Kazan river port

The Kazan rechport operator is a multifunctional production enterprise of OAO Shipping Company Tatflot (in 1993–2003 - GUP IC Tatflot, in 2005–2010 - Azimuth ^[1] ), providing services not only to Kazan, but and the port of Chistopol , a number of other Volga-Kama marinas: the operation of berthing facilities; repair and supply fleet; transportation, storage and cargo handling. In addition, a non-metallic materials production association is operating at OAO SK “Tatflot” (PONM OAO SK “Tatflot”) engaged in the processing of sand-gravel and river sand ^[2] .

Passenger transport services are provided by Kazan River Passenger Agency LLC (until 2007, the Passenger Transportation Service of Azimuth OJSC ^[3] ).

Having emerged from the Volga trade route, Kazan since ancient times has been one of the largest centers of Volga shipping .

It is known that already in the XV century a spring fair was held on the Volga Gostin Island near Kazan. Across the Kazanka River, ships from the Volga approached the village, the Bulak channel and the Kaban lake . On their shores there were natural wharves ^[3] where unloading and loading of various goods took place.

On August 24, 1552, due to the storm near the quays at the mouth of Kazanka, many vessels with supplies of food for the troops of John IV , besieging Kazan , sank. In September-October, the ship's army brought new supplies for the siege here.

After the Volga region was annexed to the Russian kingdom , merchants' vessels came to Kazan quays, which, guarded by archers (and “yasaul plagues”), were sent in caravans in the spring from Nizhny Novgorod to Astrakhan and in the autumn from Astrakhan up the Volga ^[4] .

The orderly village of Bishbalta, located at the mouth of Kazanka, near the Zilantovo Assumption Monastery , was famous for its craftsmen and was the center of local shipbuilding. In 1710, a whole squadron of five ships was built here for the Baltic Fleet — the Eagle, the Sun, the Crescent, the Northern Star, and the City of Kazan, and then several other ships for the Caspian Sea ^[5] .

According to the decree of Peter I in 1718, an admiralty was established on the left bank of the Kazanka River in the desert arable land of the Zilant monastery near the village of Bishbalta (Bezhboldy). The emperor himself inspected the Kazan Admiralty in 1722 .

Over the next hundred years, Kazan was the largest shipbuilding center on the Volga. Here was built most of the ships of the military flotilla for the Persian campaign of 1722-1723 .

In the 18th century , the Admiralty Settlement arose at the shipyard . Spring piers of the settlement could function most fully only when there was a lot of water, during the flood of the Volga and Kazanka. The descent of vessels from the stocks of the Kazan Admiralty was also carried out once a year during the spring flood , in the first half of May ^[6] . During the low water period, the Volga marinas operated near the village of Bakalda (Bakalda marinas were not located at the mouth of Kazanka, but much further along the Volga).

Russian monarchs who visited Kazan, arrived to the city along the Volga. In May 1767, the city ​​solemnly met the rowing flotilla (galleys Tver, Volga, Yaroslavl, Kazan, Uglich, Kostroma, Nizhny Novgorod, Simbirsk, Rzhev Vladimirov, " Lema "," Sevostyanovka "and" Voma "), on which Empress Catherine II arrived with a retinue of 1122 people" naval, artillery, soldier and admiralty officers " ^[7] ; May 24, 1798 at the Kremlin pier - a boat of Emperor Paul I ^[8] , who arrived with his sons Konstantin and Alexander ^[9] .

By order of Alexander I of 1812, all ships coming to Kazan were supposed to bring 10-30 stones (for paving of city streets) ^[9] .

In October 1817, two steamboats with a capacity of 8 and 36 liters arrived in Kazan from the Kama . with. built by the owner of the Pozhevsky ironworks V. A. Vsevolozhskiy . These were the first ships on the Volga ^{[1] [10]} .

Due to the inconvenience of escorting large sea vessels from Kazan to the Caspian Sea in the late 1820s, the question was raised about the abolition of the Kazan Admiralty. In 1829, the Kazan Admiralty ceased to exist. Down the Volga, all the equipment of the Kazan shipyard and the Admiralty workshops was delivered by barges to Astrakhan ^[11] .

