JPRS ID: 8543 TRANSLATIONS ON USSR TRADE AND SERVICES

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000100060054-5
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• Document Page Count: 38
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_ JPRS t,J8543
26 June 1979
TItANsWinrls 0!V UssR TRAUE A"ID SERViCEs
(Fo uO si, 9)
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NOTE
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are tranacribed or reprtnred, with the original phrasing and
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Keadlinea, ediCOrial reporra, and material enclosed in brackers
(J are supplied by JpRS. Procesaing indicarors 8UC}1 ag (rexr)
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mation was summarixed or extracted.
Unfamiliar names rendered phonetically or rransliterated are
encloaed in parenChesea. Woxde or namea preceded by a ques-
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The conrents of this publieation in no way repreaenr the poli-
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TRANSLATIONS ON USSR TRADE ANA SERVICES '
(FOUO 8/79)
CONTENTS PAGE
Organization oP Nlaritime Fleet Operatiione
(S. M. Topchiy) et a]..; ORaANIZUr BIYA DV'IZHmIYA MOR3KOG0
FLOTA, 1978) 1
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OEtCANIZATION OF MARITIME FLEET OPERA`PIONS
Moscow-ORaANIZATSIYA DVIZHENIYA MORSK0G0 F'LOTA (Organization of Maritime
Fleet Operations) in Russian 1978 signed to press 27 Apr 78 pp 10-13, 24-26,
36-38, 4o-49, 16o-162, 184-186, 189-1929 i91i_198, 206-208
~ [Selected sectiona f,�om the book by S. M. Topchiy, G. F. Shulyanskiy and
A. F. Mironenko, third revised and supplemented edition, Transport, 6,000
copies, 320 pages]
(pp 10-i3]
(TextJ 43. Purposes ;,nd Areas of Use of Maritime Tranaport
Maritime transport plays an important role in the economy of all maritime
states. 7'his role is determined by ita advantages over other types of
transport.
Maritime transport has natural lines of coAanunications Which are of enormous
-
length. These lines do not involve expenditures on maintaining them in a
navigable state, with the exception of the re'latively small expenditures on
dredging work in harbors, waterWays and approach channels.
The throi+,-hput capacity of seaways is virtually unlimited. Thousands of
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sm$1.1, large and gian+, seagoing vessels travel simultaneously in different
-
directions over the sea and ocean routee.
_
Maritime transport uses large capacity vessels for transporting cargo. This
provides a significant reduction in expenditures on the transparting of a
ton of cargo in comparison r+ith other types of transport. Maritime ship-
-
ments are more economic than transporting by land and air types of transport.
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The delivery speed for cargo in maritime transport is higher than by rail
or river transport.
Labor productivity in sea shipments is several times higher than on the .
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railroads.
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I111 theae advuntiagen hnvo brought maritime transport nmang the 1.eading typen
of transport in mgny statee. Soviet maritime transport holda a firm necond
place in the cargo tiurnover of tihe nat3on, and first p1aCe in terms of the
vol.une of foreign trade cargo shipments.
- In developing ao g national economic sector and in comprising a portion of
the unified transport gyetem of the nation, Soviet maritime transport during
the yearg of the Eighth nnd Ninth f3ve-yee,r plans has significantly renewed
and broadened its facilities. In the Ninth Five-Year Plan, the 8oviet trans-
port fleet for the first time received series-produced container carrierg,
tiorizontal. 1.oadSng vessels nr rol.kers, lumber and baled cargo carriers,
universal semicontainer vessels,, chip carriera, ainter carriere, large-
tonnage bulk carriers, combined OBO vessels, super tankers, ferries e..vd
nther modern highly efficient veasels.
7'he Ninth Five-Year Plan hae become a five-year plan for the exteagive intrn-
duction of automation in the production procegaea on ghips, particu?arly for
controlling propulsion units and the vessel as a whole from the bridge. A
distingufghing feature of the dry cargo vessels built in the Ninth Five- -
Year Plan is the great openness di the decks, the box form of the holda,
the highly productive cargo working equipment, the great cargo capaCity -
and the incrensed speeds. A great deal has also been done in the area or
using heavy and cheaper types of fuel on the vessels. Great attention haa
been given to improving the comfort of the vessels and to bettering the
working and everyday conditions of the crews. -
2'he 25th CF'SU Congress for the 9'enth Five-Year P1$n cnnfronted 5oviet mari-
time transport with the task of more fully satisfying the growing demands
cf the national eeonomy for foreign trade and coastal shipping, to inprove
carQo delivery to tre regions of the Far North and Far East, and to increase
the volume and efficiency of the exporting of transport services. In 1976-
1980, cargo turnover of maritime transport should rise by approximately 1.3-
fold. For solving the posed problems, there are plans to substactially -
increase the capacity of the maritime ports, to add to the fleet with highly
productive, dry-cargo, tanker and combined vessels with a total dead weight
of approximately 5 million tons, and to develop the ahip repair facilities
of maritime transport.
The basic directions for the development of the Soviet maritime fleet in the
Tenth Five-Yeax Plan remain the directions by which tonnage was added in -
the Ninth Five-iear Plan, namely:
1) Specialization of the transport fleet by types of cargo, shipping direc-
tions and lines;
2) A rise in the cargo capacity and an increase in the apeed of the vessels;
3) The development of the most convenient cargo facilities for the greatest
possible acceler�.~;on of ship proce3sing;
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4) Automated eontrol oi' the ship engSnes, mechaniemg and systemn and the
ghip as a whol.e;
5) Improving comfortability.
- Within the tranaport P1eet, there are plane to increase the proportional
amount of the epecialized dry eargo vessels including the lumber and baled
rargo carriere, container carriers, roll-on, ro1.1-off vessels, 1.ighter
carriers, bulk cargo vegsels, and so forth. A11 the vessels under congtruc-
tion will have automated control of the propulsion units for cl.asaes A1 and
A2. On tankere of the "Krim" claes and the rollkera, the Breeze system wi11
be usec?, and this also solves the questiiona of automating navigation (deter-
mining posttion, dead reckoning, the pasa3ng of veeeels, and so forth).
Automation of cargo working on the vessels is a1.so to be expanded.
The baeic type o� main engines for vessels being built in the menth F'ive-
Year Plan will be the most economic, reliable and moat easily maintained
engines operating on heavy, cheaper gradea of fuel under automatic condi-
tiona and using bridge control.
7'he areas of the use of maritime transport encompass both the domestic and
overseas aervices.
Maritime transport is used for both domeatic (coastal) cargo shipments in
all regions of the nation's sea baeins and in all directiona where it is
the sole type of mass cargo transport or ita use is more efficient than the
other types of transport.
