Ochakovsky seaport.
Port of Ochakov - the first private sea port Ukraine. The founders of the port are NIESKO shipping company LLC and Dneprobugvodstroy OJSC. In all three enterprises there are no state shares and shares.
In January 1999, by order of the Cabinet of Ministers of Ukraine, Port Ochakov LLC opened a border crossing point for sea freight, passenger and ferry traffic.
The port of Ochakov is located on the right bank of the Dnieper-Bug estuary between the northeastern outskirts of the city of Ochakov and the village. Kutsurub.
The port water area of 12.2 hectares is protected by wave protection structures with a total length of 820 m. The territory of cargo berths of Port Ochakov LLC is 8 hectares.
Vessels arriving at the port of Ochakov pass through the part of the BDLC, equal to 8.6 miles, and the channel approaching the port.
The channel approaching the port is 2.7 miles long and 110 meters wide.
The berthing embankment of gravity type consists of prefabricated reinforced concrete blocks.
Berths N 1, N 2, with a total length of 339.40 m, berth N 3 with a length of 110 m this moment ships with a clearance draft of 4.5 m. Design clearance draft - 5.5 m.
LLC "Port Ochakov" is intended for handling cargo and cargo-passenger ships, organizing ferry traffic for the transportation of wheeled vehicles and heavy vehicles.
The port is ready to receive ferries and RO-RO vessels. For example, a ferry of the "Mercury" type of the Caspian Shipping Company with a capacity of 40 TIRs with a full load for arrival and departure, according to the technological scheme, will be serviced for no more than 4-5 hours, i.e. 8-10 times faster than in the ports of Ilyichevsk, Skadovsk, Evpatoria, Yalta.
The distance from Ochakov to Odessa is 100 km, to Kyiv - 500 km, to Kharkov - 550 km, to Uzhgorod - 1050 km. Railway in Ochakov is absent. The nearest railway station (Nikolaev) is 65 km away.
The port can process general and bulk cargoes.
Code of customs LLC "Port Ochakov"
Article 1
The code of customs of Port Ochakov LLC (hereinafter the Code) is a set of rules and regulations that domestic and foreign shipowners and cargo owners, as well as their agents and forwarders involved in the transport process, are required to follow.
1.1 The code is based on:
1.1.1. International practice of sea trading ports.
1.1.2. Merchant Shipping Code of Ukraine, Law of Ukraine "On Property", Decree of the Cabinet of Ministers of Ukraine N 113 dated 22.01.96. and N 440 dated 06/20/95.
1.1.3. Port charter.
1.1.4. Mandatory regulations for the port.
1.2. The code is the main document regulating:
1.2.1. The production mode of the port.
1.2.2. The procedure and conditions for the entry and exit of ships to the port (from the port), loading, unloading and servicing ships in the port.
1.2.3. The procedure and conditions for the delivery to the port and departure from the port of cargo by road and other modes of transport.
1.2.4. The procedure and conditions for storing cargo in the warehouses of the port.
1.3. The code is applied when the relations that have arisen are not regulated by law, in the following cases:
1.3.1. Absence of a contract of carriage by sea.
1.3.2. The absence in the contract of carriage by sea or the bill of lading of the conditions regulated by these customs.
Article 2
2.1. The port is open to ships all year round.
2.2. The procedure and conditions for the necessary icebreaking escort of the vessel to the port (from the port) during the winter navigation period are announced in the notices of the port.
2.3. Normal working hours in the port are from 8 am to 5 pm, except Sundays and public holidays.
The port can carry out works and services around the clock on contractual terms.
Public holidays are national holidays, as well as the day of the port foundation and other days that may be declared holidays in Ukraine and local authorities.
2.4. Pilotage of the vessel to the port (from the port) when moving the vessel from and to the berth is determined by the Compulsory Regulations for the port, time standards and pilotage dues.
Article 3
3.1. Admission of ships to the port for processing, parking and other operations is carried out only with prior consent, after the confirmation of the port on acceptance, or on the basis of an agreement (agreement), as well as on the basis of the schedule of ships.
3.2. The port, within the territory and water area allocated to it, carries out, on the basis of agreements with shipowners, charterers and other clients, mandatory works and services, including:
3.2.1. Loading, unloading of ships, separating, securing, securing cargo, as well as dry cleaning of ship spaces after unloading.
3.2.2. Freight forwarding and warehouse operations with goods, transshipment of goods from one mode of transport to another.
3.2.3. Registration of the whole complex of cargo documents for the reception and dispatch of cargo.
3.2.4. Transshipment of cargo flows on the basis of direct contracts with the clientele at current or agreed rates and tariffs.
