When developing a port water area project, the navigation depth necessary for the safe movement of the design type of vessel at a given speed under the most unfavorable design conditions is determined using the formula:

Where is the draft of the design type of the vessel when loaded, m;

Minimum navigation reserve (ensuring the safety and controllability of the vessel when moving), m;

Wave reserve (for submersion of the tip of the vessel during waves), m;

Speed ​​reserve (for a change in the landing of the vessel while moving compared to landing the vessel at rest in calm water), m;

Depth reserve for the list and trim of the vessel due to improper loading, movement of cargo, as well as during vessel circulation, m.

The vessel with the greatest draft of all the vessels taken into account is accepted as the design vessel.

The minimum navigation margin is determined depending on the vessel's draft and soil characteristics:

Silty soil - =0.04*;

Alluvial soil (silted sand, shell, gravel) -=0.05* ;

Packed soil (dense sand, clay) - =0.06*;

Rocky soil - =-0.07*.

The wave reserve is determined by the formula:

Where h is the estimated wave height, m.

The estimated wave height is determined by the formula:

Where is the angular speed of the wind, m/s.

The amount of speed reserve is determined according to Table 9. The speed of the vessel is set independently.

Table 9 - Speed ​​reserve

The reserve for heel and trim of the vessel is determined depending on the type of vessel according to Table 10.

Table 10 - Vessel roll reserve

In addition to navigation, the design depth of the port water area is calculated using the formula:

Where is the drift margin, m.

The margin for drift and clogging of the internal water area of ​​the port should be taken depending on the expected intensity of sediment deposition during the period between repair dredging works (taking into account the clogging of the water area with bulk cargo), but not less than the value ensuring the productive operation of the dredger, taken equal to 0.4, but also no more than 1.2 m.

The resulting design depth of the port water area must be rounded up to the standard depth. According to the Standards for the Technological Design of Seaports, the standard depths are, m: 5.0; 6.5; 7.25; 8.25; 9.75; 11.5; 13.0; 15.0.

Determination of the port water area

The area of ​​the port water area consists of the sum of the areas of the shunting roadstead, the operational part of the water area and roadstead parking areas. Calculated based on the vessel with the largest dimensions.

Entrance raid

The entrance road must have dimensions and outlines in plan that make it possible, in strong winds, to carry out any maneuvers required when entering or leaving the port:

The ability to dampen the inertia of an incoming vessel;

The ability to turn the vessel using its own means to the required angle along the circulation arc;

Possibility of anchor release and temporary emergency parking.

The specified requirements are met provided that a circle with a diameter of at least D=3.5* can be inscribed on the area of ​​the entrance roadstead. The minimum distance of a straight section along the entrance axis in specific cases can be increased to 4.5*, taking into account the maneuvering characteristics of the design types of vessels, as well as hydrometeorological conditions (ice conditions, currents, wind) of the designed port.

The area of ​​the entrance roadstead is determined by the area of ​​the circle, the diameter of which is equal to 3.5 times the length of the vessel:

Where d is the diameter of the circle, equal to d=3.5*.

The boundaries of the area intended for maneuvering must be located at a distance of at least 2* (- the width of the vessel) from fencing and other structures. This area should not overlap with other areas allocated for the laying of vessels and carrying out raid operations, as well as with the operational water area.

Operational part of the water area

The operational part of the water area is understood as the introductory space adjacent to the berthing fronts, including:

Water space between piers;

The water surface of pools embedded in the territory;

Areas of the water area adjacent to frontally located berths and separate piers.

With frontal berths, the width of the operating part of the water area depends on the number of berths. If the number of berths is more than two, then the width is determined by the formula

Where is the width of the tug, m;

Lighter barge width, m;

Width of floating loader, m;

Clearance between stationary and moving vessels, m;

Clearance between moving vessels, m.

In calculations it is accepted

The area of ​​the operational part of the water area is calculated by the formula

Where is the length of the operational part of the water area.

The length of the operational part of the water area is equal to the length of the berthing front.

Port(French port, from Latin portus - harbor, pier) is a water transport point equipped with structures and devices necessary for loading and unloading operations, serving passengers, ensuring the safe parking of ships and their maintenance.

As a transport point, the port provides connections between several modes of transport - water, rail, and road. At the port, operations are carried out to transfer cargo from land modes of transport to water transport and vice versa.

To ensure the performance of its functions, the port must have a water area (water part), territory (shore part) and a berth front.

Water area A port is a water area necessary for the construction of roadsteads intended for the safe parking of ships awaiting processing, and for the convenient movement of ships to berths, refueling and repair points.

