by carrying out activities provided for by the Neva-2000 program;

Construction of vessels with reduced surface dimensions and switching to them of a part of the transit cargo flow;

Construction of an alternative waterway "Ladoga-Finnish Gulf" bypassing St. Petersburg.

All of these projects require large capital investments and long implementation periods. In conditions of limited funding, the use of simulation methods for solving this problem is of particular relevance.

Thus, to solve the tasks set, it is necessary to conduct special studies, and therefore the topic of the dissertation work is relevant.

The object of the dissertation research is the ships on which dispatch control is carried out, 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 piloting of ships across the St. Petersburg bridges.

In accordance with the above, the purpose of the dissertation work is to develop directions for the development of the fleet traffic dispatch control system in the State Budgetary Institution "Volgo-Balt" and means to increase navigation through the Neva bridges.

To achieve this goal, the research should:

Analyze the production activities of the State Budgetary Institution "Volgo-Balt" in the field of shipping management;

Investigate the existing fleet traffic dispatching control system;

To form directions for the development of the fleet traffic dispatching control system;

Perform a retrospective analysis of theoretical studies on fleet traffic dispatching control;

Analyze the technological process of escorting ships across the St. Petersburg bridges;

Develop a simulation model for the movement of ships across the St. Petersburg bridges and its information and software;

Determine the directions of modernization of the information system of the State Budgetary Institution "Volgo-Balt";

Perform testing of the simulation model;

Assess the economic efficiency of the proposed solutions.

To solve the tasks set in the dissertation work, the 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 paper uses: extensive statistical material on cargo flows, ship flows and deployment of the fleet on the VBVP for the period 1996-2003, accumulated in the State Budgetary Institution "Volgo-Balt"; financial documents of shipping companies; data of domestic and foreign periodicals and Internet publications on the problems of ship traffic dispatching control.

The dissertation work consists of an introduction, three chapters and a conclusion with a total volume of 197 pages, including: 20 tables, 27 figures, a bibliographic list of 109 titles and 33 pages of applications.

Dissertation conclusion on the topic "Operation of water transport, navigation", Mudrova, Olga Mikhailovna

Conclusions on the third chapter.

1. In clause 3.1. a new scenario of the user's work in the "Dislocation" subsystem was proposed and a corrected block diagram of the process of organizing the piloting of ships across bridges was presented, taking into account the developed software module. The choice of information and software of the "Imitation" module was also substantiated, taking into account the features of the current information system.

2. The completed approbation 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 a busy day, on average, increases the passage of ships from inland waterways through the Neva bridges by two ships per day.

3. Based on the results of calculating the commercial effectiveness of the project, a conclusion was made about its feasibility.

Conclusion

The Coordinating Council of the North-West Association on the issue “On the state of the inland waterways of the North-West of Russia and increasing the capacity of the Volga-Baltic waterway”, a meeting of which took place in April 2003, recognized the inconsistency between the requirements for the WWTP 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 up to 2015, although they recognize the disastrous state of waterways and the threat of man-made disasters on shipping facilities, at the same time pose the task of a high quality level for the transportation of multimillion-dollar cargo flows of international transport corridors, without providing for the necessary funding.

In 2005, an increase in the transportation of goods along the VBVP up to 18.0 million tons is forecasted. In accordance with the agreements signed at the government level in 2000, an increase in traffic is also expected in the period up to 2010.

The maximum use of the throughput capacity of the WWTP structures causes large demurrage of ships, the losses from which have increased significantly in recent years, and adversely affects the safety of navigation.

The implementation of measures for the reconstruction of the Volga-Baltic waterway is assigned beyond the limits of 2010.

The current situation requires the adoption of urgent measures to improve the fleet traffic dispatch control system and increase the throughput capacity of the VBVP structures. A special place in this series is occupied by improving the safety of vessel 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 performed in the dissertation, the main purpose of which is to develop directions for the development of the fleet traffic dispatch control system in the State Budgetary Institution "Volgo-Balt" and means to increase navigation through the Neva bridges.

In accordance with the goal in 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 the management of shipping.

The dynamics of cargo flows and ship flows has been analyzed since 1996. The following trends have been identified:

Uneven distribution of cargo flows and their orientation towards the Baltic;

The dependence of traffic dynamics on the demand for export goods in international markets, changes in tariffs for competing modes of transport and tariffs for the handling of river-sea vessels in seaports;

Steady growth in dry cargo, passenger and towing fleets except for 2000 and high traffic density.

In addition, it was found that from 2000 to 2002. the time spent by the courts for the passage of the EBP increased by a day.

An analysis of the passage of ships through the locks showed that the main reason for the idle time of the cargo fleet in anticipation of locking is the increase in the traffic of the passenger fleet, which has priority service. In conditions of almost complete use of the capacity of locks, the “price” of their decommissioning for troubleshooting and 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 close to the maximum level of loading of the system in 1989.

Based on the results of the analysis of the passage through the St. Petersburg mines, the following conclusions were drawn:

The number of vessels passing through the Neva bridges is steadily growing, since 1996 this figure has more than doubled;

The number of days with refusals to pilot ships is increasing;

High traffic intensity of the fleet on the section of the Neva bridges.

The main objectives of dispatch control are to ensure the safety of navigation and accelerate the advancement of the fleet on the VBVP.

The main principle of vessel traffic management in the Volgo-Balt State Budgetary Institution is to ensure continuous centralized control over the safe movement of the fleet, regulation of its movement in areas difficult for navigation, taking into account the state of waterways and navigational conditions.

As part of the fleet traffic dispatch control, the following areas are distinguished:

Operational control of the deployment of the fleet;

Regulation of passage of ships through locks;

Management of navigation through the St. Petersburg bridges;

Vessel traffic control in regulated areas;

Regulation of the movement of ships in the lakes of category "M" and the exit of ships 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 workflow are identified, the main reasons that reduce the quality of management and possible ways to eliminate them are noted.

Thus, it was found that the direct object of the operational dispatch control in the State Budgetary Institution "Volgo-Balt" is the ships, 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.

Effective work the dispatching apparatus of the State Budgetary Institution "Volgo-Balt" depends on the following factors: the technical condition of the waterway, hydraulic structures and ships; the level of equipment with means of communication of control points and ships; the level of equipment of dispatching stations with computer technology; the degree of awareness of the dispatching apparatus about the situation on the route; the level of qualification of specialists of the State Budgetary Institution "Volgo-Balt".

As part of the dissertation, it was revealed that the existing fleet traffic dispatching control system implements all the functions assigned to it, but does not contribute to a further increase in the throughput capacity of the route and ensuring the safety of navigation.

To study possible ways to improve the efficiency of the dispatch control system, a retrospective analysis of theoretical studies 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 the deployment of the fleet, the tasks of scheduling the passage of ships through the lock systems and normalizing the waiting for locking have found their application in the work of the State Budgetary Institution "Volgo-Balt".

On the contrary, such studied areas as automatic collection and transmission of information from ships, the tasks of simulation modeling and optimization of navigation through lock areas, operational control of fleet traffic at economical speeds remain unclaimed.

An insufficiently explored direction is the management of the movement of the fleet through the St. Petersburg bridges. This is facilitated by the following factors: 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; the prevailing opinion is that the only way out is to increase the distribution time, or to implement expensive projects, such as the construction of an alternative waterway bypassing St. Petersburg.

Taking into account the tasks of the modern economy and the level of development of information and communication technologies, further development of research in the field of dispatch control of the movement of the fleet is required.

Thus, it is substantiated that in the current economic conditions for the northwestern region, the task of improving the organization of the passage of the fleet through the St. Petersburg bridges is the most relevant.

To develop proposals for improving the organization of the passage of the fleet through the Neva bridges, an analysis of the technological process of escorting ships was carried out.

In the practice of Volgo-Balt State Budgetary Institution, this process is conditionally divided into preparatory, organizational, executive and final stages.

The main restrictions imposed on the technological process of escorting ships are established, and it is concluded that, in general, it provides safe escort of ships in the amount regulated by regulatory documents. However, given the growth in prospective traffic flow and the statistics of traffic accidents, the following shortcomings were noted in the organization of escorting ships across the Neva bridges:

Within the framework of the current information system, forecasting of the moment of approach of ships to bridges is not carried out, taking into account specifications vessels and features of sections of the waterway;

The arrangement of ships in the caravan is carried out without taking into account the distances between raids;

When drawing up a plan for escorting ships through bridges, one variant of wiring is mainly considered, which may not be optimal;

Refusals from wiring can come up to the moment of drawing bridges;

Periodically, there are delays in the construction of bridges due to technical problems and through the fault of car owners and railway workers (Finlyandsky Bridge);

There is a lack of operational raids.

Some of the above shortcomings can be eliminated by developing the existing information system and including an additional module in it that simulates a complex stochastic process of piloting ships, on the basis of which an optimal piloting plan will be drawn up.

The concept of the developed simulation model is based on the fact that the draw spans of the Neva bridges are a queuing system, the work of which is to process the incoming flow of applications. The purpose of the functioning of the system under study is the maximum number of ships allowed to pass through the bridges, while fulfilling the restrictions and priorities established by regulatory documents, taking into account the safety of navigation.

Received applications are serviced by the system or are refused with mandatory processing on the next day. Thus, there is a single-channel single-phase QS with waiting and priority. The receipt of applications and the time of their processing are random variables. In general, there is a stochastic transport process, in which both overloads and downtime of the service system are possible.

As a means of solving the problem, the simulation method was chosen.

Variable characteristics in the model, due to which the number of ships that passed the bridges can be increased, are the speed of the caravan (at the expense of the lead ship) and the point of temporary mooring of ships in anticipation of bridges.

Thus, the scientific substantiation of the formation of a caravan of ships, taking into account the technical characteristics of the ships and the location of the roadsteads, is carried out in the work.

When implementing the simulation model in operation, for each vessel that has submitted an application for pilotage, the forecast of the following values is performed: travel time in the sections of Lake Ladoga and the Neva River; moment of approach to the mooring point; the moment of the beginning of the movement in the wiring; moment of passing the first bridge; the moment of passing the last bridge.

To evaluate the statistical hypothesis regarding the law of distribution of the duration of the course of ships along the sections of the route, the corresponding statistical samples were formed for the ships of the main types passing through the bridges. As a result of processing the generated variational series, it was found that the travel time is 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 permutations of ships by mooring points and the operation of permutation of ships by mooring points are performed in the model by means of combinatorial analysis.

The development of the simulation model was based on an object-oriented approach. In this task, four objects were identified: "Ship", "Bridges", "Setting period" and "Virtual plan", operations performed on objects, and rules for their interaction were established.

The result of the implementation of the QS for ship servicing is presented in the form of a list of ships indicating the order of their passage through the bridges, the point and time of the start of the movement of each vessel in the layout, the time of passage of the first and last bridge.

The model is constructed in such a way that with each change in the operational data on the list of vessels ready for laying out, at the request of the dispatcher, it forms a new optimal plan.

