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Since November 7, 2017, the Mariupol Sea Port has temporarily reduced the draft of vessels to 7.5 meters to ensure the safety of navigation. According to the press service of the State Enterprise "Ukrainian Sea Ports Administration" (USPA), the corresponding order was issued by the Harbor Master and agreed by the State Service of Ukraine for Transport Security.

In accordance with the passport, the design depth in the seaport of Mariupol and in the approach channel of the Coal Harbor is 9.75 meters and 9.15 meters, respectively. The USPA informed that the survey work carried out in September-October of the current year showed that the approach channel of the Coal Harbor of the port of Mariupol and the approach channel of the shipping department of PJSC Azovstal underwent significant shallowing. The average annual silting (according to the passport) in the approach channel of the Coal Harbor of the Mariupol port is 820.730 thousand cubic meters and in the water area - 85 thousand cubic meters.

“In order to maintain the depths in the port, the Administration of the Sea Ports of Ukraine during 2015-2016, in accordance with the current legislation of Ukraine, conducted an open tender procedure for the purchase of operational dredging services. LLC "Tekhmorgidrostroy Nikolaev" was determined as the winner of the auction, with which a corresponding contract was concluded. According to the terms of the contract, the contractor has undertaken to carry out operational dredging in the Mariupol seaport in the amount of 2.273 million cubic meters during 2016-2018. But at present, work under the contract is not being carried out due to a number of court cases related to the procedure for purchasing services in 2016 and the quality of the work performed,” said the acting director. Chairman of USPA Raivis Veckagans.

In 2016, the winning company provided dredging services in the amount of 1.22 million cubic meters, and in 2017, when the National Anti-Corruption Bureau of Ukraine filed a case No. for dredging from 2016 is invalid, the performance of work under this contract was suspended. As of today, the decision on this case has not been made, but the Antimonopoly Committee of Ukraine has already been on Tekhmorgidrostroy Nikolaev LLC in the amount of more than UAH 76 million for distorting the results of trading due to anti-competitive actions in previous periods.

“In order to be able to maintain the required depths in the Mariupol port, the USPA is considering the option of relocating its own dredging fleet, the Meotida dredger, to the Azov region,” Veckagans said. In addition, in order to promptly solve the problem of a temporary decrease in the draft of vessels in the Mariupol port, by the end of November 2017, the USPA plans to hold a tender for the purchase of services for the operational dredging of the water area and the port's approach channel in the amount that will provide the necessary draft of vessels and sustainable economic development seaports of Ukraine located in the Azov region.

Mariupol Sea Port is one of the successful Ukrainian enterprises that has been rapidly developing over the past 20 years. During the conflict in Donbass, the port lost half of its cargo turnover and found itself in difficult economic conditions. The construction of a bridge across the Kerch-Yenikalsky Canal by Russia added new problems to the enterprise. As the third largest port in Ukraine, a large city-forming enterprise of Mariupol is coping with the challenges of the present time and what plans Radio Donbass is building for the future. Realities were found out from the director of the Mariupol Commercial Sea Port Alexander Oleinik.

– What has the Mariupol port lost during the years of the conflict in Donbass and what problems has the Kerch bridge created for it?

Now 144 vessels with which we previously worked will not be able to pass through the Kerch-Yenikal Canal to the port of Mariupol

Our losses are significant. Although many tried to present the information in such a way that due to the construction of the Kerch bridge, the Ukrainian ports of the Azov region did not lose anything. They draw such conclusions on the basis that ships with 10 and 20 thousand dwt still come to us. But let's see which fleet came to us before the moment when Russia hung the arches on the bridge, and which one - after. So, now 144 vessels, with which we previously worked, will not be able to pass through the Kerch-Yenikal Canal to the port of Mariupol. Cause? Russia has given an official document that from now on ships over 33 meters high will not be able to pass under the arches of the Kerch bridge.

– What are the consequences of such a decision?

“It's very serious for us. Large-capacity vessels lost by us because of the bridge used to take out large consignments of cargo. We shipped about one million tons of pig iron to the United States of America a year. And now this millionth contract has been reoriented to the ports of large Odessa. At the same time, someone will definitely say: “Ukraine as a whole has not lost. What difference does it make that iron will not come from the port of Mariupol, but, for example, from the port of Yuzhny?” I will answer: our goods will become more expensive. Because bringing it to Mariupol on a “short arm” and quickly sending it is one logistics. And through half of Ukraine, and even with such an expensive railway component, this is a completely different matter.

- This affects the price of the product and its competitiveness in the market and is a manufacturer's problem. And what loses the port?

Only on cast iron, the port will lose 150 million hryvnias

- If our average income rates are 150 hryvnia per ton, then the port will lose 150 million hryvnia from pig iron alone. Let's also take the southeast direction - China. Vessels with a large deadweight (eng.) came to us - the total weight of cargo in tons that the vessel accepts - Donbass. Realities) - the same 50-thousanders. For our draft of 8 meters, they took 25 thousand tons, because because of the “short shoulder” the logistics were better, then they left for Odessa and loaded about the same amount there. It has always been profitable for companies to work with Mariupol. Not for nothing that we, in 2007 alone, transported 8.5 million tons of metal. We reloaded the products of all metallurgical plants located in the Donetsk region. These are two Mariupol metallurgical plants, Yenakiyevsky, Makeevsky, Alchevsky, Donetskstal, Dneprodzerzhinka (“Dneprovsk Metallurgical Plant named after Dzerzhinsky” - Donbass. Realities).

– How much has the turnover decreased now? The construction of the bridge aggravated the situation, but the reason is not only this?

In connection with the hostilities, we lost half of the volume of metal products. In total - a cargo base with a volume of about 8 million tons

- Now we are mainly focused on the products of Mariupol steel plants - this is about 4.5 million tons of metal per year. In connection with the hostilities, we lost half of the volume of metal products. When the railway infrastructure was destroyed, the port lost the cargo of those plants that are now in the occupied territory. Then, for the same reason, coal and clay. In total - a cargo base with a volume of about 8 million tons.

– What have you done to change the situation?

We came to the conclusion that we need to build a modern, powerful grain terminal. And at the same time continue to search for other cargo flows

- They began to reduce the cost, reduce costs - after all, the enterprise should work with profit in any case. Slowly, having leveled the situation, we began to think about diversification, to look for an alternative to the lost cargo flows. We assessed the grain market - in the territories close to Mariupol, farmers annually produce 3-4 million tons. We came to the conclusion that we need to build a modern, powerful grain terminal. And at the same time continue to search for other cargo flows. And it was at this stage that the problem with the bridge appeared.

​– Were there any doubts that the bridge would be built?