The water area usually includes water approaches to the port, roadsteads and internal pools. Water approaches can be natural (in the form of a section of sea or river) or artificial (with the construction of approach channels connecting the port with natural depths). Roadsteads are areas of water protected from strong waves where ships can anchor while awaiting permission to approach berths or leave the port. In the absence of deep-water berths in the port, transshipment operations are also carried out in roadsteads, for which auxiliary shallow-draft vessels are used - lighters and barges. Internal pools (sometimes called harbors or port pools), adjacent directly to the port area, are intended for the berthing of ships at berths; They carry out basic and some auxiliary cargo operations.

If necessary, the port water area is fenced with special hydraulic structures to protect it from rough water, currents and sediment. The ship's passage in the water area must be furnished with signs of the ship's situation and have a depth sufficient for the movement of design vessels. Sometimes special pools are built within the water area (for example, at ship repair yards and ship-lifting facilities).

The area of ​​the port water area must be sufficient for maneuvering ships entering and leaving the port, convenient for anchorage in the roadstead and safe for anchorage of vessels at berths, as well as for local maneuvering of vessels when approaching and departing from berths. Usually this area is determined by constructing possible lines of movement of ships to each berth with the required turning radius of the design vessel.

Territory ports – areas of land adjacent to the water area on which port facilities and devices are located that ensure the performance of the main function of the port - cargo transhipment, passenger service, servicing of ships and their crews.

Mooring front – a section of the coastline equipped with appropriate devices and equipment for the safe mooring of ships and the performance of reloading operations.

Mooring lines can be located frontally (along the shore), along jetties, on piers protruding into the water area, as well as along internal coastal basins. The placement of berths should ensure, on the one hand, the convenience of approaching and mooring ships, and on the other, the possibility of servicing the berths by rail and road transport.

Operational sites, storage facilities and access roads are located on the port territory and at the berthing front. In addition, buildings for passenger services (marine terminal, river terminal), electrical substations, repair shops, garages, logistics facilities, administrative and service premises can be located on the port territory. Sometimes ship repair facilities, marshalling railway stations and wagon depots are located on or near the port territory.

The dimensions of the port territory are determined from the conditions of convenient placement of port facilities, equipment, access roads and intra-port railways and roads.

The main technical characteristics of the port: depth at the berth, length of the berth line and elevation of the port territory. The depth at the berth is measured from the lowest navigable water level and is determined by the calculated drafts of the vessels and the depth reserve under the keel of the vessel. In modern seaports, the depth at the berths for dry cargo ships is 10–15 m, for oil tankers – 15–20 m. The length of the berth line determines the number of ships that can simultaneously stand at the berths and be processed. The number of berths is set separately for each category of cargo. In addition to the berths necessary for carrying out cargo and passenger operations, the ports also provide auxiliary berths serving bunkering, parking of service and auxiliary fleet and ship repair. The elevation of the port area (elevation above the water level) is selected in such a way that the port area does not flood when the level is high and the most favorable conditions are created for cargo and other operations. The elevation of the cordon part of the port territory is, as a rule, constant, which facilitates the movement of railway transport.

To ensure the operation of the port, hydraulic structures are installed in it. The main port hydraulic structures are:

mooring structures;

fencing structures;

bank protection structures;

ship repair facilities;

navigation structures.

Mooring facilities must ensure convenient and safe parking of ships during loading and unloading operations. There are two main types of berth structures: floating and coastal (embankments).

Quay embankments in cross section can have different shapes (Fig.):

vertical;

slope;

semi-slope;

semi-vertical.

Transverse profiles of the coastal quay line:

a – vertical; b – slope; c – semi-slope; g – semi-vertical

Vertical ones are most convenient for mooring and parking ships. However, with a large depth of the water area and a large amplitude of water level fluctuations, it is necessary to build an embankment of great height, and this is quite expensive.

Vertical quays:

a – from solid masonry; b – from giant massifs; c – pile with sheet piling wall and anchors; d – pile with sheet piling wall and inclined piles

1 – stone bed; 2 – concrete masses; 3 – mooring-fender frame; 4 – giant reinforced concrete mass; 5 – sheet piles; 6 – anchor rod; 7 – anchor plate; 8 – wooden piles; 9 – reinforced concrete grillage; 10 – soil backfill

Sloping embankments are the cheapest, but they are less convenient for mooring and parking, and for loading onto ships located at such embankments, cranes with a long reach are needed. For the convenience of parking and mooring ships at such embankments, intermediate floating berths in the form of metal pontoons are often used.

Semi-slope and semi-vertical embankments are intermediate in operating conditions compared to vertical and slope ones.

By design, vertical embankments are either gravity or pile (Fig.). In this case, there are gravitational ones: red, from massive masonry, from giant massifs and prefabricated ones.

The underwater massive masonry embankment is made up of large concrete blocks (10 tons or more each). In the above-water part, a monolithic reinforced concrete belt is installed - a grillage, with mooring devices (fenders, mooring bollards, eyelets, etc.).

