JPRS ID: 9341 USSR REPORT TRANSPORTATION

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000300040021-1
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• Original Classification: U
• Document Page Count: 26
• Document Creation Date: November 1, 2016
• Sequence Number: 21
• Content Type: REPORTS

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, JPRS L/9341
~ 9 October 1:980
USSR Re ort
p
TRANSPORTATION
tF0U0 4/80)
FBIS FnREIGN ~ROADCAST INFORMATION SERVlCE
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JPRS L/9341
9 October 1980
USS R REPORT
TRANSPOR7AiI0N
(FOUO 4/80) ~
CONTENTS
RAILROAD
Advantages of Packaging Loose Commodities
(P. Yakovlev; VOPROSY EKONOMIKI, Jul 80) 1
OCEAN AND RIVER
Geography of Maritime Navigation
(G. L. Nadtochiy; GEOGRAFIYA MO?tSKOGO
SUDCKHODSTVA: UCHEBNIK DLYA SUDOVODITE'L'SKOY
SPETSIAL'NOSTI MORSKIKH WZOV, 1979) 14
Sea Transport Statiatics
(M. I. Bruakin; STATISTIKA MORSKOGO TRANSPORTA, '
1979) 20
~
- a - (III - USSR - 38d FOUO~
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RAILROAD
ADVANTAGES OF PACKAGING LOOSE COMMODITIES
Moscow VOPROSY EKONOMIKI in Russian No 7, Jul 80 pp 50-59
/Article by P. Yakovlev: "Transport and Warehouse Integration and the
Turnover of Means of Production"J
/Text/ The achievement of the best interaction of the processes of storing -
and moving products for production purposes is becoming an effective means
of expediting their economic turnover. At present the need to examine
these processes as a set is more and more obvious.
The reduction of the expenditures of the total time of the storage and
movement of ineans of production should be based on the consideration of
the conditions of delivery and the peculiarities of the types of cargo
(bulk, liquid, individually packaged). In rail transport, which continues
to play a leading role in freight traffic, bulk and liquid cargo makes up
four-fifths of the hauled amount of cargo, including coal and coke--more
than 20 percent, petroleum cargo--in excess of 10 percent, ore--about 9 per-
- cent and so on. These types of cargo as the most massive ones require the
use of such a reserve for shortening the transportation time of the means
of production as the establishment of efficient routes of their movement
from the point of production (extraction) to the point of consumption. The
handling of bulk and liquid cargo is notable for a high level of inechaniza--
tion of the loading and unloading operations, which, as a rule, reaches
90-100 percent. Individually packaged freight, while taking up a less
significant proportion in the freight traffic, is characterized by a high
labor-intensity of handling. For it the increase of the technical equip-
ment of loading and unloading operations is the main reserve for shortening
the hauling time af products for production purposes.
The improvement of the turnover of the means of production by improving the
pattern of economic ties, which act simultaneously as transport ties, is
~ based on the optimization of the attachment by supply and sales organiza-
tion of the consumers of ineans of production to suppliers and is an impor-
tant transportation economics problem.
Its successful solution to a considerable extent depends on the cooperation
of the transport and the supply and sales links of the national economy. In
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particular, they elaborate and introduce so-called diagrams of normal
fr~ight traffic, in conformity with which the hauling of 75 percent of the
total amount of cargo is presently envisaged by rail. The ~oint rational-
ization of the transportation of freight by rail made it passible to de-
crease relatively its freight turnover during the Ninth Five-Year Plan by t
130 billion ton-kilometers.
In 1978 the railroads in conformity with the diagrams of normal freight
tr~zfEi.r_ eliminated from the plans of consigners about 20 million tons of
irrational shipments, while the joint measures of USSR Gosplan, the USSR
State Committee for Material and Technical Supply and the USSR Ministry of
Railways in 1978 made it possible to redtice rail shipments by more than
35 billion ton-kilometers.
Acco~-cling to the data of the Institute of Complex Transportation Problems
aL-tached to USSR Gosplan, 25 percent of all the irrational shipments of fer-
_ ro~is metals are caused by shortcomings in the placing of orders and the at-
tucl~m~nt of consumers to suppliers. This enhances the role of sLlpply and
sale:~ units in the organization of freight traffic, in the improvement of
~ahic'n there are considerable reserves.
'rne shortening of the average distance of shipments is a substantial re-
- serve for expediting the economic turnover of ineans of production. At
prr~sent the reshipments of coal, which are connected with its concentration,
have reached significant volumes. Their amount annually exceeds 110 mil-
lic~n tcns. At present 20 million tons of iron ore are shipped over a dis-
tance of more than 2,000 km. Due to cross and long hauls of conversion
metal ever.y ton of ferrous metals is hauled by rail transport on the aver-
age 1.6 times. The irrational shipments of timber cargo make up over
10 billion ton-kilometers and those of cement, some construction materials
and reinforced concrete items make up about 10 billion ton-kilometers. All
this slows the turnover of ineans of production, by increasing the hauling
time of freight.
Central supply and sales organizations are taking part -:~n the improvement of
_ the freight flow of products for production purposes. thus, 40 percent more
= rol.lyng stock is required for the hauling of round timber than for the
hauling of the same amount of lumber. Meanwhile, in Siberia and the Far
East the production of lumber, splint-slab and wood-fiber board is not be-
ing ensure in the necessary amounts. The USSR Stat~e Committee f Material
and Technical Supply ~ointly with USSR Gosplan has substantiate~ the pro-
posals on the construction in the eastern regions of the country of seven
- new sawmil~s, the increase of the amounts of sawmill operation and the re-
dtiction of the shipment of unprocessed timber.
At the same time in the formation of a rational pattern of the freight flow
ir, transport the supply and sales organizations for the pre~ent are still
not fully utilizing tr.eir potentials. As a rule, 80-90 percent of the meas-
ures on improving shipments, which are approved by Gosplan and the State
- Comm:ittee for Material and Technical Supply, are based on pr.oposals of the
transportation ministries and departments.
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In this connection the experience of creating councils for the coordination
_ of the operation of transport in the republic, and at ma~or industrial
centers with the participation of regional supply and sales organizations
_ merits attention. Such councils increase the cooperation of transport and
material and technical supply in questions of rationalizing ~reight traffic.