Maritl-me cargo shipments between coastal points of the nation within one
aea (short-distance coastal ahipping), as a rule, is less efficient than
rail ehipments. They are advantageous only in the instance that here the
cargo shipping distances are significantly reduced (as a consequence of the
atraightening out of the route by sea in comparison with rail shipments).
The transporting of cargo on seagoing vessels between the ports of the nation
located in different sea basins is carried out, as a rule, over significantly
greater distances than by rail. Hos+ever, in a number oi' instances, these
are more effective than rail due to the lower shipping costs.
The sea lines of communications are the only ones for delivering food and
industrial cargo to the regions of the Far North and Far East and for trans-
porting back lumber, coa]., petroleum and other minerals. For this reason,
the decisions of the 25th CPSU Congress emphasized the necessity of imple-
menting measurea to extend the navigation season on the Northern Seaway and
in the ice-bound ports. For this the maritime fleet will receive powerful
icebreakers in the Tenth Five-Year ilan. The third atomic-powered ice-
breaker "Sibir� has already been launched.
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In foreign shipping, mar3time bransport ie used for developing and support-
ing the foreign economic tiea of the U5SR wit1i foreign countries. Tn this
area it holds the 1.eading role in comparison with the othnr types of trann-
porti. Mar3time brangport in reaponsible for over one-ha1.f of the volunae of
the import and export shipments o� the nation. USSCi maritime trangport
a1.so carries cargo of foreign charterers (fec), thereby expnrting transport
aervicen and earning foreign excha,nge on equo.l bae3e with the foreign ex-
change for sold export cargo.
The seagoing vessels of thQ MMF (Miniatry of Maritime F1.eetJ make trips to
foreign countries which dn riot have common lar.d frontiers with the USSR as
we11 an to countries located on other continents. In 1976, the NMF vesselg
visited 1,415 porta in 123 foreign countries.
In the foreign operations, the maritime transport of the USSR and the other
socialist countries carries out important economic tasks:
1) It meets the needs of the nation for foreign trade shipments and helps
to extend its participation fn the international division of labor;
2) 7n providing maximum coverage for the shipmenta of import and export
cargo of the nation, maxitime transport saves foreign exchange and increases
the efficiency of Soviet foreign trade;
3) In broaclening the shipments of foreign charterer cargo, maritime trans-
port increases the foreign exchange earnings and improves the balance of
payments of the nation.
Soviet maritime transport plays an important role in ensuring the independ-
ence o.� the nation's foreign trade from foreign capital and the variable
conditions af the charter market, and in providing aid fn maritime ship-
ments for �che aocialist and developing countries.
[pp 24-26] 510. Aims and Basic Directions for the Intensificatlon of
Maritime Shipments
At the present stage in the development of the nation's econom}r, the ques-
tiona of improving the efficiency and quality of operations of all typea of
transport on the basis of intensifying the shipments are assuming ever
greater signiF:cance. Along with handling the growing shipping volumes,
transport is confronted with one of the basic tasks of improving the quality
of the shipping process.
The quality of the shipments carried out by all types of transport is char-
acterized primarily by an increase i.n the delivery speed, by the regularity
and frequency of transport traffic, by the degree of continu'.ty of the trana-
port process and t7

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g) Iti discovers and utiilizen reaerveg of carrying capacity in tihe fleeti
during the shipping prdcess;
I) It prov3fleg ciay-by-driy ple.nntng, accounting e.nd ana].ysis of fleet opern-
tions;
7) It Ca1CUlateg the fulf3lLnent a� the trip plans by the vessel crews;
mogether with the crew committee of tiRe navigation company it organizes
the soeialiat competition of tihe ghip crevrs;
q) Zt studien, generalizes ana diageminatas advanced worlc experience of
the ship crews; 10) It works out atrd intiroduceg new stripping methods into ship operating
praetires.
':he gtructure oi' the shipping and fleet traffic service in each nav3gation
company is determined by tihe scale $nd by the types of maritime shipmentg
as well as by the compositian and specialization of the trangport fleet.
Under the conditions df significant develapment of saheduled line nuvigatian,
it has been necessary to separate the function of directing fleeti opera-
tinns fnto the independent fUnctians of managing the gcheduled line, tri.p
(7trgrr~p) and passenger rieets. For this purpose fn the individual naviga-
tion compn.nies (Black Sea, Baltic, and others), as part of the shipment and
fleet traffic servicea spAcialized fleet admfnietrations were set up (an
admfnistration of internationgl linea, an administration of the trip
(?tramp'j f:eet and the sdminiatration af the passenger fleet) with the in-
corporation of an independent department of nperational planning, analysis
and arcounting of fleet operations within their management syntem.
Unde: the new canditions of fleet operations (the development of acheduled
1ine navigation, the rapid expansian of container and pallet shipmentis, the
chgrtering out of the vessels of the navigation company anfl the chartering
of i'oreign vessela), it haa 41so been necessary to bring the management
system of the navigution company as close aa poasible to the solving of
tleet shipment and operations questians. For this purpose in all the mari-
time navigstion companies, self-financing operatfnal ship gxoups (19hEG3)
were organized in 1973-1974.
The i4,ECS were as:,igned vessela accordinf: to the production principle, that
is, according td their Work in a group of parallel lines or on the sripping
lines and routes within the limits af a certain geographic area. The IQhDGS
operates on internal economic accountability, it aorks under an annual pro-
_ duction end financial plan which is adjustable by quarterly pluns and monthly
scredules, and bears responsibil.ity for their fulffllment and the efficient
use af the fleet.
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mhe banic functi3one oi' tihe KhEGS inCiuaes
1) 7'hn organixation of ahip operat,ions on regular linee and consecuti3ve
trips, and in transporting cargo oi' foreign chartierers;
2) The introduction of ronbaiaer and palleti cargo ahipmenta;
3) The elaboratiion of ineaaures bo atbract cargo, the organizing of new
lines and sequential trips;
4) Enguring the operation of the vesBele under optimwn conditiona on the
bagis of a comprehengive solution to the questions of the economic arcounta-
bility activities of the ehip group;
5) The development of creative 3nitiative, sociai activenesg and gocialist
entrepreneurship of the ship creug and KhEGS Workers;
6) The organization of the socialiat competition of ahip crewg;
7) The organizgtion of political infloctrination.
7'he KhEGS is headed by a chief. The management ayetem af the KhE08 inclufleg
specialista from varioua areas, Some of them are directly and permanently
involved Wit;h the operation of the vesaels of the KhEGS and are part of the
management system of the fleet (line or trip). These include: aroup dis-
patchers, instructor captains, instructor engineera, economiste for account-
ing and analyzing ship npergtians, economist engiaeers for commercial r+ork,
und economists far financial work. Other apecialistg are indirectly or
periodically employed in servicing the KhEGS vessele and are part of the
functional management bodies of the navigation compar~y: Croup mechsnical
engineers of the ship service, engineers of the material and technieal sup-
ply service, and inspectors of the personnel department.