One of the factors against the construction of the Kerch bridge is the strong ice drifts that occur at the construction site

“I'm not a bridge builder. But, like any inquisitive person, I read the comments of engineers who build bridges. And many believe that there are a lot of factors against this construction. One of them is the strong ice drifts that occur in this place. I have been working in the port for 26 years, and in my memory there were two or three of them. This happened when the Sea of ​​Azov completely froze over in winter, and in March the ice began to melt and went out into the Black Sea. Strong winds drove him through the Kerch-Yenikal Canal. He went there like a cork in a bottle with a narrow neck. Wild pressure was created, and as a result, the ice demolished everything in its path. Therefore, the construction of the bridge in this place must be very serious. In addition, there are, of course, a number of other objective reasons. But they did not stop the Russians.

– And taking into account the requirements of the maritime law, didn’t the Russians ask you for some technical characteristics of the ships?

– When they announced the construction of the bridge back in 2014, there was some kind of exchange of information about the type of ships that call at our port, what height they need. We gave information that ships with a surface height of 44 meters are coming to us.

– That is, they requested information, but did it taking into account only their own interests?

Yes, Russia hasn't lost anything. They have shallow ports in the Azov basin, 3-5 meters deep, such a fleet never comes to them. But Mariupol, well, and Berdyansk a little less, specifically lost. So to all our problems, this one was added.

– It turns out that the Sea of ​​Azov became a controlled lake because of the bridge?

The bridge is a project more political than economic. Russia has violated all the obligations that are prescribed by the UN Convention on the Law of the Sea

– I think that the bridge is more of a political project than an economic one. In order to blackmail Ukraine, put pressure on it or impose restrictions that will not allow normal trade. Russia has violated all the obligations that are prescribed by the UN Convention on the Law of the Sea.

But in spite of everything, the port of Mariupol has always been in the top three in Ukraine, and even now we are quite successful in some positions - taxes, profits. Over the past 20 years, our port has received tremendous development. Including acquired modern reliable equipment for transshipment of a large number of goods. There was a unique railway connection here - the station could process 800 wagons per day! And now fate throws up serious challenges to us one after another.

– In total, how much did the bridge “take” from you, in tons and in monetary terms?

- A million tons of pig iron and 300-500 thousand tons of metal products, which went to the southeast, to China, Vietnam and Korea. That is, about one and a half million tons of cargo or 250 million hryvnias of net profit. In order to work without losses, now we need to handle at least 350,000 tons per month. For comparison, earlier we transshipped up to one and a half million tons in the same period. Just imagine what a loss!

- A decrease in cargo turnover, compared with the pre-war period, from 15 to 7 million tons, then another decrease by one and a half million tons due to the bridge - these are serious problems for the port. What have they done?

We are working on cost reduction, introducing energy-efficient programs, new, more modern, cargo handling technologies

– We are working on cost reduction, introducing energy-efficient programs, new, more modern technologies for cargo handling. We also lowered the threshold of profitability from 600 to 350 thousand tons. It is clear that the company with the current volume of work, the previous number of employees is not required. But the loss of a job will inevitably put people on the brink of survival. Therefore, we do not go down the path of reductions, but are looking for other ways to reduce costs. Well, as I said, we are building a grain terminal.

– The port has handled grain before. Was it worth investing in the construction of a grain terminal?

– Every year, using the old methods, we handled about 400,000 tons. The first part of the project is designed to process about a million tons, that is, two and a half times more. In addition, after the construction of the first stage of the complex, we will be able to accept cargo immediately from vehicles and railways. Plus its own laboratory, drying, grain loading machine, which will be able to load 20,000 tons per day, and not 3,000, as it is now with cranes. Immediately another cost and profitability! And the payback of the project is good - 4-5 years. When I defended the program to diversify the cargo base in the Ukrainian Cabinet of Ministers, it was approved. Because in the current political situation, we, unfortunately, will not be able to attract another cargo flow.

– How about transporting grain? Do you need large-capacity vessels for this?

– Through the port of Mariupol, grain is sent to the Middle East, Africa and Italy. This does not require Panamax type vessels. After all, the most popular batches are 10-20 thousand tons. There are no problems with this. When they ordered a grain-loading machine with a capacity of 20 thousand tons, they were guided by such a fleet. Vessels that carry grain to high water are reloaded through the ports of Nikolaev and Odessa. We are focused mainly on the Mediterranean markets. Grain transportation and trading companies have been working with us for fifteen years. The port of Mariupol is close to them both in spirit and logistics. Before the construction of the terminal, we discussed with them the readiness to increase the volume of traffic. Some companies have even expressed a desire to invest money in the second part of the terminal construction project.

– How many people want it?

During the period of hostilities in the Donbas, the Mariupol port became the first enterprise that managed to attract investors to the ATO zone

Not many, but they are there. During the period of hostilities in the Donbass, the Mariupol port became the first enterprise that managed to attract investors to the ATO zone. And the terminal is just the beginning. After all, we plan to create a whole food cluster, and with its help to increase the transshipment of meal and vegetable oil. We signed a contract with one company to rent a warehouse space to turn it into a state-of-the-art storage facility. To date, this enterprise has invested about UAH 100 million in the storage facility. In the future, we plan to connect it to our loading machine and receive a stevedore for grain transshipment (payment for loading work - Donbass. Realities)

– The growth of cargo turnover in the port entails an increase in freight transport in the city. Won't this lead to a transport collapse, especially during the holiday season? Is there any interaction with the city authorities in the field of transport communication, road construction?

- There is a strategic plan for the development of Mariupol. And it should take into account the road infrastructure. It is time, probably, to build not just roads, but high-quality roads. I should note that the port pays a lot of money to the local budget, last year the amount was about 90 million hryvnias. And the more processing will be in the port, the higher the deductions will be. The city knows about our development plans. So, in parallel it is necessary to develop the infrastructure. Including highways.

12:29 pm — REGNUM IA REGNUM continues to acquaint readers with infrastructure facilities of Ukraine. And a key element of the infrastructure of any country with access to the sea is ports. Infrastructure is not only transport, but also economic, since the overall pulse of the economy depends on the quality of the ports.

Since the Ukrainians discovered the reality of the construction of the Kerch bridge (and they discovered this after they received a notice in July of this year on the temporary limitation of the dimensions of ships going to the ports of Azov), increased attention has been riveted on the Mariupol and Berdyansk seaports. Ukraine argues that temporary, and most importantly, permanent restrictions (which will be in effect after construction is completed) will lead to losses and bankruptcy of the Azov ports. It even got to the point that the bridge to the Crimea was declared a special “economic weapon” directed against Ukrainian exports. Let's try to figure out what role the ports of Mariupol and Berdyansk play for Ukraine today.