3.3. The port can carry out works and services on additional requests:
3.3.1. Provision of lagoons for ships.
3.3.2. Organization of works on deratization, disinfection, including water and containers, disinsection, fumigation of cargoes and ships with the provision of hotels for ship crews, power supply and telephone installation.
3.3.3. Other works and services stipulated by the contract (agreement), including declaration, dispatch and demurrage settlements.
3.4. All services rendered by the port are paid and are performed at the rates of charges and charges established in accordance with the current legislation. In the absence of an agreement between the port and shipowners, charterers, other clients, no discounts on dues and charges are provided.
3.5. Other services are provided by the port as agreed by the parties.
Article 4
Every vessel is obliged to moor for cargo operations at a place indicated by the port authority, if the draft and length of the vessel permits, which must always remain afloat; moreover, it is the responsibility of the charterer (consignor and consignee) to provide the port administration with the berth necessary for cargo operations.
If it is necessary to enter the inner road for replenishment of supplies or other needs, the shipowner pays all costs associated with such a call, including a port tug for safe anchorage in the inner road.
Article 5
5.1. The captain of the vessel or his agent must provide the port with information about the forthcoming arrival of the declared vessel at the port 5 days in advance and updated 48, 24 and 4 hours before the expected time of arrival of the vessel at the port, indicating: shipowner, charterer, specified time of arrival at the ice edge, pilotage station (receiving buoy), draft of the vessel, cargo plan (when arriving at the port for unloading) full information on the availability of cargo documents, the need for fuel, water, other types of supplies, services, as well as the absence of sanitary and other restrictions that prevent the vessel from being ready for handling , and other information about the vessel and cargo, including dangerous ones, ensuring the normal handling of the vessel in the port.
5.2. Any delays on the way, which may cause the ship to be late against the specified dates of the expected arrival, the captain is obliged to immediately notify the port through an agent. Otherwise, as well as in the absence of information and submission by the captain of the ship of untimely or incorrect information, the laytime of the ship is increased by 24 hours.
5.3. The port confirms the receipt of information and informs the captain of the vessel through an agent of the conditions for icebreaking and pilotage of the vessel to the port, mooring berth or anchorage in the roadstead, determined by the port, and the expected date of the vessel's berthing.
5.4. If the vessel is late with the arrival against the stated time, all related expenses and losses (simple transport, labor, storage of cargo, etc.) are borne by the vessel.
5.5. The master of the ship is responsible for the consequences of incorrect declaration of draft, length and breadth of the ship or its net tonnage.
Article 6
6.1. The ship's layover time in the port is understood as the ship's stay in the port from the moment of its arrival at the port (the end of mooring to the berth or anchoring within the port waters at the direction of the port). The end of the ship's lay time in the port is the moment of its departure from the port (beginning of unmooring from the berth or anchoring).
6.2. To account for the lay time actually spent by the ship in the port, the ship maintains a timesheet together with the port. If a ship in a given port is unloaded and then loaded, then the timesheet is compiled separately for unloading and loading. The time sheet is signed by the captain of the vessel (agent) and representatives of the port. The signing of the timesheet by the parties should not delay the ship's departure. Entries in the timesheet are not subject to change, and neither party has the right to refuse to sign it. In the event of disagreement, the objecting party shall make an appropriate reservation before its signature. If the processing of the vessel is carried out with the participation of the consignor or consignee (their representatives), the time sheet is drawn up and signed with their participation.
6.3. The timesheet records, in chronological order, in hours and minutes, production operations from the moment the ship arrives at the port until the end of all operations performed by the port, as well as all delays in processing that caused the interruption of the ship's laytime, indicating their duration and reasons, drawn up in the necessary cases by acts.
6.4. In cases where meteorological conditions do not allow representatives of the port to arrive on board the ship to sign the time sheet, the latter is signed by the captain of the ship after agreement by radiotelephone with the representative of the port, which is recorded in the ship's log. An extract from the journal is attached to the timesheet.
6.5. A time sheet for vessels is maintained in all cases of vessel processing and maintenance, regardless of where and by what means the vessel is processed.
Article 7
7.1. The notice of the readiness of the ship for loading or unloading, the captain is obliged to hand over during the officially established working hours in the port, after the ship has received free practice (after registration of the arrival, customs and sanitary inspection, and also after the end of unloading in the event that the ship goes for loading). The cargo spaces of the vessel, in accordance with the notice, must be completely cleaned and provided with all the necessary equipment for loading this cargo by the beginning of loading. The ship is considered ready for loading bulk cargo if there is a clear load line on the stems and on the amidships, an easy-to-read scale of recesses that allows you to determine the amount of loaded cargo by draft, the absence of ballast water or the presence of its amount, which can be accepted by ship's facilities without interruption of loading, readiness of holds for a specific cargo.
