Elements of the port water area on inland waterways. Water area and port territory What is the port water area
Port water area
"...2. The port water area consists of water space within inland waterways, allocated in accordance with the legislation Russian Federation..."
Source:
"Code of Internal water transport 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
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- the local name for elongated bays formed by river mouths.
Liman- a shallow bay that protrudes deeply into the land with spits and bars, which is a valley of the river mouth flooded by the sea or a flooded coastal lowland.
Lagoon- a shallow bay (bay) stretched along the coast, as a rule, 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.
Main elements of the port water area
The port water area, or water surface area, consists of the following main parts: external and internal roadsteads, pools or operational water area at the berths.
The largest part of the water area is the roadsteads. An external roadstead, outside the main enclosures, can usually be used for:
Laying of vessels, for transshipment operations afloat;
Bunkering of ships, supplies fresh water, food, etc.
The internal roadstead includes a water area that provides convenient entry and exit of ships, as well as their turning and maneuvering. The inner roadstead adjoins directly to the berths, which can be located frontally or on the piers.
The dimensions of the pools and the width of the operational water area at the berths should ensure the convenience of loading and unloading operations.
It should be taken into account that the indicated division of the water area into separate parts is to a certain extent conditional. In some ports there is no division into external and internal roadsteads. Sometimes reloading afloat and other similar operations are carried out both on the outer roadstead and on the inner roadstead.
The following basic requirements are imposed on the water area: protection from waves and drift, sufficient depth and appropriate planned dimensions.
The maximum permissible wave height in the waters of seaports depends on the type of operations that must be carried out in a given area of the water, the direction of the waves in relation to the axis of the vessel and the size of the vessels. Parking of ships with a displacement of more than 10 thousand tons at fixed berths is allowed at heights not exceeding 1 m. When the direction of the waves coincides with the longitudinal axis of the vessel, the permissible height can be slightly increased to 1.5 m. For ships with a displacement of more than 50 thousand. t waves with a height of 1.5 and 2 m are allowed. Parking in the roadstead at floating berths can be allowed with waves 30 - 50% higher than the above. Please note that berths where waves are observed greater height, with their frequent repetition, cannot be used effectively enough. This leads to significant losses due to vessel downtime in stormy weather.
Depths in the port water area
The initial value for determining the depth of the water area is the draft of the design vessel, fully loaded, on an even keel. The depth is determined relative to the reference level for a given port. Depending on the intensity of the turnover of deep-draft vessels, reference levels are assigned on the basis of a schedule of long-term duration of standing of actual levels for the navigation period with a probability of 98 - 90%. Availability is the time expressed as a percentage when the water level is higher or coincides with the calculated one.
With a small turnover of ships in tidal seas, a design level with lower security is allowed. However, given that the cost of downtime for a modern large-tonnage vessel is very high, currently they usually strive to ensure its passage to the port with minimal interruptions, i.e., with the greatest economically justifiable security. Even a significant increase in dredging work is fully justified in eliminating long-term vessel downtime.
There are a number of factors to consider when determining depth. First of all, it is necessary to ensure the free maneuvering of the vessel, the efficient operation of the propellers and the safety of the vessel's hull. This depth reserve is usually called navigation reserve; the size of the navigation reserve depends on the type of vessel and its length.
A significant influence on the reserve under the keel is exerted by waves, which cause the vessel to oscillate in the vertical direction, as well as roll and pitch. Vertical oscillations of a vessel under the influence of waves in shallow water are usually not very significant. Roll and trim are of great importance, the influence of which is mutually superimposed. The phenomena that occur in this case are very complex and require special study. Reserve for excitement ( Z 2) can be calculated using the formula:
Z 2 = 0.3 h - Z 1 (8)
h- estimated wave height in the water area;
Z 1- navigation reserve.
If the value Z 2 turns out negative, it is taken equal to zero.