Port Passport

The design capacity of the Mariupol port (Ukrainian part of the former Donetsk region) is 17 million tons per year, which makes it the fourth largest port in Ukraine. This is also one of the oldest ports - next year it will celebrate its 210th anniversary, the decree on its construction was signed by Alexander I.

Data on the working depths of 18 berths of the port vary: from 12 m (most likely, it was like that in the days of the USSR, when regular dredging was carried out) to 8.6 m. almost the entire range of cargo, up to oversized cargo and containers (up to 50 thousand TEU per year). Although, before the start of the war in the Donbass, of course, the port specialized in the cargo of the Donbass metal enterprises and, above all, Mariupol (Azovstal, Ilyich Iron and Steel Works), as well as the export of ore from Dnepropetrovsk GOKs.

But this is about Ukrainian cargo itself, since in the old days up to 50% of the port’s turnover was Russian cargo, since since the time of the Russian Empire the Sea of ​​​​Azov basin has been connected to the Baltic, Caspian and White Seas through a system of canals.

The port operates year-round and has its own icebreaking fleet.

However, this is in theory. Since in practice the turnover of the port in 2016 sank to 7.6 million tons, i.e. by more than 50% of the design capacity. In January-August this year, the situation worsened even more - 4.23 million tons (-14.8% compared to the same period last year).

With the Berdyansk port, the situation is slightly different. The port began to be built later than Mariupol, which determined its future fate. Both in the times of the Russian Empire and in the Soviet times, it existed, as it were, in the shadow of its neighbor (the port of Mariupol was the third in terms of cargo turnover in the Republic of Ingushetia after the ports of St. Petersburg and Odessa). Even in Soviet times, its design capacity did not exceed 2.5 million tons of cargo. And I must say that only in independent Ukraine this figure was significantly exceeded (4.3 million tons in 2015, when Mariupol lost part of the cargo due to its frontline position). However, in 2016, transshipment fell to 3.8 million tons, in the first eight months of this year - 1.57 million tons (-36.8% y-o-y).

Restrictions on the passage of ships through the Kerch Strait

In mid-June, it became known about a letter from the captain of the seaport of Kerch, which introduced restrictions on the maximum dimensions for ships passing under the arches of the Kerch bridge under construction: the length of the vessel is 160 m, the width is 31 m, the draft is 8 m, the free clearance is 33 m. A little later, the Crimean Bridge information center reported that in August-September, due to the installation of supports, traffic in the strait would be completely blocked from time to time and carried out only between technological operations for the transportation and installation of arches, and only with the permission of the captain of the port of Kerch. In fact, the ban on the movement of ships was introduced on August 3-6, 8-10, 14-21 and 28-31 August. Instead of the previously planned September 1-4, the ban was extended until October 5. The reason was bad weather in the bay, due to which the installation time of the spans shifted.

A reaction soon followed from Ukraine. Basically, it boiled down to the following points:

- due to size restrictions, it will be necessary to charter vessels of smaller sizes and carrying capacity, which will increase the cost of the share of freight in a ton of cargo and result in financial losses for Ukrainian business.

- restrictions on the passage of ships will mean their downtime, i.e., again, they will turn into losses for business.

As a result, about a week after the first reports of restrictions being introduced, the Deputy Minister of Infrastructure of the country Yuri Lavrenyuk said that Ukraine intends to appeal the actions of the Russian Federation to the International Maritime Organization (International Maritime Organization).

“Further construction and commissioning of a bridge across the Kerch Strait will lead to a significant reduction in ship calls to the ports of Mariupol and Berdyansk, a decrease in their cargo turnover, which is unacceptable,” he told reporters at the time.

Also, the Ukrainian authorities stated that the construction of the bridge itself was carried out illegally, since

"... Ukraine, as a coastal state in relation to the Crimean peninsula, did not provide consent to such construction."

A little later, employees of the Center for the Study of the Army, Conversion and Disarmament (a Ukrainian NGO sponsored, apparently, by American intelligence) joined the information campaign. Its representatives stated that the bridge would become an obstacle for Panamax-class vessels to enter the ports of the Sea of ​​Azov, which, in turn, would lead to a 30% drop in transshipment in the Mariupol port. And then the key thesis - … deliveries of about 1 million tons of pig iron per year under contracts with American customers are at risk».

In fact

Due to the temporary ban on passage through the Kerch Strait, shipowners and shippers will, of course, be at a loss. However, the Ukrainian side exaggerated them too much.

Say, a draft of 8 m is just a reminder of the features of the Kerch Strait. There are indeed places with such depths in his sailing directions. After the construction of the bridge, as can be assumed, the possibility of passing them could be reduced or completely disappeared.

As for the approach channels to the Mariupol and Berdyansk ports, according to some sources, it is even less.

“The situation in the Mariupol port is approaching critical – it is necessary to carry out dredging faster. We have always had a depth that allows us to have a draft of 8 m, and today it is already 7.2 m,” - the director of the Mariupol ICC complained to the press Alexander Oleinik back in 2015.

Then no one, except for the port workers, worried about this.

However, suddenly and sharply, the issue of dredging in the ports of Azov was raised in the Ministry of Infrastructure of Ukraine right now.

“The issue of draft and dredging in the ports of the Azov region must be addressed immediately. A decrease in the passing draft can lead to a critical situation for the passage of ships through the canals and water areas of seaports, which, in turn, will lead to a decrease in cargo turnover and the loss of funds by the state,” said Deputy Minister of Infrastructure Yuri Lavrenyuk during a meeting of the working group on the issue of dredging in the ports of Mariupol and Berdyansk.

This is the same official who, back in the summer, began to oversee the issue of filing legal claims against Russia for the drop in cargo turnover in the ports of Azov, allegedly caused by the construction of the Kerch bridge.

The curious coincidences do not end there. The issue, it turns out, needs to be addressed immediately. However, the depth of the approach channels, as we see, at least two years ago was less than the "restrictions" listed in the letter of the captain of the port of Kerch. Hence the conclusion: in order to successfully file a claim, the approach channels urgently need to be put in order. So that during the proceedings there are no questions like: “Why are you complaining about some restrictions if you only catch tadpoles in your approach channels?”

Further. According to the tracking service marinetraffic.com, in September, a number of bulk carriers (Esra, Wuchow, Dokos) were heading to the ports of Azov, the carrying capacity of which was twice the threshold of 10,000 tons, which is stated by the Ukrainian side (they say that ships carrying larger cargo do not will be able to pass into the Sea of ​​Azov). In fact, they can and do.

As for the accusations of the Center for the Study of the Army, Conversion and Disarmament, it is problematic to bring Panamax to Azov even without a bridge. They pass the Panama Canal with a draft of no more than 11.5 m, but this is much more than what the ports of Azov can boast of. And to bring Panamax to the Mariupol port or load it there means to drive a half-empty vessel.

