Sea routes on the world map. Largest seaports on the map
Management "Ocean Ways of the World" designed to select the most advantageous route for a vessel between various points of the World Ocean.
Management "Ocean Ways of the World" corrected according to notices to seafarers of the Main Directorate of Navigation and Oceanography of the Ministry of Defense according to issue No. 12 of March 15, 1980.
The recommendations contained in this manual should be used in accordance with the rules of international maritime law and the regime established by the coastal state.
Information about changes that occurred after this date is published in notices to mariners of the Main Directorate of Navigation and Oceanography of the Ministry of Defense and in additions to the manual.
TABLE OF CONTENTS:
SECTION I. GENERAL METHODICAL INSTRUCTIONS.
Chapter 1. Path selection and calculation and hydrometeorological review.
SECTION II SHIPPING ROUTES.
Chapter 2. North Atlantic Ocean.
Chapter 3. South Atlantic Ocean.
Chapter 4. Gulf of Mexico and Caribbean Sea.
Chapter 5. Mediterranean and Black Seas.
Chapter 6. Red Sea, Persian Gulf and Indian Ocean.
Chapter 7. The Pacific Ocean and the Australasian Seas.
Chapter 8. Interoceanic composite routes.
SECTION III REFERENCE.
Brief description of the main straits and passages.
List of geographical objects and their coordinates.
Alphabetical index of routes.
APPLICATIONS.
(book in pocket).
1. Scheme map " Ocean ways of the world».
2. Climate map of the world (January).
3. Climate map of the world (July).
4. Diagram of the currents of the World Ocean.
Modern ships choose the shortest routes in the ocean, which, if navigational safety conditions allow, follow a great circle arc (orthodrome).
However, even large modern ships are forced to choose routes also taking into account hydrometeorological conditions.
Descriptions of routes are preceded by information characterizing, mainly in hydrometeorological terms, navigation conditions. Where necessary, the most important navigational information is also provided.
For the convenience of subsequent proofreading, the manual retains the numbering of articles given in the foreign manual. Some articles in the manual are omitted because they contain either generally known information or information of no practical interest.
The manual does not replace sailing directions and other navigation aids and does not exempt navigators from using them.
Hydrometeorological diagrams included in the appendix serve for a preliminary assessment of hydrometeorological conditions that are important for choosing a route.
Paths between ports of the same ocean are described in the corresponding chapter of the manual. Interoceanic composite routes are described in Chap. 8.
All paths are divided into those recommended for movement in both directions or only in one, but for the time of use - for movement throughout the year or only in certain seasons, about which there are corresponding instructions in the text and on the diagrams.
The manual does not take into account special requirements for ships with a draft of more than 12 m, in particular for supertankers. Such vessels should, however possible, avoid routes commonly used by medium draft vessels.
In areas where volcanic activity is observed, there is intensive growth of corals, where large number fishing vessels, special care should be taken when navigating the recommended routes.
Ocean route diagrams included in the text and appendix provide a visual representation of the major routes described in the guide.
These schemes are not suitable for navigation purposes.
On the coast, gravitating towards the Atlantic Ocean, there are European countries and developing countries in Africa on the one hand, and North and South America on the other.
There is intensive foreign trade exchange between the countries of these continents. Transportation of foreign trade goods between all countries is carried out mainly via regional sea and ocean routes.
The sea routes running between the ports of the continents reach open waters at Cape Rath and Bishop Rock, at the straits of Gibraltar, Providence, Windward, Mona, at the islands of Madeira, Cape Verde and Barbados, as well as at large ocean ports: New York, Cape Town, Rio de Janeiro, etc. The transoceanic routes of the Atlantic pass between these nodes.
In terms of the importance and intensity of shipping, the North Atlantic direction stands out - the transoceanic routes between Europe and North and Central America. They have a general east-west direction from Cape Rath, Bishop Rock and the Strait of Gibraltar to New York, to the ports of the river. St. Lawrence and other ports of North America, as well as to the Providence, Windward, Mona Straits and further to ports Caribbean Sea and to the Panama Canal. Their length is from 2.5 to 4.0 thousand miles.
This is an area with difficult navigation conditions. Floating ice and icebergs in the northern part of the Atlantic, frequent and dense fogs in the area of the island. Newfoundland (especially in June and July), severe stormy conditions in winter make navigation significantly difficult.