The model uses one of the main advantages of simulating the transport process on a computer: by enumeration of various options, a wiring plan is formed that meets the specified restrictions. These actions are implemented in the "Imitation" module of the "Deployment" subsystem.

The use of the simulation model required changes in the methodology for drawing up a plan for the piloting of ships and the process of organizing the piloting of ships through bridges, as well as developing a new scenario for the user of the "Dislocation" subsystem.

The source code of the "Imitation" module was developed by the author in the Delphi programming language.

Implementation of the proposed solution is possible only within the framework of the information system of the State Budgetary Institution "Volgo-Balt". However, the effective functioning of the model requires the modernization of the existing information system. The prerequisites for modernization are also the above-mentioned shortcomings of the existing fleet traffic dispatching control system.

Based on the results of the analysis of the current information system, the following ways of its development based on information technologies were formulated:

1. Connection to the computer network of the State Budgetary Institution "Volgo-Balt" of control rooms, including operator rooms at gateways

2. Implementation of information and technical systems for ensuring the safety of navigation, using the achievements of radio electronics and computer technology, the creation and development of the VBVP VTS.

3. Application of geographic information technologies for the presentation of dispatching information.

4. Organization of the Web-site of the State Budgetary Institution "Volgo-Balt" and the use of WWW technology for presenting data.

5. Upgrading the DB2 DBMS version.

6. Development of the automated control system of the State Budgetary Institution "Volgo-Balt" and automation of workflow.

At the end of the dissertation research, approbation and evaluation of the effectiveness of the proposed solutions were carried out.

Approbation of the simulation model was carried out on the basis of the statistical base for pilotage of vessels for 2002 and 2003. Two days with wiring failures were chosen as the basic options.

Comparison of the predicted and actual piloting plans was carried out according to the following indicators: the number of submitted applications for piloting n fleet units; tonnage of ships declared for bridge draw; the number and tonnage of ships passing through the bridges per day; total downtime of ships waiting for bridges to be drawn; the start and end time of the caravan movement across the bridges.

As a result, it was found that during the two days under study it was possible to additionally pass five ships through the bridges. At the same time, the total downtime of the fleet in anticipation of deployment was reduced by 157 days.

In general, the approbation of the model was carried out for all days with failures in the piloting of ships for the last two navigations. This led to the conclusion that the use of the simulation model, on average, increases the passage of ships from inland waterways through the Neva bridges by two vessels per day.

The performed approbation of the model showed: the functional completeness of the model; compliance of the model with the specified constraints; sufficiency of information support; software performance; satisfactory performance of the machine implementation of the model; visual presentation of output information.

To assess the economic efficiency of the proposed solution, the financial consequences of the project for its participants - shipowners and SBU "Volgo-Balt" were calculated.

The calculation was carried out according to the following enlarged scheme:

Justification of the duration of the estimated period of the project;

Forecasting the volume of transported cargo by types of vessels by year of the billing period;

Implementation of the forecast of cash inflows and outflows for each project participant by years of the billing period;

Determination of the gross profit by years of the billing period for each project participant.

State Budgetary Institution "Volgo-Balt" for the implementation of measures to speed up navigation through the Neva bridges does not receive additional income. The obtained calculations allow us to say that it is necessary to consider the issues of incentives for the State Budgetary Institution "Volgo-Balt" for carrying out measures to speed up navigation through the Neva bridges.

According to the results of the billing 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 directed to the development of waterways.

Thus, the creation of a simulation model for the movement of ships across the St. Petersburg bridges can be recognized as an effective project, the application of which will allow:

Increase the number of fleets and reduce the queue of ships waiting for bridges;

To expand the information base of the dispatcher for drawing up a plan for piloting vessels and to increase the validity of managerial decisions;

Automate the drawing up of a ship piloting plan;

Get 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 dispatching apparatus of the NRS of the State Budgetary Institution "Volgo-Balt" in organizing the movement of the fleet across the St. Petersburg bridges.

Thus, the defense is:

Proposals for the development of the dispatch control system in

GBU "Volgo-Balt";

Scientific substantiation of the organization of the technological process of piloting vessels through bridges, taking into account the technical characteristics of the vessels and the location of mooring points;

A new methodology for drawing up a plan for escorting ships across the Neva bridges;

Simulation model of the movement of ships across the Neva bridges;

Directions for the modernization of the information system of the State Budgetary Institution "Volgo-Balt".

Please note that the scientific texts presented above are posted for review and obtained through original dissertation text recognition (OCR). In this connection, they may contain errors related to the imperfection of recognition algorithms. There are no such errors in the PDF files of dissertations and abstracts that we deliver.

Search and determination of the position of the vessel

based on data from AIS. All positions of ships, departure from the port and arrival at the port of destination in real time.

Attention! Vessel positions sometimes they may not correspond to the real ones and lag behind by an hour or more. All vessel position coordinates are provided for informational purposes only. Search data from AIS (AIS) cannot be used for route planning

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 photos. In order to find a ship, select a sector on the map, where the number of people in it is indicated. this moment courts. We click with the mouse, for example, on the region of Europe and get the picture that you see above.

If you zoom in, you will see specific vessels. The map receives updates every few seconds. When you hover over the 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, you should enter the name of the ship and, if possible, its localization in the search bar and press the search key. The AIS map will show the position of the vessel in real time.

This map informs not only about the ships, but also about the cargo carried on them, which can be useful for ship charterers. Be with us and not one ship will be lost.

Draft Regulations

POSITION

on dispatching regulation and control over

traffic on the Volga-Baltic waterway

Terms and abbreviations used in the text

GDP – Inland waterways of the Russian Federation – Russian Federation EC – European part of the USS – Unified deep water system WWWP – Volga-Baltic waterway SBU “Volgo-Balt” – State institution “Volga-Baltic State Basin Administration of Waterways and Navigation” RWPiS – Water area RGSiS - Area of hydraulic structures and navigation GRSI on NWB - Branch - State river navigation inspection for the North-Western basin – Basin communication center for OD and SS along the NWB SP – Features of the movement and parking of ships along the shipping lanes of the North-Western Basin. NRS - Nevsky Shipping Area CDS - Central Dispatch Service of the Ministry of Transport of the Russian Federation - Ministry of Transport of the Russian Federation – Federal security service BOGU on IWT – Basin body of state administration on inland water transport VTS MAP – Vessel traffic control service of the Maritime Administration of the Port of St. Petersburg

1. General provisions

1.1. This "Regulation on dispatching regulation and control of vessel traffic on the Volga-Baltic waterway" (hereinafter referred to as the "Regulation") has been developed in accordance with the "Regulation on the dispatch control of vessel traffic on inland waterways Russian Federation", approved by the order of the Ministry of Transport of the Russian Federation dated 01.01.2001 No. 55.

1.2. The requirements of the "Regulations" apply to ships of all organizations, both legal entities and individuals (hereinafter referred to as "ship owners"), regardless of ownership and departmental affiliation.

1.3. The objectives of the dispatcher regulation and control over the movement of ships on the VBVP are to ensure the safety of navigation and accelerate the movement of the fleet along the VBVP. These goals are achieved through:

· regulation of the passage of ships through locks, bridges, bottlenecks and other difficult areas, as well as control over the exit of ships into the Ladoga Onega and White lakes;

informing navigators about the way conditions and their changes, including information about the dimensions of the way, malfunctions of navigation signs, weather forecasts, storm warnings, etc.;

· control over the movement of ships by fixing the time of their passage of checkpoints, as well as radio monitoring on the "safety" channel along the entire VBVP route and lakes;

· managing the work of the rescue ship on Lake Ladoga and coordinating the actions of all organizations in case of transport accidents and emergencies;

· collection and analysis of data on traffic flows, fleet demurrages and lock operation indicators, development of measures to improve the use of WWTP;

1.4. Regulation of vessel traffic on the VBVP is carried out by the dispatching apparatus of the State Budgetary Institution "Volgo-Balt" in cooperation with the dispatching services of shipowners, ports and agency firms.

1.5. This "Regulation" does not cancel the requirements of the current regulatory documents governing navigation along the RF GDP.

The structure of the dispatching apparatus of the State Budgetary Institution "Volgo-Balt"

The main principle of the vessel traffic management structure in the State Budgetary Institution "Volgo-Balt" is continuous centralized control over the safe movement of the fleet, regulation of its movement in areas difficult for navigation, taking into account the state of waterways and other navigational conditions. The general management of dispatch control of vessel traffic in the basin is carried out by the Head of the NRS through the Central Distribution Center, the control rooms of the RVPiS and RGSiS, the service of the captain of the river port, in cooperation with the services and departments of the State Budgetary Institution "Volgo-Balt" and heads of enterprises and organizations directly related to the operation of ships. Scheme of dispatcher regulation of fleet traffic at VBVP (Appendix).

2.1. The CDS manages the activity of regulating and controlling the movement of the fleet throughout the entire VBVP through the control rooms of the RWPiS and RGSiS. Within the boundaries of the RVPiS and RGSiS activities, regulation and control over the movement of the fleet is carried out under the direct supervision of persons appointed by the heads of the RVPiS and RGSiS responsible for organizing dispatching activities. The list of control rooms of the State Budgetary Institution "Volgo-Balt" with their addresses, telephone numbers, radio call signs is given in Appendix No. 1.

2.2. The structure and staff of the dispatching apparatus of the State Budgetary Institution "Volgo-Balt" are approved by the head of the Institution.

3. Functions and tasks of the dispatching apparatus

3.1. Central Dispatching Service of the State Budgetary Institution "Volgo-Balt"

3.1.1. Carries out dispatching regulation and control over the movement of the fleet along the VBVP in cooperation with the State Service of the River Fleet of the Ministry of Transport of the Russian Federation, the dispatching apparatus of the BOGU of adjacent basins, shipowners, ports of JSC "SZP" and other enterprises and organizations.

3.1.2. In the event of a traffic accident, it takes priority measures to provide assistance to people and ships in distress and immediately informs the management of the State Budgetary Institution "Volgo-Balt" and, depending on the nature of the incident, at the direction of the management, informs:

shipowners;

· Bodies controlling navigation (GRSI SZB); and other bodies at the direction of the leadership of the State Budgetary Institution "Volgo-Balt";

· Service of the river fleet of the Ministry of Transport of the Russian Federation;

· L sea and river transport;

· Northwest Regional Center of the Ministry of Emergency Situations;

· The main department for civil defense and emergency situations of the subject of the Russian Federation, on the territory of which the traffic accident occurred;

other organizations, depending on the nature of the incident.

Transmits orders and instructions to the leadership of the State Budgetary Institution "Volgo-Balt" on coordinating the actions of forces and means involved in rescue operations.

Direct management of actions to provide assistance and eliminate the consequences of transport accidents can be carried out by the leadership of the State Budgetary Institution "Volgo-Balt", the Basin Commission for Emergency Situations, the shipowner, or be assigned to the Head of the RWPiS (RGSiS), within whose boundaries a transport accident occurred or there was a threat of death of people on the water .