In 1833 the Admiralty settlement was included in the city limits ^[5] . In 1842 - 1849 a dam was erected and strengthened, connecting the mouths of the Kazanka River with the city.

The opening of the shipping link on the Kama and Volga increased the importance of Kazan as a major transit trade center. In the 1850s, the city ​​had several merchant companies that built and operated tow and passenger vessels ^[12] . The number of river workers and ship workers grew rapidly, and as early as 1851 there were more than 14 thousand people on the Kazan pier ^[3] .

The Kremlin piers on Kazanka at Bulak served the Exchange, which operated on the Fairground . Ust-Kazan pier (Kazan pier) was divided into two parts. The spring piers of the Admiralty settlement, because of their location at the spring mouth of Kazanka, were called the Middle Ustye, and the piers directly at the confluence of the Kazanka in the Volga were called the Far Ustye. The latter began to act only after the fall of the water.

During navigation in the Far Ust'e, there was a lively and populous village with several hundred wooden buildings. For the winter, he froze, and in the spring, during the flood of the Volga, completely flooded ^[13] .

In 1875, the horse railway connected the Far and Near Ustye with the city center ^[3] .

Until the beginning of the 20th century, river transport was the most important type of transport for Kazan. Therefore, at the end of the XIX century , in connection with the rapid development of Volga shipping , Kazan industrialists have plans to create a new high-crossing city port ^{[14] [15]} .

For example, it was supposed to construct a bay near Yamskaya Sloboda, connected by a channel with the main channel of the Volga ^[3] . However, this project was not implemented, as it demanded large amounts of capital investments, which were not provided by either the government or private societies.

At the same time, the annual turnover of the Ust-Kazan pier often reached one million rubles ^[16] . In total, Kazan piers were loaded in the 1890s , on average, 74 thousand tons annually (4.5 million pounds) and about 130 thousand tons (8 million sows ) were unloaded, including bread products up to 66 thousand tons (4 million pounds), grocery, haberdashery and manufactory goods up to 57 thousand tons (3.5 million pounds), the same amount of fat, soap and stearic candles, oil, sugar, bark; watermelons and vegetables - 8.2 thousand tons (0.5 million pounds) ^[17] . At the end of the 19th century, the Kazan pier was the largest on the Volga after Nizhny Novgorod ^[3] .

From 1900 to the Far Ustya, instead of a horse trail, an electric tram began to walk. From Yamskoy settlement to the quays a direct highway was laid.

For the training of river transport workers , the Kazan River School was founded in Kazan in 1904 (Kazan Technical School of Water Transport; Kazan River Technical School named after Hero of the Soviet Union MP Devyatayev ; now the Kazan Branch of the Volga State Academy of Water Transport ).

In 1910, the turnover of the Kazan wharf in money terms reached 160 million rubles (for comparison: in 1907 goods worth over 10 million passed through the Kazan railway station, and over 52 million rubles through unpaved roads) ^[12] .

At that time, the unloading and loading of goods on ships was carried out completely manually. Thus, in 1900–1914 , the “dorsal pillow” (or “carpenter”) of each loader of the quay of Kazan accounted for an average of 3-5 tons (200-300 poods) of cargo per day, and on hard work days - over 13 tons ( 800 pounds) with a manual transport of cargo deep into the sloping shore at a distance of 70-80 meters ^[3] .

In 1915, the question of a new river port of Kazan was raised again ^{[18] [19]} .

During the Civil War in 1918, when the People’s Army KOMUCHA stormed Kazan and seized Kazan by the Workers 'and Peasants' Red Army , with the active participation of the Volga Flotilla , the infrastructure of the Kazan marinas was severely damaged.

During the years of the first Soviet five-year plans, the Kazan wharves were reconstructed. In 1936, traction winches and transporters were installed on eight cargo berths ^[3] . The railway line was laid to the cargo berths on the Far Ustye, which allowed direct rail-water transportation of goods ^[20] .