When determining the depths in pools on the approaches to berths, where the ship can move at significant speed, it is necessary to take into account the additional increase in draft, which depends on a number of factors: ship speed, depth, reserve under the keel, uniformity of the ship's draft at rest, basic dimensions and ship hull shapes. There are various ways to determine the increase in draft while the vessel is moving. Increasing the vessel's draft as it moves:
Z 3 = K sk V (9)
K sk= 0.033 for ships over 165 m in length;
K sk= 027 - for ships with a length of 165 -125 m;
K sk= 0.022 - for ships with a length of 125 - 85 m and K sk= 0.017 - for vessels less than 85 m long;
V- speed of the vessel.
This formula requires clarification, especially if the ship is moving through a channel of limited size.
When determining the depth of the water area, it is also necessary to take into account the drift margin ( Z 4), which is determined by the expected intensity of sediment deposition during the period between repair dredging. The reserve must be no less than the thickness of the soil layer at which successful operation of dredging equipment is possible.
Location of fencing structures
From the point of view of the location of protective structures, ports can be classified into the following types:
Ports without protective structures with natural protection, located in bays or river mouths, in closed or outdoor swimming pools
(Fig. 8 a, b, c)
Ports located in bays, with additional protection by single breakwaters or breakwaters, as well as combinations of both (Fig. 8 d);
Ports on open coasts, protected by a system of breakwaters and jetties (Fig. 8 h-l).
The choice of the design of protective structures is a very complex problem, since it is necessary to ensure the simultaneous solution of a number of problems that sometimes require exactly the opposite approach.
The main objectives are to ensure the protection of the water area and the arrangement of berthing facilities, which allows for convenient access of ships to the berths and access of rolling stock to the border area. Structures should have a minimum length, be located at shallow depths and at the same time allow, if possible,
unhindered further development of the port. Each of the recommendations given cannot be understood unconditionally. Thus, by reducing the length of fencing structures, it is necessary to ensure a sufficient area of protected water area.
To eliminate crowding at berths, fencing structures must be located from them at a distance of at least four design wavelengths. In addition, when choosing a construction route, it is necessary to take into account the soil conditions in the construction area. It may turn out that a structure that is longer but built on better soils will have a lower cost than a short structure on weak soils.
When transferring the structure to areas with shallow depths, where it would seem possible to reduce the volume of work on the construction of the structure, one must remember that when the depth decreases below a certain limit, the waves turn into breaking and breaking waves, which have a greater force impact, which requires strengthening the profile of the structure and , therefore, increasing its cost. When choosing the planned location of a fencing structure, which is also used to protect against drift, it is necessary to take into account the change in the configuration of the coastline under the influence of the newly built structure. When choosing the outline of protective structures, it is necessary, if possible, to take into account the presence of natural obstacles protecting the water area of the port, islands, shoals, coastal bends, capes, etc.
Great difficulties arise when constructing ports on open coasts, where protection from waves and drift must mainly be provided by artificial fencing structures. Sometimes the water area of such ports is formed by pools open in the main shore or located between artificially formed piers and a section of the water area fenced off by moles and breakwaters. Fencing structures in this case can be:
Breakwaters parallel to the shore, with spurs directed perpendicularly or at an angle to the shore;
Parallel breakwaters located perpendicular or almost perpendicular to the shore;
Converging breakwaters directed at an angle to the coastline;
Combinations of breakwaters directed at an angle to the shore with breakwaters.
Breakwaters parallel to the shore with spurs are usually constructed at relatively steep bottom slopes. The advantage of this arrangement of fencing structures is the possibility of developing the port by increasing the length of the breakwater in the desired direction (Marseille, Genoa). The entry of ships into such ports causes some difficulties. Due to the high costs of constructing a breakwater at great depths, the water area of these ports is usually cramped. The axis of the entrance to the port has to be located at a slight angle to the shore, which is undesirable from a navigation point of view, since there is a danger of the ship being washed ashore during rough seas. To eliminate this danger, one of the spurs has to be lengthened, turning it into a pier. Such ports are usually constructed in the absence of significant alongshore sediment flow. The complex of breakwater, spur and jetty significantly disrupts the natural regime of the coast. In this case, sediment may be deposited at the entrance to the port, as well as penetrate into its water area.
