Rivers in Europe were considered borders, trade and transport routes and sources of livelihood. Many are featured in famous songs as well as in folk art and have played a very important role not only in commerce and economy, but also in world history. The largest rivers are scattered throughout Europe, but the largest is in the European part of Russia.

The largest

Danube

The deep-water Danube flows through the territories of Germany, Hungary, Serbia, Croatia, Austria, Slovakia, Romania and Bulgaria. This river, probably more than the others, influenced the rapid development of many European states. In length, the Danube is 1780 miles and is considered the longest river in Western Europe. Many travel companies are now actively offering Danube river tours - this is the most convenient way to visit several countries along the coast of this important European waterway.

Elbe

famous European river– The Elbe is located on the border and separates East and West Germany. Now, the Elbe also flows through the Czech Republic and Germany. The Elbe has long been considered the most important direction for international trade, linking the largest European cities, including Berlin, Prague and Dresden. Barges still carry cargo down the Elbe, and the many dams along the river help control floods.

Dnepr River

The Dnieper is a full-flowing river that flows through the territory of modern Ukraine, Belarus and the Russian Federation. Since ancient times, the Dnieper River served as the main trade route, which was called "to the Greeks from the Varangians", connecting the south and north of the continent in this region. The river is 1333 miles long and is considered the unifying link for numerous Slavic states over several centuries.

Today, the Dnieper River offers an incredibly interesting journey through the most historical places in Ukraine and Belarus. In Ukraine, the Dnieper River is the largest. It is important to remember that the Dnieper originates from a small lake. By the way, the classification of lakes by origin is carried out by separate bodies and is confirmed by world experts.

Rhine

The Deep Sea Rhine is one of the largest rivers of Europe, originates in the Swiss Alps, and flows 776 miles into the North Sea in Holland. Along the way, the Rhine passes through Liechtenstein, Switzerland, Austria, the Netherlands, France and Germany. The Rhine is considered one of the main waterways not only for trade, but also for exciting tourism, with a fairly large number of organizations that offer river cruises on the Rhine River.

After a rather severe pollution that occurred in the last century, the Rhine River has been completely restored. Now it is considered the main source of crystal clear and drinking water. Most importantly, it offers the most beautiful views. In general, the Rhine, like the Dnieper, originates from a lake, and the official classification of lakes by origin was carried out as early as 1956.

Volga

The Volga River is entirely within the territory of the Russian Federation - its total length is 3692 miles. Today it is the largest river in Europe. Forty percent of all of Russia lives precisely on the Volga, as well as its tributaries. This river irrigates many farms, supplies fish, and is also considered the main trade artery of the Russian Federation. A cruise on the Volga River will take tourists from Moscow and directly to the north-west of the Russian Federation.

This was just a brief overview of the major rivers of Europe. These rivers are home to many unique plants and animals, which are distinguished by a wide variety of species. I will talk about this in more detail in my new articles.

Introduction

Germany is one of the leading economic powers in the world. Its production potential needs constant integration of all stages of the production and exchange cycle both within the country and within Europe and the world as a whole. Since Germany is located in the very center of Europe, its dense transport network not only serves the needs of its own highly developed, advanced economy, but also provides connections with neighboring countries. The economic features of water transport allow it to lead in a number of characteristics, so in my work I will consider the characteristics of inland water transport, the German transport system and the features of the German inland waterway management system.

Inland water transport

General provisions

Transport is the most important infrastructure sector in the functioning of the economy at any geographical level. Transport clearly reflects the changes taking place in the geographical division of labor, in the relationship between producers and buyers.

Water transport - transport using natural and artificial reservoirs. The main means of transport is a ship. According to the type of water areas used, it is divided into river and sea. Transportation on lakes is usually referred to as river transport (with the exception of the largest lakes, such as the Caspian Sea). Sea and river ports are used for loading and unloading; sea ​​and river stations are being built for passengers.

Water transport is characterized by high carrying capacity and very low cost of transportation; in addition, it allows you to transport almost any bulky cargo. Water transport is vital where land transport is not possible: between continents, islands, and in underdeveloped areas. The speed of movement on water transport is relatively low, moreover, inland water transport is seasonal and depends on the climatic conditions of the territory.

Features of inland water transport in Europe

Over 46,000 kilometers of inland waterways connect hundreds of cities and industrial regions across the EU. 20 EU member states that have inland waterways, 12 of which have an interconnected network of routes.