During the Great Patriotic War , civilians, many enterprises ^[3] were evacuated to Kazan along the Volga ^[3] , a large amount of military cargo was sent from Kazan to the front, especially to besieged Stalingrad . On July 19, 1941, the Kazan pier was awarded the passing Red Banner of the USSR State Defense Committee ^[1] .

According to the order of the USSR River Fleet Minister Z. A. Shashkova , in April 1948, the Kazan pier was transformed into the Kazan River Port ^[3] . At the same time, on the basis of the Tatar agency of the local fleet, the Kazan regional administration of the river fleet (RURF) is organized with the boundaries of activity on the Volga from Ilyinka pier to Tetyushi pier ^[3] . In 1955, the RURF will be merged with the Kazan River Port, with the exception of the section from Ilinka to Volzhsk , which is allotted to the sphere of activity of the Cheboksary River Port ^[20] .

In July 1948, at the initiative of the head of the RURF, Pavel Georgievich Soldatov, the Kazan port workers laid the foundation for the extraction of sand-gravel on the Volga River in the Yumachi area. Since 1949, the first floating steam cranes of the Kazan River Port began to extract sand-gravel mix (PGS) from the bottom of the Kama River in the Laishevo area. The first barges with PGS were sent to the region of Stavropol-on-Volga for the construction of the Kuibyshev hydroelectric station ^[3] . This was the beginning of the development of mass extraction of valuable building materials, the level of production of which by the early 1990s rose to navigation to 23 million tons ^[20] . Production and supply of sand and gravel mix and river sand for the needs of construction and road-building enterprises of the Volga region and the Urals is still one of the main activities of the Kazan River Port ^[21] .

In 1950, on the eve of the impending flooding of moorings and residential village of river crews on the Far Estuary by the waters of the Kuibyshev reservoir, the State Institute for Designing River Transport Objects (Giprorectrans) began designing a new river port of Kazan ^{[3] [20]} . The decision to build a new fully mechanized river port in Kazan and re-equip a number of RURF marinas that fall into the flooded area of ​​the Kuibyshev reservoir was approved in October 1952 in the Directives of the 19th CPSU Congress ^[3] .

According to the project, the water area of ​​the New Port deeply crashed into the native bank of the Volga. For the approach to the city of large ships, a special port basin was to be built, on the bank of which moorings and port facilities were located. The pool began at the Volga and approached the former Novo-Tatar settlement . Its width in the lower part was 200 m, and in the settlement - 400 m, the depth reached 8 meters.

In October 1956, the transshipment operations at the berths on the Far Ustye ceased, the demolition of berthing structures, warehouses and the village of river guides began. In the new port, the construction of the first five gantry cranes of the French firm “Cayard” ^{[20] is} accepted from builders of 1000 meters of the quay wall.

In April 1957, the flooding of the Kuibyshev reservoir began. On December 20, 1957, the State Commission adopted the first port facilities, its head, P. S. Podyachev, was appointed. Objects and facilities of the new port (warehouses, gantry cranes, charging station, mechanical repair shops, etc.) were accepted from the builders as they were ready until June 8, 1964, when the State Commission signed an act of acceptance of the new Kazan port ^[20] .

Back in 1962, the new port of Kazan reached its planned capacity and became one of the most leading enterprises of the Volga and the Ministry of River Fleet of the RSFSR. Investment in the construction of a new port paid off in full by the amount of profit from its operation for six years, in 1963 ^{[3] [20]} .

An important role in the activities of the port industry was played by the former port authorities V. P. Ivanenko, A. M. Kostin, V. V. Nefedov and other leaders. For the achieved high performance in the VIIIth Five-Year Plan, the Kazan Port team was awarded the Order of the Red Banner of Labor , and in 1972 - the honorary badge of the CPSU Central Committee, USSR Council of Ministers, All-Union Central Council of Trade Unions and the VLKSM Central Committee.

At that time, the port of Kazan was the largest port in the Volga basin ^[22] . Some Soviet artists, for example, N. D. Kuznetsov (1923–1974), N. N. Galakhov, often dedicated their canvases to him.

The annual growth in the volume of work and the stable financial and economic activity of the Kazan port continued until 1991, after which the production decline began ^[3] .