Ports with protective structures in the form of paired parallel breakwaters directed perpendicularly or at an acute angle to the shore are usually located at the entrance to a narrow bay or at the mouth of a small river in areas with significant alongshore sediment flow. The port's berths are located in basins dug on the river bank. In the presence of significant tidal fluctuations, currents arise that wash the approach channel located between the moles, thus helping to maintain the required depths.
The length of paired breakwaters, their direction and the distance between them depend on the depths near the coast, the nature and intensity of sediment movement in the coastal zone, the direction and intensity of winds and currents. It is usually advisable to extend one of the breakwaters most exposed to drift, waves and currents. It is recommended to make the internal slopes of the piers more gentle and rough. In this way, it is possible to avoid reflection of waves and the formation of crowds in the channel.
To eliminate the penetration of waves directed along the axis of the channel, an outport is sometimes built directly at the entrance to the port in the form of a pool with gentle slopes of the bottom, ensuring the damping of waves entering the outport.
Fencing structures in the form of paired converging piers limit good wave extinction, since the gradual expansion of the water area from the entrance to the shore contributes to the gradual subsidence of the waves (Fig. 8j). Converging jetties can be located symmetrically or asymmetrically. The asymmetrical arrangement of breakwaters is often combined with the extension of one of them, which makes it possible to cover the entrance to the port from waves in a dangerous direction, as well as to ensure the flow of sediment around the port in order to prevent their penetration into the water area and sedimentation at the entrance to the port and on the approach channel. Fencing the port water area with converging breakwaters has a disadvantage - if it is necessary to have a sufficient length of the port territory along the coastline, the breakwaters must have a broken or curved outline, which can lead to crowding in the port water area. In such cases, in ports of significant size it is necessary to use a system of fencing structures consisting of several breakwaters and breakwaters. The choice of the outline of fencing structures should be combined with other measures that provide wave extinguishing and crowd elimination. These measures include the preservation of natural beaches, the construction of artificial slope structures, especially near the entrance to the port and in other places where high forces can penetrate and crowds can form. When constructing berth structures, preference should be given to structures with a sub-berth slope.
In some ports (Sochi, Tuapse, Batumi, Algeria, Cape Town) the phenomenon of “thrust”, which is very unfavorable for the operation of ships, occurs. The cause of the draft is long-period waves caused by local changes in atmospheric pressure and other reasons. The draft causes vibrations of ships with small vertical and very significant horizontal amplitudes. The period of oscillation of a ship during drafting is usually many times greater than the period during normal sea waves. In case of danger of long-period waves, it is recommended to study the influence of intermediate separation structures, which can also serve as berths.
By dividing large pools into parts, it is sometimes possible to eliminate dangerous resonant vibrations in the port water area. It should be borne in mind that structures made from fill may be permeable to long-period waves.
Location and dimensions of the port entrance
The entrance to the port must first of all meet the requirements of convenience and safety for the passage of ships. Waves that are dangerous from the point of view of normal operation of ships in the water area and at the port berths should not penetrate through the entrance.
If the waves and wind in the area of the designed port can significantly change direction, while remaining dangerous in magnitude, it may be advisable to arrange two or more entrances to the port.
The presence of a second entrance facilitates the maneuvering of ships, improves fire safety conditions in the port, and is also advisable from the point of view of special requirements.
Sometimes the entrances to the same port have different sizes and are intended for ships of different tonnage. The number of port entries is sometimes made dependent on the port's shipping turnover. It is roughly estimated that it takes 2 hours to enter and exit under average conditions. Accordingly, the entry capacity is about 400 transport vessels per month. This value requires clarification under the conditions of each specific port. It can be significantly increased if the port is well equipped with tugboats and their efficient operation.
In the presence of intense sediment flows, the requirements for protecting approach channels from drift must be taken into account. The entrance to the port is usually located in the deepest part of the water area and at the greatest distance from the coast. To eliminate the danger of a ship collapsing on the heads of protective structures, when entering the port, the ship should move as straight as possible and only after entering a protected water area can it turn along a curve. For navigation reasons, the entry axis should be directed at the smallest possible angle to the direction of the prevailing wind and waves. Thus, the danger of the vessel being carried away onto the protective structures is reduced. However, this direction of entry into the port is the most dangerous from the point of view of wave penetration into the water area. In this regard, the angle between the entrance axis and the direction of the wave beam a should be within 45 - 70° (Fig. 9).