_ Joint measures on the routing of trafLic, which considerably shorten the
hauling time of freight, are also conducive to the improvement of the co-
operation of transport and material and technical supply. For example, in
the't,rganizations of the USSR State Committee for Material and Technical
Supply when hauling petroleum products plans of the routes are worked out
monthly jointly with the administrations of the railroads and the petroleum
- refineries. This is necessary especially as the planning of the shipment
of freight by rail transport routes should take into account the capacities
- of the cargo areas of the consignees. For the proportion of the consignor
routes on gen.e~-al-purpose railroads on the whole increased in 1978 to
45.5 percent, while for raw material freight the level of traffic routing
is even higher (for example, for petroleum and petroleum products it is
78.2 percent). However, the very subdivisions of material and technical
supply, as well as of agricultural procurement were still inadequately pre-
_ pared for the delivery of freight by unit trains. The USSR State Committee
for Material and Technical Supply does not have at present large lumber
, bases, the ma~ority of grain receiving stations have been adapted to receive
grain only from one or a few cars, routes of trucks, agricultural machinery
and a number of other loads are not being used.
To increase the effectiveness of thP ~oint work of transport and material
and technical supply it is necessary for the handling of frei~ht traffic, ,
including the transfer of freight from one type of transport to another,
to be carried out with allowance made for the centralized delivery of small-
batch pr.oducts to the consumer of a given region according to a coordinated
schedule. Such a ~nethod of delivery reduces the amount of motor transport
- which operates for haulin~ freight from warehouse facilities, im,proves the
utilization of its carrying capacity, makes it possible to deliver prod-
ucts directly by the time of their putting into production and by means of
the reduction of the production stocks of enterprises decreases the total
stocks of ineans of production in ttie region.
Durinf; the 10~h Five-Year Plan the level of the centralized delivery of
produ~~ts for production purposes by motor transport in the organizations
of the USSR State Committee for Material and Technical Supply and the USSR
State Committe for the Supply of Production Equipment for Agriculture was
more than 80 percent. However, the main difficulties consist in the fact
that the fleet of trucks for centralized delivery is inadequately efficient
and is not completely suited for loading and unloadi~g operations with long,
fragile and several other types of products. Therefcr.e small and medium-
sized specialized and heavy trucks, interchangeable bodies, trailers and
semitrailers should be extensively developed.
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Warehouse supply covers products which are received in small lots. The vol-
ume of small-lot shipments, which should be performed by medium-sized and
= even heavy trucks, as well as with the use of trailers, by organizing the
delivery along circulai routes with stopa atseveral addresses, at this time
is increasing. Interurban hauls by general-purpose motor transport a~ce a
large reserve for the development of the delivery of products from supply
bases.
During the Ninth Five-Year Plan a m4~o~= transport service was created by
the subdivisions of material and technical supply of agriculture by means
cf the concentration of some of the vehicles employed in agricultural pro-
duction. During this period the truck fleet in the organizations of Sel`-
khoztekhnika increased twofold. 2`he concentration of the fleet iner~~s~ed
by nearly one-fourth the labor productivity in transport operations. In
1978 the volume of operations of. the transport enterprises of Sel'khoztekh-
_ nika was equal to 2.4 billion rubles.
Taking into account that the cansumers served by the organizations of state-
wide supply are using coumtion carrier more extensively, the volume of deliv-
ery by their own motor transport here is considerably lesr~. In 1976 with
the use of this type of services 36.5 million tons of freight were deliv-
ered from the bases, warehouses and stor~~s of the organizations of the USSR
State Committee for Material and Technical Supply.
The development of services in the sphere af the circulation of the means
- of production, including centralized Freight delivery, is largely governed
by the condition of the warehousing services and by their technical equip-
ment. Thus, in recent years in the subdivisions of Sel'khoztekhnika a num-
ber of major warehouse facilities for mineral fertilizersl have been built,
which are equipped with highly productive equipment for the mechanization
of loading and unloading operations, including special machinery for un-
- loading mineral fertil.izers from cars (in 1478 there were already about
3,000 such machines at the warehouses of Sel'khoztekhnika).
In the sphere of circulation the ~.ntensivz construci.ion of mineral fertil-
izer warehouses has been under way unly since the mid-1960's. At present
there are mineral fertilizer storehouses with a capacity of about 10 mil-
lion tons in the Sel'khoztekhnika system. However, many of them are in-
tended for the storage of fertilizers in packaging and do not make it pos-
sible to use specialized transport effectively. There is approximately the
same total capacity of mineral fertilizer warehouses ~t kolkhozea and
1. These complexes, which are now a part of the Al1-Union Soyuzsel'khoz-
khimiya Association, could become agrochemical centers, which would
also take upon themselves the application of fertilizers to the soil
without their sale to the ~arms. Such a procedure would promote their
murual interests and woul~ considerably reduce the losaea of ~'ertil-
izers during tlzeir storage and transportation.
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sov~hozes, bat to a considQrable ext~nt these warehouses are little suited
buildings, w~ich often are not ap~ropriate for tlie storage and mechanized
' handlir.g of fert~.lizers. ~
An ituportant factor of Lhe improve~ent of the turnover of products for
production purposes is the integration of the equipment which servPS the
movement of good~ fror~ t'z~ producer to the consumer, therefore it is inad-
visable to regard the tPChnology of materials-handling, loading and unload-
ing and warehousing operations in isolation. The mechanization, and then
the automation of each of the indicated operations require that equipment
of the~, in case of which the u,,3ximum standization, unification of the
_ ec~uipment, which organizes the commodity flow of products for production
purposes, would be achieved. Transport packaging, pallets an~ containers,
which are nroduced with allowance made for standardization, have become the
base, which has made it possible to ~oordinate their parameters with the
dimensions of the working surfac~:s of vehicles, warehouse facilities and
the means of inechanization of materials-handling, loading and unloading and
warehousing operations. The bundle, parcel, package and confi ainer are a
standardized sequence of fr.eight units. Their appearance is leading to the ~
~ typification of freight traffic, materials-handling, loading and unloading
and warehousing operati~ns, means of inechanization and automation. The ra- -
tiunalization of the freight flow oi means of nroduction requires that ie
be regardec? jointly wit:? the means of liauling and storage as a unified ob-
ject of management and planning, as a transportation and warehouse complex,
which includes the vehicles, warehouses, packaging, materials-handling
equipment and other equipment for loading and unloading and warehousing
operations. _
Since the warehousing services of industry, construction, transportation
and material and technical supply are interconnected by the freight flow, _
the integration of tiie equipment involved in the process of storage and
hauling creates the prerequisites for ttie assurance of the complex mechan-
ization and automation of materials-handling, loading and unloading and
= warehousing operations over the entire route of the movement of freight.