Inland waterway transport plays an important role in the transport of goods in Europe. Compared to other modes of transport that often face congestion and capacity problems, inland waterway transport is characterized by its reliability, relatively low environmental impact and potential for wider use. The European Commission is called upon to promote and strengthen the competitive position of the internal transport system and to promote its integration into intermodal transport solutions.

Today, the role of river transport in Europe is also quite large - 5% of all traffic, although, of course, it cannot compete with rail, road or pipeline transport. And yet, even after standing for a few minutes on the banks of the Rhine or Danube, it is easy to make sure that these are working rivers: loaded ships under the flags of different countries are constantly moving in both directions.

River transport has the lowest cost of transportation, good coordination with the international transport network, and does not require large financial investments in infrastructure. If we compare the cost of 1,000 km of railway and the funds needed to equip 1,000 km of a river for navigation - to build piers, port mechanisms, warehouses, install hydrographic equipment, dredging - it turns out that the arrangement of river routes costs 8 -10 times cheaper.

In terms of the length of inland waterways, Europe lags far behind other regions of the world. The length of shipping routes of the European Union is more than 50 thousand km (including France - 8.5 thousand km, Finland - 7.8 thousand, Germany - 7.5 thousand, the Netherlands - 6.2 thousand km).

The largest navigable rivers in Europe are the Volga (2600 km from Rzhev), the Danube (2414 km from Kölheim in Bavaria), the Don, the Oka, the Rhine (952 km from Basel), the Elsa (950 km), the Dnieper, Kama, Vychegda, Vistula (940 km), Maas (880 km), Odra (790 km), Northern Dvina.

Today, the share of cargo turnover in the total cargo turnover is led by the Netherlands (54%), followed by Germany (20%), Belgium (15%), France (3%). (See Appendix 2)

At the turn of the 20th and 21st centuries, river transport, one might say, was in crisis. It could not compete with other modes of transport. However, in recent years much has been said about energy saving and alternative energy sources. And here the Europeans remembered the cheapest and non-energy-intensive form of transport. In connection with the development of multi-system supply chains based on a combination of river and road transport, the share of river transport began to grow, and more recently, as noted above, it was 5%. The European Commission has proposed an ambitious multi-year program of action to promote the development of river transport in Europe. This program has been described as a decisive contribution to the European Strategy for Economic Growth and Employment. River routes make transport in Europe more efficient, reliable and economical. In recent years, there has been impressive growth in river transport in many European countries.

Rivers are not only objects of nature (beautiful, cozy), but also very convenient and, compared to other cheap ways of transporting goods. After several decades of fascination with autobahns and fast rail, Western Europe is returning to water transport.

The reason is simple - environmental protection and reduced transport costs. After all, one ship takes on board the same amount of goods as 50-60 trucks. Therefore, it is not surprising that in the latest documents defining EU priorities in the field of transport for the coming years, special attention was paid to water transport.
These trends cannot but affect Ukraine, which can only win in the wake of Brussels' new approaches to river transport. Ukraine is very conveniently located on the map of European waterways. Thus, the Danube and the Dnieper are recognized as waterways of trans-European significance. A lot of space is devoted to the issues of modernization of the Ukrainian system of water transport and water resources management in the Ukraine-EU Association Agreement. And here, perhaps, the most important thing is the development of river transport on the Dnieper and the creation of the E-70 waterway Black Sea-Dnieper-Pripyat-Western Europe. This would significantly reduce the energy dependence of the Ukrainian economy.
"Green" transport
What explains such close attention to water transport? River navigation solves several key problems for Europe at the same time. First, funds. During the crisis, everyone is looking for an opportunity to save money, and the cost of transporting a ton of cargo by ship is more than ten times lower than for road transport. However, the disadvantage is a somewhat longer transport time, which excludes the transport of goods by river, which must be immediately delivered to the client. However, the low cost of transportation is such an important factor that now on the Rhine, Seine or Danube there are ships not only with coal and crushed stone, but also with containers, cars, etc.
Secondly, it is already mentioned ecology. In recent years, the European Union has adopted very strict criteria for carbon dioxide, dust and harmful emissions, as well as the level of loudness. But in times of crisis, Europe is in no hurry to make serious investments, for example, in renewable energy, and somehow it is not appropriate to abandon the proclaimed standards. So, transport still has the greatest reserves to achieve these eco-standards. We are talking about more and more new restrictions on road transport (traffic ban in city centers for trucks, new fees and taxes, stricter safety and hygiene standards for drivers) and at the same time about the provision of preferences for rail and river and sea transport.
Third, countering the negative effects of excessive motorization. In the context of Ukraine, the words about the excessive number of autobahns sound strange, but the Germans or the Netherlands are not at all laughing. In West Germany, the Netherlands or Belgium, the density of autobahns exceeds all limits of common sense, but even if every free plot of land there is concreted, this still will not solve the problem. Seaports in Hamburg, Antwerp or Amsterdam suffer from traffic jams at the exit from them - the capacity of the port roads and railways is limited, and there is physically nowhere to build new ones. The optimal solution is precisely the transshipment of goods in the board-to-board format, from a sea vessel to a river vessel, and the export of cargo by water further to Europe.
Due to the specifics of river transport, it is not very suitable for short transportation, except, for example, for the transportation of building materials, in particular sand. In order to take full advantage of its advantages, it is necessary to create a continuous network of full-fledged waterways that would cover the whole of Europe and even the Caspian Sea region. This is precisely what the unified European transport network TEN-T and the AGN convention on international waterways serve, in which a lot of space is also given to Ukraine and Belarus.

