Bengert Alexander Alexandrovich Biography

Alexander Bengert: “The Arctic is developing semi-mim steps” about navigation and hydrographic supports, interesting projects and innovative solutions, modernization and construction of the fleet, the features of the dredging of the Arctic waters of the seaports, the new objects of the port infrastructure in the interview with the newspaper “Sea Vedas of Russia” said the General Director of the FSUE “Hydraulic Enterprise” is included Rosatom State Corporation Alexander Bengert.

How do you see the main mission of the enterprise? Measurements help create conditions for safe shipping, as the vessel should understand a safe depth, as well as maintaining navigation equipment. In the water area there are more than a thousand Proch: floating warning and luminous signs, lighthouses. This is a large farm that serves as a guide to the sailors, which indicates safe channels of the passage of ships.

Thirdly, maintenance of the control and correcting stations of the KKS. This story arose at the end of the 10ths with the development of satellite navigation systems. The presence of a signal of the KKS allows us to ensure greater accuracy in determining the location of the vessel using any positioning systems. Today, for the enterprise, an important event has become April 1, what is an infrastructure operator?

This is an idea that implies two main directions. The first is the operation of infrastructure facilities of sea ports, primarily the safety systems of navigation, hydraulic and ice protective structures, traffic control systems and objects of passing points. And the second is new construction, because today the Arctic is developing with seven -miMic steps. A large number of projects are already being conducted here and will be even more implemented in the near future.

Of course, we participate in them. In fact, we directly interact with investors implementing projects at the NSR, and ensure the construction of federal property under these projects. Our mission, like any FSUE, is the provision of a wide range of quality services, increasing the efficiency of interaction with investors at all stages of projects of projects, creating conditions for ensuring the safety of navigation in the water supply system due to the growth of cargo flows and a comprehensive solution to problems related to the effectiveness of the work performed.

This applies to the development of fixed assets of the enterprise and approaches to the operations that we carry out. First of all, we are talking about the repair scooping of seaports in the waters, the equipment, operation and development of their own fleet. How did they start that I had to revise, what changes were made to the management of the economy?

Therefore, now, after a few months, we can say that the stage of a deeper study of business processes has already passed, and we have moved to practical actions. At least, the pace in the projects in which we participate increases. We are actively engaged in the economy of the enterprise, since it faces the tasks of diversification of revenue and the development of new areas of activity.

Among the changes, I would like to note that we analyzed and met all the separate divisions of the enterprise. For example, with hydraulic boards and pilot detachments that function on the NSR. They appreciated the problems of the activities of these units, formulated a large enough, but with short horizons of implementation, a list of instructions for themselves and for the heads of all departments.

Based on him, now we are acting. Given the long history of the enterprise’s life, we find “sore spots” in its body. They are primarily associated with the moral obsolescence of fixed assets. Now there are about 19 vessels on the balance sheet of the enterprise, of which there are only three in normal operational condition. The remaining 16 go according to the Fleet Designment and Detmentation Program, which we successfully implement.

In order to implement the production program, according to our estimates, at least eight large vessels of the new fleet are required. Four vessels: two modern pilotist and two hydrographic boats - are currently being built for us by order of the Gosakazer Directorate of Movish Transport Programs. These are new modern ships a little more than 30 meters long with the number of crew on board the man who will solve the lotteristuric functions and problems of hydrography in the conditions of constrained water area.

In addition, in relation to three vessels, we begin the deep modernization program. In the near future, a competition will be announced on the basis of which we will conclude a contract for the modernization of one of them - Grigory Mikheev. The update involves the replacement of basic equipment, auxiliary installation, cranes, navigation systems, and repair of ship premises.

In addition, they additionally planned to implement the idea of ​​receiving passenger certificates for these three ships in order to make them more universal in terms of our capabilities. It will take up to two years to modernize each vessel. That is, gg. Then gg.Funds in the federal budget for these purposes are already provided, therefore, our task is practical: to contract and implement the project of modernization.

In addition, on May 25, a competition was announced for the construction of the head of the ARC7 ice class of the ice class of the ice class. The corresponding resolution on the allocation of more than 7 billion rubles was signed by the chairman of the government M. Mishustin on March 31 of the year. The implementation period is years. A vehicle with a capacity of 8 MW will be able to overcome ice up to 1, 7 m thick and allow the company to expand the volume of hydrographic work due to the possibility of increasing the navigation period, as well as to explore the high -stroke routes necessary for the development of year -round shipping on the SMP.