Sad prospects

The information noise arranged by Ukraine distracts attention from the much more significant problems of the ports of the Sea of ​​Azov.

We already drew attention to one at the beginning. The Berdyansk port, which showed a drop in transshipment in 2016, still handled more cargo than it is capable of according to the passport (2.5 million tons). This year, the decline continues, but port workers still have to reach 2.3-2.4 million tons. As already mentioned, this is a consequence of the hostilities in the Donbass, shippers are moving to calmer ports.

This year, the military factor was strengthened by the blockade of Donbass. Because of it, the production chains between the Donetsk and Dnipropetrovsk regions were torn, control over the enterprises located on the territory of the LDNR was lost, but all this time they were regularly working for the Ukrainian economy. Cargoes from them went incl. to the Mariupol ICC, now it's in the past.

In addition, the drop in transshipment in 2016-2017 is a common misfortune, and not only the Azov port workers suffer here. And the bridge has nothing to do with it either. The Ukrainian railway has clearly reached the limit of its strength and cannot ensure the timely supply of wagons even to the largest exporters, on which the foreign exchange earnings directly depend - the companies of the agro-industrial complex and the mining and metallurgical complex. At the end of this summer, grain traders had to face the same thing that metallurgists have been suffering from for a year now: there is nothing to carry cargo to ports. Triple overloads of trailers, which then collapse roads and bridges, transportation of grain in containers - these are all decisions not from a good life. Only the Dnieper remains a new common hope, cargo transportation along it is being revived in an emergency manner. However, this, in turn, means that cargo flows will go down the Dnieper - primarily to the ports of the Nikolaev region. And the new GO-Highway highway (Gdansk - Odessa) will be extended only to Kherson and Nikolaev. That is, the Azov ports will gradually wither away. Not the best option for the ministry, which planned to hand over almost all the ports to the concession.

At the same time, it is planned to build grain terminals in both ports. In Mariupol, it started in June (2 million tons per year, UAH 800 million). It has not yet begun in Berdyansk, but UAH 70 million is provided for in the financial plan of the port. Filing a lawsuit against Russia, of course, will not return the cargo to the ports, but it gives an illusory hope of at least partially recouping the costs of building terminals.

In other words, the trouble of the Azov ports of Ukraine is not at all in the construction of the Kerch bridge. Much worse happened - both ports were included in the political intrigues of Kyiv against the Russian Federation. This will not help the ports in any way, quite the contrary. The real state of affairs (the problems of Ukrzaliznytsia, the blockade of Donbass) will be carefully masked, proving that the bridge and Russia are to blame for everything. If, in the process of this, the ports simply bend - well, so be it.

Also read:

The main problems and prospects for the development of the national economic complex of Ukraine

Our country is going through a difficult period. The economy of the entire national economy is in crisis. A great responsibility rests with the group of economists of the country, which must carry out the reform of the existing economic mechanism in the direction of market development. At the same time, for an objective reason, the economists themselves should rearm themselves during the reforms, since the market economy has its own apparatus, different from the apparatus of the period of the administrative-command control system. It is necessary to master and use the theory of supply and demand, marginal utility, the concept of the price of production, the laws of competition, marketing, inflation, stock trading, the processes of options, speculation, the Philips and Lafer curves, the unification of the free market and elements of government regulation, etc.

A brief review of the prospects for the development of ports in Ukraine.

Ukraine has a powerful port potential. On the coast of the Black and Azov Seas there are 18 commercial seaports (Reni, Izmail, Ust-Danube, Belgorod-Dnestrovsky, Ilyichevsk, Odessa, Yuzhny, Nikolaev, Oktyabrsky, Kherson, Skadovsky, Evpatoria, Sevastopol, Yalta, Feodosia, Kerch, Berdyansk, Mariupol) and 12 port points, not counting a significant number of ports and marinas owned by enterprises not under the jurisdiction of the Ministry of Transport of Ukraine - fishermen (4 sea fishing ports), metallurgists, shipbuilders, oil and gas producers.

According to the Chernomorniiproekt Institute, which has been preparing all the technical documentation for the construction, reconstruction, and development of the ports of the Black Sea-Azov basin for decades, the total length of the berthing front of the main 18 commercial sea ports exceeds 38 km. Of these, 11 km are for dry bulk cargo, about 15 km for all types of general cargo, 4.5 km for passenger operations, 1.5 km for liquid cargo and 4 km for auxiliary operations.

About 600 gantry cranes, about 1500 loaders of various types, 400 units of other types of port mechanization service the quay front and the port area. Ports have more than 500 thousand square meters. meters of covered warehouses and more than 2 million sq. meters of open storage space.

The most significant of the commercial seaports of Ukraine are located not far from each other (in the northwestern part of the Black Sea) Odessa, Ilyichevsk and Yuzhny ports. In total, they account for about 70% of the total cargo turnover of Ukrainian seaports. These ports have the best sea approaches (the draft of ships received is from 11.5 to 14 meters), while others are able to receive ships with a much smaller draft.

The largest container terminals in Ukraine are also located in the Odessa and Ilyichevsk commercial ports.

In the mouth part of the largest Ukrainian rivers, the Dnieper and the Southern Bug, there is another group of seaports - Nikolaevsky, Kherson, Oktyabrsky, Dnepro-Bugsky (port of an alumina refinery), handling both bulk and general cargo.

On the shores of the Crimean peninsula there are sea ports of Evpatoria, Sevastopol, Yalta, Feodosia, Kerch trade ports. They are intended primarily to serve the transport needs of the Crimea itself. Ports such as Yalta and Sevastopol are very promising for the development of passenger and cruise traffic. The Feodosia trading port ranks second in Ukraine in terms of transshipment of oil and oil products.

Berdyansk and Mariupol commercial seaports are located on the northern coast of the Sea of ​​Azov, which are characterized by proximity to the most industrialized regions of Ukraine - Donbass and Dnieper. The export of metal and other products of these regions provides the main loading of the ports.

("6") Ukraine also has three commercial sea ports in the lower reaches of the Danube - Reni, Izmail and Ust-Danube. Significant cargo flows passed through these ports in the direction of the Danubian countries. But these ports have been among the most affected enterprises in recent years: first, from the UN embargo on trade with Yugoslavia (in 1992-1995), then from the cessation of through navigation on the river in 1999 due to the destruction of Yugoslav bridges on the Danube.

Ukrainian commercial seaports were built for the needs of a huge country - the Soviet Union - and processed in 1990 more than 120 million tons of cargo. The collapse of the USSR, the rupture of economic and economic ties between the emerging new states, the economic crisis in these countries led to a sharp reduction in cargo turnover in Ukrainian ports. The peak of the decline in cargo turnover occurred in 1996, when only 51 million tons were processed.