On July 27, 1993, by resolution of the Cabinet of Ministers of the Republic of Tatarstan No. 449, the Kazan River Port was reorganized into the State Enterprise “Shipping Company Tatflot”, whose directors were R. Kh. Akhmerov (1993–1996), R. Kh. Safin (1996–2001), A.N. Kazankov (2001–2005) ^[3] .

In 2005, in connection with the privatization of the Kazan River Port and its branches and the subsequent bankruptcy of OAO SK Tatflot, an open joint-stock company Azimut was created, without proper coordination with the founder of OAO SK Tatflot, represented by the Ministry of Land and Property Management of the Republic of Tatarstan, in violation of Section 2, Art. 115 FZ "on insolvency (bankruptcy)", as determined by the Arbitration Court of the Republic of Tatarstan dated March 18, 2010 No. A65-4645 / 2004-SG4-16, as well as at the request of FGU "Volga State Basin Administration for Waterways and Shipping" recognition is not relevant to the law of the Russian Federation privatization of property, established the Arbitration Court of the Republic of Tajikistan a decision of 10 June 2010 on the case number A65-1467 / 2009 - SG3-25 at the suit of the Federal state institution "Volga state basin Department of waterways and Navigation ", Nizhny Novgorod, to Azimut Open Joint-Stock Company, Kazan, Tatflot Open Joint-Stock Company, Kazan, Office of the Federal Registration Service for the Republic of Tatarstan, Kazan, Ministry of Land and Property Relations of the Republic of Tatarstan, g Kazan, in connection with which property was subsequently returned and property rights of OAO SK “Tatflot” were restored.

At present, the construction of a new river port near the Sviyazhsk railway station, at the mouth of the Sviyaga river, has begun at the Kazan transport hub. “Sviyazhsky Interregional Multimodal Logistics Center” should become the core of the transport and logistics system for the transportation of goods in the Volga region ^[23] . A total of 5.6 billion rubles was allocated from the federal budget for the implementation of the SMMLT project; private investment is about 8.5 billion rubles ^[24] . It is expected that by 2015, SMMLT will process up to 2 million tons of containerized cargo and up to 10 million tons of construction cargo per year ^[25] .

The port in Kazan consists of a passenger pier, which is an artificial pier with a length of 1000 meters and a width of 150 to 200 meters (with a depth at the mooring wall of 6-7 meters, at least 4.5 meters) with a station located at it, and a cargo terminal ^[21] .

River Station

Kazan River Station has several buildings, buildings located on the banks of the Volga at the beginning of the street Devyataeva.

The complex of the river station includes: a reconstructed central station building; the building of the suburban railway station, in which there are: a cash hall, a waiting room, a first-aid post, a mother-and-child room, an information bureau, a long-distance bus ticket office, the administration of Kazan River Passenger Agency LLC; the building of IC SK Tatflot; passenger suburban berths (№ 1-8) - 382 p / m; passenger tourist berths, wharves (№ 9-15) - 449 r / m; apron for intercity buses; several cafe bars. The total area of ​​the suburban railway station is 835 m² ^[21] .

The main (central) building of the river station was built at the passenger pier in 1962 according to the design of architects I. G. Gainutdinov and S. M. Konstantinov ^[26] . It is considered an organizing element of the entire port complex. Since 2005, it is in the process of re-reconstruction ^[27] .

The river station serves passenger ships of both regular intercity cruise lines and suburban destinations (up to the Kama Ustya , Tetyush , Bolgar , Pechishch, Sviyazhsk and Sadovaya). The daily passenger traffic in the summer is about 6 thousand people per day.

In addition, from the Kazan River Station irregular passenger entertainment, walking, tourist and sightseeing routes are carried out.

The guaranteed depth at the quay wall of Kazan port (from 4.5 meters) allows the port to receive and process gliding and displacement vessels of the “river” and “river-sea” class of all types.

During the winter period, from the station to the opposite bank of the Volga, to Verkhny Uslon , a hovercraft of the Mars-2000 project - Captain Kuklev ^[28] is carried, carrying about 250 people a day.