To eliminate the danger of beaching a vessel, a second restriction is sometimes placed regarding the direction of entry. Angle between the axis of the port entrance and the direction of the coastline b must be more than 30°. This requirement is often difficult to satisfy while simultaneously satisfying the first angle requirement ά , and therefore the requirement for the angle b in many existing ports it is not observed. If, due to local conditions, it turns out to be impossible to fully simultaneously satisfy security and navigation requirements, it is necessary to develop measures for additional protection of the water area by installing wave-protecting spurs or other similar measures.
Compliance with the requirement that the axis of the port entrance is not close to the direction of the coastline can be somewhat relaxed at a significant distance from the port entrance to the design depth line near the coast. In this case, the danger of the ship being washed ashore is reduced. To allow the vessel to maneuver at the entrance, its distance from the design depths must be at least two to three vessel lengths. A similar condition is met, for example, in the Novorossiysk port.
Determination of the main dimensions of the port water area
The dimensions of the water area consist of the parts necessary for maneuvering ships, parts of the water area adjacent to the berths, and parts of the water area used for loading and unloading operations afloat, as well as for laying ships in the internal roadstead.
When determining the size of the part of the water area intended for maneuvering ships, it is necessary to take into account the permissible speed when entering the port, as well as the speed of maneuvering of the vessel in the port water area. The permissible speed of ships when entering the port can vary between 2-4 knots. This usually corresponds to a small forward movement, in some cases to a medium one.
The circulation diameter for oil tankers is about three ship lengths, for dry cargo ships- about five.
The vessel enters a protected water area in a straight line and reduces speed, simultaneously turning in the desired direction. The length of the initial straight section of the trajectory is equal to 3-5L (L- length of the vessel). The minimum radius of curvature of the transitional curved section of the vessel's trajectory is usually taken within 3-5L. The minimum radius of the turning circle is assumed to be 2L, when moving with tugs - L.
If maneuvering of the largest vessels visiting a given port still turns out to be impossible, then it is necessary to move on to maneuvering with tugs. With the wake position of the vessel, bow and stern tugs, the total length of the caravan is:
L= L+2L in +2L bt (10)
L- length of the vessel;
L in- tug length;
L bt- length of the tow rope.
If we take into account the magnitude ΔL- reserve for vibrations of the vessel during maneuvering, then with sufficient accuracy the diameter of the pool for maneuvering with tugs can be taken equal to 2-3L instead of 4-5 L when maneuvering under its own power.
Clearance must be left between the path of a moving vessel and the berth structures V" m allowing the staging of a vessel with a floating bunker tank and barges, as well as passage for an oncoming vessel with tugs. Magnitude V" m can be determined according to the scheme (Fig. 12).
V" m = 2.55 Vs + V p, + 2V l + ZV b + ΔV + ΔV1 (11)
B with- width of the sea vessel;
In p- width of the floating crane
V l- width of the lighter barge;
B b- width of the tug.
Sometimes in long pools or at the heads of piers, water areas are provided for a turning circle with a diameter 2L. The area of the pools is
S b =B b L b (12)
here the length of the pool is determined from the condition
L b =nL c + (n + 1) ΔL(13)
n- number of ships
Lc- length of the design vessel;
ΔL- the average gap between ships, as well as between the ends of the pier and pool and the bow (stern) of the nearest ship.
The above calculations in some cases require clarification in accordance with the technological schemes of transshipment operations and methods of vessel maintenance used at the berths in question. In particular, only floating bunkering tanks are usually installed on the free side of passenger and oil tankers.
The above diagrams refer to cases of ships being moored side-by-side. Meanwhile, at some specialized berths, ships are installed perpendicular to the cordon line. This is how technical fleet vessels, ferries and some other types of vessels are usually installed, for example, trailer ships loaded from the bow or stern. In this case, a water area must be provided at the berth to provide convenient access for ships.