From this there follows: first, the need for the purposes of increasing
the efficiency of transportation and warehousing processes to intensify
container and package shipments as the most highly productive shipments,
which afford an opportunity to introduce the complete mechanization of
materials-handling, loading and u.-~loading and warehousing operations at the
producer, the transportation organizati~n and the consumer; second, the
urgency of the reequipment of warehousing facilities, since only tt~e one-
time and proportionate supply of advanced means of the mechanization of
materials-handling, loading and unloading and warehousing operations to all
the links along the path of the movement of freight to the consumer will _
provide the national economy with the greatest economic impact.
So far it is still difficult to call the methods of carrying out materials-
- handling, loading and unloading and warehousing operations completely in-
dustrial methods, which conform to the level of basic production. To this
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time the crane equipment in the technology of materials-handling, loading
and unloading and warehousing operations has been the most prevalenr_
materials-handling equipment. But too few modern cranes, which conform to
~ the best foreign and domestic models, are being used. This pertains first
of all to the use in materials-handling, loading and unloading and ware-
housing operations of gantry and overhead cranes, which are equipped with
hoisting mechanisms, self-propelled gib cranes with a greater lifting
capacity for work on open yards, stacker cranes for the equipment of tall
warehouses with them and so on.
The proportion of loaders, which do not conform to the present technical
level, is large in the fleet of railless ground-type transport. As com-
pared with the best Fureign machines they have a smaller lifting capacity,
a lower rate of travel, as we11 as movement of the drive elements, they do
not have the necessary set of interchangeable hoisting mechanisms, they
- have a greater curb weight, turning radius and so on. Moreover, at the
warehouses there are sti11 not enough of many advanced types of equipment
for the performance of materials-handling, loading and unloadir~g and ware-
- housing operations, in particular, such types as automatic hoisting devices,
warehouse equipment, standard packaging and others.
The need f.ur equipme:zt for the handling of individually packaged freight,
such as storage racks, pallets and containers, without which it is difficult ~
to achieve a radical change in the technology of materials-handling, load-
_ ing and unloading and warehousing operations, is not being met rapidly
_ enough. The handling of individually packaged cargo, in contrast to liquid
and bulk cargo, is especially labor-consuming. In the total expenditures
on the performance of loading and unloading and warehousing operations the
outlays for the handling of individually packaged cargo take up 75-80 per-
cent. The proportion of this cargo in the total freight turnover is esti-
mated at 2~-25 percent, but its loading and unloading account for 50 per-
_ cent of those employed in materials-handling, Ioading and unloading and
warehousing operations. There are great reserLes in the improvement of the -
- technology of the process~s of handling individually packaged cargo.
The development of package and container shipments of individually packaged
cargo is transforming the technology of materials-handling, loading and un-
loading and warehousing oper~tions, is increasing the capacity of cargo
areas, is shortening the layovers of rolling stock for loading and unload-
ing and is speeding up the travel time.
Un the whole by the start of the lOth Five-Year Plan 55 million tons of
= freight were hauled in containers, 170 million tons (primarily lumber, con-
struction materials, rolled ferrous metal products, pipe) were hauled in
packages, of them 25 million tons were individually packaged freight.
_ Mcre than 1 million general-purpose containers, for the hauling of which
general-purpose rolling stock is used and specialized rolling stock for
transpcrting medium-weight and heavy containers is being built, are in use
in the national economy.
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In 1977 36.1 million tons of freight were shipped in containers on the rail-
roads (as against 26.4 million tons in 1970 and 35.4 million tons in 1975),
while the freight turnover of the container fleet increased to 70.5 billion
ton-kilometers (as against 41.4 billion ton-kilometers in 1970 and 65.6 bil-
lion ton-kilometers in 1975). By the end of the lOth Five-Year Plan almost
the entire medium-weight and heavy fleet will consist of inetal cont-3ir.Nrs.
The national economic efficiency of container shipments, according to the -
data of the USSR Ministry of Railways, is governed by the fact that the
transportation costs when delivering individua.lly packaged cargo by con- -
tainers as compared with their shipment iz pool cars are reduced by approxi-
mately 20-22 million rubles per 1 million tons of cargo, including by
16-18 million rubles by the reduction of the expenditures on packaging and
packirg and by approximately 4 million rubles as a result of the decrease -
of the operating eh-penses of the railroads (in 1978 the cost of shipments
of individually packaged freight in contsiners and boxcars was respectively
5.7 and 8.9 kopecks per 10 ton-kilometers). Here approximately 1,500
people, who are engage~3 in heavy manual work in transportation, and up to
4,000 people, who are engaged in the production and repair of packaging,
packing and so for.~ch in industry, are released for every million tons of
freight.
Methods of transporting met~.~i products using specialized cars and contain-
e~s are being developed. Thus, it is feasible to transport 65 percent of
the cold-rolled sheet by specialized cars and 20 percent by specialized
containers. Here the appraisal of the preferability of the use of a 10-ton
or a 20-ton specialized container is made according to the cost of the use
of 1 m2 of its area when similar type sizes of rolled products are being -
loaded (the minimum cost of the use of 1 m2 of the area o� containers is
86 rubles/m2). If the consumers are located more than 5~0 km from the sup- -
plier, it is more efficient to use in the case of sma11 shipments (up to
1,000 tons a year) disposable packaging. _
A sheet-carrying c~r, which makes it possible to shorten the time of load-
ing and unloading operations from 2.5-3 hours to 10-15 minutes, has been ~
developed for the ha~l.ing of large sheet 5tee1. The annual economic impact .
from the use of the sheet carrier for hauling the products of the Azovstal' -
Plant is 200,000 rubles.
.