The embankments of giant massifs are made from prefabricated hollow reinforced concrete sections 15–30 m long and of the required height. They are delivered afloat to the installation site, then, filled with water, they are lowered onto the prepared base and filled with sand or crushed stone.

Pile embankments are made in the form of a solid wall made of metal or reinforced concrete sheet piles, held by metal anchor rods fixed in anchor slabs. On the shore side, the embankment is filled up to the mark of the port territory.

Fencing structures protecting the port water area from rough waters are breakwaters and breakwaters. Their construction requires large expenses, therefore, when constructing ports, they try to use well-protected natural bays, bays, lagoons, etc. to locate the port. Based on the shape of the transverse profile and the principle of wave damping, fencing structures are divided into (Fig.):

slopes;

with vertical walls;

end-to-end;

floating.

External fencing structures:

a – from soil with slopes secured with stone; b – from stone and concrete masses;

c – from giant massifs on a stone bed

Bank protection structures designed to protect coastal areas from erosion by waves and currents. They come in slope and semi-slope types (Fig.).

In addition to longitudinal coastal fortifications, transverse structures (buoys) are sometimes built, which are adjacent either to the longitudinal fortification or to the unprotected shore. Such groins promote sediment deposition, build up the shoreline and weaken the wave impact on the shore.

For periodic inspection and repair of the underwater part of ships they use ship repair hydraulic structures : docks, slips and slips.

Docks are designed to completely drain the underwater part of the vessel; they come in two types - floating and dry.

Slope and semi-slope coastal fortifications:

a – stone pavement; b – semi-slope reinforcement with a thrust pile row;

c – slope reinforcement made of rock fill and concrete slabs; d – special coastal fortification

A floating dock is a metal or reinforced concrete box-shaped structure consisting of a bottom and vertical walls. Inside the bottom and walls there are chambers (compartments) that can be filled and emptied with water using pumps. When the compartments are filled, the structure is immersed in water, and the ship can enter such a dock. Then the ship is secured in the dock and the water is pumped out from the compartments. The dock floats up with the ship, and the underwater part of the ship is above the water level.

Strengthening the coastline with transverse structures:

a – groins adjacent to an unprotected shore;

b – groins adjacent to the longitudinal dam

1 – groins; 2 – longitudinal dam; 3 – backfill; 4 – sediment deposits

A dry dock is an enclosed pool (chamber) with entrance gates or shutters. After entering the ship's dock, the water is pumped out from it, and the underwater part of the ship becomes available for inspection and repair.

To lift ships from the water, longitudinal slipways and transverse slips are used.

A boathouse is an inclined plane with rail tracks and a longitudinal bogie. The ship floats onto a trolley that is under water, and then this trolley is winched along the rails up to land.

Cross slips make it possible to lift and repair multiple vessels.

Small vessels can be lifted by powerful harbor cranes for inspection and repair.

TO navigation port hydraulic structures include sea beacons and navigation signs located within the port waters.

Scheme of a large port:

1 – port water area; 2 – port area; 3 – breakwater; 4 – they say; 5 – pier;

6 – embankment: 7 – swimming pool; 8 – lighthouse; 9 – port lights; 10 – pre-port railway station

Floating dock

Floating dock

Floating dock in Sevastopol

Floating dock

Aircraft carrier in dry dock. In the background is a floating dock

Dry dock

Inside the dry dock is a submarine

Ports are classified according to several criteria:

by appointment;

by cargo turnover;

by location;

according to the annual duration of operation;

in relation to the water level;

in relation to international trade.

By purpose ports can be divided into:

transport;

• fishing;

  ports of refuge.

Transport ports, intended for the transfer of cargo and passengers from one type of transport to another, can be divided into general purpose ports, in which a wide variety of cargo are processed and passengers are transferred, and special ports, intended for the processing of any one cargo (coal, ore, oil, forest, etc.). As a rule, special ports have powerful, high-performance transhipment devices that are used to process only one type of cargo.

Devices for transshipment of other types of cargo and passenger berths in special ports, if they exist, are of secondary importance.

There are often special passenger ports in which cargo operations are limited to baggage transhipment.

In the ports general purpose various loads are reloaded, and reloading devices are more universal. The largest domestic and foreign ports are general purpose ports.

Military ports or fleet bases are designed to serve the navy. They are characterized by the presence of large raids, pools for ship repairs, and special warehouses for military equipment and food. The territory of a military port often houses extensive barracks. For the defense of the port there are fortifications and other engineering structures.

fishing ports, Of which, fishing ports have received the greatest development; they are equipped with refrigerated warehouses and include processing plants. Such ports, being bases for the fishing fleet, usually have their own ship repair facilities.