What is it and how it works? What is monitoring for? The purpose of the monitoring system is to ensure reliable hydrometeorological information of shipping on an approximate sea canal in the Ob Kara Sea, which is located in the zone of our responsibility. It serves to ensure the safe passage of mighty Yamalmax class tankers to the Sabett Port terminal and directly to the first section of Arctic LNG-2, which is currently being built.

In the year, a decision was made to reconstruct the channel in connection with the potential growth of cargo flow. The work begun in the year should end in the year. The project involves a colossal volume of dredging work, and within its framework it is planned to build a system for monitoring hydrometeorological factors. What are we talking about? This is a set of technical and information tools, work algorithms that determine the real state of the sea channel from the point of view of drift, temperature, wind and other hydrometeorological conditions necessary to determine the most safe windows and the conditions for entering the ships to the channel.

Currently, we have completed pre -design work with the contractor - Lenmorniye project. Next, the announcement of the design for design, which we plan to complete at the beginning of the year and, having received the necessary examinations, will follow, begin to start a construction site. According to our plans, the compactness of the system will build it for one navigation.

During the year, we will check all the systems and establish cooperation with the headquarters of the nuclear operations of Atomflot. In the year, the system of hydrometeomonitoring will be commissioned. Only its individual elements function. There is a group of scientists, there is an appropriate geoportal, there is an annual idea of ​​discharge in the immediate vicinity of the channel of the vessels of a certain number of ice sensors or booas, which, together with these ice masses, are drifted, give the appropriate signal to the geoportal.

But since the stream of navigation there is noticeably growing, a transition to a more serious complex is required, which will provide us with full -fledged information. It should be noted that now the channel is quite narrow, but after the reconstruction its width will be meters. In general, such parameters are enough to ensure the reverse movement of ships. Two large gas carriers should diverge on the channel, therefore, without a system of hydrometeomonitoring, as an additional idea for increasing the accuracy of the position of the vessel on the channel, it is simply not possible to do.

The captain must clearly understand the location of the vessel within the borders of the channel. What other facilities are working on, are there any restrictions on its capabilities and how is the problem solved? What does it mean? For example, the designer says that a vessel with a precipitate of 12 meters works in the port, it is necessary to dig a channel with a depth of 14 meters in the water area.

We carry out dredging, and the ships begin to work. But due to underwater currents, the canal of the canal occurs with soil, which every year from the original ideal state forms an additional layer on the channel. It must be removed annually and, thus, bring the channel to the original design state to maintain the declared navigation depth. In the zone of our responsibility there are at least several such objects, and every year there are more and more.

In fact, dredging work is associated with almost any project, whether it is the construction of a new port, terminal or reconstruction and repair of the hydraulic structure. Therefore, we annually solve the task of operating these objects. Currently, in our area of ​​responsibility there are at least three such objects. We are responsible for the state of the water area of ​​the terminal itself and the approach channel to the terminal.

From next year, after the completion of the construction of new underwater hydraulic structures, the enterprise will receive the task of operating the same water area and the same approach channel of the “Morning” terminal. And the third big story is the “sea channel”, which is now being reconstructed. Since this is the object of new construction, we have not yet accumulated enough statistical data, but it is obvious that they will be significant.

The volume of dredging in Sabett is at least a million cubic meters annually.

At the terminal "Morning" is a commensurate figure.On the "sea channel" the annual volume will be guaranteed more. In the future, with the growth of our capacities, we will reach very significant numbers, commensurate with all other ports of Russia in annual tasks of repair scooping. What are we significantly limited and what is our problem? First of all, the period of the navigation window, in which it is possible to carry out work on Severomorput, unfortunately, is very organized.

On average, 77 days are carried out. The ice left - we started work, the ice came - we finished. In this regard, a tremendous internal mobilization is required in terms of contracting, attracting a dredged fleet. Of course, we think about the optimization of our approaches to repair scooping through the use of new technologies and methods of repair scooping. I mean, first of all, the technologies of using plows and hydraulic distribution.

Behind them, I am sure, the future. Its length is 49 km, width - m. Initially provided the needs of one project - Yamal LNG. There were difficulties associated with the fact that the northern part of the canal was in the area of ​​active prayer of ice. Courts always had problems overcoming this site.