First of all, the Danube
After the end of the Balkan wars and the entry of Slovakia, Hungary, Romania and Bulgaria into the EU, there is an increase in the importance of the Danube - the largest European river after the Volga. Moreover, in the coming years, almost all Danube countries (except Ukraine and Moldova) will be part of the EU, which will significantly improve economic cooperation within the Danube region.
If you look at the Danube in Bratislava, Vienna or Budapest, you get the impression that we are standing in front of a waterway. The Danube transports not only coal, sand and other low-value goods, but also containers, cars, etc. Even passenger transport is developed, although it would seem that the river here has forever lost the competition with buses and the railway.
For example: high-speed passenger ships run between Bratislava and Vienna several times a day, covering this distance in an hour and a half. This is only half an hour longer than by train, but taking into account the fact that the ship carries passengers from the center to the center of the capital (the railway stations are located a little further), then in the final account it turns out even faster. Thus, water transport is used not only by tourists, but also by businessmen or people who live in one capital and work in another (in the Vienna-Bratislava duopolis, this is a fairly common lifestyle).
An important advantage of the Danube is that the main economic centers of this region are located on it, in particular the capitals of states - Bratislava, Vienna, Budapest, Belgrade. Each of these cities (and many others) has powerful river ports and multimodal logistics centers. The importance of this river artery increased after the opening of the Rhine-Main-Danube canal in 1992, connecting the Danube region (and thus southwestern Ukraine) with the leading seaports of the North Sea. Now on the agenda is the creation of two new canals in the Czech Republic and Slovakia: the Danube-Odra-Elba and the Danube-Vah-Odra. They will be built in about ten years, which will create a promising waterway between the Black and Baltic Seas.

Water transport for energy saving
For Ukraine, the development of waterways is of strategic importance, taking into account European integration aspirations and the issue of energy security. The key problem is the creation of the trans-European waterway E-40 Dnieper-Pripyat-Vistula. This path would make it possible to transfer a large share of the cargo traffic that moves along the East-West (Poland-Ukraine-Russia) and North-South (Baltic ports-Black Sea ports) directions from roads to environmentally friendly and energy-saving water transport. And this, in turn, would help reduce the cost by reducing the energy intensity of the Ukrainian economy and strengthening energy independence. The transfer of cargo flows from roads to waterways is also one of the best ways to reduce the emission of carbon dioxide and harmful substances, which is of great importance in the process of Ukraine's integration with the EU.
To say that Kyiv does not want to develop river transport would be unfair. In particular, in 2009, after many years of negotiations, Ukraine joined the European Agreement on International Waterways (AGN), assuming obligations regarding the Danube, Dnieper and Pripyat (these rivers are part of the international waterways specified in the agreement). The issue of water transport was actively discussed at the negotiations on the Ukraine-EU Association Agreement. And here we also managed to establish constructive cooperation. During these negotiations, Kyiv committed to a series of important reforms in the water transport industry, with which today it is in no hurry. And the development of stable legislation, a clear distribution of the powers of individual bodies and the introduction of transparent rules for establishing fees and taxes for the use of waterways in general and locks in particular are by far the most sensitive issues.
Despite the outdated infrastructure of locks and ports, in general, the navigation parameters of the Dnieper meet the standards of the international waterway specified in the AGN agreement (unlike Poland, where large investments are needed). There are no problems at all with the Belarusian section of the E-40 route (the Pripyat River, the Dnieper-Bug Canal): quite a lot of money has recently been invested in the modernization of the water transport infrastructure. The only problem is Poland, one of the few countries in Europe that has not yet signed the AGN convention and is in no hurry to develop shipping on its E-40 section, that is, on the Vistula and the Bug.
A paradoxical situation: Kyiv is still fulfilling (albeit slowly and inconsistently) European recommendations on the development of water transport and Ukraine's participation in the single European transport network TEN-T. However, an obstacle to the integration of the Ukrainian transport system with the European one is Poland, which positions itself as an advocate of Ukrainian interests in the European Union. Until Poland signs the AGN and fulfills its obligations regarding the E-40 waterway, the Dnieper and Pripyat will remain a waterway to nowhere (sorry, only to Brest), instead of uniting Ukraine with the West. It is worth reminding this to partners from Warsaw and Brussels when they talk about slowing down the European integration process only from the Ukrainian side.