Ports of refuge as the name implies, they are designed to provide shelter during a storm for ships that are not designed to withstand large waves. As a rule, natural bays and lagoons are used for refuge ports, with a minimum amount of dredging carried out in them to create roadsteads. In some cases, fencing structures are erected to create protected roadsteads. The maximum distance between ports of refuge is determined from the condition that ships and rafts can reach them from any point on the shipping route from the moment a signal about a suitable storm is received. Ports of refuge also include special fenced water areas at shipping passage structures in the upper reaches of reservoirs (the so-called outports), where ships wait to be locked into the lower reaches or exit into the reservoir.

Freight turnover is the total amount of processed cargo in tons. Cargo turnover includes all cargo that arrived at the port by water and departed from it by water within a certain time (per navigation, per month, per day). Freight turnover also includes cargo reloaded from one vessel to another. The total cargo turnover of the port usually has a heterogeneous structure and significant unevenness over time.

The port's cargo turnover must correspond to its throughput– weight amount of cargo processed per unit of time. If cargo turnover is the actual amount of cargo processed by a port (depending on the location of the port, trade flow in the region, etc.), then throughput is the technical ability of all port berths to pass (load and unload) a certain amount of cargo in a certain time. It is obvious that in order to ensure efficient and uniform operation of the port, its throughput must be greater or at least equal to the cargo turnover.

Depending on cargo and passenger turnover, all ports are divided into several categories. By port category, the following are determined: the administrative structure of the port and its operational staff, the costs of its operation and repair work, the volume of work for its development, the class of main structures, territory marks and estimated water levels. Due to the unequal labor intensity of processing various cargoes, the port category is determined by cargo turnover in conventional tons. There are tables for converting cargo of various natures (for example, timber, oil, crushed stone, containers), including passengers, into conventional tons.

Seaports, depending on annual cargo turnover, are divided into three main categories:

Nature of cargo turnover	annual cargo turnover, thousand tons
A. General Ports
Total cargo turnover	More than 1400		600 or less
Freight turnover of general and timber cargo			100 or less
B. Special purpose ports handling:
a) bulk cargo (coal, ore)	More than 4500		3000 or less
b) inert mineral construction cargo	More than 10000		7000 or less

If the cargo turnover of a transport hub does not exceed 50 thousand tons per navigation or if it is intended only for transferring passengers of local and suburban lines, then it is called pier. From a classification point of view, the marinas belong to the IV category of ports. Non-category ports of the Russian Federation include St. Petersburg, Novorossiysk and Nakhodkinsky.

By location There are sea and river ports.

In its turn sea ​​ports there are:

wellhead;

coastal;

lagoon;

internal.

Wellhead ports characterized by the fact that sea and river waterways converge in them. Almost all of the world's largest ports (St. Petersburg, London, New York, Hamburg, Rotterdam, Antwerp, etc.) are located at river mouths. Port facilities are usually located along the banks of the river or in pools dug into the bank. At the same time, they tend to locate ports at some distance from the sea in order to avoid the construction of protective structures.

Seaport layouts:

a – in the lagoon; b – in a protected bay; c – in a semi-protected bay;

g – on the open coast

1 – port area; 2 – port water area; 3 – they say; 4 – approach channel;

Coastal seaports are created on the open seashore, and to protect their water areas and berths from waves, it is necessary to build protective structures (for example, the ports of Marseille and Odessa). The length of these structures in ports on sandy coasts is measured in kilometers. If the port is located in a natural, partially protected bay, then the length of the protective structures is reduced.

Lagoon ports are located in the depths of lagoons formed on sandy shores due to the deposition of natural spits separating the lagoons from the sea. Such ports do not need protection from waves, but have approach channels where it is necessary to maintain depths by removing sediment by dredging (the port of Ilyichevsk near Odessa, the Iranian port of Pahlavi).

Internal ports placed at a considerable distance from the sea on the lower (deep-water) sections of rivers (for example, Arkhangelsk, Kherson, Nikolaev, Rouen) or on artificial canals dug from the sea into the country (Manchester, Amsterdam, Brussels).

River ports according to purpose they are divided into:

• special;

  outports;

  ports of refuge.

General and special ports are designed to transfer cargo from ships to shore and back. In outports located on reservoirs (in the upper reaches of locks), convoys of vessels or rafts are reorganized before entering them into the lock chamber; Outports are also used for the storage of ships and rafts arriving from the lower to the upper water during a storm. Sometimes an outport and a general purpose port are simultaneously protected by the same fencing structures (Kuibyshevsky, Tsimlyansky, etc.). Ports of refuge serve only for the detention of ships and rafts during a storm; they are usually created in natural bays; mooring structures, as a rule, are not installed in them.

Ports are distinguished by location:

on free rivers, a characteristic feature of which is significant fluctuations in water level (up to 15 m or more);

on shipping canals in which the amplitude of level fluctuations is always small;

reservoirs and lakes, exposed to wind waves and, as a rule, requiring the construction of protective structures (these ports have much in common with sea ports).