It is advisable to ship small-diameter pipe, small- and medium-section
rolled products and some sheet stael in packets using disposable packaging,
hardware in packs and boxes and rolls of steel on pallets. Primarily
large-diameter pipe, plate and large-section steel (50 percent of the sec-
tion and sheet rolled metal and 4~J percent of the steel pipe) are now de-
livered without packaging.
On the whole the process of packing and containerizing products is not
proceeding rapidly enough. The development of package shipments is being
checked by the fact that most consignors lack means of machine packaging,
the production of which still laga considerably behind the demand. The
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str.ucture of the container fleet in general-purpose transportation is ir-
rational. At gresent80 percent of the fleet is made up of small (up to
3 tons) containers, while in conformity with the pattern of the freight
f?ow it should have 45 percent containers up to 3 tons, 25 percent--up to
5 tons and 30 percent--over 10 tons. There are not enough large and spe-
- cialized, particularly flexible, containers in circulation. At present
- package and container shipments take up approximately one-third of the
freight, whicti it is advisable to deliver in packets and cor.tainers.
An effective structural policy in the sphere of circulation should ensure
both progress in the means of delivery and the simultaneous balanced de-
velopment of the cargo areas at warehouse facilities. Unf~rtunately, far
from all the warehouse facilities of industry, transportation and material
and technical supply, including the general-purpose warehouse facilities,
which have been newly put into operation, are ready for the compleCe mechan-
ized handling of large containers. -
On the route of products for production purposes from the producer to the
consumer, as materials-handling, loading and unloading and warehousing
operations are saturated with means of inechanization, the warehouses to a
considerable extent become the organizing unit of the freight traffic. At
warehouse facilities first of all *'~e technological comparability of the
_ materials-handling equipment, the transportation ~quipment and the warehouse
equipment is required, for which the latter should be regarded as components
of a unified system, which wou14 correspond not only with each other, but
also with the pattern of the freight flow and firat of all witln the struc-
ture of the freig::t units of individually packaged products.
In this connection, in addition to containers and packets, modern transporta-
tion packaging is assuming great importance as a means of the mechanization
of materials-handling, loading and unloading and warehousing operations.
Such packaging is a necessary component of the advanced technology of load-
ing and unloading, transportation and warehousing operations. Forming a
consolidated or independent freight unit, whfch has been unified on the
basis of a standard module, it creates the basis for the standardization of
the processes of moving freight, being combined in the best manner with
the parameters of the drive elements of materials-hand.ling and warehousing
equipment and the working surfaces of the means of transportation. Here
the improvement of the use of the rolling stock and the acceleration of
the freight turnover are achieved. Modern transportation packaging for
the shipment of products for industrial engineering purposes is an impor-
~ tant infrastructural component, which is capable of having a substantial
influence on the improvement of the turnover of ineans of production (at the
beginning of the lOth Five-Year Plan one-third of the transportation pack-
aging was used for the shipment of products for production purposes).
_ Loading, unloading and warehousing operations predominate at warehouses, �
therefore the unitizing of materials-handling equipment with the hoisting
mechanisms, with the storage racks, pallets and other equipment on the
basis of the complete standardization and unification of the methods of -
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handling the freight, the technology of the procegses and the systems of
mechanization will have an appreciable influence on the tectinology of
materials-�handling, loading and unloadir..g 4nd ~rarehousing operations. The
reequipment and n,odernization of warehousing services, the placetnent of
modern w~,rehouse comp~.exes into operation, including in the sphere uf th~
circulation of ineans of production, should promote the iuiific :tj.or.. -;f t_~; ch�-
nologic ~l pl ~ces~es and the intro~uction of highly prod~ictive equiptaent.
Durir_g the lOth Five-Year Plan large supply arid sales complexes are being
bui.lt at industrial centers to strengthen the material and technical base
of warehouse supply. The warehousing services of the eastern regions of
the country are being developed rapidly. Thus, of the total amount of ware- ~
house area put into operation during the Ninth Five-�Year P1an remote re-
gions account for 31 percent, during the lOth Five-Year Plar~--42 percent.
By the end of the lOth Five-Year Plan the cap acities of the statewide
supply bases and warehouses will have increased from 44.5 million tons in
1970 and 51 million tons in 1975 to 65 million tons in 1R80, the warehouse
area for enclosed ware~ouses--from 3.1 million m2 and 4.5 mil.Iion m2 to _
7 million m2. It is necessary to examine this development of the warehouse
network, whict~ serves the intersectorial indirect turnover, together with
- the directians of the development of the dePartmental suppl.y and sales _
network.
The problem is that the statewid~ supply system owns onl}� one-fourth of
the fixed capital for supp~.y and sales purposes (excludin~ petroleum sup-
ply), a fourth of the wareho use areas, which belong to the sector of mate-
rial and technical supPly. This requires first oL a11 the coordinatian of
the national economic, secto rial and regional programs of the constructlon
of modern warehouse facilities for suppl�y and sales purposes in order to _
properly locate them in accordance s~_th uniform crite:-:~a ak indu.~trial
centers and territorial production complexes, to choose snundly the special-
~Izatian and capacity oF the bases and warehouses, as wel~! as fio pursue a
progressive technical policy in the area of materials-handl~tng, loading anu
unloading and warehousing ope�rations.
The correlation of the inves tments in the new construction and renovation,
on the one hand, of the warehouse �acilities of supply and sales organiza-
tions and, on tkte other, the warehousin~ services o� enterprises is an im-
portant ~-~~oblem from the st~3ndpoint of ~he construction of the warehouse _
network. AC present the fixed capital in the warehousing services of all
the se.ctors af the natioiial economy i.s valued at approxi~ately SQ-~55 bi].-
l.ion rubles, of which unly slightly more than 15 parcent belongs to the
sector of material and techniral ~upply, while the rem~inder is a par~ of
the productive capital of industrial, construction and transportation en- -
terprises. These proportions ar.e a consequence of the tradition of the
"natur`1 economy" of the absolute majority of enter;~rises, as well as of
the fact ttiat in regions of new construction, and nat only new construction,
the usual pract9_ce is the dispersal, and therefore the increase of. the
produceion stocks of m,aterial and technical resources amo:~g xlumeroiis sma11 ~
facilities of the~ war.ehouse network of construction subdivlsion:s. Th~
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~~c~pl_~ o:_ ccnstructiou pr~jects in accordance with their orders directly
f~.;;n sl-.,s~ewide supply bases and warehouses is conducive to the shortening
of p~oduct stora~e time.