features of the development of inland waterways in Europe

I. I. Eglit,

doc. tech. Sci., Head of the Department of Transport Systems Management, State University of the Sea and River Fleet (GUMRF) named after V.I. adm. S. O. Makarova

A. V. Galin,

cand. tech. Sci., Associate Professor, Department of Transport Systems Management, GUMRF n.a. adm. S. O. Makarova

The intensive functioning of water transport can significantly reduce the load on the overall transport network of the country. Western European experience shows how river vessels can be effectively used for regular scheduled transportation of goods.

Inland waterways (GDP) of Europe play a significant role in the European transport system. This is explained by the fact that water transportation is quite cheap, reliable, safe and environmentally friendly, which corresponds to the wishes of cargo owners and governments of European countries. Inland water transport (IWT) plays a positive role at the global level as well, linking European states together and taking part in international trade. However, despite all the positive factors, its development does not occur at a faster pace than other modes of transport.

The structure of Europe's GDP consists of four main corridors:

Rhine, as the main corridor connecting the port cluster of Northern Europe with the hinterland;

Corridor North - South, including

including rivers and canals in the Netherlands, Belgium and France;

Eastern Corridor covering GDP from Germany to Poland and the Czech Republic;

The southeastern corridor, which includes the Danube, Main and Main-Danube and Danube-Black Sea canals.

Rhine corridor

Among all European countries, the Netherlands has the densest GDP network. It contains the deltas of the rivers Rhine, Meuse and Scheldt. The total length of the Dutch GDP is about 5200 km. The Waal River, which connects the Rhine and the port of Rotterdam, is the most important part of the Dutch GDP.

Waterways have played a key role in the transport process in the Netherlands for many years. Of all the goods crossing the Dutch border, more than 60% are transported by barges. In 2010 this type of transport

Table 1. Transportation of goods by various modes of transport in Western Europe, million ton-km

1980 1990 2000 2010

Motor transport 423 653.8 1023 1269.2

Railway transport 292.5 269.3 254 246

GDP 107.7 115.4 115.4 123

Total 823.8 1028.5 1392.4 1638

more than 234 million tons of cargo was transported, of which 42% - domestic cargo, 49% - export / import cargo and 9% - transit.

From Dutch ports (Rotterdam, Amsterdam, Flushing) numerous service lines deliver goods along the Rhine to domestic terminals. They play the role of a kind of river shuttle, connecting ports not only with the Dutch, but also with German, Belgian, French and Austrian inland terminals. The cargo turnover with the Belgian and German terminals is especially intensive, 67% of the Dutch military equipment works in this direction.

German GDP includes about 7,500 km of waterways that connect seaports with the most developed hinterlands and industrial centers of the country. In fact, 56 out of 74 large German production centers are connected to each other and to the sea by river transport.

In the total amount of transported cargo, 20% is accounted for by GDP, which is comparable to transportation by rail. In 2010, 229 million tons were transported within Germany's GDP: 30% - domestic cargo, 10% - transit and 60% - import-export cargo. The main water artery of Germany is also the Rhine, through which two-thirds of the volume of cargo transported by GDP passes. Bulk cargoes are the main cargoes transported by water transport, and account for 88%, but recently there has been a noticeable increase in containerized cargoes. In 2010, about 750,000 TEU were transported within the German GDP, which is 14% more than in 1998.