Channel ports on free rivers usually have 2 roadsteads in the water area (arrival roadstead and departure roadstead), where towed trains are disbanded or formed accordingly, and from where individual barges are tugged to the berths for cargo operations. Roadsteads are usually located above or below the berths so as not to interfere with transit shipping passage and the water area near the berths. Significant fluctuations in water level determine the nature of mooring devices in a river port and determine the use of landing stages and, in some cases, the so-called. spring berths.

Off-channel ports on free rivers and ports on shipping canals are located in natural bays, on channel widenings or in an artificial bucket, in the latter case the port is called a bucket port. Off-channel ports are usually used for the winter lay-up of ships, and therefore have ship repair yards. Often in large ports there are areas located in the river bed and bucket areas. In this case, the port belongs to the category of mixed ports.

The main elements, hydraulic structures and technical characteristics of river ports are the same as those of sea ports. According to navigational cargo turnover, river ports are divided into 5 classes.

According to the annual duration of operation Ports on inland waterways are divided into permanent and temporary. Permanent ports are operated throughout the entire navigation. Temporary seasonal ports operate only part of the navigation, which is determined by hydrological conditions (the duration of the period of high water when ships can approach the berths) or the seasonality of the cargo (for example, agricultural products). Typically, temporary ports are not large in size - they are more like marinas. Sometimes temporary ports are created to serve large construction projects; such ports, operating for only a few years, sometimes receive millions of tons of cargo during their operation.

Relative to water level seaports are open and closed.

Closed seaports located in basins separated from the sea by locks or half-locks. Thanks to this, in a closed water area, by maintaining an increased water level, the amplitude of tidal fluctuations is reduced, which significantly reduces the cost of berth structures and facilitates the handling of ships.

In relation to international trade seaports are divided into ports of global, international and domestic importance.

Ports of global importance are centers of world trade and receive ships sailing across all seas and oceans. Ports of international importance receive ships sailing within the basin in which the port itself is located. Inland ports, or coastal ports, serve domestic transport between ports of only one country.

HISTORY OF PORTS IN RUSSIA

Greek port colonies

At the end of the 2nd - beginning of the 1st millennium BC. e. The Greeks called the current Black Sea “Pontus Aksinsky” - an inhospitable sea. There were legends among the Greeks that the wild inhabitants of the Crimea - the ferocious Tauri and Scythians - kill all aliens, sacrifice them to their gods, and make cups for wine from their skulls. In addition, storms were quite frequent on this sea, especially in winter.

Navigations at that time were carried out only directly near and along the coast. The main ships of the Greeks at that time were unirems, that is, galleys with one row of oars, up to 15 m long.

Around 750 BC e. The era of the Great Greek Colonization began. Historians believe that the reasons for such colonization were the overpopulation of the territory of Greece itself and the lack of food obtained on the rocky, infertile land of ancient Hellas. Over the next 200 years, the Greeks founded many colonies along the Mediterranean and Black Sea coasts. There were three main directions of colonization: to the west - present-day Italy, Spain; to the south - North Africa and to the northeast - the Black Sea.

As the Greek comedian Aristophanes wrote, “The Greeks settled around the Mediterranean like frogs around a swamp.” At the same time, the Greeks did not discover new lands, but followed the already beaten paths of the Phoenicians, displacing their predecessors. In addition, they did not explore new lands inland, limiting their presence to the coasts.

Colonies were created, as a rule, in places where there were convenient natural harbors with good conditions for ships approaching the shore and loading and unloading various goods.

Greek colonial cities in the Northern Black Sea region in the 6th – 4th centuries BC. e.

Greek colonies in the North of the Black Sea in 450 BC. e.

On the Black Sea coast, the inhabitants of the Greek city of Miletus, located on the western coast of the Anatolian peninsula of Asia Minor, were especially successful in settling and creating colonies. The ancient Greek Anifaeus (late 2nd - early 3rd century BC) in his work “The Feast of the Sophists” wrote: “...The Milesians, until they indulged in luxury, defeated the Scythians and settled the glorious cities of Pontus...” The Milesians in the 6th century BC. e. were founded: the city of Tire on the right bank of the Dniester estuary (now the city of Belgorod-Dniester); the city of Olvia on the right bank of the Dnieper-Bug estuary (the village of Parutino); Feodosia and Panticapaeum (Kerch) in Crimea; Hermonassa (Tamanskaya village) on the eastern shore of the Kerch Bay, etc. After its creation in the 7th – 5th centuries BC. e. In the Black Sea region of numerous Greek city-states, the intensive development of the Black Sea and its coasts by the Greeks for trade purposes began. Approximately half of the grain consumed by Athens in the 6th century BC. e., was brought by sea from the Northern Black Sea region, mainly from fields located near Feodosia and Panticapaeum. At this time, the Greeks began to call the Black Sea Pont Euxine - “hospitable sea.”