Another official may be appointed as the head of the rescue operation, in agreement with the head of the State Budgetary Institution "Volgo-Balt", from among the organizations involved in the rescue operations.

3.1.3. Ensures the issuance of the Information Bulletin on the state of the operated waterways of the State Budgetary Institution "Volgo-Balt" in accordance with the existing procedure.

3.1.4. Collects and processes data on the passage of ships through the VBVP locks.

3.1.5. Carries out control over the compliance of the dimensions of ships and trains with the dimensions of the track, locks and bridges.

3.1.6. It ensures the regulation of the movement of the fleet to the Nevsky Bridges and the organization of the pilotage of ships in the areas of compulsory pilotage.

3.1.7. Makes decisions and gives instructions to the traffic controllers of the RWPiS and RGSiS on regulating the movement of ships in certain sections of the WWTP.

3.1.8. Controls, with the participation of environmental authorities, the arrangement and activities of environmental facilities on the VBVP route. In case of a transport accident associated with environmental pollution, organizes, in cooperation with other organizations, work to eliminate the consequences of this incident.

3.1.9. Keeps operational records of the passage of the fleet along the VBVP and transmits data for calculating payment for navigation and other services to the Marketing and Contracts Service of the State Budgetary Institution "Volgo-Balt".

3.1.10. In case of temporary closure or restriction of the movement of vessels in certain sections, the VBVP, a decrease in the guaranteed dimensions of the navigation channel, immediately notifies the vessels, shipowners and agency organizations.

3.1.11. Participates in the coordination of measures for the passage of oversized vessels and objects and controls their implementation.

3.2. Dispatcher RGSiS and RVPiS

3.2.1. They regulate and control the movement of ships within the boundaries related to areas of waterways and areas of hydraulic structures in accordance with Appendix No. 3.

Dispatchers of the Svirsky RVPiS regulate the movement of ships and trains in the layout of the Lodeynopolsky and Podporozhsky bridges. The drawing of bridges is carried out at the request of the traffic controller of Podporozhye in the prescribed manner. The movement in the drawbridge of the Lodeynopolsky bridge is controlled by the traffic controller Lodeynoye Pole, in the drawbridge of the Podporozhye bridge - the traffic controller of Podporozhye.

3.2.2. They transmit information to the CDS about the passage of checkpoints by ships at the time determined by the transmission schedule about the deployment of the fleet.

3.2.3. They ensure the collection, processing, transmission and release of information on the state of the RWPiS and RGSiS section in accordance with the existing procedure.

3.2.4. They provide ships with information on the way conditions and their changes, weather forecasts, storm warnings in accordance with the "Regulations on providing information to shipowners and navigators about the way conditions of navigation on the IWW" in the controlled area.

3.2.5. They keep records and process data on the passage of ships through locks.

3.2.6. In the event of a traffic accident on a fixed section, the CDC, the authorities controlling navigation are informed in the prescribed manner, and take priority measures to provide assistance to people, ships in distress.

4. Regulation of the movement of the fleet along the Volga-Baltic waterway

4.1. Piloting of ships in Nevsky bridges

4.1.1. The regulation of the movement of ships requiring bridges is carried out by the dispatching apparatus of the CDS.

4.1.2. Vessels are escorted to the laying of the St. Petersburg bridges on the basis of the "Rules for the escort of ships during the laying of the St. Petersburg bridges" approved by the administration of St. Petersburg and cited in part 3, part 1 of the Unified State Civil Service of the European Union of the Russian Federation.

4.1.3. The layout of the Kuzminsky and Ladoga bridges for the passage of ships is carried out at the request of the dispatcher of the CDS in accordance with the established procedure. Vessel traffic to the Kuzminsky Bridge junction is controlled by the Svyatki metro dispatcher, and to the Ladoga Bridge junction - by the traffic controller of the Nevsky-Ladoga RVPiS in Shlisselburg.

4.1.4. The number of vessels planned to be laid out is determined based on the capacity of the bridges, types of fleet and other circumstances affecting the passage of ships to the bridges. The order in which ships are included in the distributing plan depends on the time of their approach from the IWB to the Bugrovsky buoy, completion of cargo or repair work, and the time the commission completes its work when registering the arrival from the sea.

4.1.5. Arrangement of ships on the roadsteads of the river. The Neva, in anticipation of the drawing of bridges, is carried out by the captains of the raids in accordance with the instructions announced in Vol.

4.1.6. The inclusion of vessels in the wiring plan in the drawing of bridges is carried out on the basis of applications from agents or ship owners (with whom contracts have been concluded). The daily plan for escorting the fleet to the layout of the St. Petersburg bridges is approved by the management of the Central Distribution Service, coordinated with the State Unitary Enterprise Mostotrest, GRSI NWB, VTS MAP.

4.1.7. The order of movement of ships to draw bridges is established by the dispatcher of the CDS through the captains of the raid in accordance with the "Procedure for organizing the escort of ships from the water area of the seaport of St. Petersburg to the drawing of bridges to inland waterways and in the opposite direction" agreed with MAP St. Petersburg. The established sequence of movement can be changed promptly by the captain of the raid or the senior pilot of the shift in agreement with the dispatcher of the CPC.

4.1.8. In the event of a vessel violating the established procedure for moving to draw bridges and creating a threatening situation for other vessels, the CDS dispatcher has the right to delay the further advance of the violating vessel, indicating to it the place of anchoring or berthing.

4.1.9. In cases requiring an immediate cessation of the movement of vessels following the drawout (hydrometeorological reasons, technical reasons, emergency cases), the CDS dispatcher immediately notifies the navigators, the dispatcher of the State Unitary Enterprise Mostotrest and the pilots of the ships following the drawing spans, so that they can take measures for safe positioning ships in roads, anchorages and berths.

4.2. Regulation of the passage of ships through locks

4.2.1. The regulation of the passage of ships through the locks, movement along the approach channels and on the approaches to them, as well as the placement and parking of ships in the roads of the Vytegorsk system is carried out by the dispatcher of the Vytegorsky district of hydraulic structures and navigation (VRGSiS), and at the locks of the Sheksninsky RGSiS (SHRGSiS) and Svirsky RGSiS (SRGSiS ) - lock watch supervisors.

4.2.2. The boundaries of the areas of hydraulic structures, approach channels and lock roads are announced in v. 3 of the USS EC RF.

4.2.3. The organization of the passage of ships through the locks is carried out in accordance with the "Rules for the passage of ships and trains through the locks of the GDP" approved by the Ministry of Transport of the Russian Federation on July 24, 2002.

4.2.4. The daily locking schedule on the Vytegorsk system is drawn up by the dispatching apparatus of the VRGSiS, and at the locks of the ShRGSiS and SRGSIS - by the head of the lock watch, taking into account local conditions, information about the approach of ships to the locks, the timetable for the movement of passenger ships and established standards for locking.

4.2.5. When developing a locking schedule, the passage of passenger ships operating on schedule is planned in accordance with the schedule of their movement and taking into account the actual location.

In all cases, ships following the liquidation of traffic accidents are locked out of turn.

4.2.6. The schedule for passing vessels can be adjusted depending on the current situation. All changes are communicated to the captains of the ships.

4.2.7. The captains (watch officers) of the vessels in advance, but not less than 1.5 hours before the approach, inform the dispatcher of the VRGSiS, the chiefs of the watch of the SRGSiS and SRGSiS locks about the time of approach, the overall length, the width of the vessel, the deepest draft, the module of the vessel, type and quantity cargo, the reliability of the main engines, the steering gear and receive instructions from the dispatcher on the procedure for moving to the lock and locking.

4.2.8. The dispatcher of the VRGSiS, the head of the watch of the SRGSiS and SRGSiS locks must promptly transmit operational information and warnings to the ships on the safety of navigation and the passage of ships through the locks, going towards the ships, standing on the lock roads and at the berthing walls.

4.2.9. Positioning of vessels in the roads and at the quay walls is carried out at the direction of the dispatcher of the VRGSiS, the chiefs of the watch of the SRGSiS and SRGSiS locks, taking into account the safety of navigation.

4.2.10. All conversations between the dispatcher's office and lock watch supervisors should be automatically recorded by the appropriate equipment. Records of negotiations relating to violations of the "Rules for the passage of ships and convoys through the locks of the GDP of the Russian Federation", these "Regulations" and other incidents, are stored until the end of the investigation, the remaining records are stored for at least two days.

4.2.11. One-time passage through the locks of ships, trains and rafts with smaller overall reserves than specified in paragraph 5 of the "Rules for the passage of ships and trains through the locks of the GDP of the Russian Federation" or special facilities is carried out in agreement with the State Budgetary Institution "Volgo-Balt" and the GRSI of the basin with a record in the watch rooms logs of the lock and the vessel, according to the measures specially developed by the shipowners.

4.2.12. The Russian River Fleet Service may issue instructions on the extraordinary passage of individual vessels and floating facilities, based on the needs that have arisen.

4.3. Passage of ships on regulated sections of shipping lanes

4.3.1. The organization of the passage of the fleet through the regulated areas is aimed at ensuring its safe movement along the VBVP and is carried out by the control apparatus of the State Budgetary Institution "Volgo-Balt" (controllers of the areas of hydraulic structures and navigation).

4.3.2. The boundaries of sections on inland navigation routes where vessel traffic is regulated are established by the State Budgetary Institution "Volgo-Balt" in agreement with the GRSI NWB and are announced in the OD and SS according to the SP NWB and v.3 of the Atlas of the EGS EC RF (Appendix).

4.3.3. In the case of temporary introduction of traffic regulation in any section, this is announced in radio bulletins, waybills, notices to navigators.

Regulation of vessel traffic in this section is carried out by specially authorized persons.

4.3.4. Vessels are allowed to pass through the regulated sections, as a rule, in the order of their approach to the section or, based on the emerging needs, according to the instructions of the CDS in accordance with the requirements of the OD and SS according to the SP SSB and v. 3 of the Atlas of the EGS EC RF.

In all cases, ships following the liquidation of an accident and traffic accidents are skipped out of turn.

4.3.5. Based on the current location of vessels and navigational conditions, the dispatcher gives permission for the departure of vessels from holding points, approach to the regulated area and passage through it

At the same time, he must promptly transmit to the ships operational information on safety issues and navigational features in the section, ships in progress and at rest, and changes in the navigation situation.

4.3.6. The dispatcher has the right to prohibit the movement of the vessel in the regulated area, if the safety of this vessel or other vessels is not ensured, guided by the current regulatory documents.

4.4. Regulation of navigation of vessels in lakes of category "M"

4.4.1. Within the boundaries of the State Budgetary Institution "Volgo-Balt", the lakes of the "M" category include the Ladoga and Onega lakes.