Under the KhEGS chief, a conaultative body, the production council. Itg
membersaip includes the leading specialists of the KhE43, the captaing, first
mates, the senior engineers of the group!s vesaels, the representatives of
the party organization and the crex committee. At its regularly held ses-
sions (st the navigaLion company and on the veseels) the production council
reviews the most important questions related tio the economic activitiea of
the group (the annual and quarterly plans, the distribution of the rllorated
funds for repnirs, materiel and technical eupply and separation msterials,
the plans of ineasures to improve ahtpping efficiency, the captain's reports,
and so forth).
The KhEGS is a neu organizetional form of fleet management capable of fully
solving the questions of fleet operations, providing the fulfillment of the
plan quotas by each vessel, improving the economic and foreign exchange ef-
�iciency of the fleet, the trouble-free operation of the vessels and the
mafntainfng of thea in the proper technical state, and the strengthening of
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the initiati3ve and respohn1.bi].ity df tHe navigation eompany spec3al3ats and
eh3p crowd for tihe resu1ts nr their productiion and finanrial activities and
commereial work.
Tne shipp3ng and fleet trnffiC nervices are the moat developed and mobila in
Lhose navigation companied wh{.ch provide direct lenaernhip over shipping gnd
fleet operabians through apecialized adminigtrat3ons. mhus, 1;he Shipping
and F'1ee-t Traffic Bervice of the Blaek Sea Mar3bime Nav3gation Company in-
cludes a number of departments which perform genera.l functione related to
managing shipping ahd fleet trarfic: The Department fbr the Organization
of Fleet nperations; thE Schedulers Group; the Fleet Chartering bepartiment;
the Container 9hipment Department; the Departiment for Operabional Planning,
Ana.l.yais and Accdunting of F].eeb Operations; the Digpo.teher DepartmQnt.
The sh'Lpping and fleet traffic nerfice coordintxtea and directs the actiivities
of the speCigli:cd fleet adminiatrations (line, trtp and paasenger) to ful-
t'ill and overfu1fi11 the ghipping plane set for the navigation company and
to continuously improve tihe economic and foreign exchange efficiency o�
fleet operationg. Tn thase ravigatian companies Where line navigation holdg n compuratively
smgll proportional amount, the ahipp3ng and fleet traffic serviceg provide
legdership over the line fleet equally with the trip fleet direetly through
the KhEGS.
619. 2'he AutamateciP4aritime Transpart Management System (E4orflot ASU)
'I'he coristantly groaing gcale of raaritime ghipcnents, particularly foreign
nhipments, the high development rate of the physical plant of maritilme truns-
port on the basis of the achievements of scientific snd technical progress,
and the tusks of improving the utilization of productive capital and raiging
the eff:ciency and quality af operational activities have necessitated a
�undnmenta1 improvement in the management of maritime transport.
Under present-day conditiona, the required improvement in the r.anagement of
maritime transport on all its levels (from the ship up to the uector as a L
whole (is passible only on a n,odern technical bgse using tnathemntical eco-
nomics methdfls and a systems approach ta solving long-range, current and T
opera.tfonnl manugement problems. -
Science and mo3ern computerg make it possible to create a fundnmentally new
aystem for caanaging maritime transport, an automtted management aygtem r+hich
r-
for short is called ;~worflot ASU. This system will mal:e it possible r.ot only ~
to utilize high-speed cbmputers for collecting, processing, storing and ~
transmitting enorrrous floas of aIl sarts of information, but a2so to work
out optimum solutions for managing the corrplex multisector system of mari-
time transFort and its dynamic cargo shippina and trnnaloading processes.
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For: oFrtc;rnt, c18i: nNi,Y -
mhe ereatiian of the Morflot A9U openg up broad opportunitiea for nolv3ng =
rompletely new management problemg, for a new approach to oolv3ng the tra- -
d3tional eeonomic and operationsl problems, and for finding and taking opti- y
mum decisiong in coordinabing the operation of numerous enterprisen o.nd or-
ganixatinns in mar3timp tirangporti. T'te use of'tnodern computErs and commu-
nicatiione makes it posgible in a d3ffprent, more i'lexible, efficient and
effective manner, to manage maritime bransport and above all its most com-
plex and dynamie ahipping process.
�i
The new mar3time transport management structure under the conditions of the
automatefl management system provides Effective control over all proeesseg
which comprise the baeie for tihe funetioning and development of maritime
transport ag a aector. The IrMF as-the superior mansgement body for mari- {
time transpart, has concentrated itg efforts on working out and solving
fundamental queations relat3ng to tihe developmenb of the eector, while the -
aKhO ard the navigution companies concentrate on managing the cargo ehip-
ping and tiransloading procegsen as well as mnintaining the equipment in -
working arder.
The Morflat ASU is an automated aystem for managing maritime trangport using
mathemat3cal ecanomics methode of planning, accounting snd analyaig of pro- �
ductiion and economic activitiea in maritime transport ag a whole and its
asaociatfons and enterprises on the baeis of modern computera and office
equipment, as We11 as up-to-date communications. It ia a"man-machine"
campl.ex, and consista of a seriea of functional subsystems and standard -
prnduction systems Which are separated into independent blocks but are
closely interrelated.
j
7'he functional subsystems provide automatic solution to groups of problems -
relating to the basic management funetions (planning, organization, coordi-
natinn and control) for all maritime transport mansigement levels from the bottom to the top. These are divided into controlling and support. The
Mor�lot ASU has nine controlling subsystems. _
The production systems aim at solving problema relating to the controlling _
funetional subsyatems on the level and in the aphere of activities of the
navigation companies, ports and ship repair yards, as well as the solving -
of problems ralated to the flirect management of the basic production processes.
These systems are being worked out and function as standard ones for the same
types of ente�rprises. They include: The Navigation ASU [automated manage-
ment syatem], the Port ASU and the Ship Repair Yard ASU.
In addition to the groups of problems of the controlling functional sub-
systems, the main group of problems in the production system of the Naviga- ;
tion ASU is the problemg relating to the organfzing of the exeaution of specific trips: Forecasting the position of the vessels, calculating the
Lrip plans, supervision over the course of carrying out the trfp assignments,
analysis cf the fulfillment of the trip plans, and so forth.