Difficult natural and weather conditions, intensive large traffic of ships in the North Atlantic Ocean in the western and eastern directions have necessitated the establishment of recommended routes for the movement of sea vessels, known as the main transoceanic routes of the North Atlantic Ocean.
In the English Channel, ships traveling from the Atlantic Ocean to the North Sea are advised to follow the passage between the Le Vergoyer and Bassurel banks and then, keeping to the French coast, between the Sandetti and Out-Ratinger banks, enter the North Sea.
Vessels sailing from the North Sea to the Atlantic Ocean are advised to follow the passage between the South Falls and Sandetti Banks and then keep to the English coast, west of the Warne and Bullock Banks.
For coastal navigation vessels (of the “river-sea” type, vessels with a deadweight of up to 4 - 5 thousand tons), a coastal area is allocated, where navigators are not limited in the choice of routes.
There are three traffic separation areas on the approaches to New York. The first of these is intended for ships entering the port from the east, from the North Atlantic or heading to the North Atlantic. It faces east from the Ambrose lighthouse. The second traffic separation area is in a south-easterly direction and is intended for ships arriving from South America, Africa and the Antilles. The third area has a southern direction and is intended for coastal navigation vessels. In a similar way, ship traffic separation areas have been established on the approaches to other American ports.
One-way traffic of vessels at turning points is based on the following principle. Depending on the angle of rotation when going around a cape, island, or lighthouse, two, three or four branches of the traffic separation area are installed. A path for one-way traffic of vessels is established on both sides of the separation zone. At Cape Sai Vicente its width is 3 miles. Vessels rounding the cape are advised to keep their courses within this body of water.
In the North Atlantic direction, hundreds of regular lines are organized by shipping companies from Great Britain, Germany, Italy, the Netherlands, the USA, France, and other countries. Modern multi-purpose vessels and container ships sail on these lines.
Various machinery and equipment, American coal, Canadian ore, cotton, grain, forest products, chemicals and other cargo are transported to the ports of European countries. In the opposite direction from Europe, ships carry English coal, various machines and machine tools to Canada, and high-quality Norwegian and Swedish iron ore to the USA. Various industrial products, chemical, industrial and food products are also transported. The predominance of general cargo in this direction contributes to the expansion of container transportation between the ports of North America and Europe.
The Latin American route originates in the ports of South America and runs along the east coast of South America to Recife. Then the coastal path bifurcates. One branch of it crosses the ocean and passes by the islands of Cape Verde and Madeira, through the Strait of Gibraltar to the ports of Southern, and through the English Channel - Western and Northern Europe; the other, the North American branch, crosses the ocean in the general direction of New York.
Ocean navigation from the eastern ports of South America to Europe is carried out over a distance of 5-6 thousand miles, and from the northern ports 3.5 thousand miles (Barbados Island - Bishop Rock).
From Latin American countries, which have a variety of natural resources, Venezuelan oil, iron ore, non-ferrous and rare metal ores, various grains, cotton, coffee and other goods are transported to Europe. In the opposite direction, industrial products, machinery and equipment, chemicals, timber and other goods are delivered from European countries to Latin America.
The North American branch has a general direction of “North-South”. The greatest length of the route is more than 6 km. miles (New York - Bahia Blanca) and the smallest - 2 thousand miles (New York - northern ports of South America). Sea transportation in this direction is carried out mainly on American ships.
A variety of raw materials (ore, cotton, coffee, oil, non-ferrous metal ores, etc.) come to the United States from South American countries; Various machines and equipment, industrial goods, grain, chemical and other cargo are moving in the opposite direction.
The European-West African direction runs from the English Channel (Bishop's Rock) and Gibraltar past the Canary Islands, along the western coast of Africa to Cape Town. Its length from the English Channel is 5785 miles, and from Gibraltar 5120 miles in the general direction “North-South”.
The American-West African route has two routes - from the ports of North America to the ports of Africa and from the ports of South America to the ports of Africa. From North America the route runs from New York, past the Ascension and St. Helena Islands to the Cape of Good Hope (6,785 miles), and from South America from Recife, Rio de Janeiro and Rio de la Plata Bay to Cape Town (approx. 3500 miles).