Mooring front location
Berths in ports are divided into coastal and offshore. The mooring line, along which the coastal berths are located, can have a different shape, the outline of which is selected depending on: local conditions, including topographic factors (the outline of the coastline, the shape of the coast and bottom relief), hydrological factors (wave regimes, currents, ice regime) , geological factors (type and form of soil occurrence on the territory and water area of the port); accepted technology for processing and storing cargo; availability and possibility of creating water and land approaches to the berth.
Domestic and foreign experiences in port construction show that the following arrangement of berthing lines is currently used:
Frontal (Fig. 13 a-c), in which berths are located along straight or broken lines, following one after the other along the coastline, in basins and near structures delimiting the port water area (piers);
Piers (Fig. 13d, e), when the berths are located along the perimeter of protrusions extended into the water area - piers in the shape of a rectangle, parallelogram, trapezoid, etc.;
Stepped (Fig. 13 f), in which the berths are located on a broken line shaped like steps.
The listed forms of the berth line have their advantages and disadvantages, which must be taken into account when designing.
The frontal arrangement of berths has the following advantages:
A water area that is simpler in shape, not constrained by protruding parts of the berth front, which simplifies the maneuvering of ships and reduces the possibility of ice accumulation in the water area;
It simplifies the creation of a wide port area, which is especially important during the construction of berths for transshipment of containers and some other types of specialized berths that require large storage areas;
Soils along the length of the berths usually turn out to be more uniform, which has a favorable effect on the structural forms of the berths;
The construction of berth structures, laying communications, placing rear warehouses and connecting them with the berthing front is simplified.
The disadvantages of the frontal arrangement of berths include:
Less compact, sprawling layout of the port, sometimes associated with insufficiently efficient use of the coastline, with the lengthening of land and water approaches, as well as communications:
In the presence of artificial fencing structures, difficulties arise for the development and reconstruction of the port;
The design of land access routes is becoming more complicated; necessary. independent branch of railway tracks for every 5 - b berths;
Difficulties arise when zoning and specializing port berths, associated with the creation of gaps between groups of berths, since the territory and coastline in the area of these gaps may be unused.
The frontal arrangement of the mooring front is usually used in elongated water areas extending deep into the territory (estuaries of rivers, estuaries, fiords), in artificially formed open and closed basins, less often - on open coasts and in bays fenced by moles and breakwaters.
The compact pier system for marking the berth front is used more often than the frontal one. It also has its disadvantages:
Some underutilization of the territory at the locations of railway and road ramps to the piers;
Difficulty in using the end parts of piers as berths;
Difficulty in creating significant areas of territory directly at the berth front on the piers and the removal of rear warehouses located on the main territory from the cordon line;
The complexity of the design and construction of piers compared to coastal berths due to changes in natural depths and soils along the length of the pier.
The listed disadvantages of the pier system are less significant than their advantages. In this regard, the frontal system has limited use.
Depending on their purpose, piers are divided into wide and narrow. Wide piers (240-300 m or more) are usually used for general cargo that is handled by cranes and requires placement of railway tracks on the piers and, if possible, at least transit warehouses.
On narrow piers used as specialized berths, railway tracks are usually not laid. They serve to accommodate specialized reloading devices or hose lifts for oil berths. Narrow piers can have different shapes. The pier itself has a relatively short length, providing fairly reliable contact between the vessel and the structure. In addition, the berth includes a trestle connecting the narrow pier with the shore, and separate supports - bollards.
In some cases, the main berth of the structure is rotated parallel to the shore and the narrow pier turns into T- or G-shaped pier (Fig. 14). Depending on the purpose of the berth, conveyor lines or pipelines are laid along the connecting overpass. If the berth is located at a considerable distance from the shore, it is possible to use an island berth structure without a connecting overpass. In this case, the cargo will be supplied by underwater pipelines or using an overhead cable car. The stepped design of the berth front is intermediate between the front and pier; it has some advantages and disadvantages of these two systems. In certain local conditions it can and does find successful application.
When determining the berth line, technology and layout must be taken into account, but considerations of the economy and reliability of the decision made are essential. If possible, the foundation of the structure should be dense soil. It is necessary to strive to reduce the volume of rock excavation. For non-rocky soils, the excavation volumes should be approximately equal to the volume of the embankment, especially if it is possible to use soils taken from the excavation to form territories.