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By the end of the menth F'ive-Year P].an maritSme t:angport will have in
operation 34 3nformation computer cen+.ers (rVmg) (including a Main Computer
~ter). A].1 of the IV7n will httve third-gencration computers of the ES
aeries. Information cnmputer subfliv3sions wi1l be sei; up at 22 porta and
ship repair yards with the ingtallation nf min3.computers and cnmputatidnal
equipment at them for solving operational prob].ems.
(pA 160-i62 ]
CNAPTE12 X. OP-MATIONAL INbSCATORS OF FLEET OpERATTONS
657. The Syetem of Operational Indicatorp for i'leet Operationa
The operation of the mnrit3ma trangporti fleet in hauling cargo and passen-
gera has a quantitative and qualitative aspect. The quantity nf fleet oper-
ations, the expenditureg of time and money on carryinp, out the operations,
aa well as the conditions fbr the operatians are determined by abaolute
amounts, The quality ana the degree o� fleet util3zation and its produc-
tivity under certain operating conditions are expresaed by average and re1.a-
tive amounts.
The quantitative and qual.itative operating in8icators are both plnnning
and report. 7'hey can be determined as follows: For each vessel, group
of veasels und the entire fleet; for types of shipping, for the individual
linea and shipping directions, for the navigation companits and for the
MMF xs a whole.
Each of the operating indicators expresses one mast essenLial aspect of
the process of sea shipping. All of them in their aggregate represent a
single system in which they are closely interrelated. The system of oper-
uting indicators expresses the process of sea shipments as a whole, and it
makea it possible to determine the reasons and the 3irection of changes in
the transport proceas, and to establish the actual state of sea shipments
at each gi.ven moment.
An ana],ysis of the operationul indicators makes it possi.ble to detect de-
viations �rom the planned conditions o� fleet aperations, the rcasons for
the nonfulfillment or overfu1fi11ment of the shipping plan and its indi-
vidual indicators, to discover reserves and plan measures to improve the
operation of thn navigation company and its unitF. The system of opera-
tional indicators is widely used by the navigation companies for planning
sea shipping and flee't. traffic. iJsing them control is provided over the
fulfil.lment of the plan quotas by each vessel and by the fleet.
The indicato=a m)l:e it possible to thoroughly study, ann.lyze and asseas
the quality of using the production capacilities of the fleet for the
purposes of a continuous ri3e in its carrying capaci,cy.
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Table 15
Indicators
Unit of MeaOUrement I 8ymbols
ti
. i~
~
Quant3tative Indicators
~
P1.anned cargo-carrying capac3ty
T
Dn
Passenger capacity
persons
EP
~
Ship-days
sh3p-day
T
~
monnage-days
tonnage-day
DnT
~
Mileg of voyage
mile
L
~
}
monnage-miles
tonnage-mi1.e
DnL
"
Passenger-place-miles
passenger-place-mile
PmL
~
Tonnage-trips
tonnage-trip
Dnr
Vol.ume of cargo shipments
T
ER
Cargo turnover in ton-milea
ton-mi].e
EQZ
F'assenger sh3pments
persons
Ep
~
Passenger-miles
pasaenger-mile
EPZ
Calculated ton-miles
ton-mile
Eq,t+Ep.C
Qua].itative Indicators
~
Weighted cargo-carrying capacity of fleet
T
EDnW
~
Operating coefficient
T
ko
g
Average caxgo-carrying capacity of vessel
T'
Dn
~
Average duration of operating period
days
To
~
Ship loading coefficient
at
Use factor of net cargo-carrying capacity
OperatinE speed of vessel
miles/day
v`o
~
Running time coefficient
_Cr
~
Productivity of 1 ton of cargo-carrying
ton-mile
~
capacity
tonnage-day
up
~
Average length of trip
mile'
Lp
~
Coefficient`of ballast run
kb
~
Average distance of transporting 1 ton of
cargo
mile
.Qc
~
Shift factor
S
~
~
Net rate of cargo handling work
ton/day
Mn
~
Gross rate of cargo handling work
ton/day
Mg
Coefficient for rate spread
km
'
Average duration of trip turnaround
day
tt
The system of operational indicators in use in Soviet maritime transport
~
includes numerous and diverse-content indicators (Table 15).
~
The planning and accounting of maritime cargo and passenger shipping is
r
carried out in term.s of departure.
~
~
:x
~
~

~
z
. 19
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ONLY
;
~
,

~
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roR OFricinL usE oNLY
The operational qualitative 3ndicators, w3th the exeeption of MnW, ko and
To are pl.anned solely for completed tr3ps, and the quantitative ind3catorg
ne^egsary for calcu7.ating them in each calendar breakdown and in termg of
a~.-parture.
mhe qua].itative indicators �or the availabil.ity and uffie of tonnage (EDnW,
ko and To) are planned and accounted for in a calendar breakdown.
[pP 184-1861
663, Operating ExpenditurEg of Seago3ng Vesselg
mhe operat3ng expenses of the fleet are the expenditures of money on the
upkeep of the neagoing transport vessels.
mhe expenditures on the upkeep anfl running of each transport vessel. R are -
determined from the following conso].idated 3tems. Crew wages; amortization
deductions; routine repairs; fuel and lubricants; material and technical
supply; ship fees; agent services; navigation expenses; general operating
expenses; administrative and management expenses.
The general operating and administrative-managerial expenses are related to
the opera�tion o� the transport fleet of the navigation company as a whole,
and are termed indirect. They are not directly linked to the operation of
each vesse].. The amount of them doea not depend upon the volume of work
performed by the transport fleet of the navigation company. Al1 the remain-
ing items of operatina expenses are directly linked to the maintaining of
the vessels in a proper operating and technical state and their operations
of transporting cargo and passengers. These are the direct expenses of the
transport vessels.
In making trips overseas, the transport vessels, along with operating expenses
under a.ll the listed items in Soviet currency, also bear additional expenses
in foreign currency (wages of the crew, fuel and lubricants, material and ;
technical supply, ship fees, agent servicea, stevedore expenses and navigat-
ing expenses).
Expenses on the wages of the ship crew Rer include the wages according to ~
the salary rates, the various additional payments and bonuses, payment for
vacation, unused days off and overtime, deductions for social security, r
the value of the free food and the portion of wages paid in foreign exchange. -
Crew expenses are determined both for the period of the vessel's operations -
as well as for the t3me of its overhaul. ,
The .ize of the ship crews, the salaries as well as the procedure for figur-
ing wages are determined by the orders of the NA4F.
The-value of the free food is determined according to rates differentiated ~
for the home ports o:' the vessels and in terms of types of service.