Significant volumes of oil and petroleum products, high-quality iron, manganese and other ores are transported to Europe on these routes; and machinery and equipment, grain, chemical and other cargo are transported to the countries of Africa and South America.
Of particular note is the regional sea route running between the ports of the Baltic Sea and the Northern Basins of Russia around the Scandinavian Peninsula. Its length is 4 thousand miles. Moreover, half of the journey takes place in the waters of the Arctic Ocean with difficult hydrometeorological conditions, frequent storms and bad weather.
Oil and oil products, coal, salt, machinery and equipment, including equipment for oil and gas production, as well as large-diameter pipes for the construction of oil and gas pipelines, are transported from the ports of the Baltic basin to the Scandinavian countries and ports of the Northern Basin of Russia. In the opposite direction are the products of the north - timber and timber, apatite, high-quality iron and ores of rare and non-ferrous metals, fish and hunting products. In the last years of the last century, in connection with the development of the northern gas and oil fields of Russia, there was a significant flow of oil and gas to European countries - to the ports of the North and Baltic Seas.
Choosing the right direction of movement for fast and profitable delivery of goods to the port of destination is a necessary condition for the economically rational organization of transport shipping. Theoretically, a ship can move on the open sea in any way within its dimensions. However, the speed and safety of movement are influenced by wind, waves, currents, fog, the presence of ice, underwater and surface navigational hazards, the density of ship traffic, the possibility of replenishing ship supplies, the presence of areas prohibited for navigation, etc.
For safe sailing necessary nautical charts . They are produced in several types, depending on their purpose:
navigation (general, route, private, plans);
auxiliary (grid maps for ocean navigation, radio navigation, etc.);
reference (time zones, hydrometeorological, terrestrial magnetism, starry sky etc.).
In addition, according to the regions of the World Ocean, sailing directions . These are books describing sailing conditions and the shoreline. Additionally are published various navigation aids: books of lights and signs, radio navigation aids. All changes to maps, directions and navigation aids are reported in Notices to seafarers. All this work is carried out by special hydrographic organizations. Due to the development of information technology, all modern ships are equipped with electronic charts.
In the ocean the shortest distance is orthodromy - a line or great circle arc passing through two points on the surface of the globe. In the Mercator projection on nautical charts, it is depicted as a curved line with its convexity facing the nearest pole. This is the shortest distance between the points of departure and arrival, but due to the reasons mentioned above, this path may not be the most profitable and safe, because sometimes it leads into the area of storms or ice, etc.
The main world trade routes include eight most important areas of maritime trade:
North Atlantic route
trade route Mediterranean - Asia - Australia,
South American way
trade route of the Caribbean,
South Pacific Route,
North Pacific route,
Path Europe - South America
and the South African Way.
(L.K. Kendall. Maritime business. ‒ M.: Transport, 1978. P. 7)
First place In terms of shipping intensity at the beginning of the 21st century, it ranks Atlantic Ocean (approximately 3/5 of all maritime transport). Most of the world's major ports are located along the shores of this ocean. The most important direction- North Atlantic, connecting the two most powerful centers of the modern world economy - the USA and Europe. It is adjacent to the sea routes of the Mediterranean, Norwegian and North Seas. Less intense in the Atlantic Ocean other destinations:
South Atlantic (Europe - South America)
and Western Atlantic (Europe - Africa).
Meaning Atlantic Ocean in the world economy in connection with the intensive development of the countries of Southeast Asia constantly falling.
Pacific Ocean takes second place in terms of maritime transport volume (approximately 1/4), but its share constantly increases. The most important direction is considered transpacific, connecting ports in the USA and Canada with countries in Southeast Asia. The range of goods transported is very diverse: from food to machinery and equipment. Transoceanic include transport bridges(coal, iron ore, bauxite) connecting Australia with Japan and other East Asian countries. Shipping lines are also developed along the Asian and American continents.
Third place in terms of transportation volume it ranks Indian Ocean (1/6). Most significant value it has sea transportation from Europe to Asia and Australia through the Suez Canal. The Indian Ocean ranks first in terms of the intensity of oil transportation from the Persian Gulf. Transoceanic routes connecting Australia with Africa and Europe along the Cape of Good Hope are of less importance in the global economy.