While the recession in the Ukrainian economy continued (stabilization was outlined only in 2000), cargo turnover in Ukrainian commercial seaports began to grow steadily since 1997. In 1999, it reached 80.85 million tons (in 1997 - an increase of 12.2%, in 1998 - by 12.7%, in 1999 - by 16.8%, in the first half of 2000 - by 1.2% ).

Today, Ukrainian seaports are among the most economically prosperous enterprises in the country. In 1999, the profit of ports from loading and unloading operations reached 408 million hryvnias. At the same time, seaports have a huge reserve of capacities.

Ukraine is not yet able to ensure a significant increase in the volume of its foreign trade. Commercial seaports place their hopes on the growth of transit, which is facilitated by the very favorable location of Ukraine, primarily for cargo flows from such countries as Russia, Belarus, Kazakhstan. Certain hopes are also associated with plans for the transit of Caspian oil to Europe through Georgian and Ukrainian seaports.

In 1999, in the structure of cargo handling of Ukrainian commercial seaports, the share of exports was 50.8%, the share of transit - 42.4%, imports - 2.9%, the share of domestic transportation - 3.9%.

Metals (48.1%), grains (12.4%), oil and oil products (9.2%), chemical cargoes and mineral fertilizers (8.7%), building materials (4.3%) occupy a significant place in the export structure. %), ore (3.3%).

Oil and oil products dominate in transit (50.4%). The share of mineral fertilizers (10.8%), metals (10.6%), coal (7.1%), bulk chemical cargoes (5%) is also large.

In 1999, 97 thousand TEU were processed in Ukrainian seaports.

All 18 major commercial seaports of Ukraine are state-owned enterprises. This status is enshrined in the Merchant Shipping Code of Ukraine. Seaports have great independence. In accordance with the law of Ukraine on state enterprises, state bodies do not have the right to interfere in their economic activities. The main lever of influence on the policy of ports on the part of the State Department of Sea and River Transport of Ukraine and the Ministry of Transport of Ukraine are contracts with the heads of ports, which are concluded by the ministry.

The developed “Program for Stabilization and Development of Maritime and River Transport in Ukraine until 2005” provides for the possibility of reforming the management of state ports (creation of state maritime administrations in ports with the transfer of production and commercial activities on the territory of ports to private, mixed companies). Since 1995, in the Odessa Sea Port, an experiment has begun on organizing joint ventures with the involvement of mixed companies. And today, almost all cargo handling in the port is carried out by 7 such enterprises.

Other ports are also beginning to attract foreign and private investors to create specialized cargo handling complexes. Thus, a grain processing complex was built and is currently being expanded in the Ilyichevsk Commercial Sea Port, a mineral fertilizer processing complex has been built in the Nikolaevsky port, etc.

In addition to sea trading ports, Ukraine also has 4 sea fishing ports (Ilyichevsk, Sevastopol, Kerch and Mariupol), which are under the jurisdiction of the State Committee for Fisheries. Of these four ports, one - Ilyichevsk - is corporatized, the rest are state-owned enterprises. Due to the sharp reduction in the flow of fish products to Ukraine, sea fishing ports have almost completely switched to processing the same cargoes as commercial ports. Many shipbuilding and ship repair plants, which are experiencing a shortage of orders for their main work, have also begun to actively engage in cargo handling.

As for such seaports as Azovstal and Dnepro-Bugsky, they are actually transshipment complexes of large plants: the Azovstal plant and the Nikolaevsky alumina plant, respectively.

The third largest river in Europe, the Dnieper, flows through the territory of Ukraine, which has led to the development of river navigation here since ancient times. On the banks of the Dnieper and the Southern Bug there are a large number of river ports and marinas. The ten largest Ukrainian river ports (Chernihiv, Kyiv, Cherkassky, Dneprodzerzhinsky, Dnepropetrovsk, Zaporozhye, Nikopol, Novokahovsky, Kherson river, Nikolaevsky river) during the years of the USSR processed up to 100 million tons of cargo, primarily mineral building materials. However, the economic crisis that followed the collapse of the Union, the reduction in construction, the departure of the river fleet in search of work on the Danube led to a sharp reduction in cargo handling in river ports, putting some of them on the brink of survival. If in the Kiev river port, for example, in previous years, over 30 million tons of cargo were processed, then in 1999 - 2 million tons.

In total, 7.2 million tons were processed in river ports in 1999. Back in 1992 Ukrainian river ports were corporatized. Already in 2000, three ports from among them - Zaporizhia, Kherson river and Nikolaev river - were included in the JSC "Ukrrichflot", which was the owner of a significant stake in these ports.

A large number of private, mixed forwarding, agency, brokerage, surveyor, consulting, crewing companies serve clients in the ports of Ukraine.

Characteristics of the Mariupol commercial port

The economy of all countries depends on trade, and trade depends on the efficient operation of transport.
The port is the "gateway" to the national economy, which is an active, developed enterprise that can satisfy trade, be competitive and provide the types of services that partners want from it.
The Mariupol port has the necessary conditions for this.
This is the presence of sufficient depths, high 7 "
Port history

The birth of the Mariupol port was a logical continuation of the rapid development of the industrial south of Russia in the 2nd half of the 19th century. Shallow pier at the mouth of the Kalmius River not August 21" href="/text/category/21_avgusta/" rel="bookmark"> August 21 (September 2, NS), 1889, 18 wagons loaded with coal were delivered to the port embankment (about II thousand pounds).
After the prayer service, in the presence of the Minister of Railways of Russia and the mayor of Mariupol Kharazhaev, the first loading on the steamer of the Russian Society of Shipping and Trade "BEAR" began, which on August 22 (3 N., longitude - 37 ° 30 "East. In the northwestern part of the Taganrog Bay Sea of ​​Azov, 14 miles from the entrance to the bay, in the time zone GMT +2 hours.

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The average depth at the approach to the port is 12.0 m and allows servicing ships of almost any carrying capacity, which puts the Mariupol port in a more advantageous position compared to other ports of the Sea of ​​Azov.
The port is open to ships all year round.
The average duration of navigation with ice assistance (in case of severe winter, from December to March.
Round-the-clock and safe piloting of ships in any weather is provided by the Vessel Traffic Control Center (CRDS).
Ice assistance is provided by the port's icebreakers.
The port is equipped with all modern types of communication, including satellite.
The port accepts ships with a draft of up to 8.0 m and a length of up to 240 m.
The territory of the port is 67.6 hectares.
The length of the berthing line of the port is 3.2 kilometers.
The area of ​​covered warehouses is 11.0 thousand m2.
Open storage area - 170 thousand sq. m2.
Nearest seaports:
Berdyansk, Taganrog, Yeisk, Kerch.
Airports:
Mariupol (within the city),
Donetsk - 120 km,
Dnepropetrovsk - 300 km,
Zaporozhye - 220 km,
Rostov - 180 km.
The range and geography of cargo handled by the port is extensive.
Cargoes sent and received by the port have addresses in 60 countries of the world.
Mariupol port is connected with 152 ports of all continents.