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Ainort3zation deductionn I2an, are detern,ined aecording to an overall rate in
t,arccnti usine thc inttial or repl.acement value of the vesse1., di:t'ferent3ated
in i:erms of the types of the fleet and types of ship propulsion units:
Ran = D OOc , (125)
where Da--rate of amortization deductions,
1Cc--initial or replacement cost of vessel, rubles.
The overall amortizat3on deduction rate Dg consists of the rate for the full
replacement of the veasel Dr and the rate for the major overheul and modern-
ization of the vessel. Dm.
Expenses on the routine repair of the vessel. Rrm represent the expendi.tures
on carry3ng out preventive and repair work regardless of who performa thia
work (ship repair yards, the navigation repair facilit3es or the sh3p crews).
They include expenditures on motor and boiler cleaning, preventive docking,
navigation, intertrip, preventive and maintenance overhau].s, regardlesa of
whether this work requirea withdrawing the ship from operation or not. The
periodicity of routine repairs ia determined by the Technical Operating
Ru1es and the Regulation Governing the Repair of Maritime Fleet Shipa. The
amount of expenses on routine repa3rs depends upon the purpose of the vessel,
the type and power of the main engines, tne level of technical operations,
the operating conditions of the vessel, and other factors. Expenses on
routine repairs increase as the ship ages and are determined by esimates.
Expenses on fuel and lubricant Rft depend upon the type, grade and amount
of fuel and lubricant required by the vessel in running and stoppeda their
ex-refinery prices and the bunkering expenses. In contrast to a11 the items
of ship operating expenses, fuel and lubricant expenses are determined not
for the year, but per day of ship operations and separately for running and
while moored.
The amount of cnnsumed fuel is set by the current rates. The fuel prices
are set in accord with the price lists.
Expenses on lubricating and wiping down are determined in percent of the
fuel exnenses.
The expenses on material and technical supply of the vessel Rgu include ex-
penditures on the purchasing of inexpensive ship supplies and operating con-
sumed materials (articles of ship rigging, paints, washing compounds, and
so forth) necessary for maintaining the vessel in proper technical condition.
This expenditure item is determined from an estimate.
Expenses on paying ship fees Rsf include all the fees which are ccllected
from the ships in Soviet and foreign ports as we11 as canal fees.
Ship and pilot fees axe the basic fees in Soviet ports.
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In foreign ports the ship fees are extremel.y diverae in terms of purpose,
amounts and methoa-of calculation. For overseas sh3ps, they can be deter-
lnined only by calculation upon each entry 3nto a foreign port.
'!'hc agent expensen R~, are related to the paying for the serviceg of a
maritime agent who serves the ships in the port of entry.
The navigation exrenses of the vessel Rnav are numerous types of expend3-
tures including for: Freshwater, clean3ng out of tanks, gas decontamina-
tion, rodent control, dis3nfection, technical inspect3ons, washing of ship
l.aundry, payment for tugs and much else. mhe amount of these expenses is
set by a rate per tonnage-day in operation as calculated from the report
data.
mhe list of expenses and their grouping by items are determined by the 3n-
structions on compiling the pl.anned costing of costs for maritime shipment,s
as worked out by the MKF. The calculation of the planned operating expenses
of a vesael is carried out us3ng the individual items on the basis of the
standards which are set by government decrees, by orders of the MMF or are
determined by analyzing the actual expenaes and the techn3cal testing data
considering local conditions.
The planning and calcu].at3ng of direct operating expenses are carried out
for each transport vessel separately, and for the indirect ones, for the
navigation company as a whole.
The indirect expenses are distributed proportionally to the total direct
operating expenses of each vessel.
Expenses in foreign currency are planned in a total amount for all the ex-
penditure items with the separating only of the foreign currency portion of
crew wages.
Operating expenses for a11 items of direct expenses are considered separately
in 5oviet and forei.gn currency.
Among the unplanned operating expenses are expenses on emergency repairs,
the eliminating of the consequences of emergencies, and certain others.
[PP i89-192]
465. Operating Expenses of a Vessel on a Voyage
For assessing the operat ion of a vessel, it is essential to know the planned
and actual operating expenses on each trip. The planned expenses are de-
termined from the planned opermting cost of the vessel underway and at
~anchor Kr and K, and the duration of the running and anchoring time of a
. vessel on the trip tr and ts according to tne formula
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Rp = Krtr * kats (139)
'i'he act;ual expennes of the vessel related to the tranaporting or cargo are
determined after the cargo has been transported and unloaded at the destina-
t3on po3nt, when the actual expenditures of running and anchoring t3me are
known. Example.
To determine the planned coat of a voyage of a vessel from the follow3ng
data:
1) Planned cost of a ahip-day, rub].es;
for runn3.ng kr = 2,400;
for anchoring ks = 1,800;
2) 1'lanned duration of trip, days;
running time tr = 21;
anchoring time ts = 8.
Solution.
Rp =(2,400�21)+ (1,800�8) = 50,400 + 14,400 = 64,800 rubles.
566. The Cost of Maritime Shipments
The full cost of moving cargo by maritime transport is formed of three parts:
expenses on loading the cargo onto the vessel at the port of departure;
expenses on transporting the cargo in the vessel; expenses on unloading the
cargo from the vessel at the destination point. The second portion also
comprises the cost of the maritime shipments.
The cost of maritime shipments is an indicator which reflects all aspects
of the economic operations of a navigation company. Thus, the Fu11er use
of the carrying capacity of the vessels in a navigation company helps to
increase the volume of maritime shipments with the same composition and time
budget of the fleet and is accompanied by a relative reduction in the trans-
port expenditures. The thrifty expenditure of fuel, lubricants, and materi-
als on the vessels brings about a reduction in material expenditures. The
costs of maritime shipments are influenced by the organizatfon of traffic
and the handling of vessels, by improving the organization of labor of the
ship crews, by simplifying the structure of the administrative and manager-
ial personnel of the navigation company, and by other factors. For this
reason under the conditions of the new system of planning and economic in-
centive, the costs of maritime shipments remain a mast important indicator
for r,avigation company operations. A correct accounting of the operational
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expennos and the accurato conting of maribimO shipmenbs aPter bhe Qarvornion
oi' the naviEmtion eompanieg tio thQ noa managementi syetem ar@ asnviming evQn
,rr-%ter eignificance.
mhe opgratSng expensee per tan of transporbed cargd and per tAn-mile ar@
termed tho cosbs of mritiime ghiptaents. Z'hia in d@bertnined frotn tihe fol].or+-
ing i'ormulae:
The cost of transparting I ton of cargo
St a Eq ~ (140)
Castg of 1 tan-mtle
(141)
Stm : ER +
: vriere ER�-totia1 operating expenses; _
10.--4uantity of tiransported cargo;
Ept--quanbity of eompletied ton-miles. _
The f;nancial indicatore St and Stm axe uide],y uaed far compuring the oper-
nting economir efficiency of the indivi.flual vesaela on certiain shipping
_ lines and routes.