IN Arctic Ocean Merchant shipping occurs sporadically.
Taking into account sailing experience, they were created for ocean crossings. special benefits - « Ocean ways of the world" They are designed in two versions: for ships with strong power plants and with weak ones. In addition, crossing the ocean under the guidance of the hydrometeorological bureau is practiced. In this case, the captain regularly receives recommendations about the route from the coast station based on the hydrometeorological information it has. In any case, the final decision on the choice of route remains with the captain.
To increase the safety of navigation, in relation to local conditions, developed recommended routes for ships. Where vessel traffic is particularly intense, it is practiced to establish traffic separation zones or areas. For example, in the Gibraltar, Baltic (Danish), Black Sea Straits, English Channel, etc. There are large shipping flows through these straits, since they are the most profitable maritime trade routes. Below are brief information about the most important, from the point of view of merchant shipping, straits.
Baltic Straits (aka Danish ) consist of three straits: the Great Belt and the Little White Sound. They connect the Baltic Sea and the North Sea through the wide Skagerrak and Kattegat straits. The Baltic Straits separate the coasts of Denmark and Sweden.
The Small Belt has a length of 120 km, a minimum width of 700 m, and a passage depth of 15 m. There is a bridge across it. Vessel passage is difficult. Most ships use the Great Belt Strait. Its length is 117 km, the minimum width is 18.5 km, the passage depth is 20-25 m, and up to 30 m in the fairway. The Sound has a length of 100 km, a minimum width of 4 km, and a depth of 7 m in the passages. It is difficult for large ships to pass through it, but When entering the Baltic straits, pilotage is voluntary; during transit passage of the straits, no fees are charged.
English Channel (English channel ) and Pas de Calais (Dover ) connect the North Sea with the Atlantic Ocean. Separate the coasts of England and France. Minimum width 18 miles. There are no special rules for passage outside the territorial waters of coastal states. The area is extremely busy with shipping: about a thousand ships pass in both directions every day. There is a railway tunnel under the strait.
Strait of Gibraltar connects the Mediterranean Sea with the Atlantic Ocean. Length - 65 km, minimum width 14.2 km, depth from 338 to 1181 m. On the Gibraltar Peninsula with an area of 5 square meters. km there is a naval base. The height of the Rock of Gibraltar is 429 m. Fortress structures are carved inside the rock. It belongs to the category of international straits, so passage through the strait of all ships is free.
Straits of Malacca and Singapore connect the Andaman Sea (part of the Indian Ocean) with the South China Sea. The Strait of Malacca is about 432 miles long and 21.6 miles wide at its narrowest point. It flows into the Singapore Strait, which opens into the South China Sea and is 110 km long and 4.6 km to 21 km wide. There are no international agreements on the regime of the straits. Vessel passage is free, but navigation conditions are difficult, so pilotage is recommended for large-tonnage vessels. One of the most important sea routes passes through the straits. Separates the shores of Malaysia and Singapore in the northeast and Indonesia in the southwest (Sumatra Island). In recent years, it has become known as a dangerous area for piracy.
Strait of Magellan connects the Atlantic and Pacific oceans. It passes between the mainland of South America and the archipelago of the Tierra del Fuego islands and others. It washes the coasts of two countries: Argentina and Chile. The length of the strait is 575 km. Width at its narrowest point up to two miles (3.5 km). It is open for free passage of ships, but navigation on it is dangerous. After the construction of the Panama Canal, the importance of the Strait of Magellan for world shipping was lost.
Bab el-Mandeb Strait (Arab. Gate of Sorrow, Gate of Tears ) connects the Red Sea with the Arabian Sea (part of the Indian Ocean). A sea transport route of global importance passes through it. Separates the Arabian Peninsula from Africa. Length 109 km, smallest width 26 km. The depth of the fairway is 31 m. In the middle of the strait there is a small island called Perim. Ethiopia is located on the African coast, and Yemen is on the Arabian coast.
Bosphorus and Dardanelles (Black Sea Straits ) are an area of active shipping. The Bosphorus connects the Black and Marmara Seas and has a length of 30 km, an average width of 2 km, a minimum depth of the fairway of 20 m. The Dardanelles connects the Aegean Sea of Marmara and has a length of 120.5 km, a width of 1.3-2.7 km, and a depth of 40 -153 m. On average, about 150 ships pass through the straits per day.