= Tl:c sources of the "natural eccnomy" must also be sought in the sphere of
sup~~:Ly a.nd sales processes. The preservation of the traditions of the
~~ilul:ll3"1~L c~conomy" in many ways ~s exFlained by the low level of production
cooperar.ion, the inadequate reliability and efficiency of supply and the
oner.a~~.~~n of the transportation conveyor, which leads to the violation of
_ tile opLiuiu[n ratio of investments in the warehouse facilities of enterprises
ancl supply and sales organiza~ians.
'.Che nroblem of developing the warehousing services of an enterprise is a
complex one. And it can be solved nat only within the frameworic of the
a.7_t~ernative: either to develop ra.pidly the warehousing services of enter-
- prises, or the war.ehouse network of supply and sales organizations, but by
searching for the most feasible supply system for this case. Here the
- prele:.ability in all instances of the system of the State Committee for -
Ma.terial and Technical Supply would hardly correspond to the diversity of
Ch~> ;:pE:cific conditions of production or construction activity at an in-
- dttstrial center or territorial production complex. Thus, if the amounts of
I.ndustrial construction in a region are sufficiently stable and correspond
~o th~ turnover of goods and freight of a large warehouse facility, it
makes iio basic difference whether this facility is in the system of a sup-
p1y and sales organization of a construction ministry or statewide supply.
Ttle main thing in increasing the effectiveness of the expenditures on the
creai: ion and functioning of warehousing services is ~o invest capital in
the construction of modern warehouse complexes, which are equipped with ad-
vanced means of labor with allowance made for the properties of the com-
modity flow of products for industrial engineering purposes and its pro- -
vision with transportation, the advanced technology of_ materials-handling,
lociding and unloading and warehousing operations.~ -
With the further improvement of the organization of the commodity flows of
indus~rial products for production purposes the opportunities for the re-
equipmen.t of the sphere of material and technical supply increase substan-
tially.
The intensive saturation of this sphere with mea*~s of labor, which ensure
- the improvement of the use of the volumes of the available network of ware-
l~~ouse facilities primarily b,y means of increasing the height of storage
2. Specialists recommend that the construction process begin with the 'lay-
ing of roads. To this it is also possible to add the suggestion that
the construction of production facilities begin with the erection of
caarehouse facilities, not temporary ones, but permanent ones, which are
envisaged by the plan of the iacility being erected, so that after its
_ placement into operation the warehouses would be changed over from the
storage of construction materials and equipment to the storage of raw �
materials (materials) and finished products.
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took place during the Eighlh and Ninth Five~Year Plans. Thus, during the
Ninth Five-Year Plan at the bases and warehouses of the USSR State Commit-
- tee for Material and Technical Supply the introduction of advanced ware-
house technology and means oF mechanization on 3.3 million m2 of operating
warehouse areas made it possible to obtain an impact equal to the placer~ient
iuto operation oF 1 million :n2 of new areas. The presenC period is c~~ar-
acterized by the elaboration and introduction of complex technological de-
cisions at large war~house facilities, which are being renovated and newly
placed into operation, where particular importance is assigned to the use -
of the packi~g and containerization of cargo.
_ Considerable renovation of waret~ousing services is also being carried out
during the lOth Five-Year Plan in the system of the USSR State Committee �or -
the S~ipply of Production Equipment for Agriculture. Operating warehouse
facilities are being supplied with new equipment, an improved freight han-
dling technology is being introduced. As a result the capacity of ware-
house buildings is increasing 1.5- to 2-fold, the level of inechanization of
loading, unloading and warehousi.ng operations is increasing by 15-20 per-
cent, the cost of handling 1 ton of freight is decrea.sing by 20-25 percent.
Ttie construction of new warehousing facilities, including large highly
mechsnized facilities, is being continued. The height of the existing
warehouse buildings in most cases is from 3.b to 6 m, while, according to -
' the data of Promtrar.sNllproyekt, with an increase of the height of the
facilities of multiproduct rack storage warehouses from 6 to 12.6 m ~he
cost of 1 m3 of the building is reduced by 40 percent, which yields a sav-
ing of up to 360 tons of inetal and about 600,000 rubles at each such facil-
ity. A neight of the rooms of 9.6 m is envisaged by the standard plans of
spe;.ialized warehouses, the estimated cost of the construction of 1 m2 of
the work area of which ranges from 80 to 120 rubles. This height of the
warehause at pr~sent is used as the base height, although due to the lack
of the appropriate means of inechanization even these comparatively low
facilities are only 75 percent utilized.
The development of the warehouse network in transport and first of all rail
transport is a great reserve for improving the turnover of ineans of produc-
_ tion. Despite the fact that brick and reinforced concrete buildings make
up more than 50 percent of the enclosed warehouse area in rail transport,
the bulk of the warehouse fa~ilities are prewar buildings with a low stor-
age height, which complicate th~ use of modern means of the mechanization
of loading, unloading, transportation and warehousing operations. It is
also possible to group with the shortcomings of old warehouse facilities rhe
presence at the ma~ority of them of narrow ramps, as well as the misaline- -
ment of the level of the floor of the warehouses and the cars, which com-
plicates the work of the loaders. The situation is gradually improving.
The provision of the material warehouses of the ra~lroads with materials-
handling equipment with a lifting capacity of up to 10 tons and more was -
required in connection with the delivery by industrial enterprises and
statewide supply bases of inetal in packets (7.5-10 t~ns each) and in con-
tainers, primarily medium-sized unes. Warehouses with a storage height of
6-8 m, which are being newly built, are being equipped with stacker cranes.
Warehouses of the hangar type now make up approximately 15 percent of the
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warehouse areas. Th~ use of gantry cranes with ar. automatic grab for the
tiandling of heavy containers is being expanded. Pallets, containers and
the new technical solutions of maCerials-handling, loading and unloading
and warehousing operatlons, which are connected urith their introduction, -
are becoming more and more widespread.