Corridor North - South

The Scheldt River is actively used in the north-south direction between the Netherlands and Belgium, connecting the two main European ports - Rotterdam and Antwerp. The Meuse River links the Dutch industrial regions and cities in eastern Belgium and northern France. About 32% work in this direction

barge transport in the Netherlands.

The Belgian GDP is about 1513 km of waterways. Almost all major centers in Belgium are interconnected by a system of waterways (Brussels, Antwerp, Ghent, Liege, etc.). The waterways passing through Belgium form the main part of the trans-European water system, these include the Albert Canal, the Ghent-Terneuzen Canal, the Scheldt-Rhine junction, the Brussels Canal and the Scheldt.

Belgian GDP turnover in 2001 amounted to 120 million tons: 12% - domestic cargo turnover, 12% - transit, 32% - export cargo and 44% - import cargo. As elsewhere, the main type of cargo transported by GDP is bulk cargo, but there is also a noticeable increase in the container flow, which is 15%. In total, Belgian GDP transports about 20% of the total volume of goods.

In France, the IWW network is most actively exploited east of the Le Havre - Marseille line, where the main navigation channels and rivers are located. In terms of cargo turnover, France's GDP lags significantly behind the GDP of countries such as the Netherlands, Belgium and Germany. The characteristics of the main rivers and canals of France allow the use of only small vessels, the length of which is 38.5 m, width - 5.5 m (respectively, with a carrying capacity of 250350 tons, depending on the draft). Only a small part of the inland routes is suitable for the operation of ships with a carrying capacity of 3000 tons. They are concentrated mainly in the north-west of the country: Rhine and Rhone, Seine (from Le Havre to Paris), Moselle (from Nancy to the border with Germany). The total volume of goods transported by weapons and military equipment in France in 2010 amounted to 56.57 million tons.

East corridor

Since the beginning of the 90s of the last century, the volume of trade and trade between Poland and Western Europe has increased significantly. This was mainly due to road and rail transport. VVT participation

in commodity circulation is small, Poland's GDP is connected through the Mittelland Canal and the Elbe with the water system of Western Europe. The Order River, the border between Poland and Germany, can be seen as the south-north axis of the water system. The Warta River is an east-west axis and connects Berlin with the industrial centers of Poznań and Warsaw. Through the system of Polish rivers, Western Europe is connected to the Dnieper. Polish waterways are generally shallow and allow the use of ships with a draft of no more than 2.5 m.

The Czech Republic has about 300 km of GDP suitable for the transport of goods. These include a part of the Laba (Elbe) River with a tributary of the Vltava, which are also interconnected by several channels. The average depth of the rivers is 1.8-2.5 m. There are plans to make the Morava river navigational and connect it to the Danube.

The volume of traffic in terms of GDP is small and amounts to 1.3 million tons per year, which is approximately 8.5% of the cargo turnover.

Southeast Corridor

The Danube has always played an important role in the water system of Central and Southern Europe. Originating in Austria and following through many countries, the river flows into the Black Sea. In 1992, a canal connected a tributary of the Rhine, the river Main, to the Danube. This is how the trans-European waterway with a length of 3503 km was created.

The Danube flows through Austria for 322 km through the main ports of Linz and Vienna, then it passes into Slovakia. In 2001, 10.2 million tons were transported along the Danube within Austria.

The Danube flows through Slovakia for 172 km. When the corridor was opened, the ship traffic pattern was partially changed. The main ports of the country are Bratislava and Komarno. Slovakia takes an active part in the Danube Commission in Budapest. Approximately 1 million tons of cargo passes through the GDP of Slovakia, mainly in transit.

In Hungary, the length of the Danube is 324 km, the main ports are Budapest and

Table 2. The ratio of the use of different modes of transport,%

1980 1990 2000 2010

Motor transport 51.4 63.8 73.6 77.5

Railway transport 35.6 24.9 18.1 15.0

VVT 13.0 11.3 8.3 7.5

Baya. Cargo turnover is about 2 million tons per year.

In the future, the Danube follows the former countries of Yugoslavia for 589 km. The maximum draft of vessels in this section is 2.5 m, which affects the size of the vessels and barges used and is the main limitation in the transport of transit cargo.

Romania is the main Danube country: the river flows through its territory for 1075 km. In Romania, the Danube is divided into two parts: the Danube River - from Briaz (1075 km) to Braila (171 km), the Danube Sea - from Braila to Sulina (exit to the sea).