The procedure for passage through the Black Sea Straits is regulated by the Convention on the Regime of the Black Sea Straits, signed in Montreux (Switzerland) in 1936. Restrictions on freedom of navigation apply only to military vessels; commercial ships of all countries enjoy the right of free passage through the straits.
After the collapse of the USSR, Türkiye tightened the procedure for the passage of ships from the Black Sea to the Mediterranean Sea through the Bosporus and Dardanelles straits. The new restrictions are explained by maritime safety and environmental requirements. On October 3, 2002, Turkish maritime authorities changed the rules for regulating the movement of ships through the Turkish straits. Thus, ships longer than 200 m (mostly tankers with a carrying capacity of 60,000 tons or more) are prohibited from simultaneously moving through the straits in opposite directions. This led to an increase in waiting time for tankers and, accordingly, an increase in the cost of their freight.
On average, every month Russia exports 3.5 million tons of oil and oil products from Novorossiysk and 1 million tons from Tuapse. Some experts believe that restrictions on passage through the straits serve as a political argument for Turkey to support transporting oil through the Baku-Ceyhan oil pipeline (opened in 2006), which gives Caspian oil access to the Mediterranean Sea, bypassing Russia.
The organization of vessel traffic is significantly influenced by artificial canals , built to reduce the length of sea transportation. They are also of great military and strategic importance.
Oldest of which - Suez Canal , connecting the Mediterranean and Red Seas. Built in 1859-1869. Passes through the territory of Egypt. At the northern entrance to the canal is Port Said, and at the southern entrance is the city of Suez.
The length of the canal is 86 miles, with approach sea channels 93 miles, width on the surface 120-150 m, on the bottom 45-60 m, passage depths 16 m, which allows the passage of ships up to 150 thousand tons of displacement.
There are no gateways. There are two entrances from the north, and one from the south. Movement in caravans at a speed of 7 knots. In the area of the Great Bitter Lake, caravans from the north and south disperse. The order of ships in the caravan is determined by the canal administration. Fast ships are placed at the head of the caravan. There are rules of navigation and rules for measuring vessels. The administration of the channel is located in Ismailia.
The average daily passage of vessels is about 70. 14% of all international maritime transport passes through the canal, of which 70% is oil and petroleum products. It shortens the route from the Indian to the Atlantic Ocean and back by about half. This is important, given that at least 80 million tons of cargo are transported annually through the Suez Canal to the south (exports from Western European countries) and to the west (Far Eastern imports).
For eight years from 1967 to 1975. traffic along the canal was stopped due to the Arab-Israeli war. Egypt receives up to $2 billion annually for the operation of the canal.
Next oldest Corinth Canal , crosses the Isthmus of Corinth in Greece and connects the Aegean and Ionian seas. Built in 1881-1893. Length 6.3 km, width 24.6 m, depth 8 m. Vessels with a displacement of up to 5 thousand tons can pass. Traffic is alternating, one-way. About 15 thousand ships pass through each year.
Kiel Canal connects the North and Baltic seas, laid through the Jutland Peninsula. Built in 1887-1895. Passes through Germany. Length 98.7 km, width on the surface 104 m, on the bottom 44 m, depth 11.3 m. The movement is one-way, but there are 11 extensions for the divergence of ships. The locks are only to protect the canal from sudden fluctuations in sea level.
Panama Canal connects the Pacific and Atlantic oceans. Routed through the Isthmus of Panama. The direction of the channel is from northwest to southeast. Construction began in 1879 by France; in 1904, the right to build it was transferred to the United States. The first ship passed through in 1914, the official opening of the canal took place in 1920. The canal was controlled by the United States until December 31, 1999, after which it was transferred to the government of Panama.
The ships move along the canal under their own power, and are pulled into the locks using electric locomotives. Forced pilotage is used: the pilot and a special mooring team fully control the vessel. The passage time through the canal is ten hours (on average), the minimum is four hours. The maximum number of locks per day is 40-50. The canal can handle about 17.5 thousand ships per year. In fact, 12-14 thousand pass. The canal passage is ten times cheaper than the route around Cape Horn, since it reduces the distance by 2.5-3 times.