Cargo Terminal

For the transportation of goods, the Kazan River Port, in general, has a cargo fleet on its balance sheet with a total tonnage of 77,500 tons. The port has cargo zones (Kazan and Chistopol) with a total area of ​​14 hectares for storing and storing packaged piece and bulk cargoes, containers. Covered warehouses have an area of ​​11,000 m². Cranes with a capacity of 5 to 100 tons can handle 34,300 tons of cargo and up to 1,300 containers per day ^[21] .

The actual cargo area of ​​the Kazan port - the Volzhsky cargo area (VGRV of OAO SK “Tatflot”) - includes a vertical sheet pile wall and a berth -tank, on which portal cranes are located, which are used to handle the fleet, wagons and vehicles as with non-metallic construction, packaged pieces, as well as with plaster, metal, heavy and other bulk cargoes; elevator ; railway access tracks providing ship-to-car, car-to-ship shipments; as well as indoor storage facilities for packaged cargo (total area up to 5000 m²) ^{[21] [29] [30]} .

Berths number 1 and number 2 ^[29] :

• Length 250 n / m
• Portal cranes of the Hungarian production "Gants-1", "Gants-2", "Gants-4" and "Gants-13" with a carrying capacity of 6 tons.
• Open warehouse space for packaged cargo of 2250 m².
• Closed terminals with ramps for railway cars for storing equipment and packaged goods with a total area of ​​11,000 m².

Berth number 3 ^[29] :

• The length of 150 p / m
• Portal cranes:
  • "Ganz-280" and "Ganz-305" with a carrying capacity of 6 tons;
  • "Ganz-268" carrying capacity of 16/27 tons;
  • "Albatross — 112" with a loading capacity of 10/20 tons.
• Open warehouse area of ​​packaged cargo of 2250 m².

Berth number 4 ^[29] :

• Length 250 n / m
• Gantry cranes “Ganz-1”, “Ganz-2”, “Ganz-4”, “Ganz-13” with a lifting capacity of 6 tons.
• Open warehouse space for packaged cargo of 2250 m².
• Closed terminals with ramps for railway wagons for storing equipment and tarnost cargoes with a total area of ​​11,000 m².

Berth number 5 ^[29] :

• The length of 80 p / m.
• Portal crane "Albatross-1345" with a carrying capacity of 10/20 tons.
• The open storage area for bulk cargo is 2400 m².

Berth number 6 ^[29] :

• The length of 200 p / m.
• Portal cranes "Albatross-1185", "Albatross-935" with a carrying capacity of 10/20 tons.

The open storage area for bulk cargo is 14,000 m².

Berth number 7 ^[29] :

• The length of 130 p / m.
• Portal cranes "Albrecht-32", "Albrecht-92", "Albrecht-73" with a lifting capacity of 10 tons.
• Open storage area for bulk cargo is 3900 m².

Berth number 8 ^[29] :

• The length of 40 p / m.
• Gantry crane "Derik-9" with a lifting capacity of 100 tons.
• The site for the processing of heavy loads.

The Albatros-2377 and Albatros-1752 gantry cranes with a carrying capacity of 10/20 tons each and the Gants-126 with a loading capacity of 16 tons are located on the mooring-slope 200 p / meters long. They ensure the unloading of non-metallic building materials from vessels with loading into wagons and motor vehicles ^[29] .

In addition, for fleet handling on unequipped moorings, the port has 10 floating cranes (five 16-ton cranes of the KPL 16/30 model and five 5-ton cranes of the KPL 5/30 model) ^[29] .

The Kazan River Port connects the three main transport routes of Kazan:

• railway (junction sorting station Yudino Gorky Railway );
• water;
• access roads (Mekhovshchikov, Magistralnaya streets) connecting the port with the Kazan International Airport and the federal highway to the cities of Orenburg , Ufa , Nizhny Novgorod .

This allows the port to process cargo of mixed traffic (road, water, rail) in any direction ^[21] .

The city tram , bus and trolleybus routes connect it with the “River Port” bus stop, connecting it with the central bus station and railway station located nearby.

Directly at the river station is also a platform of intercity bus routes.

• Yaroslavl river port
• Tver port

• Official site of OJSC SK TATFLOT

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