PORT plan

Bay" href="/text/category/buhta/" rel="bookmark">bays, packs, etc.);
- cast iron (in ingots);
- pipes of large and small diameter;
- various ores;
- pellets;
- ferroalloys;
- coal;
- coke and petcoke;
- alumina;
- clay;
- fertilizers of all kinds;
- sulfur lump and granulated;
- equipment (including oversized and heavy);
- fuel oil (according to the "side-to-side" option);
- grain in bulk;
- food cargoes of all types (including citrus fruits, canned food, frozen products);
- container (20- and 40-foot containers);
- cargoes in packages;
- loading and unloading of lighter carriers.

The port provides services:

Loading, unloading ships and cleaning ship premises after unloading;
- transport-forwarding and warehouse operations with cargoes;
- transshipment of goods from one mode of transport to another;
- registration of the whole complex of cargo documents for the reception and dispatch of cargo;
- provision of free berths or places in the outport to vessels for pre-repair preparation, logistics, minor repairs, sludge, and other needs;
- registration of the arrival and departure of the vessel;
- fastening and special fastening of cargoes;
- providing a place in the outport for the production of fumigation or degassing.
In the port, the ship's hull and mechanisms can be repaired at the Azov Shipyard. The repair and maintenance base for the maintenance of the fleet is also located here.

SPECIALIZATION OF BERTHS

The port has 21 berths, which provide round-the-clock uninterrupted handling of vehicles.

jetty №	Cargo characteristics	Berth length (meters)	Berth depth (meters)
	cargo-passenger
	packaged goods
	bulk, rolling of ferrous metals
	ferrous metal rolling
	rolled ferrous metals, min. fertilizers, cereals direct variant
	equipment, rolling of ferrous metals
	bulk
	bulk
	ferrous metal rolling
	ferrous metal rolling
	coal, sulfur
	coal (coal loading complex)
	ferrous metal rolling
	containers
	rolled ferrous metals and containers

("8") AUXILIARY BERTHS

Port equipment

The port is equipped with modern equipment, reloading machines and mechanisms that ensure the processing of all incoming cargo:
- bulk;
- bulk;
- general;
- heavy;
- oversized;
- bulk;
- containers and others.
At the disposal of the port:
- portal cranes with a lifting capacity from 5 to 40 tons;
- container loaders;
- caterpillar and automobile cranes;
- auto-loaders with a carrying capacity from 1.5 to 25 tons;
- tractors, bulldozers, tractors, excavators, bilge and warehouse machines, roll trailers and low-bed trailers;
- two 16-ton floating cranes for processing bulk and bulk cargoes in the outport according to the "side-to-side" option;
- 100- and 150-ton floating cranes for handling heavy cargo.
The port is equipped with a special range, which allows receiving lighter carriers and loading and unloading them in the closed water area of ​​the port.
The port also proposes to carry out cargo operations for the processing of fuel oil according to the "board-to-board" option, ensuring the environmental safety of these operations.
Unloading from vessels and loading into vessels of refrigerated cargo, grain, raw sugar, dangerous goods of the corresponding classes, bulk fertilizers is carried out according to the direct option.
Dangerous goods are handled by the port in accordance with MOPOG (IMO) rules.
Mariupol port workers have accumulated extensive experience in the processing of equipment, large-diameter pipes, heavyweights, oversized cargo during the construction of auto giants in Togliatti (AVTOVAZ) and Naberezhnye Chelny (KAMAZ), chemical plants in the Donbass (STIROL and AZOT), on the Volga - the ATOMMASH machine-building complex, the SOYUZ, DRUZHBA, URENGOY-CENTER-1 and URENGOY-CENTER-2 pipelines, URENGOY-POMARY-UZHGOROD, the Volga Pipe Plant and in the implementation of many other projects.
The port provides a full range of services related to cargo transshipment and ship calls.
For the processing of vehicles - ships, wagons, vehicles, the port has the appropriate production facilities, including berths, warehouses, transshipment mechanisms.
Loading and unloading operations are carried out around the clock, including weekends and holidays.
The high intensity of loading and unloading operations with any cargo, including heavy, long and oversized, containerized, bulk and bulk, reduces the costs of ship charterers.
There is a car depot that allows long-distance and foreign transportation.

Specialized coal loading complex

Ukraine's largest specialized Stackers, Reclaimers and shore loading machines ensure high intensity of cargo handling operations at the UPC.

Container terminals

The new high-capacity container terminal will provide fast container handling and door-to-door delivery of 20' and 40' containers.
Throughput - up to 50 thousand containers per year, in terms of a 20-foot container of international standard.
The construction of a container terminal is nearing completion, which will allow processing more than 50,000 foot containers per year.

Grain shipping complex

A new berth is being built with the placement of a complex for shipping grain with a capacity of up to 1 million tons per year.

("9") PASSENGER TERMINAL

In the near future, it is planned to open regular passenger traffic with the ports of Turkey, Greece, Syria, Israel, Egypt, as well as Italy and Spain, where the line tourist ships of Azov residents are going to call. Each passenger can leave their transport at the car park of the seaport, carefully guarded by means of television surveillance, and take as many tons of cargo in containers on the flight.
In addition to cargo lines. The Mariupol port is ready to open ferry lines between the ports of the Azov, Black and Mediterranean seas with preferential customs fees for passengers and cargo owners.

TRANSPORT POLICY

Mariupol port, due to its attractive geographical position, in addition to traditional Ukrainian cargo flows, is focused on transit cargo from Russia and other CIS countries.
Railway, road and river routes of communication with the industrial centers of Ukraine and Russia, the countries of Central Asia in such a complex intersect only in one port of the Azov-Black Sea region - Mariupol. The port perfectly fits into the system of international transport corridors: Helsinki - Moscow - Mariupol - Mediterranean, Trieste - Lvov - Kyiv - Donbass - Caspian Sea, Reni - Odessa - Mariupol - Rostov, Baltic - Sea of ​​Azov - Caucasus.
For through river transportation, the Great Transport Ring (North Sea - Rhine - Main - Danube - Black Sea - Sea of ​​\u200b\u200bAzov - Don - Volga - Baltic) is of interest, for road transportation - the Black Sea Ring Corridor.