;"he cost is calculated by the types of service (ghort- and long-Qiatance
coastai shipping and Porei@n ehipping). For each of the types of services,
- the caats_ arc calculated separately for the transporting oP dry cergo,
tariker eargo, lumber in rafta`an8 passengers. Moreover the average coat
- tor a11 `tYpes of shipments is lletermined.
Caiculating the coat af marttime shipaaents is called costing. Tvo types of
coating are distinguiahed: planned and report.
Planned costing determinea the volume, direction, atandards and limits of '
expenditures on the'fortricoming ehippiag, and it seLs the plaaned cost
quota for ee4ch veaael. The eoating is campiled before the start'of the
trip or planning periad on Lhe basis oP progressive'ghip uee ratea in termg
" of time, '7.oading'and $peea, and gcient.iPicgliy baeed gxpenditures of inateri-
als and aoncy.
7'he report costing ia drawn up after the erld of the trip or at the ena of
the repart period. With this costing the e.ctual opereting expenses sre seti
Por transgorting 1 tan of cargo and the expenses per ton-mile, the degree
of tUlfil].ing LhE planned cost quota is determined, and a qu,alitative eva1- -
uation of the aperationts of the ship (fieet) is given. An analysis of the
report costs makeg i{, possibie to shosr'the reasons for an increase or
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deareaoe in the coob@ and to work out monsurea for reducing conte, ea'We11
ao to improve profitability af fiect operationa.
'i'he coats of ineritime ehipmenbo change under the influence of mary factorn
which reflecb the financiAl and operating Qspectio of a ahip'a operabion.
This in nob difficult ta see if we determin~ the C08bB OP TAP!'ititflE shipm@flb6
oVeP a bt'ip.
The eogti o� transporbing ol" aorgo and 1 ton-mile tn a trtp ie dQfined
an the ratio of the operating exp@naau on the brip Rp tA the amount oi' QargA
transportied during the trip Qp and to the number of compieted ton-milen Qpfc:
Q ; (1h2)
1~
~tm e R ' (143)
P
Let us tranofarm formulA (142), having subgtituted in it the corre8ponding
values in the piace of Rp and Qp:
Rp !krtr + kstsg' Qp a aCBDn;
S = ~ . krtr + tgt$
t 4p acsDn �
Let us subatitute tr and *B by Lheir valueg:
L~. t ! 2$  2acODn
vo ' S ' ~
Lhen
~ krtr + kstg kr + k8 t a kr I + kg aa
t s t
acBDn s ac8Dn r acSDn 8 acBDn Yo ac9Dn Adg Having shorteAed ac9Dri in the second member of the equation, we obtain the
fina1 expresston for the cost of transporting 1 ton of cargo:
5t = Bk-v s ~ # ~g' (11~b )
eDno Rg
In the same manner leL us transform formula (145), having substituted addi-
tiona3.ly the expression acBDn7c a acaDn(Lpls) 1t1 the p1BtCe OP Qp~,
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F
FoR oFFtcint, usE oNUY
R ~ krtr + k�tg s kr ka 2a- e~Dn,
bm Q' aa eDn (i~ ,
c BDn 0 vo ae BDn ~ Mg
Fivally
' C145)
Stm ! a ,D- + 20ka
e n o ~Up
Frnm the last expressions of St ana Sty, we can aee that their value depende
primari]y upan the claily rates of ehip operating expensen in running kr and
anehoring kg. If the aetual daily running and anchoring operatSng experses
of tihe.vesge1 derline, then 8t an9 9tm deeline eorrespondingly.
The eosti af ohipping 1 tion of cargo riaas and the cost of l tion-mile dQ-
rlines aith i;he leagthening of tihe Bhip's run in a trip. Of great signifi-
caiice far the value of 5t end Stm are the not cargo-carrying capacity and
the degree of itn une on the trip, the amount of the averAgB daily aruising
speed of the vesne1 and the intensity of rargo asd auxiliary operationa of
the veasel in portg.
A reductton in the costs of maritime shtpments can be achieved by: '
1) Savings in the individual items of~the vessel'g operating expensen;
2) Inereaaing the net cargo-carryring capacity oi' the veasel by treeing iti
of "dead cargo" and atrict aetting of the trip conaweption supplies;
3) The f'ullest utilizatioa of the net cargo-caarrying capacity of the ship
on each trip by the ratfonal selecLioa_of rargo,_aa well as by.atbracting
rargo on the return router. by the correct positioning of the vesseis;
b) Irtcreasing ship speed by improving the methods of technical operation
and navigetion;
5) Accelerating cargo-handling operations, combining ouxiliary operations
xith carga-handling operatione and eliminatiag stoppages. _
Exemple.
mo determine the cost of transporting i ton of cargo aad the cogt of l ton-
mile on a tirip from tt,e falloiring data:
kr = 1,400 rubles per day; ks = 19104 rubles per dgy; tr = 20 dqys;
tg a 12 days; Qp = 5,000 tons; Qptc = 25 million ton-miles.
Solution.
1. I.et us fleterminc the expenses of the vessei on the Lrips
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Rp  krtr + kgbe  28,000 + 13,200  41,200 rublea.
2. Leb us determine bhe eogb of traneporting l ton of eargos
41.200
$ti ~ p' S,000 ` 8 rubles 24 kopecka
3. Leb ue detiermirfe the coati of 1 bon-mile
41.0 !
stm ' Rp,Pc 25,0009000 0.132 kopeck.
tPP 194-1/8/
56$. Profitability of Bhip and Fleet Operations
: Under present-day conditions, the most important generalizing indicator for
the economic and finsnciai activities of a navigation company, as a aelf-
financing enterpriae, is profitability. It deecribes the level of the eco-
nomic efficiency in the operQtional activitiea of a navigation company, and
i8 of important_significance for its development.
Under socia].iat conditiona, the profitability of the maritime navigation
companies ie etable and continuously increeses, but not at the expense of
or to the detriment of the activities of other enterpriaes. The profita-
bility level of each navigation comparW is detiermined on a planned basis
considering the Preight and chartering rateg, shipping coate, the financiai
requirements for operating activities and material incentivee for the Work-
ers. In the annual plan the total profit and the profitability lcvel are
aet for the navigation campanies.