4.4.2. The procedure for preparing ships for sailing in the Ladoga and Onega lakes, obtaining permission to enter the lake and the actions of navigators at the crossing are set out in v. 3 of the USS EC RF.

4.4.3. The dispatcher issues permission for the vessel to enter Ladoga and Onega lakes after receiving information from the captain that the vessel is fully prepared for the passage by the lake, taking into account the restrictions on the wind and wave regime (according to the Register documents) with simultaneous transmission of the sailing weather forecast to it.

Personal responsibility for the preparation of the vessel for entering the lakes lies with the captain of the vessel.

4.4.4. Control over the movement of ships on Lake Ladoga is carried out by dispatchers of the Neva-Ladoga RVPiS (Shlisselburg and Sviritsa).

4.4.5. When the Volgo-Balt air traffic controller issues permission to enter Lake Onega and proceed from Voznesenye to Vytegra or from Vytegra to Voznesenye, the dispatchers of Voznesenye and Vytegra exchange mutual information about the time of ships leaving the lake and the time of ships entering at least 4 hours later from the lake to the canal or the arrival to the Voznesenye raid.

4.4.6. When the dispatchers of Voznesenye and Vytegra issue permission to enter Lake Onega and the vessels proceed to the points of the White Sea-Onega basin, they transmit information about the exit of the vessels to the dispatchers of OJSC "Belomoro-Onega Shipping Company" and the dispatcher of the Onega area of waterways and shipping. If there is no exit of ships, at least after 4 hours, they exchange information on the presence and movement of ships in the basin.

4.4.7. In the event of a sudden worsening of the weather or receiving a warning about such a deterioration, the dispatcher of the State Budgetary Institution "Volgo-Balt" take measures to transmit this warning to the ships, establish constant radio communication with the ships in the lake, and take all possible measures to ensure their safe navigation.

In the event of an emergency and the threat of death of people, emergency rescue or other vessels located in the area are sent to the place of disaster.

4.4.8. The dispatchers of the points where permission to enter the lakes is issued must know the location of the emergency rescue (tow) vessels fixed in the serviced area and have radio contact with them in order to involve them in rendering assistance to the vessels, if necessary.

4.5. Regulation of the exit of vessels from Cherepovets to the Rybinsk reservoir

4.5.1. The Rybinsk Reservoir belongs to the "O" category, with the exception of the North-Western part from Cherepovets to Vychelov, which belongs to the "P" category.

4.5.2. Vessels with wind-wave restrictions are sailing in the Rybinsk Reservoir in strict accordance with these restrictions.

4.5.3. The captains of these vessels intending to leave Cherepovets for the Rybinsk Reservoir inform the dispatcher of the State Budgetary Institution "Volgo-Balt" about the readiness of the vessel for the transition, the compliance of the restrictions with the weather forecast and request permission to leave.

4.5.4. If the ship meets the conditions of the transition, the dispatcher gives permission to enter the reservoir with a daily weather forecast.

4.5.5. The captain of the vessel at the crossing by the reservoir takes measures to ensure the safety of the vessel, recommended by good navigational practice, and bears full responsibility for the safety of the vessel, people and cargo.

4.5.6. At least every 4 hours, the dispatcher of the State Budgetary Institution "Volgo-Balt" in Cherepovets exchanges mutual information about the ships that entered the Rybinsk reservoir or came from the reservoir with the control apparatus of adjacent basins.

4.5.7. In the event of a traffic accident with ships on the Rybinsk Reservoir, in the event of a sudden deterioration in weather or a storm forecast, the dispatcher of the State Budgetary Institution "Volgo-Balt" together with the dispatchers "takes all measures to notify the vessels in the reservoir and provide the necessary assistance.

4.6. Passage of vessels flying a foreign flag

4.6.1. The passage of ships sailing under a foreign flag is carried out only with the permission of the Government of the Russian Federation, agreed with the River Fleet Service of the Russian Federation. These vessels are subject to mandatory pilotage, unless otherwise provided by international treaties of the Russian Federation.

5. The procedure for the exchange of information between ships and the dispatching apparatus of the State Budgetary Institution "Volgo-Balt"

5.1. Information support for ships and shipowners on navigation conditions.

5.1.1. Information for ships and shipowners on navigation conditions is carried out in accordance with the "Regulations on providing information to shipowners and navigators about sailing conditions on the inland navigation routes of the Russian Federation".

5.1.2. The list of coastal radio stations transmitting operational travel information is established by the document "List of Coastal Radio Stations and the Schedule of Their Operation on the Waterways of the Unified Deep-Water System of the European Part of the Russian Federation for 2004." and v.3 EGS EC RF.

5.2. Information of vessels during the passage of inland waterways of the State Budgetary Institution "Volgo-Balt".

5.2.1. The shipowner or captain of a vessel proceeding both from the sea and from the waterway to the borders of the activities of the State Budgetary Institution "Volgo-Balt" no later than 24 hours before the approach must report to the CDS of the State Budgetary Institution "Volgo-Balt" the following data:

· name and flag of the vessel, shipowner and agent;

port of departure and destination;

The maximum length

The greatest width

Board height

ship's draft fore and aft;

height gauge;

the number of passengers;

the name of the cargo, its special properties, quantity;

the need for pilotage and bridging;

· Class of the ship and restrictions on the wind-wave regime when sailing in the basin of category "M" and "O" (Register Permission);

unfavorable sanitary and epidemiological situation on board.

5.2.2. When following the main route of the State Budgetary Institution "Volgo-Balt", the captain of the vessel (chief of the watch) is obliged to get in touch with the traffic controllers (the radio communication channel is specified in clause 3 of the USS EC RF) and report the time of passage of the checkpoint (see Appendix).

5.2.3. The captains (watch officers) of ships proceeding to the ports for loading or unloading, to the place of repair or lay-up to the points located within the boundaries of the State Budgetary Institution "Volgo-Balt", are obliged to inform the traffic dispatcher of the time of entry to the mooring points.

5.2.4. In the event of unforeseen stops along the way, information about the stoppage of traffic should be transmitted to the address of the nearest dispatching (control) point about the reason for the stop and the estimated time to continue the movement.

5.2.5. The captain (watchman) of a vessel intending to start moving from points of loading and unloading, repair or layup, holding raids, is obliged to inform the dispatcher of the nearest control point about the expected time of departure, inform him of the data specified in clause 5.2.1., and obtain permission at the start of the movement.

After receiving permission, the ship can start moving in the order established by the dispatcher.

6. Organization of dispatching service, dispatching documentation

6.1. Dispatch service must be carried out continuously. The working day of the dispatching apparatus is established by the heads of the branches of the State Budgetary Institution "Volgo-Balt", taking into account local conditions and in accordance with the current labor legislation, as well as these "Regulations".

6.2. In order to ensure better interaction, end-to-end dispatching shifts are being created for the dispatching apparatus of the State Budgetary Institution "Volgo-Balt".

6.3. In accordance with the tasks arising from this "Regulations", the heads of the enterprises of the State Budgetary Institution "Volgo-Balt" approve the job descriptions for the dispatching apparatus according to the type of activity.

6.4. The dispatcher on duty must familiarize himself in detail with all available information on the location of ships, the actual state and weather forecast, with the tasks and orders of higher managers during the previous duty and the measures taken to fulfill them, as well as other entries made in the dispatch log, in which formalizes the acceptance and delivery of duty.

6.5. Each control room, in relation to its tasks, must be provided with the necessary regulatory documentation (Appendix).

6.6. The control room must maintain the following documentation:

· deployment of ships (computer program "Dislocation");

log of traffic accidents;

log of telephone messages and orders;

log (file, data file) of weather forecasts;

log of acceptance and delivery of duty;

other documentation related to the type of activity.

The list of normative-legal and reporting and executive documentation for each control room, depending on the type of its activity, is established by the heads of enterprises.

7. Rights and responsibilities of the dispatching apparatus

7.1. The dispatcher has the right

7.1.1. Receive from courts, shipowners, enterprises and organizations, regardless of the form of ownership, the information necessary to fulfill the tasks assigned to it, related to ensuring the passage of ships along the VBVP.

7.1.2. Prohibit the movement of ships in case they violate the requirements of documents regulating the regime of navigation and operation, in case of damage to hydraulic structures, locks, as well as at the direction of the management of the State Budgetary Institution "Volgo-Balt".

7.1.3. Give instructions and orders within their competence, binding on the captains (watch officers) of ships, if they do not contradict the regulations and rules governing the safety of navigation.

7.1.4. Receive from port dispatch services, shipowners, their agents and captains of ships, within the established period, the information required by the governing documents and this regulation.

7.1.5. In case of transport accidents and a threat to people, demand from ship captains, regardless of departmental affiliation, confirmation of receipt of instructions aimed at providing assistance and their implementation, if the implementation of these instructions is not associated with a danger to the ship itself.

7.1.6. Require captains (watch officers) of ships to assist in establishing communication with other ships, communication with which is broken or difficult.

7.2. The dispatcher is responsible for the timely and quality performance duties assigned to him by this "Regulation" and job descriptions.

8. Connection

8.1. Radio communication with ships for the purposes of this "Regulation" is organized in accordance with the "Rules for Radio Communication on Inland Waterways of the Russian Federation", approved by the Department of River Transport of the Ministry of Transport of Russia and the Main Directorate for State Supervision of Communications in the Russian Federation, as well as "Instructions for Conducting Radio Communication with Ships when sailing on the inland waterways of the European part of the Russian Federation", approved by the Department of River Transport of the Ministry of Transport of Russia in agreement with the Gossvyaznadzor authorities.

8.2. Radio communication with vessels in the North-Western basin is carried out through the BUS of the State Budgetary Institution "Volgo-Balt".

The list of coastal radio stations that provide communication for regulating the movement of ships operating for the safety of navigation, and the procedure for their use is established in accordance with the document "List of Coastal Radio Stations and the Schedule of Their Operation on the Waterways of the Unified Deep-Water System of the European Part of the Russian Federation for 2004." and vol. 3 of the Atlas of the EGS EC RF.

9. Pilot service

9.1. Pilot service of ships along the inland navigation routes of the Russian Federation is carried out in accordance with Article 41 of the "Code of Inland Water Transport of the Russian Federation" and "Regulations on Pilot Service and Pilotage of Vessels along the Inland Navigation Routes of the Russian Federation", approved by the Ministry of Transport of the Russian Federation dated 03.02.95, No. eleven.

9.2. The categories of ships and convoys, as well as the areas of compulsory pilotage along the waterways of the State Budgetary Institution "Volgo-Balt" are established by the River Fleet Service of the Russian Federation and announced in the WFP and in v. 3 p.

9.3. Pilotage of vessels in the layout of the St. Petersburg bridges is carried out by state pilots of the pilotage service of the State Budgetary Institution "Volgo-Balt" in accordance with clause 4.1. of this "Regulation".

9.4. Pilotage of ships under a foreign flag on the VBVP is obligatory and is carried out only by state pilots of the State Budgetary Institution "Volgo-Balt".