Automated information processing system

The information and computing center of the port is equipped with modern equipment that allows more than 250 users to work simultaneously from terminals connected to a central high-performance computer.
Data transmission networks cover all berths, warehouses, cargo area control rooms and other departments of the port, with Databases" href="/text/category/bazi_dannih/" rel="bookmark">database .
The use of a single database allows you to automate operations for accounting for income for the performed loading and unloading and other types of work related to the movement of goods in the port, accounting for orders in real time for docker machine operators and other categories of port workers, accounting for accounting and banking operations, accounting and payroll, balance sheet of the enterprise.
A single database eliminates duplication of information, reduces the complexity of many information processing processes and ensures the efficiency of its receipt.
Port management personnel of any level (administration, forwarding office, dispatching districts, commercial department, accounting department, economics and forecasting department and other departments) have access to reliable and up-to-date information at any time.
The presentation of information is possible on a video terminal device and, if necessary, in printed form. Freight forwarders, whose technical means allow to connect to the port computer, carry out freight forwarding from the premises of their offices.
The port is connected to the Internet and has its own host node. Information about the Mariupol State Commercial Sea Port is presented on the Web page http://www. .

Mariupol Port Vessel Traffic Control Center

Raskat", television video surveillance system, automatic hydrometeorological station for 10 parameters. For communication with ships, VHF radio stations with digital selective calling by the assigned MMSI number are installed. After computer processing, radar information is displayed on 24 "motion displays with a record in the system of synchronous video and audio archiving signals and the possibility of playback on a remote indicator.
In one of the sections of the operator's hall, at a height of 25 m, there is a GMDSS marine rescue and coordination sub-center of sea area A1 with further expansion to sea area A2. Two sections of the hall are occupied by the traffic service. Port supervision and pilotage service were located on the first and second floors.
The configuration of the TsRDS of the Mariupol port is a regional system for ensuring the safety of navigation, the area of ​​​​responsibility of which includes: the port of Mariupol, the port of Azovstal, the fishing port, the ASRZ port, as well as approach channels with a total length of 15 miles, anchorages, traffic separation zones, soil dumps.
TsRDS operates around the clock and provides control over the movement of ships and radar wiring in any weather in conditions of low visibility and ice period.

Table of communication channels TsRDS

	call sign
Vessel traffic control service	Mariupol radio - 5
radar service	Mariupol radio - 9
Rescue Coordination Sub-Center	Mariupol radio - 11
Pilot service	Mariupol radio - 5
Information Service	Mariupol radio - 11				53 86 80 37 74 19
Port supervision	Mariupol radio - 19

("10") INFORMATION MARKETING

The Mariupol Commercial Sea Port has a well-established system for input, processing and accounting of all logistics flows - information, financial, material.
The computer automated information processing system allows for the simultaneous work of over 250 PC users connected to a powerful central computer. Data transmission networks cover all berths, warehouses, control rooms of cargo areas, services and departments of management and other departments of the port, while the length of the line in directions exceeds 6 km.
The information and computing center of the port is equipped with modern computer and printing equipment, has its own INTERNET host node.
Full information about the Mariupol Commercial Sea Port is available around the clock on the port website ( http://www.).

INVESTMENT POLICY

Mariupol State Commercial Sea Port, in accordance with the Law of Ukraine "On Special Economic Zones and a Special Regime for Investment Activities in the Donetsk Region", belongs to the priority development area of ​​the FEZ "Azov".
Special customs, tax and other regimes of economic activity are established here. Favorable conditions of preferential taxation are defined for all investors and guarantees of protection of investments are given. As part of the FEZ "Azov", the port is considering a project for the reconstruction of a pier for chemical cargoes and berths No. 6 and 7 for transshipment of metal products and grain cargoes. Work is underway to attract investors for the reconstruction of the coal loading complex, as well as the modernization of portal cranes and the technical re-equipment of loading equipment.
Mariupol Commercial Sea Port invites investors to implement investment projects and long-term mutually beneficial cooperation.

SOCIAL POLITICS

Port workers can always improve their health in the mud and water treatment center and at the recreation center "Portovik" - one of the best in the Sea of ​​Azov, and their children in the summer children's health resort on the shores of the Sea of ​​Azov. The system of medical control, public catering and social insurance is well established. The average salary in the port is one of the highest in the region and in the maritime industry.

The port of Mariupol has a developed infrastructure for recreation, sports and health care for port workers. The sports complex "Portovik" has everything you need for athletics, boxing, tennis, football, aerobics and other sports. Many city, regional and international competitions are held here, which made it possible to educate many honored coaches and athletes of Ukraine.
Mariupol Commercial Sea Port is widely known for its charitable activities and support for socially significant projects.

ECOLOGY OF SHIPPING

The warm, gentle Sea of ​​Azov is famous all over the world for its unique healing mud and rich underwater world. Soft muddy bottom, minimum number of stormy days and low wave height (no more than 2 m in bad weather) - all this allows, along with a clear organization of the service of the port captain of pilotage and ensuring the safety of Azov navigation according to IMO requirements, to avoid accidents and accidents in the port and on sea.
In the port area and coastal waters, strict control over the technical condition of ships is carried out in order to prevent oil spills. The presence of oil and waste collectors, the necessary protected facilities and structures, and most importantly, the environmental and technological discipline of the port workers make it possible to guarantee the purity of sea water in the Mariupol port.

PHONES

international code of Mariupol +38 0629
harbor master
harbor master's office
First Deputy Head of the Port
deputy head of the port for economics
Harbor Master
Chief Engineer
Chief Accountant
chief dispatcher
department of production contracts
business contracts department

ADDRESS

Ukraine, 87510, Donetsk region, Mariupol, Admiral Lunin Avenue, 99
tel.: 34,
e-mail: *****@***net
http:\\www.

Conclusion.

Mariupol State Commercial Sea Port is the sea gate of Donbass and the most promising transport complex for South-Eastern Ukraine.

Mariupol Commercial Sea Port throughout the past century was rightfully considered one of the largest transshipment complexes in the south of Ukraine and Russia for the export of metal, coal, mineral fertilizers, seeds and grain, and other types of cargo. Today, the Mariupol port is one of the four leading ports of the country, and in terms of dry cargo handling it is the second among all ports of Ukraine.
The advantageous position of the port is determined by the fact that it is located at the intersection of several transport corridors, located in the center of the largest industrial region of Ukraine. The port's capacities allow handling over 12 million tons of cargo per year. The berths accept large-capacity vessels up to 240 m long, with a draft of 8 m. This is the most technically equipped and dynamically developing port of the Azov Sea.
Close cooperation with leading maritime companies allows the Mariupol port to quickly and competently engage in comprehensive services for ships, cargo and crews.
The largest and deep-water port of the Azov region is closest to the industrial and agricultural centers of the CIS, so through its 16 berths in all directions there are stable cargo flows from Ukraine, Russia, Central Asia, the Baltic states and Scandinavia. Great is the export of goods to the Mediterranean, America, many states of the Atlantic, Indian and Pacific regions.