In addition to coastal berths, the port also has road berths, which can be stationary in the form of piers, island berths or rotating towers, with mooring at several berth buoys, using single buoys of a special design.
Port area
The port area consists of the following main parts:
Cordon areas, including the operational strip located at the berth;
Areas occupied by warehouses located on the first and second lines;
Areas where all types of access roads at berths and warehouses are located, as well as gaps between them;
Rear areas for indoor and outdoor warehouses;
Areas occupied by all types of access roads, as well as marshalling yards and parking lots in the rear area of the port;
Areas for service, administrative, household and auxiliary buildings;
Areas for ship repair enterprises;
Areas occupied by industrial enterprises, if they have specialized berths on the port territory and are located in close proximity to the coastline.
The most important areas from the point of view of direct performance of transshipment work are the border areas. However, normal operation of the entire port as a whole is only possible with sufficient total area and successful placement of all parts of the port territory. The cross-sectional layout of a berth for piece cargo has changed significantly since the beginning of this century. Due to changes in the methods of transshipment of goods and their movement within and outside the port, the width of the berth area gradually increased from 40 to 150-300 m when transshipping ordinary piece goods in packages and on pallets, and up to 250-600 m for container berths. The berth area consists of several zones. For berths where piece cargo is transshipped, the Soyuzmornii project proposed the following division of the border strip into zones (Fig. 15): A- zone from the cordon to the crane runway; 
B- zone of border, crane and railway tracks; IN- the area from the crane and railway tracks to the covered warehouse; G- area of covered warehouses; D- zone of rear railway tracks; E- area of rear open warehouses; AND- rear zone highway.
Zone dimensions A are determined from the conditions for ensuring the safe operation of portal cranes and eliminating the possibility of damage to them by vessels approaching at an angle or with a list, as well as during loading and unloading operations or when a vessel is moored at the berth during rough seas. This area is also used for installing cordon berthing bollards, power supply columns and other equipment. In this regard, in recent years there has been a tendency to increase the width of the zone A up to 3 m. Zone width A= 2.25 m is allowed only for berths adjacent to existing ones, for which it is equal to this value.
In the zone B tracks for portal cranes, as well as railway loading and unloading and running tracks are laid. The width of this zone consists of the gauge of the crane track and the width of the strip occupied by the railway tracks located behind the crane portal towards the shore.
Depending on the number of tracks laid under the portal, the track width will be equal to 6 m for a single-track portal, 10.5 m for a double-track and 15.3 m for a three-track portal. The distance between the axes of the railway tracks under the portal is taken equal to 4.8 m, and for tracks located outside the portal 4.5 - 5.3 m. The number of railway tracks laid outside the portal is determined by the intensity and technology of cargo operations. The number of railway tracks at berths equipped with specialized transshipment complexes is specified by special calculations. This clarification is also required in case of significant removal of sorting yards and in other similar cases.
Zone IN, sometimes called the operational platform, is divided into several separate strips, the dimensions and purpose of which are different for warehouses with and without a ramp.
Zones G And E- these are areas of indoor and outdoor warehouses. Zone D used to accommodate rear railway tracks. In the rear zone, as a rule, there are two tracks, and when warehouses are located in two lines, there are three.
Rear road zone width AND consists of a roadway 7 -10 m wide, a pedestrian sidewalk 1.5 m wide and a strip of green space 4 - 5 m. The total width of the zone AND– 10 -17 m. The width of the entire strip of the cordon area at the berth is obtained by summing the zones A - F.
These dimensions in some cases require serious adjustments depending on local conditions and the loading and unloading devices used. There is a tendency to increase the width of the territory, which improves the operating conditions of reloading equipment and storage areas.
Port – This is a coastal point that has convenient water approaches and is connected from the coastal area with railway and road transport, equipped with transshipment complexes, warehouses, and devices for servicing ships and passengers.