The role of GDP in the transport infrastructure of Europe

In table. 1 shows the dynamics of the development of freight transportation in Europe, expressed in ton-kilometers. The data on arms and military equipment shipments show their stability with a slight increase in absolute figures, which indicates the established routes, types and quantities of cargo.

It is impossible not to notice a significant increase (almost three times) in road transport with a slight decrease in rail transport. Thus, against the backdrop of an increasing freight flow, road transport in Europe is developing at a faster pace and is the main one. This is absolutely natural and can be explained by at least two factors: firstly, the cost of creating an automobile infrastructure is lower than that of a railway and inland waterways; secondly, fixed assets (trucks) are cheaper. Speed, maneuverability, the ability to deliver in small batches also play a role.

Such data is also confirmed by the percentage change in the use of different modes of transport. Over three decades, there has been a percentage increase in the use of vehicles from 51 to 77%, respectively, the share of other modes of transport has decreased.

It is impossible to characterize the entire situation in Europe's GDP with two figures. According to Table. 2, the average level of IWT use in Western European countries is 7%. In reality, this number fluctuates considerably. It is 42% in the Netherlands, 14% in Germany, 13% in Belgium and 10% in Luxembourg.

Vessels pass intensively on the Rhine, Scheldt, Meuse, Main, Danube and numerous small rivers. GDP plays a key role in the import and export of goods passing through the northwestern ports of Europe. They form a significant part of the transport infrastructure connecting Europe's hinterland and major European ports.

It should also be noted that in Western Europe, only six countries have a system of interconnected GDPs: Austria, Belgium, France, Germany, Luxembourg and the Netherlands. Approximately one third of the trade turnover between these countries is carried out through GDP.

As already noted, the advantages of this type of transport are environmental friendliness, low cost of transportation, safety compared to land-based alternatives, especially vehicles that also get into congestion and traffic jams. In northwestern Europe, for transportation over distances of 150-200 km, IWT is the cheapest and most environmentally friendly way to deliver goods.

The foregoing determines that, in many important aspects, IWT is an actual connection between ports and the hinterland, especially in conditions of limited land transport infrastructure. In this case, water transport is not seen as a competitor or alternative to trains and cars, but as an additional opportunity to speed up cargo turnover and reduce the burden on land infrastructure. Relatively short transportation distances make it possible to select efficient water vehicles that meet the requirements of the infrastructure, and the difference in

delivery speed will not be so noticeable and critical.

The disadvantages inherent in this type of transport have limited the area of ​​its further distribution. Customers demand not only fast, but also timely delivery of goods. Unfortunately, in addition to environmental friendliness, reliability (safety) and low price, weapons and military equipment does not have the most important characteristic - the possibility of urgent delivery of goods. This is due to untimely and inaccurate information about the timing of the service (vehicle), as well as the physical limitations of loading and unloading places and a relatively long delivery time.

Moreover, due to the development of logistics services and economic needs, the traditional barge market for the transportation of ore, coal, petrochemical, animal feed is also under pressure from road and rail transport.

There are several reasons for not prioritizing long-distance transport (eg on the river system from the North Sea to the Black Sea). Firstly, there are not many cargoes for these shipments. Secondly, transportation over long distances is very much slower than other modes of transport (road, rail). Thirdly, various conditions and restrictions of the transport infrastructure on a long journey make it necessary to use ships of a minimum size or minimum load that meets the restrictions, which leads to higher costs and inefficiency of transportation. For example, throughout the Danube, the depth varies from 7.5 m to 2.5 m.

The possibility of applying European experience in the operation of Russian GDP

Cargo flows through Russian ports are characterized by two important features. First, the import flow is mainly containerized cargo of consumer goods and finished products, equipment

dovaniya for production. The share of other types of cargo in imports is very small.

Secondly, export cargoes are mainly raw materials transported in bulk, or semi-finished products transported as general cargo in bulk and not yet sufficiently containerized.

The heterogeneity of export and import flows generates an additional burden on the transport infrastructure, since it is impossible to use the same rolling stock for goods of fundamentally different types. Accordingly, the transport network bears a double load on the delivery of goods.

The plans for the development of the sea port infrastructure of Russia until 2030 include a significant increase in the volume of export traffic, mainly bulk cargo for export, and an additional increase in port capacities, which will create an even more tense situation in the transport infrastructure.