9.5. Services related to pilotage of vessels in the RF GDP are paid. Fee rates for the state pilotage service of the State Budgetary Institution "Volgo-Balt" are approved by the Ministry of Transport of the Russian Federation in agreement with the Ministry of Finance of the Russian Federation.

10. Services of the dispatching apparatus of the State Budgetary Institution "Volgo-Balt"

10.1. State Budgetary Institution “Volgo-Balt” renders services to vessels carrying out the transportation of goods and passengers along the VBVP;

10.2. The list of services provided by SBU "Volgo-Balt" and the procedure for calculating the rates of fees for services are determined by the current regulatory documents of the Federal Energy Commission of Russia, the Ministry of Transport of the Russian Federation, the Charter of the Volga-Baltic GBUVPiS, the current methodology for calculating the rates of fees for services;

10.3. Fee rates for services provided by Volgo-Balt State Budgetary Institution are approved by the Decree of the FEC of Russia dated 7.10.03 /1;

10.4. The services of the dispatching apparatus for the regulation and control of the movement of ships (navigation services) are paid. The amount of the navigation due for each passage by the ship of a section of the track serviced by the State Budgetary Institution "Volgo-Balt" depends on its conditional volume (calculated in cubic meters and is determined by the product of the three largest values: length, width and height of the ship's side) and the distance traveled;

10.5. GBU "Volgo-Balt" provides paid services only if there is an agreement for the provision of these services or (in case of a one-time transfer) if there is an advance payment. The contract is concluded with the shipowner, charterer or agency company having a representative office in St. Petersburg, which pays all fees for the ships declared by them;

10.6. Payment of the navigation dues, as well as other types of dues, must be made to the settlement account of the State Budgetary Institution "Volgo-Balt".

It is possible to pay fees through the accounting department of the branches of the State Budgetary Institution "Volgo-Balt".

Direct payment of fees at VBVP gateways is not allowed.

10.7. GBU "Volgo-Balt" is ready to provide information to interested organizations with data on the location of ships and other information, through specialized organization providing information service.

Deputy Head

GBU "Volgo-Balt"

Boss

Nevsky shipping area

Annex 1

Boundaries of areas for mandatory dispatch control of vessel traffic

on the waterways of the Volga-Baltic GBUVPiS

The boundaries of the district basic activities	activities. according to the control room regulation	Control rooms points - location	Boundaries of mandatory dispatch control areas at VBVP	call signs of radio stations, phones, faxes
Nevsky district shipping	527,7 – 1384,5 1384,5 – 1322,0	CDS - SPB	St. Petersburg bridges (wiring) 1384,5 – 1359,0 1384,5 – 1322,0	"Petersburg-3-motion" Communication channels: 2, 4, 5 Ch. DPR on bridges: tel., 88-372
Ch. DPR for transit: tel., 88-366
On-duty DPR on bridges: tel., 88-217
Duty DPR transit: tel., 88-417 reka)
Cape Svyatki	Ivanovskie rapids (Pirogovo – Lobanovo) 1349,0 – 1334,0	"Ivanovskoye-3" Communication channel: 5
Neva-Ladoga RVP and C 1384.5 - 1156.5	1156,5 – 1322,0	Shliselburg 1316	Koshkinsky fairway 1318.0 - 1306.5	"Shlisselburg-3" Communication channels: 3.5 Duty DPR: tel.-249, 82-122
(Chief engineer)
(Chief Specialist in Shipping)
	Svir bar 1172,6 – 1165,6	"Sviritsa -3" Communication channel: 2nd river)
Svirsky RGS i S 1156.5 - 920.0	920,0 – 1156,5	Lodeynoye Pole 1101.5	Lodeynoye Pole - N. Svir Gateway 1101,0 – 1086,0	"Lodeynoye field-2" Communication channel: 2 Duty DPR,
(Deputy chief) (Chief Specialist in Shipping)
N. Svir Gateway 1087.0	Passing through the gateway	"Nizhne-Svirsky" Communication channel: 3 phone numbers 117
Podporozhye 1054	V. Svirsky sluice - Valdoma 1051.0 - 1043.0	"Podporozhye-3" Communication channel: 5
V. Svir lock 1042.0	Passing through the gateway	"Verkhne-Svirsky" Communication channel: 3
Ascension 949.3	Nimpelda - the source of the river. Svir 970.0 - 946.0	"Voznesenye-3" Communication channel: 3 call mts "river")
Vytegorsky			Entrance-exit to the lake	"Vytegra-5" Communication channel: 3 DPR Lake
Vytegorsk buoy Annensky bridge	"Vytegra-2" Communication channel: 2 DPR channels tel/
(Chief Engineer), 76-010, 21-706
(Deputy head of the CDS), 21-385
(Chief dispatcher)
Annensky Bridge 823.5	Annensky bridge - 6th lock	"Anensky bridge" Communication channel: 5
Cherepovets	(823,5 – 527,7)	Belozersk 740 Cherepovets 541	Annensky Bridge - Torovo 527.7-823.5	"Belozersk" Communication channel: 2, 5 tel.-344
"Cherepovets-4" Communication channel: 4, 5 DPR movement

(Chief engineer), 75-101
(Chief dispatcher) tel.-681, 75-105

Annex 2

Checkpoints with obligatory communication of navigators

with onshore control rooms on VHF networks at radio stations of the "KAMA" type

Name of contact points	Location (km)	Communication channel number	Call sign of the called control center	Location of the control room	Duplicate. communication channel r / opera.

Bridge L. Schmidt			Petersburg-3 movement	St. Petersburg, B. Morskaya, 37
Raid of the Slavyanka River			Petersburg-3 movement	St. Petersburg, B. Morskaya, 37
Raid Nevsky Forest Park			Petersburg-3 movement	St. Petersburg, B. Morskaya, 37
Cape Svyatki			Ivanovskoe-3	Cape Svyatki
Lobanovo			Lobanovo	Lobanovo
Raid Shlisselburg			Shlisselburg-3	Shlisselburg
Bugrovsky Bui			Shlisselburg-3	Shlisselburg
Traverse m. Sukho			Sviritsa radio
Novaya Ladoga			New Ladoga radio
Pitkyaranta			Pitkyaranta radio
			Priozersk radio	Shlisselburg
Blacksmith			Priozersk radio	Shlisselburg
Svir receiving buoy			Sviritsa-3
			Sviritsa-3
Lodeynoye Pole			Lodeynoye Pole-2	Lodeynoye Pole
Nizhne-Svirsky lock			Nizhne-Svirsky	N. Svir Gateway
Podporozhye			Podporozhye-3	V. Svir Gateway
Verkhne-Svirsky lock			Upper Svirsky	V. Svir Gateway
Separation buoy Nimpeld's Ascension			Ascension-3 Ascension-3	ascension ascension
Dividing buoy Vytegra			Vytegra-5
				First gateway
				sixth gateway
Annensky bridge			Annensky bridge	Annensky bridge
The mouth of the river Kovzhi			Belozersk	Belozersk
			Belozersk	Belozersk

			Belozersk	Belozersk
				seventh gateway
Cherepovets			Cherepovets-4	Cherepovets
			Cherepovets-4	Cherepovets

Annex 3

List of normative documents regulating the navigation of ships that are mandatory for being in the dispatching service of the State Budgetary Institution "Volgo-Balt"

Code of Inland Water Transport of the Russian Federation. Rules for navigation on inland waterways of the Russian Federation (pr.g.) Rules for the passage of ships, trains and rafts through the locks of inland waterways of the Russian Federation (pr.g. of the Ministry of Transport of the Russian Federation). Regulations on the dispatching regulation of the movement of ships according to the GDP of the Russian Federation, approved by order of the Ministry of Transport of Russia dated April 24, 2002 No. 55. Radio communication rules on inland waterways of the Russian Federation (TsBNTI, 1995). Fire Safety Rules for Inland Water Transport (2002) Regulations on Pilot Service and Pilotage of Vessels along the Inland Navigation Routes of the Russian Federation (Order of the Ministry of Transport of the Russian Federation No. 11 dated 01.01.2001). Charter of the Main Directorate of the Volga-Baltic State Basin Administration of Waterways and Shipping (approved on October 20, 1998 by the Ministry of Transport of the Russian Federation). Atlas of the unified deep-water system of the European part of the Russian Federation, volume 3, part 1, 2 (1992.2002). Peculiarities of movement and parking of ships along the shipping lanes of the North-Western Basin (2002). Reference books on serial courts. Mandatory regulations for the St. Petersburg Seaport. Rules for escorting vessels during the drawing of St. Petersburg bridges, approved by the Mayor's Office of St. Petersburg, pr. Order of the Government of the Russian Federation dated 23.09.94. on the opening of checkpoints across the state border of the Russian Federation in the Nevsky and Vasileostrovsky cargo areas. Typical schemes for the formation of trains within the borders of the VBVP.

by inland waterways

Petrozavodsk 2003

The final version of the “Peculiarities of traffic, mooring of ships on the inland waterways of the White Sea-Onega Basin” was prepared by the State River Shipping Inspectorate for the White Sea-Onega Basin, taking into account the comments and suggestions of navigators, captains-mentors, track workers and fleet operation.

These Features of the movement, parking of ships on inland waterways are agreed with the White Sea-Onega State Basin Administration of Waterways and Navigation.

Responsible for the issue: Deputy Head of the 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 15.04.2003. "Peculiarities of traffic, parking of vessels on inland waterways of the White Sea - Onega basin" edition of 2003.

2. Previously valid "Local Rules for Navigation on the Navigation Routes of the White Sea-Onega Basin" edition of 2002 should be canceled.

Head of GRSI for

basin G. A. Voskoboinikov

Section 1. General Provisions

1. These "Peculiarities of traffic and mooring of ships on the inland waterways of the White Sea-Onega Basin" (hereinafter Traffic Features) are issued in addition to the "Rules for 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 navigable 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 the village of 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 careful fairway;

— lakes: Upper and Middle Kuito, Sandal, Segozero, Pyaozero.

2. According to the classification water basins The Russian River Register includes:

to the category "M" - Lake Onega;

to the category "O" - Vygozero;

to the category "L" - the rest of the waterways of the basin.

3. These Traffic Features are valid within the boundaries of the navigable 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. It is the responsibility of the shipowner to provide ships with these Traffic Features. For violation of the Traffic Features, the perpetrators are liable under the law.

4. Shipowners and captains of all ships, regardless of departmental affiliation, are obliged to present the ships for inspection by the shipping inspection after internavigation lay-up or after repairs before entering the maiden voyage. (See proofreading)

5. Vessels navigating in the White Sea-Onega basin may be examined for readiness for safe navigation by the employees of the GRSI for the White Sea-Onega basin, regardless of the date of the last inspection by the shipping supervision authority in another basin.