Main functions of the port:
1) transshipment work - transfer of cargo from ships to other types of transport or to reverse direction;
2) passenger service – boarding and disembarking passengers, ticket sales, luggage storage and other types of services;
3) commercial and financial activities - attracting cargo and passengers, concluding transportation contracts, paying for transportation, etc.;
4) comprehensive maintenance of the fleet - supply of ships, raid and maneuvering operations, everyday services for crews, etc.;
5) repair of port facilities and equipment;
6) transportation in local traffic - transportation of non-metallic construction materials extracted from the bottom of rivers, transportation of passengers on suburban and intracity lines.
The port includes the following main elements: water area, territory, berth line.
1. Water area- a water surface allocated to a port outside the boundaries of the shipping lane and intended for the parking of ships during their cargo handling or embarkation and disembarkation of passengers. It consists of piers, water approaches and roadsteads.
Rice. 2.1. Scheme of the port water area:
1 – navigation; 2 – water approaches; 3 – raid areas;
4 – berth water areas; 5 – berth
Berth– a section of the port providing processing of one design vessel.
Water approaches – This is a section of the waterway connecting the transit ship passage (fairway) with the water area of the berths and roadsteads, as well as roadsteads with the water area of the berths. Approaches must ensure unobstructed and safe movement.
Raid– a part of the port water area intended for the mooring of ships, the formation and disbandment of ship convoys and the performance of transshipment work according to the “ship-to-ship” option. There are separate raids for the arrival and departure of ships. Raids are specialized according to the types of cargo transported (dry cargo, oil, timber, etc.).
The pier water area – part of the water surface adjacent to the berth, intended for the mooring of ships for cargo operations, as well as for maneuvers of ships at the berth.
2. Port area – a coastal plot of land within the boundaries established by the port. Port facilities are located on the territory: warehouses, loading and unloading facilities, transport communications, buildings, etc. The port territory includes three zones, shown in Fig. 2.2.
In the operational-production zone I there are frontal warehouses, railway tracks and portal cranes for transshipment of goods from the ship or in the opposite direction. In zone II - rear warehouses for transshipment of goods from road and railway transport to the warehouse or from the front warehouse to the rear warehouse. The warehouses are connected to railways and roads. Each line is equipped with loading cranes (front and rear).
Rice. 2.2. Port area areas:
1– border (frontal) zone; 2 – rear zone;
3 – port area
The port area is located outside the fence. The port management building, parking area, etc. are usually located here.
3. Mooring line– the border between the port territory and the water area. The quay line is also called cordon(from the French corde - rope). The berth line is the totality of all berths.
There are three forms of location of the mooring line relative to the river: frontal, basin (bucket) and pier.
Frontal the form is characterized by the location of berths along the coastline.
Basseynovaya The (bucket) shape of the berth line is distinguished by the presence of special basins in which the berths are located. The number and configuration of pools depend on the total number of berths, their specialization and other factors. River ports usually have one basin.
For the pier The shape of the berth line is characterized by the location of the berths on the sides of the pier (pier), located towards the port water area. Piers, which come in wide and narrow varieties, are usually built at right angles to the shoreline.
Port classification
1. By purpose ports are divided into
– cargo;
– passenger;
– cargo-passenger.
Cargo ports transfer cargo from adjacent modes of transport to water transport or in the opposite direction.
Cargo ports, in turn, are divided into
– universal – they transship various cargoes, having berths for packaged cargo, timber, ore, coal, etc.;
– specialized – intended for transshipment of a specific cargo, for example, coal ports, oil loading ports, timber ports.
On river transport the most common cargo and passenger ports.
2. By affiliation ports are divided into
– public ports;
– non-public use.
3. By volume and nature of work ports are divided into four categories.
4. By location relative to the river bed ports are divided into
– channel;
– pool (bucket);
– mixed.
In this section you must give general characteristics transshipment hub: purpose and category of the port, features of the layout of port and railway devices, their advantages and disadvantages, etc. Select and provide in an explanatory note a schematic diagram of the transshipment hub in accordance with the given type of port and the selected railway location option .-d. devices and structures. After calculating the port and railway devices, it is necessary to carry out a detailed diagram of the transshipment hub indicating individual berths, their technical equipment, sizes and types of warehouses, number of tracks in parks, etc.