In the climatic aspect, the possibility of exploiting the GDP is limited - from May to October. This, of course, has a negative effect on the creation of permanent logistics schemes with the participation of weapons and military equipment.

In connection with the foregoing, the most interesting aspects of the development of inland water transport should be highlighted. Among them is the more active use of weapons and military equipment as part of the transport infrastructure in servicing large seaports, their connection with inland dry ports. The northwestern ports of Europe, located at the mouths of large rivers or connected with them (Amsterdam, Rotterdam, Flushing, Antwerp), actively and successfully use the GDP as part of the transport infrastructure connecting the ports with the hinterland, thereby increasing the throughput of the entire regional transport infrastructure as a whole. The experience of such use would also be of interest to our ports in terms of reducing the load on the common transport network.

An equally important aspect is the involvement of water transport in the logistics schemes for the delivery of goods using international corridors. Inland waterway transport along the north-south corridor is experiencing the same problems as through transport

along the Danube water system. In this regard, it is advisable to consider the issue in a complex, taking into account the types of ships used, the state of the transport infrastructure, the possibility of using combined transport by various modes of transport. At the same time, one should take into account the limited operation of water transport during the year.

The third aspect is the planning of transportation. IWT, due to its characteristics (speed of transportation, limited traffic routes, seasonality) is not intended to operate on the spot market of transport services (such as automobiles). It tends more towards long-term contract transportation, and in our country, due to climatic conditions, it also tends to seasonal. Therefore, important conditions for the effectiveness of the work of weapons and military equipment are planned and long-term contracts for transportation, preferably in a closed, circular cycle.

The research topic allows us to draw the following conclusions.

Although the climatic conditions of our country make it impossible for the existence of permanent logistics schemes involving weapons and military equipment, it is really effective to use GDP to solve certain problems during navigation.

The use of GDP will significantly ease the burden on the transport infrastructure in general and free up other modes of transport, such as cars.

mobile or rail, for the transportation of goods that need constant and rhythmic delivery. This can be achieved by:

The use of river vessels as shuttles connecting the country's domestic terminals with ports, for this it is necessary to create a new type of multifunctional, high-speed vessels that ensure the timely delivery of export and import cargo;

Delivery of large-tonnage and oversized cargo, the transportation of which by other modes of transport is impossible or difficult;

Delivery of goods to hard-to-reach places where there is no other transport infrastructure;

More active use of river vessels in the transport of seasonal goods that do not require urgent delivery, in the transport of bulk cargo in direct traffic to create stocks or fill warehouses and storage facilities. about

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"Resources of Foreign Europe" - Venice, Italy. Mineral; Agro-climatic; recreational; Forest; biological; Water and hydropower. Among biological resources, the most important place is occupied by fish resources. Summarizing. Coliseum. biological resources. The goal is to assess the natural resource potential of the countries of Foreign Europe.

"Population of Foreign Europe" - NATO in Europe. Name the microstates of Europe. Name the federal states? Recently, the population of foreign Europe began to grow very slowly. T. 6 § 1 p. 1 ……………………………. ………………………………. At the same time, the age composition of the population is changing, and the proportion of older people is growing. Foreign Europe also has large and diverse natural and recreational resources.

"Lesson Foreign Europe" - Theme of the lesson: Characteristics of the economy of Foreign Europe. Algorithm of the course of the lesson: Learning new material Primary consolidation Collective work. Draw a geographical picture of the settlement and economy of Foreign Europe. To consolidate the skills of students in a group, draw up in the form of a single answer.

"EU" - The motto of the EU. The President of the European Parliament is elected for two and a half years. main institutions of power. European Ombudsman: An die Freude is an ode written in 1785 by Friedrich Schiller. Anthem of the EU. In varietate concordia - Consent in diversity. EU and heads the corresponding General Directorate.

"Regions of Europe" - Nature The special role of the Mediterranean Sea Mediterranean climate. Sub-regions in Foreign Europe. Nature -Large territory -Various resources. What natural resources is the region rich in? What branches of agriculture are represented in the region? Central Europe. Southern Europe. Criteria for allocation of subregions: natural historical economic political.

European Heritage - 9. European Convention for the Protection of the Audiovisual Heritage of 6.02.01, Strasbourg (ETS No. 183) European Convention for the Protection of the Audiovisual Heritage, 6.02.01, Strasbourg (ETS No. proportions, 4/5 or 80 percent of the legal acts constituting the sources of European cultural law fall on international legal instruments adopted within the Council of Europe.

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