6. All instructions, warnings set out in the sailing directions Lake Onega, on the navigation charts of Lake Onega, in volume No. 4 of the Atlas of the EGS, are mandatory for navigators and employees of the route and fleet operation.

7. All vessels navigating within the boundaries of the White Sea-Onega basin are required to have on board a set of navigational charts of Lake Onega, manuals for navigation in the navigation area, corrected at the moment, as well as a complete set of unified numbered notices to navigators issued by the White Sea-Onega GBUVPiS , and numbered valid alerts issued by the Onega waterways area, weather forecast.

8. Captains of ships, lock watch supervisors, using operational communication (radio, telephone, etc.), are obliged to immediately report all transport incidents with ships and hydraulic structures to the nearest linear department of the shipping inspection (Petrozavodsk, Po-venets), as well as to the dispatching office of the White Sea-Onega GBUVPiS (Medvezhyegorsk, Petrozavodsk, Povenets, Sosnovets, depending on the place where the accident occurred), the owner of the vessel and issue the relevant documents. Vessels may leave the scene of a transport accident only with the permission of the shipping inspectorate.

9. Towing of non-self-propelled vessels in the basin is carried out in accordance with the "Scheme of typical compositions of towing vessels and pushed convoys in the basin", approved by the White Sea-Onega GBUVPiS.

Towed trains that do not comply with the standard schemes, but whose dimensions allow passage along the navigable routes of the basin, receive permission to follow from the traffic controller only if there are measures developed by the shipowner and agreed with the White Sea-Onega SBUVPiS and GRSI for the White Sea-Onega basin.

Towing floating cranes in the pool is allowed only with the cargo boom laid on the stowed and fixed.

Push towing 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 for the occurrence of a threat of collision, announcement of ship alarms (not training) and calling the ship to radio communication. The divergence and overtaking of ships in this case is carried out by coordinating actions on VHF radio communication and the obligatory giving of a go-ahead.

11. In Lake Onega, navigational hazards are fenced off according to the IALA cardinal system (region A), with the exception of Kizhi skerries, straits, bays and approaches to berths, where navigational hazards are fenced off according to the lateral system. At the same time, in sections 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 channel.

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 ship's passage, including Vygozero, is considered from Povenets to Belomorsk, and on the additional ship's passages of Vygozero, conditional the current is considered from the coast towards the main ship's passage.

13. Conducting sports, cultural events related to the use of the navigable routes of the basin must be agreed by their organizers with the leadership of the White Sea-Onega SBUVPiS and with the GRSI

in the White Sea-Onega basin. The captains and officials who organize and conduct these events are responsible for ensuring the safety of navigation of the vessels involved in this.

14. Mandatory pilotage on the navigation routes of the White Sea-Onega basin is established for:

- vessels carrying out towing or pushing of special objects;

- ships carrying explosives and poisonous 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 test of knowledge on the special navigation of the basin are obliged to follow the pilotage.

16. For ships proceeding from Lake Onega to the route of the White Sea-Baltic Canal and requiring pilotage, the Povenets raid is considered to be the beginning of pilotage; for ships proceeding from the canal to the exit to the lake, lock No. 1 shall be considered the end of pilotage.

An application for the allocation of a pilot is submitted 24 hours in advance and is specified 8 hours before the start of the pilotage to the White Sea-Onega State Basin Administration of Waterways and Shipping:

— for escorting along Lake Onega and LBC to the state pilotage service of the BO GBUVPiS (Medvezhyegorsk, Dzerzhinsky St., 26; tel. 2-28-93 or ATS "Reka" 2-44; 3-86);

- for escort through the LBC and from the external sea road to the internal road to the Belomorsk Harbor Master's Service of the State Budgetary Institution of Water Safety (Belomorsk, Vodnikov St., 3; tel. ATS "Reka" 3-93).

You can also apply for a pilot of the White Sea-Onega Shipping Company.

A pilot for guiding ships in the White Sea-Onega basin can be taken on board at one of the points: Vytegorsk port, Voznesenye, Petrozavodsk, Povenetsky roadstead, White Sea port, Big Soroka roadstead.

Section 2 Movement of Vessels and Convoys

17. All vessels entering Lake Onega and registered with the State River Navigation Inspections, as well as vessels of mixed "river-sea" navigation, should be guided by the "Instructions for the entry of vessels into Lake Onega" (Appendix No. 2).

18. Management and control over the movement of vessels in the basin is carried out by the dispatching services of the White Sea-Onega State Basin Administration of Waterways and Navigation (hereinafter BO SBUVPiS) in the areas assigned to them:

— Dispatch service of the Onega area of waterways: Lake Onega with the inflowing rivers Vodla and Andoma;

— dispatching service of the Povenets district of hydraulic structures: from the village of Povenets to the 10th sluice of the BBK, including Vygozero;

Dispatching service of the Sosnovetsky district of hydraulic structures: from 10th lock to 18th lock of the LBC;

Service of the captain of the Belomorsky seaport: from the 18th BBK lock to the Bolshoi Soroca roadstead.

19. In the southern part of Lake Onega, on the shipping route Voznesenye - Vytegra, the management and control of the movement of ships is carried out by the dispatching service of the State Budgetary Institution "Volgo-Balt".

20. Dispatch permission for ships to enter Lake Onega is issued by the traffic controller:

- from the points of Voznesenye, Vytegra, the traffic controller of the State Budgetary Institution "Volgo-Balt";

- from other points, the traffic controller of the White Sea-Onega GBUVPiS (Onega area of waterways).

21. Permission to exit and control the movement of passenger high-speed ships, passenger suburban ships - from the settlement of Petrozavodsk, Kizhi is carried out by the dispatcher of the passenger district department of the port of Petrozavodsk.

22. Responsibility for preparing the ship and crew for sailing in accordance with the requirements of the Russian River Register and the Rules for Technical Operation is borne by shipowners, regardless of departmental affiliation. The captain prepares the ship for each next voyage. with pre-laying done, travel information and weather forecast.

A record of the readiness of the ship for the voyage must be made in the ship's logbook.

23. All ships proceeding to Lake Onega (except for ships following the route Voznesenye - Vytegra) are obliged 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;

— the name of the shipowner or agent.

24. All ships during the passage of Lake Onega every 4 hours from the moment of departure report to the dispatcher their location and weather conditions.

25. Navigation in Lake Onega is carried out using methods of marine navigation, and one should be guided by the "Rules of Navigation for the GDP of the Russian Federation", "Manual on the organization of navigation service on ships" and these Traffic Features.

26. When navigating in Lake Onega, navigators are obliged to keep an executive laying with a mark on the map at least every hour of the calculated or observed position of the vessel.

27. Points of turns and change of watch are marked on the map with an entry in the ship's log of the latitude and longitude of the ship's position.

28. When passing and overtaking, vessels and trains in the open part of Lake Onega must have an interval between the sides of at least 500 meters.

29. The speed of movement of tourist ships in the Kizhi skerries should not exceed 16 km/h, and in the area of the Longas Strait - the northern tip of Kovylnik Island, the speed of all displacement ships should not exceed 14 km/h.

30. The speed of movement of all vessels on the Vodla River up to 10 km / h is limited in the sections:

0.0 km - 9.0 km; 18.5 km - 28.0 km. Note: mileage is indicated according to the Lotsiya r. Vodla.

31. Navigation in the southern part of Lake Onega on the route Voznesenye - Vytegra is carried out according to the traffic separation system.

"Traffic separation system" - separation of oncoming vessel traffic flows by establishing zones and (or) separation lines and traffic lanes in sections with a cardinal system of navigation equipment, while:

- "Traffic Separation Zone", "Traffic Separation Line" - a zone or line separating traffic lanes in which ships proceed in opposite or almost opposite directions;

- "Area roundabout» - a defined area that includes a center or a circular traffic separation zone and an annular traffic lane. Swimming in the area of circular motion is carried out counterclockwise around the center or circular zone;

- "Lane" - a certain area within which one-way traffic is established.

33. Vessels that can safely use the appropriate lane in the traffic separation system for transit should use it.

34. Vessels using a traffic separation system should:

- follow in the corresponding traffic lane in the general direction of traffic flow adopted on it;

— keep, as far as practicable, clear of the traffic separation line or traffic separation zone;

— in general, enter or leave the traffic lane at the end sections, but if the vessel leaves or enters the traffic lane from either side, it should do so at the smallest possible angle to the general direction of the traffic flow.

35. A vessel should, as far as practicable, avoid crossing traffic lanes, but if she is forced to cross a traffic lane, she should do so, as far as possible, at right angles to the general direction of traffic flow.

36. A vessel, if not crossing a traffic separation system, entering or exiting a traffic lane, shall not, in general, enter a traffic separation zone or cross a traffic separation line, except:

- cases of extreme necessity to avoid an immediate danger;

— cases where it is related to fishing within the traffic separation zone.

37. A ship navigating near the end sections of traffic separation systems should be especially careful.

38. A ship should, as far as practicable, avoid anchoring within a traffic separation system or near its terminus.

39. A vessel not using a traffic separation system should keep a sufficiently large distance from it.

40. Small size and sailing vessels should not impede the safe movement of other vessels proceeding in the traffic lane.

41. Vessels navigating in a traffic separation system should follow other relevant rules in the event of a risk of collision.

— bars of the Vodla and Andoma rivers;

- when entering Pindushi and Perguba;

- in the straits: Lipovo-Zayachy, Longassky, Chelmuzhsky;

- at the Kotnavolotsky alignment between the red and white buoys;

— at the Longassky alignment between Karelsky and Kovylnik islands.

43. When navigating Lake Onega, all ships 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 Leynavolok), with limited (less than 1.0 km) visibility, movement in both directions of displacement ships equipped with a properly functioning radar, compass and VHF radio station is allowed.

At meetings of ships, the pass is carried out by a vessel going up the conventionally accepted current. It is prohibited to overtake ships in this section with limited (less than 1.0 km) visibility.

45. Vessels engaged in the destruction of magnetic compass deviation and radio deviation are required to carry a two-flag signal consisting of the letters “O” (OSKA) and “O” (KEBEC) of the international code of signals (“O” - a two-color panel of red and yellow, divided by diagonal, "O" - a yellow cloth). Other vessels shall not impede the movement of such vessels and shall give way to them.

46. The divergence and overtaking of ships and trains on the White Sea-Baltic Canal is allowed only on straight sections of the route. Overtaking ships and trains at a distance of less than 1.5 km from the lock is prohibited.

47. In the sections, lock No. 1 - lock No. 4; lock No. 16 - lock No. 17, it is prohibited for passenger ships of project 588 to pass from other ships and trains, except for small ones, with crosswinds with a force of more than 8 / sec.

48. The divergence of ships and trains when entering, leaving the lock is made only in the roads in front of the locks.

49. When passing through the locks of the White Sea-Baltic Canal, navigators are obliged to comply with the "Rules for the passage of ships, trains and rafts through the locks of inland waterways of the Russian Federation".