And yet the radical change in the structure of the material and technical
base of the sphere of circulation, which hacks the ac~vanced t~chnology of
freight handling and the present amounts of the realization of the means
of production, is still not occurring rapidly enough. The amount of capi-
tal investments allocated during the lOth Five-Year Plan will also not make
it possible to e~iminate the formed disproportions. The considerable ex-
pansion of the construction of modern warehouse, elevator and refrigerator
capacities, of the output of specialized transportation equipment for the
haul.ing of bulk, perishable and other cargo and of the production of ad-
vanced means of the mechanization and automation of materials-hand].ing,
loading and unloading and warehousing operations, which back the technical
base of the process of integrati�_; the transportation and warehouse network,
is necessary.
The formed situation requires the further centralization of the management -
of the sphere of circulation of the means of production, the intensifica-
- tion of the concentration of warehousing services, the acceleration of the _
_ rate and the increase of the quality of its reequipment. The introduction
in the sphere of the realization of the means of production of the achieve- ~
ments of scientific and technical progress on the level of the programs of -
the national economic complexes is making it possible to overcome the ex-
istin~ lag behind social needs in the level of its development at the pres-
ent stage.
At this time this sphere is at the stage of the transition from the techni-
cal equipment with means of labor, which ensure the storage and movement of
stocks of products for industrial engineering purposes without a change of
~ the use value of the latter and without a radical change in the technology
of materials-handling, loading and unloading and warehousing operaticns, to -
~ the gradual saturation with means of labor, which change the adopted tech-
nology of materials-handling, loading and unloading and warehousing opera-
tions and promote the greatest preparednesa of the use values of the products
being delivered for the interests of production. The launched construction
of powerful completely mechanized warehouse facilities is also an important
aspect of the present stage of the introduction of sci~entific and technical
progress in the sphere of circulation. Such warehouses, as units of in-
tensive freight handling, form as if the key centers of the transportation
and warehouse infrastructure. They promote the improvement of the trans-
portation process and the use of modern types of packaging, containers and
~ means of packaging along the entire route of the movement of inea~~s of pro-
duction from the producer to the consumer.
In connection with the increase of the leveZ ~f cooperation and the scale -
of production the extensive introduction of standardized transportation
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_ packaging and pallets, cargo packages and cont~~iner~, especially special-
ized and heavy ones, is revealing means for the considerable acceleration
of the turnover of. means of production. This will be promoted by the -
stepped-ug development of the production of container carriers: ships,
trucks and so on, including those equipped wit.h their own drive elementy
which makes lt possible to grab a load without the assistance oL z~:I.~~nger;
of container reloaders with a large lifting capdcity and an automatic
grab; of highly productive cranes and loaders; of package~making machines
and so forth.
_ Further advances in the development of the technical base ot ~.he processes
, of stozing and transporting means of production, which would ensure the
optimization of the entire cycle of their economic turnover in physica~
production, are necessary. The urgency of these tasks stems from the n~ed
to J.ncrease production efficiency and work quality, tY:e importance of whicti
- was emphasized by L. I. Brezhnev at the June (198~) CPS[J Central Commi.ttee
Plenum. -
COPYRIGHT: Izdatel'stvo "Pravda", "Voprosy ekonomiki", 1980
7807 ~
CSO: 1829
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OCEAN AND RIVER
GEOGRAPHY OF MARITIME NAVIGATION
Moscow GEOGRAFIYA MORSKOGO SUDOKHODSTVA: UCHEBNIK DLYA 3UDOVODITEL'SKOY
SPETSIAL'NOSTI MORSKIKH WZOV in Russian 1979 pp 2, 291-295 ~
[Annotation and Tal : of Contents from the book "Geografiya morskoqo sudo-
khodstva: uchebnix dlya sudovoditel'skoy spetsial'nosti morskikh vuzov" by
G. L. Nadtochiy, Izdatel'stvo"Transport,"295 pages]
[Text] The general fundamentals of the geography of maritime shipping are
outlined in thP tzxtbook and the.characteristics of the main shipping routes
_ in the world ocean are given. The role and significance of maritime trans-
port in support of shipments and;'foreign trade ties of different countries
is pointed out.
The book is intended for students of ship navigation faculties of higher
n?aritime engineering schools of the Ministry of the Maz~itime Fleet and for
students of the operational and economic faculties of the Institute of Mari-
time Fleet Engineers. It is also of interest to specialists of the maritime
fleet and may also be used by workers in other types of transpork.
_ Contents . . Page
Introduction
SECTION 1. FUNDAMENTALS OF THE GEOGRAPFiY OF MARITIME NAVIG?.TION
Chapter 1. The World Ocean and Its Transport Regionalization 6
~1. The world ocean 6
~2. Navigation conditions in the world ocean and their.effect
on navi~ation ~ 11
Chapter 2. Characteristics of Maritime Transport 26
~3. Transport as a sector of material production 26
�4. The physi.cal essence of the maritime transport process 27
g5. The trRnsport characteristics of s'~~ips and their
classification 28
g6. The transport characteristics and classification of
maritime ports. Ship repair enterprises 30
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Chapter 3. Maritime Routes and 5election of Them 34
�7. Classification of maritime routes 34
�8. Selection of routes with regard to mean statistical
perennial data of the hydrometeorological situation 37
g9. Calculation of optimum routes by usinq "Atlases of
Hydrometeorological Conditions for Ship Navigation of
the Maritime Fleet" gg
�10. Determining the optimum routes by sea-state forecast
charts 41
~11. Selecting methods of d.~termining optimum routes 46
Chapter 4. Navigation on Maritime and Ocean Routes 49
- ~12. Economic and geographic factors in formation of maritime
- shipments 49
~13. Regions favorable to maritime communications 51 ~