The Greeks called the Kerch Strait the Cimmerian Bosporus (in contrast to the Thracian Bosporus near Constantinople), the Kuban River - Hypanis, the Don River - Tanais, the Sea of ​​Azov - Meotida.

One of the ancient authors wrote that in the 4th – 3rd centuries BC. e. “...many of the carriers of goods on cargo barges from Meotian (Azov - K.M.) on the tenth day the seas reached the harbor on the island of Rhodes, from here... on the fourth day they arrive in Alexandria, and from there, sailing upstream (along the Nile - K.M.), in another ten days they can arrive in Ethiopia without much difficulty. Thus, from the extreme cold to the highest degree of heat there was no more than twenty-five days of continuous travel ... "

In 480 BC. e. the cities of the eastern and western coasts of the Cimmerian Bosporus united, creating the Bosporan Kingdom with its capital in the city of Panticapaeum (modern Kerch). This kingdom is considered to be the first state union on the territory of present-day Russia. The prosperity of the Bosporan kingdom was determined by the sale to Greece of bread grown on the fertile Taman (Kuban) lands. In exchange for bread, blacksmith's products, clothing, olive oil, wine, jewelry, and household items were received from Greece.

Port water area

"...2. The port water area consists of water space within inland waterways, allocated in accordance with the legislation of the Russian Federation..."

Source:

"Code of Inland Water Transport of the Russian Federation" dated 03/07/2001 N 24-FZ (as amended on 07/28/2012)

Source:

"Sanitary for sea and river ports of the USSR" (approved by the Chief State Sanitary Doctor of the USSR 02.06.1989 N 4962-89)

Official terminology. Akademik.ru. 2012.

See what “port water area” is in other dictionaries:

Port water area- the water surface of a port with established boundaries, allowing ships to berth and maneuver. A.p. is considered the place where the risk of an insured event occurs. Dictionary of business terms. Akademik.ru. 2001... Dictionary of business terms

port water area- The water surface of the port within established boundaries, providing maneuvering and parking of ships in its navigable part. [GOST 19185 73] [SO 34.21.308 2005] [GOST 23867 79] Topics: hydraulic engineering, operation of river ports EN harbor aquatorium... ... Technical Translator's Guide

port water area- 3.10.30 port water area: The water surface of the port within established boundaries, providing maneuvering and parking of ships in its navigable part. Source: SO 34.21.308 2005: Hydraulic engineering. Basic concepts. Terms and definitions 3.2 water area... ...

PORT WATER AREA- the water surface of the port within established boundaries, providing maneuvering and parking of ships in its navigable part. A.p. may be the place where the risk of an insured event materializes... Large economic dictionary

Port water area- The port water area consists of the water spaces allocated to the port, including the internal and external roadsteads. The Merchant Shipping Code of the USSR, approved by Decree of the Presidium of the Supreme Soviet of the USSR dated September 17, 1968 N 3095 VII, Art. 67 ... Dictionary of legal concepts

water area- water area: According to GOST R 22.0.09; Source … Dictionary-reference book of terms of normative and technical documentation

water area- and, f. and aquato/ry, I, m., spec. An area of ​​water surface within established boundaries. Port water area. Bay water area. The mosaic of tribes, cities and microstates in the northeastern part of the Black Sea of ​​Azov water area united and led to... ... Popular dictionary of the Russian language

Skerries- an accumulation of many islands of various sizes, surface rocks, stones in the coastal area.

Fjord- a narrow, deep bay (bay) protruding far into the mountainous land with high and very steep banks. Fjords have a trough-shaped bed and are often separated from the sea by underwater rapids.

Bay, bay- part of the ocean or sea that juts out into the land. Bay- This is a small bay. There is no strict distinction between them.

Strait- a narrow body of water between two continents, islands, or between continents and islands, connecting adjacent oceans, seas or parts thereof.

Passage- a cramped, but accessible for through navigation section of water space between shores, islands and dangers.

Lip- local name for elongated bays formed by river mouths.

Liman- a shallow bay that protrudes deeply into the land with spits and barrages, which is a valley of the river mouth flooded by the sea or a flooded coastal lowland.

Lagoon- stretched along the coast, as a rule, a shallow bay (bay) with salty or brackish water, connected to the sea by a small passage or completely separated from it by a spit.

Plyos- a relatively vast and safe area for navigation, located among islands, rocks, banks and other obstacles that allow ships to maneuver.

Fairway- a safe route for ships to navigate among various kinds of obstacles (between islands, underwater dangers, in areas dangerous from mines, etc.), shown on the map and usually indicated by means of navigation equipment.

Sea channel- a channel artificially dug in the seabed for the passage of ships through shallow water, marked by means of navigation equipment.