Prafit presently holds the central place in the system of economic levers
to marage the economic activities of the navigation companies. Hovever it
is not any universal means for maaeging the operations of a navigation com- _
pmny as an enterpri3e. I'w cannot be.consictered an automatic regulator Which
is rapgble by itselP of directing the development and activities of a navi- -
gation Company. Under socialist conditions the main thing is not the profit -
but rather production of the product needed for s maximum satisfying of
society's neede. However, profit is of importsnt significance as an indi-
cator fbr the efficiency oP economic operationa at each enterprise, includ-
ing a maritime navigation company. If the navigation company did not earn
a profit but'rather operated at a losa, this rrould mean that it did not add
` to but'merely consumed social assets and existed ab the expenae of other
- enterprises. Pro:it makes it possible to most correctly determine the -
actual merits oP the collective of e navigation company and to establish
its contribution to the accumuletion of funds for the further development
of the national econoay.
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In a generalized manner the profit indicator refleebg all the major d9peCbo
ana ~~,eaultis of economic operations; The growth of the vo].wne and the qualitiy
nr maritiime ghipments, the reductton in costs, the rise in labor produc-
zivity, the saving of material resourcea, and the improvement in the orgnn-
ization of shipmentis and fleeti trOffie.
The to-ca].1efl balance sheet profit reflects the end operating results of
the navigabion company, ineluding unreal4.zed income and losn. THe fulfill-
ment of the profit plan in agaegsed by comparing actual proFiti from the re-
port balance w3th the balance shget proftt approved in the plan.
Along witih tiotal profit, the pro�itabil3ty level is al.so determine9 as the
ratio of profit Pr to the va1ue of the fixed productive capitgl and normed
working capitel of the navigation company F:
p Q Pr10O
F
(l48)
rlan profitability of a navigation company is calculated from the balance
sheeti proFit approved 3n the gnnual glan, and actual profitability from the
profit in the report balance.
Far determining the deauctions into the production development fund and the
msterial incentive f'und of the workera and the collective of the navigation
company, ad,iuated profitability ig used and ia determining this the payment
for productive capital, rent payments and interest on bank credits are de-
ducted from the balance sheet profit.
`I'he basic indicator for the fulfillment of the ahipping plan and for evalu-
ating fleet operations in foreign shipping is the net foreign exchange in-
come uhich is calculated as the flifference betWeen the income and expendi-
turea in �oreign exchange rubles:
EFne = EFC - ERC,
(14g)
where EF'C--fleet income from foreign ghipments, foreign exchange rubles;
ERc--foreign exchange expenditures of the fleet related to foreign
shipmeats, Foreign exchange rubles.
Under the conditions of the socialiet planned econamic nygtem, the volume,
compasition and direct;on of maritime shipments are eet by a state plan,
and the shipping rate is tt,e planned price of the sh;pments. Consequently,
in order to increase the profitability of the operstions of the seagoing ~
transport vessels, it is essential, on the one hand, to raise the income "r
of the vessel Fp or EFe, and on the other, to reduce as much ss poesible
the operating expenses Rp and ERC. An increase in income With t constant r.
shipping fee can be achieved by improving ship utilization in loading, ?
speed and time xhich involve a rise in the carrying capacity and an in-
crease in the shipping volume. The strictest observance of savings is the
basic means Por reducing opzratinj expenses. ~
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_ ~r<
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ExattplE 1.
Dienel vessel A hag made a brip Kal3ningrad--L@n3ngrad--Kal3ningrad with a
: load of loge rreighing 2,675 ton8 taken on in Leningrad. :
The operating eoste of the:veeeel ara: in running kr Q 1,190 rubles per day;
in anchoring ka  857 rubles per day.
~
Trip time, in running tr  108 h0Ur8; tn anchoring b8 = 96 houra. -
Let ua determine the finane3al reault of the trip.
5olution.
i. Tho expenges of the veasei during the trip are
Rp s 1~190�4.5 + 857�4 g 59355 + L428 = 8,783 rubles.
2. The rate for transporting 1 ton of loge from Leningrad to Kaliningred
(Price Lisi No 11-01).
ft = f8t + fm + f8U s 51 + 3.44 + 3.09  7.04 rublee.
3. The income of the vesael for the trip Will be
Fp a ftQ,g a 7.04�2,675 a 18,832 rublea.
4. The financial result of the ehip's operationa on the trip Will be
4Fp = Fp - Rp = 18,832 8, 783 = 109049 rubles.
Example 2.
Dieael vessel B has made a trip Dubrovnik--3plit--Kherson, having taken on
3,950 tons of cement at the port of 8plit.
The rate for trensporting 1 ton of cement from the port of 14herson will be
Fc = 4 rubles 84 kopecks.
Total, ship expenditures on the trip Were Re = 4,596 foreign exchange rublea.
To determine the net foreign exchange income of the ship on the trip.
So2ution.
: 1. Let us determine the total iacome of the ship in foreign exchange rubles:
Fc = 4.84�3,950 = 19018.
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Fok OrFtctnt, usH oHLv
2. Let us d@t@rmine the net foreign exehange ineome of the ehip on th@ trip;
AVe e Fe - Re @l9,118 - 4,596 a 14,522 rubles.
169. Indicatora of Ineome and Fore3gn Exehange Effectivenees of 9h3p
Orierations
Along with the total income o#' a veagel, the proportional ineome of a ves-
nel pQr bon of tiransporbed eargo and per ton-mile is also determined:
Average income rate per ton
: ft = EQ ~ (150)
Average income rate per tion-mile
ftm � E � (15Z)
For planning calculationa oF-income earnings for transporting various cargo
in vessels, average weighted income rates are seto
Ft1Ql+ft242+...+ftnQn , ~~52~
ft a RlQ2+...+Rn '
ftm1RL+ftm2Q.~2+...+Ptmn~n (153)
ftm R 1+R 2+...+Q '
where ftm--the shipping rate for 1 ton of given cargo;
ftmn--the shipping rate for l ton-mfle for the given cargo;
Qn, Qtn--tons and ton-miles of each cargo.
- The obaolute amount of the financial result in coastal shipping cannot com-
pletely deacribe the operation of the different veasels or pven the opera-
ti~jn of one vessel in different seasons of the year. For a fuller descrip-
tion of the economic efficiency of operating each veasel on the various
~
,
routes and in transporting difNrent cargo by the vessels, it is essential
to use a proportional financial result Which indicatea the profit or lossea
per ruble of ship operating expenses:
kp = EF ~ . (154)
7'he operation of the ships on different routes and in transporting different
- cargo in foreign shipping also cannot be fu?ly described just by the indi-
cator of net foreign exchange income. The indicator for the efficient op-
eration of the fleet in foreign shipping is the net foreign exchange income
per'ruble of operating expenses of the fleet in Soviet currency:
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f
H'Ok CYPICIAt, USl: ONLY kc  Una ~~59)
ER ,
where ER--~otal operating expenses ot' the t'~.ePt in 8ovieb currency, rublea.