~14. Cargo traffic volumes and their classification 52 _
_ �15. Maritime navigation 53
_ SECTION 2. THE GEOGRAPHY OF MARITIME ROUTES AND THE NAVIGATION OF
THE SOVIET UNION
Chapter 5. 7.'he Maritime Transport of the USSR and Its Disposition 55
~16. The Soviet Union--a great maritime power 55
~17. The main steps in dev~lopment of the maritime transport of �
- the U~SR 56
~18. T:~e specitic weight and position of maritime transport in
the coux~try's unified transport system 61
~19. The mariicime basins and their significance in the
country's cargo shipments 63
�20. Problems of developing the Soviet Union's unified water-
transport system 64
Chapter 6. The Black Sea-Azov Basin ~'66
~21. The geographic locaticn and transport-economic significance
of the basin 66
�22. The physical-geographical and navigation characteristics
_ of the basin 67
_ ~23. The re].ationship of the Black Sea-Azov Basin to other
basins and the world Qcean 69
~24. Maritime ports
_ ~25. The economic character~stics of regions of the USSR
attracted to the basin and cargo and passenger traffic
- volumes 74
�26. The fleet and shi re sir ~
P p yards, their disposition and
organization of management of maritime transport in tlie
basin 76
�27. Maritime routes and the characteristics of navigation
in individual sections of the basin 78
_ 15
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~28. The geography of shipmen~s and navigation on maritime
routes. Prospects for development 79
Chapter 7. The :.aspian Basin 81
~29. The geographic location and transport-economic signifi-
cance of the baGin 81
~30. The physical-geographical and navigation characteristics
of the basin 81
~31. Maritime ports 84
~32. The economic charac~eristics Qf regions of the USSR
attra~tive to the basin and cargo and passenger
- flows~ gg
- ~33. The fleet and ship repair yards, their disposition and
organization of management of maritime transport in the
basin 87
534. Maritime routes and the characteristics of navigation
in individual sections of the basin 88
�35. The geography of shipments and navigation on maritime
routes 88
Chapter 8. The Baltic Basin 89
g36. The geographic location a,.3 transport-economic signifi-
cance of the basin 89
�37, The physical-geographical and navigation characteristics
of the basin 91
~38. The relationship of the Baltic Basin to other basins and
to the world ocean 93
�39. Maritime ports 93
~40. The e~onomic characteristf.cs of regions of the USSR
attractive to the basin and cargo and passenger
flowsi 96
�41. The fleet and ship repair yards, their disposition and
organization of management of maritime transport in the
basin 98
~42. Maritime routes anci the characteristics of navigation
~ in individual sectj.ons of the b~:sin 99
~43. The gec~raphy of shipments and navigation on maritime
routes gg
= Chapter 9. The Arctic Basin 101
�44. Z'he geographic location and transport-economic siqnif-
icance of the basin 101
~45. The physical-geographical and navigation ~haracteristics
of the basin 101
~46. Maritime ports 104
_ ~47. The economic~characteristics of regions of the USSR
- attractiue t,o the basin and cargo and passenger
~ f].ows~ 105
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- �48. The fleet and ship repair yards, their disposition and
organization of management of maritime transport in the
basin 106
~49. Maritime routes and the characteristics of navigation
in individual sections of the basin 107
~50. The geography of shipments and navigation on maritime
routes 107
Chapter 1G. The Far Eastern Basin 108
- �51. The g~ographic location and transport-economic signifi-
cance of the basin 108
~52. The physical-geographical and navigation characteristics
of the basin 109 `
�53. The relationship of ~he Far Eastern Basin to other
basins and the wcrld ocean 112
g54. Maritime ports 113
g55. The economic characteristics of regions of the USSR
attraCtive to the basin and cargo and passenger
flowsr li7
~56. The fleet and ship repair yasds, their disposition and
organization of management of maritime transport in the
basin 12t~
~57. Mariti.me routes and the characteristics of navigation
in individual sections of the basin 121
_ �58. The geography of shipments and navigation on maritime r
routes 122
Chapter 11. The Arctic Seas and the Northern Sea Route 124
�59. The physical-geographical and navigation charactexistics
of seas in the Soviet Arctic 124
~60. The economic characteristics of regions of attraction
and maritime ports 125
~61. The Northern Sea Route 127
~62. The concept of selecting the route under ice conditions 127
~63. The role of Siberian rivers in development of navigation
along the Northern Sea Route 129
~64. Western and Eastern Arctic imports and transit shipments
of cargo along the Northern Sea Route 130
�65. Prospects for development of navigation along the Northern
Sea Route , 131
SECTION 3. THE GEOGRAPHY OF MARITIME ROU~ES AND NAVIGATION '
IN SOCIALIST COUNTRIES
Chapter 12. The General Characteristics of Economic Development
of a Worldwide Socialist System 132
�66. Formation of a worldwide socialist system 132
�67. 7.'he worldwide socialist market and economic cooperation
of the socialist countries 134
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~68. The Council for Mutual Economic Assistance and its
significance to development of maritime transport 135
~69. The role of maritime transport in accomplishing
economic ties of the worldwide socialist market 137
Chap~er 13. Maritime Routes and Navigation of the European
Socialist Countries 138
�70. The Polish Peoples Republic 138
~71. The German Democratic Republic 142
- �72. The Peoples Republic of Bulgaria 143
�73. The Socialist Republic of Rumania 145
~74. The Peoples Socialist Republic of Albania 147
�75. The Socialist Federated Republic of Yugoslavia 148
_ �76. The Czechoslovakian Socialist Republic 151
g77. The Hungarian Penples Republic 152
�78. The role of the Danube, Oder and Visla Rivers in direct
water shipments of the European socialist countries and
the USSR 153 -
Chapte~ 14. Maritime Routes and Navigation of the Socialist
Countries of Asia and the Republic of Cuba 155
~79. The Chinese Peoples Republic 155
�80. The Korean Peoples Democratic Republic 161
�31. The Socialist Republic of Vietnam 162
~82. The Republic of Cuba 163
SECTION 4. THE GEOGRAPHY OF MARITIME ROUTES AND NAVIGA'~ION IN
CAPITALIST COUNTRIES
Chapter 15. General Characteristics of Capitalist Maritime r
Transport 165
583. Econ~mic ties in the worldwide capitalist economy after