50. The locking of ships on the White Sea-Baltic Canal with a wind force of more than 15 m/sec is allowed for ships that ensure safe entry into the lock and maneuvering.

51. The movement of vessels and trains along the White Sea-Baltic Canal in conditions of limited (less than 1.0 km) visibility and at night in areas with unlit conditions is prohibited.

Vessels and trains equipped with radar, compass and VHF radio stations are allowed to follow in conditions of limited visibility and at night only along the main ship's passage of Vygozero from the Krayniy alignment to the roadstead of the village of Nadvoitsy (1201.0 km - 1243.0 km).

Vessels are allowed to move at night in areas with reflective IT.

52. The speed of movement of ships along artificial channels should not exceed 8 km/h:

— from lock No. 1 to lock 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 Atlas of the EGS of the European part of the Russian Federation, volume 4 of the 1990 edition.

53. Sections with one-way traffic on the White Sea-Baltic Canal are indicated in the EGS Atlas No. 4.

The traffic on these sections is regulated by the heads of locks watches.

54. It is forbidden to push two ships moored by the sides along the route of the White Sea-Baltic Canal, with the exception of the section from lock No. 9 to the settlement of Nadvoitsy, where it is allowed for tugs of the "Sluzovoy" and "BTP" types to pilot two non-self-propelled vessels (lighters with a carrying capacity of up to 1000 tons) by the pushing method with the permission of the dispatcher of the Povenets RGS, in the absence of oncoming traffic on the Telekinka section (1163.6 km - 1196.0 km) and wind strength up to 11 m / s.

55. Passage under the Shizhnensky railway bridge of ships that do not require raising the truss is allowed if there is at least 20 cm of free space vertically between the highest part of the vessel and the lower edge of the truss.

56. Vessel traffic control in the section: from the lower fells of lock No. 18 to lock No. 19 is carried out by the duty captain of the service of the captain of the Belomorsky seaport.

57. An application for the wiring of the Shizhnensky railway bridge is submitted 12 hours in advance, and for a floating railway bridge 1 hour in advance to the duty captain of the service of the captain of the Belomorsk seaport.

58. While waiting for the railway bridge to be drawn while going down, in agreement with the duty captain of the service of the captain of the Belomorsk port, one vessel is allowed to stay near the ridges in the lower approach channel of lock No. 18, one vessel at the lower decks and one in the chamber of this lock, provided that the bridge in two hours.

59. When moving from north to south, no more than two large-capacity vessels (2000 tons or more) are allowed to enter the railway bridge:

— one vessel enters lock No. 18;

- the second ship is moored at the concrete "steers" in the lower approach channel.

60. The movement of small and sailing vessels on the navigable routes of the basin is carried out in accordance with the Navigation Rules for the GDP of the Russian Federation.

61. The movement of small and sailing vessels in the water areas of ports is prohibited.

62. The movement of small and sailing vessels in the area of passenger berths of Petrozavodsk is allowed at a distance of at least 500 meters from them.

63. The movement of ships under sail along the ship's course in the Kizhi skerries is prohibited.

64. The passage of self-propelled small boats through the locks of the White Sea-Baltic Canal is carried out with the permission of the management of the areas of hydraulic structures, agreed with the GRSI for the White Sea-Onega basin, and only during daylight hours.

65. Small-sized vessels with faulty engines, sailing vessels without engines, and rowing vessels are not allowed to independently lock.

66. The passage of small boats through the locks is not allowed under adverse meteorological conditions (fog, snowfall, wind over 10 m/s).

67. It is prohibited for small size vessels to enter and maneuver in the approach channels of locks when large-capacity vessels are under lock.

Section 3. Parking of ships and trains

68. Vessel captains and berth owners are responsible for the safety of ships mooring at berths.

69. Parking of vessels at berth No. 7 of the Petrozavodsk port and from inside breakwater at the entrance to the port bucket is allowed no more than one hull at each, or two hulls at berth No. 7 or at the wall of the breakwater.

70. Raids of the anchorage in Lake Onega for ships and convoys are indicated on navigation charts.

71. Raids of the anchorage on the White Sea-Baltic Canal are indicated in the Atlas of the EGS No.

Application No. 1

State River Shipping 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 line department

It 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 line 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, Medvezhyegorsk district,

settlement Povenets, pier.

Phone: ATS "Reka" in Povenets 2-31.

Application No. 2

after ships enter Lake Onega

This instruction has been issued in order to determine the procedure for ships to enter Lake Onega. Permission to exit ships from the ports of Vytegra, Voznesenye is issued by the dispatching apparatus of the Volga-Baltic GBUVPiS, from the other ports of Lake Onega - by the White Sea-Onega GBUVPiS. The previously issued instruction dated May 22, 1996 is cancelled.

1. The instruction applies to all ships, regardless of their ownership and form of ownership, sailing in Lake Onega.

2. Travel information, hydrometeorological services for navigation of ships, including storm warnings, are provided by the Belomorsko-Onega GBUVPiS at the expense of payment for navigation services for ships.

3. The shipowner is responsible for preparing the vessel for sailing into Lake Onega and sailing on it, and for the accuracy of the information transmitted to the dispatcher about the readiness of the vessel for sailing, the captain of the vessel.

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, 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 with a favorable weather forecast and after the captain's report on the readiness of the vessel (convoy) to cross the lake, taking into account the restrictions on the wind and wave regime in accordance with the documents of the River Register. Exit without the permission of the dispatcher of the State Budgetary Institution or the shipowner is prohibited.

7. Access to Lake Onega is allowed:

7.1. If there are valid documents of the River Register allowing navigation in Lake Onega.

7.2. With a favorable weather forecast, which must comply with the restrictions prescribed by the River Register.

7.3. WITH complete set navigation notices to navigators (NAVIS) and the availability of route information at 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 on the procedure for updating navigation charts.

7.4. With a full 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. With proper securing of deck cargo.

7.8. In the absence of accidental damage to the hull, devices and mechanisms and in the presence of full supply in accordance with the Rules of the River Register.

7.9. With properly operating radar and VHF radio stations.

8. When entering Lake Onega and during the movement, the captains of the vessels are obliged to inform the dispatcher of the State Budgetary Institution:

- about the time of entry into the lake from all points;

- about the time of approach to the destination;

- about the amount of cargo, passengers.

With wind strength and wave height above the established limit for the vessel, take measures to go to 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 White Sea-Onega GBUVPiS Head of the GRSI of the White Sea-Onega Basin

Deputy General Director of OAO Belomorsko-Onega Shipping Company

Regulations on providing navigators and coastal operating enterprises with information about changes in the state of the track, navigation

situation in the White Sea-Onega basin and on the procedure for correcting navigational charts

State institution Belomorsko-Onega State Basin Administration of Waterways and Navigation (BO GBUVPiS)) through its branches - Povenetsky and Sosnovetsky districts of hydraulic structures (PRGS, SRGS), the service of the port captain (SKP) Belomorsk, Onega waterways district (ORVP) and the Basin node communications and radio navigation (BUSiR) timely notifies all ships and coastal services associated with the organization of the movement of the fleet, of all changes in the conditions of navigation, issuing the following documents:

1. TRAVEL LIST FOR THE WHITE SEA-BALTIC

It is issued on Mondays together with the Povenetsky and Sosnovetsky districts of hydraulic structures from the moment navigation on the White Sea Canal opens until it is closed.

Dispatchers of the PRGS and SRGS daily exchange the information received on the state of the track to include it after agreement with the service of the track and ship facilities of the BO GBUVPiS in the waybill.

The waybill for the bays of locks No. 1 - No. 19, the side routes of Vygozero, as well as the approaches to the berths, indicate the name, the actual dimensions of the passage, data on changes in the navigation situation, the characteristics of navigation conditions in the most difficult areas, the places of work of dredgers and other information . Data on the dimensions of the passage on 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 watch officers of the captains of ships entering the canal from Lake Onega or the White Sea, at lock No. 1 or No. 19, respectively. The officer on duty confirms the receipt of the waybill by making an entry in the issuance log, or by VHF radio communication. The waybill is sent by mail to the dispatcher of BOP OJSC, to the navigation safety service (SBS) of BOP OJSC, port of Nadvoitsa, to the foreman on duty of the Segezhsky cargo section of the port of Nadvoitsa and to the Povenets linear department of the GRSI BOB - the Povenets district of hydraulic structures, and in Belomorsky cargo section of the port of Nadvoitsy and SKP - Sosnovetsky area of hydraulic structures.

Both districts send waybills to the BO GBUVPiS for control.

The waybill in Segezha for the transit and assigned fleet is transmitted by radio by the on-duty foreman of the Segezha cargo section of the port of Nadvoitsa at the request of the navigators.

2. INFORMATION OF SKIPPERS ABOUT INFORMATION NOT INCLUDED IN THE WAYBOOK

Timely informing navigators about information that is not included in the waybill and is important for the safety of navigation is carried out via VHF radio in the following order:

a) Heads of the watch of the locks, at the request of the controllers of the PRGS and SRGS, inform all ships along the route in both directions about the state of the track and make an entry in the logbook of the lock.

b) Information about the conditions in the pool between locks No. 9 - No. 10 (along the Povenets - Belomorsk highway) is provided by the heads of the watch of lock No. 9 and lock No. 10. The head of the watch of lock No. 9 informs all ships heading north, and the head of the watch of the lock No. 10 - all ships heading south. Information about the track conditions along the specified route to the gateway No. 10 comes directly from the PRGS dispatcher and the SRGS dispatcher.

c) According to the dispatcher, the foreman of the track works or the captain of the positioning vessel of the Povenets CGS, information on the track conditions for ships under processing at the points of Vygozero or following 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 moment physical navigation is opened until it is closed. It indicates the water levels above the design water posts of Petrozavodsk, Podporozhye (Vodla River), Povenets, the minimum actual dimensions of the track at the entrances to the bays and in the straits of Lake Onega, the depth at cargo and passenger berths at the points of Lake Onega and the river. Vodla, on the roadsteads of loading timber into ships on the Vodla, Andoma rivers and points of Lake Onega, determined by the results of trawling carried out on a contractual basis.

According to these data, the dispatch service of BOP OJSC, 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 the fluctuations in the levels indicated on a weekly basis in the information bulletins of the BO GBUVPiS.

The information sheet is sent by the Onega RVP to the following addresses: 2 copies. in JSC "BOP" (dispatching apparatus, navigation safety service), 2 copies. to the Port of Petrozavodsk (dispatching apparatus, passenger agency), to the Onega Linear Department of the Shipping Inspection, to the Director of the Port of Medvezhyegorsk, to the Voznesensky Dispatch Department of the Svirsky RGSiS, senior dispatchers of the Vytegorsk RGSiS and Povenets RGS, to the Shalsky Cargo Section of the Port of Petrozavodsk, BO GBUVPiS and, upon request, to other third-party organizations .

