Industry captains on ways to develop water transport in Russia

Industry captains on ways to develop water transport in Russia

The development of water transport in Russia requires an early resolution of the problems accumulated over decades. A new national project on the development of inland waterways is called upon to resolve them on the river, and on the sea - to create attractive conditions for the work of domestic shipowners and the use of the Russian flag.

The need to renew the fleet and build new hydroelectric facilities are the main tasks facing the inland water transport of Russia. A new national project on the development of waterways, which is now under preparation, is intended to solve them. As the head of Rosmorrechflot, Alexander Poshivay, said during Transport Week 2020 in Moscow, as a result of the implementation of the national project, the volume of cargo transportation on the inland waterways of Russia by 2030 is planned to increase 1.7 times - up to 200 million tons per year. At the same time, there should be no sections of inland waterways with limited carrying capacity or not meeting the needs of transportation.

"The volume of cargo transportation on the inland waterways of Russia is planned to be increased by, times, up to million tons per year by the year"

In total, it is planned to repair 191 navigable hydraulic structures (SHTS). In total, 741 GTS are located on inland waterways, with more than 42% of the structures being over 76 years old.

Read more about the national project in an interview with Alexander Sewing on the PortNews website >>>>

However, all this is just plans and expectations so far. In the meantime, the maintenance of inland waterways is below the standard, the project of the Nizhny Novgorod hydro-pressure hydroelectric complex has slowed down, and the Bagaevsky project has risen in price. So, according to the head of Rosmorrechflot, the preliminary adjusted cost of the construction of the Bagaevsky hydroelectric complex is estimated at 29 billion rubles, the conclusion of Glavgosexpertiza is expected in February next year. Access to regulatory funding for the maintenance of inland waterways is planned only in 2023, and then on condition that everything goes as planned.

In the part of the fleet, everything is also not simple. Although state support measures, such as subsidizing part of the interest rates on loan and leasing payments, and a ship recycling grant had a tangible positive effect, the situation with the renewal of the inland waterway transport fleet is still very acute. Thus, according to Rosmorrechflot estimates, the minimum need for a new fleet of inland waterway transport is about 900 vessels by 2030. This includes the construction of 680-700 cargo ships (including at least 300 self-propelled ones), 40-45 passenger ships, 175 ships of the technical fleet. Now the average return of inland waterway vessels is more than 40 years. The number of vessels fit for service is 23194 units.

In addition, it is planned to charge shipowners for the use of inland waterways. As Alexander Poshivay explained, we are talking about areas where large-scale infrastructure modernization work will be carried out. In addition, it is planned to charge a fee for the provision of electronic navigation maps, the cost of which is estimated at no more than 50-100 thousand rubles. from one ship.

A difficult situation is developing in the sea transport as well. The main problems here are all the same difficulties with the construction of a fleet at domestic shipyards under the Russian flag, the consequences of the pandemic in the form of difficulties in changing crews, a sharp drop in passenger traffic, as well as the need to finance sea port projects in places with low investment attractiveness. In addition, an increase in cargo traffic along the Northern Sea Route may lead to a shortage of the icebreaker fleet.

Speaking about the construction of ships flying the Russian flag, it should be noted that at present the share of Russian foreign trade cargo transported by Russian ships is negligible (less than 2%) in relation to the total volume of cargo turnover in Russian ports. While in Soviet times, a share of 40% was considered normal. So, according to the president of the Russian Chamber of Shipping Alexei Klyavin, this share should be increased to at least 10-15%.

“The share of cargo transportation in the total cargo turnover of Russian foreign trade cargo must be brought to at least -%”

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