Knowing the inexhaustible potential of Mariupol port workers, defining their modern marketing strategy and quite realistic plans for the development of port facilities, I am sure that our port is quite capable of mastering new, non-traditional types of cargo, building terminals and transshipment complexes, opening regular passenger lines and maintaining any pace in the 21st century growth in cargo turnover.

List of used literature:

Economic geography of Ukraine. Textbook for schools. 8th grade . K., 1995 Nature management. , L., 1995 ("11") Territorial structure of industrial complexes. , K., 1981 Geography of Ukraine. , L., 1994 Statistical bulletin for 1997 pic. State Statistics Committee of Ukraine. K., 1998, p. 115. Statistical bookkeeper of Ukraine for 1996 State Statistics Committee of Ukraine. K., "Ukrainian Encyclopedia", 1997, p. 274, 275, 279, 280, 282, 286. Transport system of Ukraine in the context of European integration B. Karpinsky (PhD), B. Makukh; Mishoglo geography of Ukraine with the basics of production. - L: Mir, 1997. Placement of the productive forces of Ukraine / edited. - K: Higher School, 1997 Socio-economic geography of Ukraine / edited by. - L: Mir, 1994 Sabluk P. Agro-industrial complex: problems of development // Government Courier of December 1999. - № 000 Safin O. Planning in the national economy in the new economic conditions // Economy of Ukraine No. 9. Geographic encyclopedia of Ukraine. 2 vol. - K: Ukrainian Soviet Encyclopedia. , 1989 "Economics of Ukraine", No. 7, 1998. "Will South Ukraine Save?" I. Anansky. "Capital", No. 6, 1998

By the middle of the XIX century. quite a few serfs and philistines became owners of enterprises for processing agricultural products: distilleries, flour mills, oil churns, etc. By this time, four water and three windmills were operating in Mariupol. In 1830, a pasta factory was founded in the city, which used locally produced flour, its products were also intended for export. The most important industry for the city was fishing. In 1814, 36 fishing factories operated on the shores of the Sea of ​​Azov (in the vicinity of Mariupol and on the spits). Here the fish was salted, dried, caviar and salmon were cooked, fish oil was rendered, and fish meal was made. At the beginning of the XIX century. with the emergence of a brick and tile factory in Mariupol, the production of building materials began. In 1827, 3 factories were already operating, by the middle of the 19th century. there were 7 of them (one of them is calcareous). Local clays were a good raw material for making high quality products. There were 2 leather factories in the city, which produced black morocco, and then sole material. The lack of salt in the country prompted the government in 1819 to allow the inhabitants of Bakhmut and Tor to boil salt. However, in 1831 it prescribed the use of coal instead of firewood. To reduce the cost of coal, entrepreneurs began to use cooling towers that increased the concentration of brine. In Tor (Slavyansk) in 1832 the first plant was built, where salt was boiled on coal. In the middle of the century there were 12 small factories owned by the bourgeoisie. They produced up to 50,000 pounds of salt per year. A significant role in the economy of not only Bakhmut, but the entire province was played by the Bakhmut lard production. Salo-heating plants rendered animal fat, packaged it in kutyrs (sheep stomachs) and sold it to consumers. In Bakhmut, 12% of the fat heating plants of the entire province and 4% of Ukrainian plants in this industry were concentrated. Products of tallow factories, which were founded in Bakhmut and Mariupol in the 50s. XIX century, was the raw material for the production of tallow candles. At the same time, a factory for the production of higher quality wax candles appeared in Bakhmut. In 1857, the Bakhmut wax factory was established, one of the three in the province; since 1860, a tobacco factory has been known, which appeared as a result of attempts at commercial tobacco growing in the county. The process of active research and study of the region begins. The famous scientist and mining engineer E.P. Kovalevsky in 1827 compiles the first geological map of the Donbass, on which he plots 25 coal deposits known to him. In 1827-1828. the expedition of the mining engineer A. I. Olivieri in the area of ​​​​Starobeshev discovers several coal seams. Prospecting work continues in the Kalmius area, begun in 1832 by the expedition of the mining engineer A.V. Ivanitsky. The rapid growth of ports, bases and ships of the Azov-Black Sea Fleet forced the Novorossiysk and Bessarabian Governor-General Count M.S. Vorontsov to invite an experienced mining engineer A.V. to meet the needs of Odessa and the fleet. This was also due to the fact that by this time the coal market began to fill with cheaper English coal, which was brought as ballast by ships that delivered grain to England. After analyzing the materials of earlier geological surveys, A. V. Guryev chose the upper reaches of the Kalmius. Along with the high quality of the coal available here, this place attracted the already existing network of dirt roads and waterways, as well as the proximity of villages - future sources of labor. To organize coal mining, Count M. S. Vorontsov in 1841 rented the Aleksandrovka settlement and all the surrounding lands, as well as all underground minerals on an area of ​​15 thousand acres for a period of 30 years for the construction of the Aleksandrovsky mine. The first mine was put into operation in 1842, the Guryevskaya mine, and then two others - Mikhailovskaya and Elizavetinskaya. Initially, 76 people worked at the Guryevskaya mine, who mined 18 pounds of coal per person per day. It had the first steam-powered hoist and workshops that made the basic equipment needed for mining. Successfully increasing coal production due to the use of the latest technology, the Aleksandrovsky mine became the largest coal supplier in southern Russia, extracting up to one and a half million pounds a year. The coal produced at the mine has been highly valued as a fuel for steam ships. Since that time, coal from Donbass has become widely known, and Donetsk mining engineers are being attracted to work and consult in Tula and the Urals, Western Siberia, Amur and Sakhalin. As A. V. Guryev noted in his memorandum in 1856, “Coal ... is especially suitable for all metallurgical works, for smelting ores, for iron and rail smelting, and for heating steamships and railways.” The income received from the sale of coal stimulated many landowners and small entrepreneurs to engage in mining. The construction boom of small, medium and large mines begins, using both primitive tools and modern equipment for that time. This led to the fact that in 1827 the government was forced to issue a law according to which specialists were attached to private entrepreneurs engaged in coal mining to "teach advice on how mining should be done correctly." By the end of the pre-reform period, coal production amounted to about 6 million poods per year. Despite this, the Donbass, equal in area to all the basins of Western Europe, produced only about 1/700 of the coal mined there. In 1858, in the Bakhmut district (on the territory of modern Enakievo), a blast-furnace plant was founded, named after Peter I Petrovsky. More than 30,000 poods of pig iron were smelted here, but it was not possible to establish blast-furnace production. This enterprise proved unviable and was soon closed.