4. NEWSLETTER

Issued by the Onega RWP on the 10th, 20th, 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 of the minimum radius of curvature of ship passages with the following code name of the routes:

- the first - Kizhi skerries: Garnitsky lighthouse - Kizhi;

- the second - Kizhi skerries: Kizhi - Great Guba;

- the third - Kizhi skerries: Kizhi - Leynavolok;

- fourth - Vegoruksky Strait;

- the fifth - the bar of the Andoma River;

- the sixth - the Vodla River: Mouth - Glass;

- the seventh - the Vodla River: Glass - Semenov;

- the eighth - the Vodla River: Semenov - Podporozhye;

- ninth - Chelmuzhsky Strait.

In the radio bulletin No. 1, the full name of these routes is indicated, in the future they are transmitted only under code numbers.

The informational radio bulletin is sent to the following addresses: dispatchers of BOP JSC and the Petrozavodsk port, to the Onega linear department of shipping inspection, the passenger agency and the Shalsky cargo section of the Petrozavodsk port, senior dispatchers of the Vytegorsk RGSiS and Povenets RGS, the port of Medvezhyegorsk, to the Voznesensky dispatching section of the Svir RGSiS and BO GBUVPiS, to all ship captains.

The radio bulletin is transmitted to all ships in circular terms via VHF radio communications from Petrozavodsk, Povenets, Shala and Belomorsk, in accordance with the “Instructions on the organization and conduct of radio communications. ”, as well as at the request of the courts at any time during the period of validity of this radio bulletin.

Responsibility for the timely transmission of the informational radio bulletin rests with the Basin Communications and Radio Navigation Center.

5. NOTIFICATIONS FOR BOATERS ON LAKE ONEGA

In order to promptly provide navigators with information about changes in navigation conditions on Lake Onega, which is of a temporary nature - the deployment of the technical fleet, a short-term absence of a sign or non-burning of navigational light, the detection of obstacles on the ship's course that are dangerous for navigation, the Onega RVP transmits through the radio stations of the Basin communication and radio navigation center number alerts for all ships located in Lake Onega, r. Vodla and Andoma, the dispatcher of BOP OJSC, the ports of Petrozavodsk, Medvezhyegorsk, the Shalsky cargo section of the Petrozavodsk port, senior dispatchers of the Vytegorsk RGSiS and Povenets RGS, the Voznesensky dispatching section of the Svir RGSiS, the passenger agency of the port of Petrozavodsk, the Onega Linear Department of the Shipping Inspection, the navigation safety service of JSC "BOP", BOGBUPiS - 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 on the organization of radio communication. ” and upon expiration are canceled in subsequent notifications. All changes in the navigation conditions of a permanent nature are immediately reported by the Onega RVP only to the BO GBUVPiS for issuing unified order notices for the basin.

6. NOTICE TO BOATERS

Based on the reports of the Onega RVP, the Povenets and Sosnovets RGS, the Belomorsk SKP about changes in the conditions of navigation of a permanent nature, the service of the track and ship facilities 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 communication 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 BOP JSC, the ports of Medvezhyegorsk, Nadvoitsy, Petrozavodsk, the Shalsky cargo area and the passenger agency of the Petrozavodsk port, dispatchers of the Volga-Baltic GBUVPiS, Povenets RGS, Vytegra and Voznesensky dispatching section of the Svir RGSiS, line departments of the GRSI BOB in Povenets and Petrozavodsk, security service navigation of JSC BOP and NWFP - via the telegraph communication channels of Rosrechflot.

Notifications of a temporary nature issued by the URVP are not duplicated by the BO GBUVPiS.

According to the unified sequential numbered notices, navigators must make permanent or temporary (depending on the nature of the information) corrections of navigational charts and manuals.

In the dispatching services of OJSC "BOP" and linear enterprises, waybills and notices must be filed, and on ships there should be journals of notices to navigators and waybills.

The captains of ships heading to Lake Onega from other basins receive notifications of travel conditions from the dispatchers on duty of the Volga-Baltic GBUVPiS - Vytegra, the Voznesensky control section of the Svirsky RGSiS or by radio through the dispatchers of the BO GBUVPiS.

Responsibility for the timely transmission of notices by radio lies with the Basin communication and radio navigation center.

7. OTHER INFORMATION

On the basis of daily data from the PRGS, SRGS, ORVP, the Service of the Way and Ship Facilities of the BO SBUVPiS issues an information bulletin 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.

The payment for navigational information, except for winter proofreading and separately performed works, is included in the navigational dues rate.

Correction of Volume 4 of the Atlas of the ITS, maps of the Vodla River, schemes published by the BO GBUVPiS, as well as maps of Lake Onega and books of 2001, 1001 editions of the GUNIO MO, is carried out by the BO GBUVPiS in December - February after the approval of the scheme for placing signs of the navigation fence 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 BO System, the SBUVPiS monthly sends to the dispatcher information center of the USS in Nizhny Novgorod, proof-reading materials on all changes in the navigational fence that have occurred over the month in the basins of the White Sea-Baltic Canal and Lake Onega, including the Vodla and Andoma rivers.

The same materials are sent monthly:

- to military unit 81357 and its subdivision of military unit 20835 for issuing IM DKBF and correcting navigational charts;

— to the proofreading departments of shipping companies:

JSC BOP, Petrozavodsk, JSC Northern River Shipping Company, Arkhangelsk;

- at 280 Central Cartographic Production;

- to the Povenets district of hydraulic structures;

- to the Sosnovetsky district of hydraulic structures;

- to the captain of the Belomorsk port.

in the White Sea-Onega basin G. Voskoboynikov

Appendix No. 4 ACT of a transport accident

The traffic accident report must contain the following mandatory information:

1. Year, date, month, information about the compilers (position, last name, first name, patronymic, and for witnesses - the place of residence of each).

2. Basic data on transport facilities and hydraulic structures (name, type, capacity, carrying capacity, dimensions, type of cargo, etc.).

3. Information about watch officers who were involved in the transport accident (position, age, special education, total length of service in river transport, in command positions and positions held, working diploma or certificate, date of receipt and by whom issued).

4. Hydrological characteristics of the area where the traffic accident occurred, weather conditions, visibility, dimensions of the passage and their compliance with the declared ones, the presence of navigational signs in regular places and their compliance with regulatory requirements, etc.

5. Evaluation of actions before the traffic accident and the circumstances related to it.

6. Circumstances of the transport accident (detailed description of the accident, 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. The number of injured or dead people, their last names, first names, place of residence, year of birth.

9. Damage to the hull, mechanisms, propellers, steering devices, which must be issued by the "Ship's technical act".

10. Consequences of damage (flooding of compartments, loss or damage to cargo, environmental pollution, the possibility of movement, etc.).

11. Compliance of the raft raft and equipment with the requirements of the raft and raft formation.

The first copy of the transport accident report with attachments is sent to the linear department of the shipping inspection, the second and third copies are sent to the owners of transport facilities, copies of the reports remain with the participants in the transport accident.

The following documents are attached to the traffic accident report:

- an extract from the watch (ship) log for the time, including the actions of the watch officer before the traffic accident, at the time of the accident and after it;

- an extract from the machine and other logs, if their maintenance is provided for by the published transport object and if necessary;

- explanatory statements from all involved persons, primarily from watchmen, and testimonies, if any;

- a diagram with the designation of the place of the transport incident, as well as the successive locations of transport objects, etc .;

- a copy of the navigation map of the site of the transport accident;

- ship's technical act;

- other documents and material evidence related to the transport accident (copies of radiograms, orders, instructions, course charts, photographs, tachograms, acts on trawling or depth measurements, failure of mechanisms, devices, instruments, acts of acceptance of the raft for towing, assembly of emergency wood, etc.).

All submitted documents must be certified by the signature of the captain (commander) of the transport facility and affixed with the ship's seal.

Application No. 5

List of information on the traffic accident,

transmitted by the State River Navigation

inspection, dispatching apparatus.

1. Date, time, name of the transport facility, ownership.

2. Location of the incident (coordinates, mileage according to the EGS Atlas No. 4, settlement, hydraulic structure, etc.)

3. Where and where the transport object goes, in cargo or ballast, type of cargo and its quantity, number of passengers, information about the vessels of the composition, its overall dimensions and draft.

4. Weather conditions, wind direction and strength, waves, visibility.

5. Availability of navigational signs in regular places and their serviceability.

6. Information about the shift cabin and engine room (last name, first name, patronymic, position, diploma).

7. Brief information about another object of the transport accident.

8. Information about the incident (type of transport accident, presence and nature of damage, casualties and bodily injuries of people, environmental pollution).

9. Other information to assess the traffic accident and decide on the need to involve technical means to help and deal with the consequences.

1. Acquisition by ship-owning organizations of the Features of the movement, mooring of ships according to the waterways of the White Sea-Onega basin is carried out in the State River Navigation Inspectorate for the White Sea-Onega basin.

2. Reproduction of peculiarities of movement, parking of vessels along the IWW of 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 CSs

Notification HP 4 dated 14.05.08

According to the order of the head of the Department of the SZUGMIRN Atlashkin for HP 32 dated 14.05.08, clause 4 was canceled general provisions"Peculiarities of traffic, parking of vessels on inland waterways of the "White Sea-Onega basin"

AIS (eng. AIS Automatic Identification System) - a system that allows you to identify and track vessel movement online with an accuracy of 10 meters. Apart from deployment of AIS ships provides information about their type, dimensions, destination, speed, expected time of arrival, makes it possible to get acquainted with the history of routes and the intended course. The specified information is presented in the card, to open which you need to click on the object of interest. Online access to AIS ships provided directly by ships using a radio frequency transmitter. Individual vessels or ports may not be viewable due to range limitations, interference, or weather conditions affecting radio communications. If " marine traffic” does not display the item you want, please try again later.

Real-time vessel movement map covers the whole world and provides the user with the opportunity to see their placement in various ports and regions 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 deployment of ships displayed with a slight delay. You can find out the time elapsed since the last update of the coordinates by hovering over the object.

Designations:

Dislocation of vessel traffic in the Kama basin. Vessel traffic on-line in real time (AIS)

Recommended list of dissertations in the specialty "Operation of water transport, navigation", 05.22.19 VAK code

Increasing fleet efficiency in lock systems 2011, candidate of technical sciences Shishkin, Alexander Alekseevich

Improving the organization of the passage of ships through lock systems: on the example of VDSK 2008, candidate of technical sciences Gusev, Dmitry Evgenievich

Conceptual model for building an automated vessel traffic control system in the Nevsky-Ladoga area of ​​waterways and navigation of the Volga-Baltic waterway 2002, Candidate of Technical Sciences Brodsky, Evgeny Lazarevich

Business Case for Fixed Navigation Duration and Path Service Rates 2000, Candidate of Economic Sciences Pastushchak, Oksana Aleksandrovna

Mathematical Support for Optimizing the Structure of Automated Information Systems in River Automated Control Systems 2007, Ph.D. Kholin, Alexey Vyacheslavovich