Raid- a section of water, near the coast or islands, usually located in front of a port, harbour, coastal settlement or river mouth, used for parking, and in some cases for transshipment of ships. Depending on the degree of protection from winds, raids can be open or closed. The great advantage of the roadstead is the presence of well-holding soil, sufficient depths (but not more than 50 m), a wide and danger-free entrance from the sea, as well as the absence of obstacles to entering the roadstead at any time and in any weather.

Harbor- a part of the port water area, completely protected from waves, bordered by the port territory and intended for parking and cargo operations of ships.

Outport- a roadstead located outside or inside the port waters (but outside the internal harbors), protected by breakwaters, breakwaters or having natural shelters.

Pool- part of the port water area, formed by berths, piers and jetties, intended for parking and cargo operations. In ports where significant fluctuations in sea level are observed, the pools are isolated from the rest of the water area with special locks. Such pools are sometimes called docks.

Port- coastal water area, naturally or artificially protected from waves, drift and drift ice, and the coastal strip adjacent to this water area (port area), equipped with berthing facilities. According to their purpose, ports are divided into commercial, fishing, ports of refuge and military bases.

Various factors have a significant impact on the maneuvering of ships. hydraulic structures of the port.

Dam- a structure in the form of a fortified embankment (shaft) on or near the shore, designed to protect the shore from erosion and flooding by the sea, protect channels and roadsteads from waves and drifts, and connect different areas of land with each other.

Like- an external protective structure connected to the shore. The final part of the structure protruding into the sea is called the head of the pier, and the part adjacent to the shore is called the root of the pier.

Breakwater- an external protective structure not connected to the shore.

Pier- a mooring structure in the form of a dam protruding from the shore and used for mooring ships from the longitudinal sides, and sometimes from the head (seaward) part.

Overpass- a mooring structure built on separate supports.

Landing stage (pier)- a pontoon located near the shore and intended for berthing small ships and transshipment operations.

Berth- a place where ships are moored in a port, harbor, etc. Quays, piers, overpasses, jetties, piers, etc. can serve as berths.

Pal- 1) a structure in the form of a bush of piles or a reinforced concrete pipe driven into the ground, installed at the bottom, filled and raised above the water so much that mooring lines can be attached to it at the highest water level; 2) a structure in the form of individual piles or clusters of piles driven into the ground and serving to protect against the ship’s landing on the shore.

In contrast to the elements of sea ports, which operate in constant interaction with wave loads, the water areas of river and reservoir ports are in more favorable conditions. Wind waves arising on the surface of rivers, as a rule, do not have a significant impact on shipping and port operation. In this regard, river and sometimes reservoir ports are characterized primarily by the absence of fencing structures. In some cases, fencing structures in river ports are created to protect against moving ice or to create separate water areas - backwaters intended for winter lay-up and repair of ships.

Fig.2.1. The main elements of the seaport water area: 1-approach channel; 2-shipping situation; 3-external fencing structures; 4-port water area; 5-berth front; 6-shore-strengthening; 7-port territory; 8-reload raid; 9-navigation raid

However, the composition of the port water area on inland waterways is, as a rule, more complex than that of a seaport.

The water approaches to a river or reservoir port include (in addition to those listed in 2.2) the following main elements (Fig. 2.2.).

Main navigation route- a transit shipping route used throughout the entire navigation period, through which the bulk of cargo and passenger transportation is carried out, mainly in large-tonnage vessels and trains.

Additional navigation- transit shipping passage, designed to shorten the route of ships and convoys, or to protect them from wave action in difficult hydrological conditions.

Local shipping- a shipping passage for communication with individual points of the river, as well as points located on its tributaries with the main shipping passage.

Water approach to the pier- a ship passage connecting a passenger or cargo berth with a local or transit ship passage.

Fig.2.2. Schemes of ship passages and water approaches to river and reservoir ports: 1 - main; 2-seater; 3-water approaches to berths

Cargo transportation on inland waterways is carried out by both self-propelled and non-self-propelled vessels. Non-self-propelled vessels (as a rule, with dissimilar cargoes) are formed into convoys and transported using tugs. To accommodate arriving trains and sort ships by type of cargo, river and reservoir ports provide sorting raid . In large ports, several such raids can be organized with specialization for groups of ships, and raids can also be allocated for manning non-self-propelled ships departing from the port. In this regard, the elements of a river or reservoir port may include arrival raid And departure raid .

In ports located at the junction of sections of a river or its tributaries with different navigable depths, some vessels are usually processed at reloading raid using floating cranes. In some cases, the vessel is not completely unloaded, but only partially (unloaded), in order to reduce the draft and allow further movement along shallow sections of the river, or to approach the copper water pier.