1. The busiest North Atlantic route connects the ports of the Atlantic coast of America with the ports of Western Europe.
2. The second busiest route goes through the Suez Canal. This is the shortest route from Europe to Australia, China and Japan. However, routes to this part of the world from the US East Coast and the Caribbean are shorter via the Panama Canal. To this day, many freight routes between Western Europe and Australia go around the Cape of Good Hope. The Suez Canal route is 1,600 km shorter, but high canal tolls make the longer route cheaper. In addition, large ships cannot pass through the Suez Canal.
3. The third busiest route is the Panama Canal route. This route significantly shortens the route from the ports of the East Coast of the United States and Western Europe to the West Coast of North and South America. From New York to San Francisco through the Strait of Magellan the distance is 21,134 km, and through the Panama Canal it is only 8,467 km.
4. West African routes connect the Atlantic ports of Europe, North and South America via the Cape of Good Hope with the West and South-East coasts of Africa. Supertankers carrying oil from the Middle East to Europe follow the same route.
5. South American routes through the Strait of Magellan link Europe and the Atlantic coast with Brazil, Uruguay and Argentina.
6. Routes in the northern part Pacific Ocean connect the Pacific coast of the USA and Canada with Japan and China.
7. Routes via Honolulu, Samoa and the Fiji Islands, and via Tahiti and the Society Islands. Both routes link the US Pacific Coast with New Zealand and Australia.
Rice. 6.30. Major shipping routes of the world
Rice. 6.31. The largest foreign ports in the world
8. The Northern Sea Route is promising, which in the future will provide worthy competition to existing routes.
A fifth of the entire planet’s hydrocarbons are concentrated on the Russian Arctic shelf. In addition, the extraction of biological resources on an industrial scale is possible in the Arctic. And with proper economic interaction with the countries of the Asia-Pacific region and Northern Europe, the Northern Sea Route could become the main shipping route between Europe and Asia.
The Northern Sea Route is a unique transport artery, the shortest shipping route between Europe and Asia. The total length of the Northern Sea Route proper from the Kara Gate to Providence Bay is 5,600 kilometers, and the distance along the Northern Sea Route from St. Petersburg to Vladivostok is a little more than fourteen thousand kilometers.
The Russian Arctic is increasingly attracting the interests of the world community. In addition to the traditional Arctic states, Asian partners, in particular China, India, Vietnam, South Korea, and Singapore, are of great interest in the development and implementation of projects in the Arctic.
Rice. 6.32. Scheme of the Northern Sea Route and Southern Route
Classification of sea vessels
A vessel is a floating structure capable of carrying a certain load and intended for transporting passengers, cargo and other special purposes.
As a floating structure, a ship must have a number of special qualities called seaworthiness. It must be durable, waterproof and have minimal weight.
In order for a ship to successfully perform the functions in accordance with its purpose, it must satisfy a number of operational and economic requirements: have sufficient lifting capacity and cargo capacity, be simple and cheap to build, repair and operate, have durability, provide comfortable accommodation for the crew, etc. d.
Technical and operational characteristics of the vessel:
Dimensional, weight and volume characteristics;
Power of the main power plant;
Travel speed and fuel consumption;
Design features and architectural type;
The degree of operational and technical perfection of the vessel.
Seaworthiness of the vessel:
Buoyancy (the ability of a vessel to be in balance on the water surface at a certain depth);
Stability (transverse - the ability of the ship to return to its original equilibrium position with transverse inclinations determined by the angle of heel, longitudinal - with longitudinal inclinations determined by the trim angle);
Unsinkability (the ability of a ship to maintain its qualities after flooding);
Walkability;
Controllability (the ability of a vessel to maintain a given direction of movement);
Rolling (oscillatory movements of the vessel caused by waves on the surface of the water).
Linear characteristics of the vessel:
Length of the vessel (structural, maximum, overall), width of the vessel;
Freeboard height;
Vessel draft.