The net foreign exchange income per trip hour is the foreign exchange 3ndi-
cator for evaluat3ng ghip operat3one dur3ng the tr3p in oversaae ahipping:'
f EFne (156)
nc � =p ,
where tp--the duration of the ehip's trip, houra.
The indicator fnc can be uged for comparing the operating resu].ts of an
individual vessel or veasels of the same class in different overseae trips.
But for comparing the operating resulta of vessel.s of different claeses in
different overseae tripa during a certain period it is essential to use
another ind3cator, the net foreign exchsnge income per tonnage-de4Y of ship,
operations:
AFnc a IFnc (157)
DeTo '
ahere UnTo--tonnage-days in ship operations over the given period (quarter.,
year).
Example.
Diesel vessel C has made the trip Liverpool--Rotterdam--Riga xith a cargo
of metal.
Cost of operating ship (ruble/day):
running kr = 1,120;
anchoring ka = 960.
mime of trip (hours):
running tr = 156;
anchorinB tQ = 96.
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FOR 0FFICIAI. USE ONLY
Ship 3ncome for trip F. a 12,730 foreign exchange rubles, -
7'-i determine the fore3gn exchange indicators of sh3p operation in the trip.
_ Solutiion.
1. Let us determine the not foreign exehange 3ncome of the vesgel in
foreign exchange rubles:
eFC a FC - Rc = 12,730- 2,620 = 109080.
2. Let us determine the net foreign exchange 3ncome per veasel.-hour:
- fe a A~ ca 1252A0 a t~0 rubleg/shfp-hour.
P
3. lLet us determine the ahip's expenaes for the trip:
xp = 1,120�6.5+ 960�4 = 7,280 * 3,840 = 11,120 rubles.
4. Let us determine the net foreign exchange income per ruble of ship
operating expenses for the trip:
AFc 10,080 fore3gn exchange rubles
k� r Rp 119120 ' 0.90 rubles '
(PP 206-2081
~
~
K>-'-
y`
,
574. Cargo Vessel Traffic on Scheduled Lines
On linea with the scheduled operation of the vessels, the movement of one
or several vessela is carried out according to a previously announced
schedule, and this provides for the even movement of the vessels over the_
sysi,em of the line and strictly regulates the entire cargo shipping process
: in time. _
The scheduled operation o; cargo vessels is organized with a sufficient
cargo flow on the given shipping route, Kith the corresponding fleet and
conditions for the processing and servicing of the vessels within the
schedule at the ports uf call. _
For scheduled operations, cargo vessels are selected the operating and
technical specifications of Which most fully conform to the nature of the -
cargo flow and to the natural and navigating conditions on the given line.
The vessels are assigned by name to the lines. The navigation company can
subatitute in3ividual assigned vessels of the same class under the condition
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,
FOR OFFICZAL U9E ONLY
of abderving bho appraved sehedulet 'I'he number of ass3gned vessele can be
reduced or increased depend3ng upon the inteneity of the cargo flow during
the operating periods uf the 1.ine.
The ship traffic schedule on each 13ne is coordinated with the ports of ca1l
and the other interested part3es, and in approved by an order of the ch3ef
oi'the nav3gation eompany for the entire period the line 3a in effect or
for another interval of time, but no lese than Por 3 montha.
mtie time of orrival anfl departure of the vesaels for each port on the 1ine,
dQpending upon the nature of the cargo f1ow, the length of the line and the
particular featureg of the ports of cal1, ie indicated by date and hour, by
the date and by the perSod of days or only by date. The schedule can be
publ3shed to 3nform clienta. In this inetance the vesaels depart and arr3ve
etr3ctly on gchedu].e. But 3f the schedule is not publiahed, then the navi-
gation company in individual instances, with the agreement oF the ports of
ra11, can alter the established t3me of ehip arrival and departure. However,
this should not be accompan3ed by stoppages or incomplete loading of the
vessels on the line, and by the start of the following round tr3p, the vea-
ae1 should be on schedule.
For veesels operating on a schedul.e, piers are assigned, as a ru1e, in the
ports. Orher vessels can be processed at these piers when this wotil,d not
diarupt the processing and servieing times for the vessels operating on
schedule. mhe processing and servicing of Soviet veasels operating on a
schedule are carried out by the ports within the time established by the
schedule, regardless of the presence of other vessels in the port.
IF loading has been completed ahead of time eet by the achedule, the vensel
can leave the port earl.y. However, if in this instance it arrives ahead of
schedule 3n the folloKing port, fbs 1ay days are counted from the arrival
time indicated in the schedule.
If by the scheduled time of the ship's departure loading or unloading of
cargo has nnt been campleted, then the vessel can be kept from departing
to terminate the cargo working operations. However this should not delqy
its scheduled arrival at the next port or cause the delay of another sched-
uled vessel which has not gotten off achedule.
7'he running time of the scheduled vessels ig set considering a reserve for
possible delays enroute for hydrometeorological conditions. The amount of
this reserve is set by analyzing the operation of the ahips on the route.
2'he duration of ship anchoring in Soviet ports is-figured on the basis of
the type of cargo planned for transporting on the given line, the current
ship processing rates in the ports and an analysis of ship processing in
the previous period.
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FOtt OFFICrAL USC ONLY
If the veesel has fallen behind schedule to such a degree that it ig im-
poes3ble to return it to schedule by the start of the fo1.l.owing tri.p, the
navigation company should 1.oad a subst3tute by the seheduled time, and the
vtasel which ie off schedule should be used for other shipments.
The takina of n vensel off'a line, the trangferal of 3t �rom one line to
anoi;her and an increase in the number of vessels on a l3.ne are formulized
by an order of the chief of the navigation company and the ports and vessels
operating on the giver and related 13nes are immed3ately informed.
Scheduled vessels are issued trip pl.ang. The operetion of the vessels is
accounted for and ,judged according to the ful.fill.ment of the ordinary or
round tr3ps.
The traff3c sch2dule for Soviet vessels operat3ng on linea with the parti-
cipation of foreign vessels (joint lines) is set by agreementa between the
navigation companies of the NIIMF and the agencies of other countrie~. 'Ne
procegaing and aervicing of gchedul.ed vessels in overseas service at the
foreign ports of the line are carried out under contracts concluded.by the
navigation companies of the MMF and agent firms. The procesaing and serv3.c-
ing of foreign vessels operating on schedule on joint lines are carried out
by Soviet ports within the lim3ts of the schedule under reciprocity condi-
tions.
COPYRIGHT: Izdatel'atvo "7'ransport", 1978
10272
cso: 8144/1342 Ertn
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