Fig.2.4. The main elements of the reservoir port: 1-water area; 2-territory;

3-berth front; 4-departure raid; 5-fencing structures; 6- settlement raid during a storm; 7-arrival raid

It should be noted that on inland waterways, the entire composition of the above elements of the port water area is used only by non-self-propelled vessels. Self-propelled cargo, passenger and cargo-passenger ships approach the berths, bypassing sorting, and in most cases, transshipment roads.

3.4. MAIN ELEMENTS OF THE PORT TERRITORY

Port area- a section of the coastal zone adjacent to the berth front on which the port coastal facilities are located: transshipment equipment, covered warehouses and open storage areas, buildings, structures, access roads, communications, etc.

The port territory consists of three main parts (Fig. 2.5): I - border area (operational and production); II - rear; III - portside.

Prikordonnaya (operational and production) part is adjacent directly to the berthing front and includes the territory from the cordon line to the rear operational warehouses. In the border area of ​​the port there is a complex of elements necessary to ensure the technological process of the port: transhipment equipment, border railway tracks, road passages, border warehouses, lighting masts, pantographs, etc. Marine or river terminals are located on passenger berths in the border area of ​​the territory.

Fig.2.5. The main parts of the channel port territory: I - border area (operational and production); II - rear: 1) garage; 2) warehouses for long-term storage of goods; 3) workshops; 4) material warehouse; 5) transformer substation; III - portside: 6) port management; 7) fire station; 8) dining room; 9) parking

Taking into account the development prospects of the port, the design includes reserve territory .

Rear part of the port territory is intended to accommodate production and service and auxiliary elements: warehouses for long-term storage of goods, warehouses for logistics and production supplies, workshops, garages, offices of cargo areas, transformer substations, etc.

Priportovaya part of the territory includes the port control building, canteen, fire station, parking lots, etc.

Within the three main parts of the port, five functional zones are distinguished:

1) operating room;

2) production;

3) general port facilities;

4) pre-port;

5)passenger operations.

The first three zones are regime - with fencing and access system. The pre-port and passenger operations area form non-mode part of the territory. In large ports, the passenger operations area is divided into two sections: long-distance and suburban services.

In river ports, with significant (over 6 m) seasonal fluctuations in level, the territory can be located on one horizon (single-tier port) or have two groups of berths on different horizons (double-tier port).

Part land approaches The port is connected to a system of railways, roads and pipelines. The largest part of land approaches is occupied by railway devices, which include port and regional marshalling stations and parks, loading and unloading and connecting tracks.

In addition to the main elements intended to ensure loading, unloading and passenger operations, a number of auxiliary services and structures are located on the port territory: bunkering and construction bases, complex maintenance facilities for transport vessels, ship repair enterprises.

3.5. BASIC REQUIREMENTS FOR PORT ELEMENTS

Regardless of the location, purpose, size of cargo and ship traffic, port elements must meet basic requirements to ensure trouble-free, continuous and efficient operation of the port. In general, these requirements are divided into shipping, operational, construction and economic.

Shipping(navigation) requirements arise from the safety conditions when ships approach the port (or depart from it), as well as maneuvering in the port waters. In accordance with shipping requirements, the elements of the port water area must provide:

· safety and convenience of approach to the port in unfavorable hydrometeorological conditions;

· reliable protection of the port water area from waves, currents, sediments and ice;

· sufficient size of the water area to completely dampen the inertia of the vessel, maneuver it using its own means and approach the berths;

· sufficient passage depths in the approach channel, entrance roadstead and operational water area.

Operational Requirements must ensure efficient transport and production activities of the port and include:

· non-floodability of the territory;

· compliance of the main dimensions of the port elements with the calculated and future cargo and ship turnover;

· optimal protection of the port's operational basins from waves;

· ensuring the performance of loading and unloading operations and passenger operations under unfavorable hydrometeorological conditions;

· rational placement of the port in relation to water and land routes and its connection with the city;

· rational zoning and regionalization of the port territory, taking into account environmental requirements and sanitary standards;

· ensuring the shortest route for cargo movement through the port;

· ensuring fire safety, labor protection conditions and cargo safety;

· performing complex fleet maintenance operations;

· favorable working conditions for port workers and ship crews;

· the ability to effectively use a freezing port during the non-navigation period.

Economic requirements provide for ensuring high efficiency of construction and operation of the port and provide for:

· application of the most economical designs and construction methods;

· maximum use of local building materials;

· organizing the work of frozen ports during the non-navigation period (for example, shipment and accumulation of bulk cargo after the closure of navigation, leasing of covered warehouses, etc.);

· use of advanced technological schemes and efficient reloading equipment.

Construction requirements provide:

· selection of rational and economical types of structures;

· ensuring the necessary stability and reliability;

· ensuring highly efficient organization and technology of construction work;

· possibility of further development and reconstruction of the port.

Security questions on the topic