Vessel weight characteristics:
Weight displacement (the weight of the water displaced by the vessel, equal to the weight of the entire vessel - the volume of the underwater part multiplied by the specific gravity of the water);
Deadweight (the difference between the weight displacement of the vessel when fully loaded and empty);
Net cargo capacity of the ship (the maximum amount of cargo that the ship can take /without fuel, water and supplies/);
Load line (consists of the draft scale and the corresponding scales of displacement, full load capacity, freeboard height and the number of tons per 1 cm of draft, calculated for sea and fresh water).
Volume characteristics:
Vessel cargo capacity (volume of all cargo spaces of the vessel);
Capacity of bunkers, tanks for fuel, oil and water;
Vessel capacity plan (sectional drawing of the vessel along the center plane);
Registered tonnage of the vessel (gross - premises under the upper deck and permanent covered superstructures and deckhouses above it, net - conditional volume of the vessel's premises, which are used for the transportation of goods).
Registered tonnage is used to calculate dues at ports. Register ton - 2.83 m3.
According to architectural and structural features, ships are divided according to loading and unloading methods:
Vertical method "Lo-Lo";
Horizontal "Ro-Ro" method;
Method of sinking a vessel "Ro-flow".
Dry cargo and liquid vessels are divided into:
By freeboard height;
By number of decks;
By opening the holds;
According to the type of ship's power plant.
Classification of the maritime transport fleet by purpose (Fig. 6.33):
Rice. 6.33. Classification of the maritime transport fleet by purpose
Russia has the most powerful icebreaker fleet, incl. four operating nuclear icebreakers: Yamal, 50 Years of Victory, Taimyr, Vaygach. The Concept for the Development of the Northern Sea Route, developed by the Central Research Institute of the Maritime Fleet, assumes:
Construction of four new generation nuclear icebreakers with a capacity of 80,000 hp each. each, a nuclear leader icebreaker with a power of 150,000 hp, five diesel icebreakers with 34,000 hp each. and three port icebreakers with a capacity of 9000 hp each;
Replenishment vehicles ice class in the amount of 80-90 units, each with a power of 5000 hp.
The composition of the Russian maritime transport fleet is presented in Fig. 6.34:
Rice. 6.34. Composition of Russian maritime transport
Universal dry cargo ships are designed for the transportation of general cargo. General cargo is cargo in packaging (in boxes, barrels, bags, etc.) or in separate places (machines, metal castings and rolled products, industrial equipment, etc.).
Universal vessels are not suitable for transporting any specific type of cargo, which does not allow maximum degree use the ship's capabilities. For this reason, specialized cargo vessels are built and widely used in global shipping, which better utilize their carrying capacity and significantly reduce the docking time in ports for cargo operations.
Specialized vessels are divided into: bulk carriers, container ships, ro-ro carriers, lighter carriers, refrigerator ships, passenger ships, tankers, etc.
A ship's carrying capacity is the amount of work, in ton miles or tons of cargo carried, that a ship can perform in a given period of time and under certain conditions. It depends on the carrying capacity of the vessel and its use, the speed of the vessel, the duration of the operational period, the length of the voyage, the time the vessel is under cargo and auxiliary operations.
Russia's maritime cargo transport fleet has about 1,300 cargo ships with a total deadweight of about 15.4 million tons. The carrying capacity of this fleet is estimated at 130 million tons per year.
Types of sea vessels are presented in the figures:
Rice. 6.35. Bulk carrier - a vessel for transporting bulk cargo
Fig.6.36. Icebreaker
Rice. 6.37. Dry cargo ship "river-sea"
Rice. 6.38. Tanker for transportation of liquid cargo
Rice. 6.39. Cruise passenger ship
Rice. 6.40. Ro-Ro vessel with horizontal loading and unloading (Ro-Ro type)
Rice. 6.41. Ekranoplan
Rice. 6.42. Universal dry cargo ship
Rice. 6.43. Container ship
Rice. 6.44. Reefer ship
Rice. 6.45. Lighter carrier
Rice. 6.46. fishing boat
Fig.6.47. Timber vessel
Rice. 6.48. Sailing ship
Fig.6.49. Service vessel
Fig.6.50. LNG tanker
Fig.6.51. Chemical tanker
Rice. 6.52. Nuclear icebreaker "Russia"
Every day thousands of ships ply the seas. If you diagrammatically depict their routes, you’ll get something like this: map of world shipping routes.
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