World War II 165
�84. The European economic comm}anity (the "Common Market") 167
g85. The strugqle of United States impezialists for world-
wide dominance in maritime navigation 168
~86. The role of the ocean basins in international
navigation 169
�87. Capitalist maritime transport as a constituent part of
the naval forces of the imperialist powers 170
Chapter 16. The Major Marit~me Ports of the Deve?oped Capitalist
Countries 171
~88. General data 171
~89. European ports �171
�90. North American ports 189
~91. 5outh American ports 196
- ~92. Asian an~ African ports 203
g93. Ports of Australia and Oceania 209
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Cnur~ L-~r. 1"/. Z4ie t~kirit~me Ports of the Developing Countries of
Psia, Africa and Latin Ame.rica 213
f 9~?. Th~ col:i.a,~~~e oF the colonial system and formation of
indep~n~er.t states 213
Economic assistance of socialiet countries to
developi.ng countries 214
~~a6~ The poits of the developing countries of Africa 215
g97, The pqrt~s of the developing countries of Asia 226
~g8, The por�ts of ttie developing countries of Central
~.nd Sou~h America 236
,fi9�. l~lain trends in development of ports 238
Chaptaz� 18. The riaritime Fleet of Capitalist Countries 239
~ 100. '~he ciurren~t state and nonuniform distribution of th~
_ mari.time fleet by countries 239
~101.~ ~Q national fleet of the develc~ping countries of
Asia, Africa and Latin America 242
_ ~1C2~ False flags 246
�103~ l~onopolies and competiti.on in maritime navigation 247
~:~04. Main trends in ctevelopment of the capitalist maritime
fleet 249
SEC'.?'TOD1 5. THE GEUGRAPHY OF NAVIGATI~N AND PASSENGER TRANSPORT
ON INTERNATIONAL MAR.ITIME ROUTES
C}?c'i~tP,.L ? 9. The Geography of Cargo and passenger Flow
of the Capitalist Countries on Worldwide and Maritime
Routes 251
~105. The general characteristics of ~axgo flow ~
- in the w~orld ocean 251
�106. Pptroleum cargo 253
~107. Sgan ore 258
~108. Pit coal 260
~109. Timber cargo 263
5 ].10, Grain � 264
~ J.11., Genera.l cargo 268
4].7.2, The passenger transport of capitalist countries 270
C:ha~te.r 20. The Main Maritime and Ocean Routes Used in World
zVavigation 272
~:~t3~ N~tj~igation on the main lines of international routes in
the At].antic Ocean 272
41_].4, Z'.he Panama and Suez Canals 279
~ 1:1.5. 1~lavigation on the main lines of international routes in
the Indian ncean 282
~1.J.6, Navigation on the main lines of international routes in
the Pacific Ocean 284
~J..J.'7. Ma.ritime routes and the characteristics of navigation
in the Antarctic 287
COFYRI:GIIT: I~datel'stvo "Transport", 1979
6521 19 -
CSO: ~3.144
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~ OCEAN AND RIVER
SEA TRANSPORT STATISTICS
Moscow STATISTIKA MORSKOGO TRANSPORTA in Ruseian 1979 aigned '
to press 22 Nov 79 pp 2, 232
/Annotation and tabl~ of contents from book by M.I. Bruskin,
Izdatel'stvo "Transport", 3,000 copies~ 232 pages7 ~
[Text] Annotation
This book describes the basics of the common theory of
statistics and outlines in detail the methodolo gy and practice
ot aea transport statistics. Particular attention is given to
questions having to do with calculating the system of indica-
tors and evaluating the operation of the fleet and ports. Ex-
amples are cited which characterize the theory and practice of
sea transport statistics, the role and importance of the auto-
mated control system. This edition outlines all changes in
the practice of statistical accounting t~:at have occurred since
publication of the preceding edition in 1971.
The book is to be used by studenta of higher maritime institu-
_ tions of learning; it can also be used by workers in aea
transport in practice. The book containa four illustrations _
and 75 tables. -
Table of Contenta
Section One. The Basics of the Common Theory of Statistics
Chapter 1. The Object and Method of Statistics 3
Chapter 2. The Organization of Statistics in the USSR 7
Chapter 3. Statistical Observation 12
Chapter 4. Summary and Grouping of Statistical. Data 18
20
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Chapter 5. Absolute, Average and Relative Valuea in
Sta[iatica 25
Absolute Values 26
Average Values 26
Relative Values 34
Chapter 6. Indexes and Dynamic Series 38
Tndexes 38
' Dynamic Series 42
Chapter 7. Graphic Representation of Statistical Data 48
Section Two~ Se3 Transport Statistics
Chapter 8. Shipping Statistics 52
Tasks and OrganizaCion of Shipment Account-
ing 52
Quantitative Indicators df Cargo Shipments 53
Factor of Accounting in Shipment Accounting 55
~rouping of Statistical Indicators of Ship-
ments 56
Statistical and Operational Accountability
for Cargo Shipments and Passengers 64
Statistical Indicators for Containerized
and Pack aged Shipments 87
Chapter 9. Statistics on the Availability and Opera-
tion of the Merchant Fleet 91
Statistics on Availability of Merchant
Fleet 92 -
Statistics on the Use of the Merchant Trans-
port Fleet 99
Accounting for the Distribution of Time of
Transport Ships at Anchor in Ports 132 '
Chapter 10. Statistics on the Technical Rigging and
Operation of Sea Ports 140
Accounting for the Availability and Actual
Use of Reloading Complexes (PK), Moorings
and Warehouses 140 _
Estimating the Availability and Use of Port
Reloading Equipment 144
Accounting of the Work of Reloading Equip-
ment 148
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Freight T:ansport 150
Port Ship Handling Statistics 152
Loading and Unloading Statistics 155
Stati.stics on Processing of Ships in Port 165
Chapter 11. Dispatch and Operations Accounting of the
Use of the Fleet and Ports 169
- Chapter l2. Labor aud Wage Statistics in Sea Transport 176
Organization of Labor Statistics 176
Statistics on the Number of Workers, Their
Composition and Movement 179 _
Grouping of SJorkers According to Type of
Activity 183
Accounting for the Turnover and Fluctua-
tion of Workers ..............e... 187
Wage Statistics 190
Labor Productivity Statistics 194
Chapter 13. Financial Statistics on the Basic Llork of
Ships and Ports 196
Chapter 14. Statistics for Other Kinds of Activity of
Sea Transport 2~3
Statistics on the Work of Industrial Enter-
prises 203
Statistics on Material-Technical Supply 208 ,
Fuel Expenditure Statistics 209
Capital Investment Statistics 211
Chapter 15. Statistics and the Automated Control System
of Sea Transport ......o..�������.�������� 214
_ Chapter 16. The Economic Analysis ot Statistical Data 226
COPYRIGHT: Izdatel'stvo "Transport", 1979.
8927
CSO: 1829 E~
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