A notice of ship's readiness is accepted subject to the fact that the ship is actually ready to load or unload this cargo on all the holds of the ship to be processed in this port, as well as the availability of a complete set of shipping documents. If necessary, the readiness of the holds for loading / unloading cargo must be confirmed by the relevant inspection (commission). The representative of the port makes a corresponding mark on the notice of the captain no later than 30 minutes after its receipt, indicating the beginning of the count of lay time.
Article 8
8.1. Lay time is understood as working time, which is due to the port according to the norms of the contract or this Code for the unloading or loading of cargo, including separation, re-weighing, usual fastening-unfastening and trimming of cargo; opening-closing and overlapping of cargo hatches; registration of documents for unloaded-loaded cargo; dry cleaning and cleaning of cargo spaces after unloading, bunkering with fuel and water supply of the ship, if they cannot be performed during cargo operations; mooring operations in connection with the production of cargo operations, taking into account the specialization of the port's berths. In case of need for special fastening-unfastening of cargoes at the request of the vessel, the use of especially laborious preparatory operations when unloading cargo in connection with this condition (blasting, full scarification, pneumatic loosening, repacking, selection of soaked and disturbed places when reloading poisonous and flammable cargoes using gas masks, etc. .p.) the port is provided with additional time, established by agreement of the parties, which is added to the lay time.
8.2. Lay time is determined by dividing the mass (quantity) of cargo in tons (cubic meters, pieces) by the rate of loading and unloading on a ship in fine working days. When loading cargo on a ship with different norm the mass of the corresponding cargo is divided by the established norm per ship in fine working days. In the case of loading and unloading cargoes not in all cargo spaces (hold, tween deck, ro-ro decks), the established norm is multiplied by the number of cargo hatches presented and divided by the entire number of cargo hatches on the ship. To the lay time for the production of cargo work, the time is added for the performance of auxiliary operations that are not compatible with the production of cargo work.
8.3. When calculating lay time: Sundays and days of official holidays, as well as the time after 12.00 on Saturdays and before 8.00 on Mondays and the days following holidays, are not considered lay time, regardless of whether the ship was processed or not. Pre-holiday days are counted as 3/4 days.
8.4. Lay time counting starts from 16.00, if the notice of readiness of the vessel for cargo operations is handed over by the captain before 12 noon, and from 8 am of the next working day, if the notice is handed over after 12 noon.
8.5. The calculation of lay time is interrupted when cargo operations, auxiliary operations, taken into account in lay time, cannot be performed due to the impact of bad weather (precipitation, frost, heat, strong wind, earthquake), occupancy of the berth by a vessel under processing by an earlier arrived and confirmed port according to the application of the cargo owner, strikes, interethnic conflicts and unplanned government decrees and other force majeure circumstances and their consequences, due to the fault of the ship administration, the charterer, the cargo owner, in the absence of railway wagons for cargo transshipped only by the direct option, including if the port wagons declared in full.
8.6. Standards for the implementation of auxiliary ship servicing operations (NVO), the required number of tugs for piloting, entry and exit of ships is approved by the head of the port.
8.7. The consolidated monthly schedule (SMG) establishes for each ship the planned terms for processing and servicing ships, taking into account the ship-hour norms of the NVO.
Vessels are included in the SMG on the terms established in the agreements between the port, the cargo owner and the shipowner.
The vessel is considered to have arrived on time if it arrived at the port berth and submitted a notification (radio notice) of readiness for processing and servicing no later than the date following the date of the scheduled start of processing specified in the SMG.
The vessel is considered to have arrived outside the schedule if it was not included in the SMG.
8.8. During the winter navigation period, if ice assistance is necessary, the date of arrival of the vessel according to the schedule is the date of its approach to the place of formation of the caravan.
At the same time, after being escorted to the port, the vessels are accepted for processing and servicing in the order of positions established in the SMG.
The shipowner has the right to change the order of handling of ships belonging to him, if this does not affect the interests of other shipowners of the port, in accordance with which the port makes the necessary changes to the SMG at his request.
At the request of the cargo owner, the port can accept for processing out of turn a vessel with cargo that needs to be unloaded due to the threat of loss of quality based on the conclusion of the Chamber of Commerce and Industry, the State Chemical Inspectorate, the State Inspectorate for Quality, with the attribution to the cargo owner of all expenses and losses of the port and ship owners associated with extraordinary processing these courts.
8.9. Demurrage and dispatch rates are established by agreement (agreement) between the port and the ship owner (cargo owner).
8.10. After completion of handling and servicing of the ship by the port, a calculation of the ship's lay and lay time is drawn up, which indicates the calendar dates, lay time, lay time budget and the result of the ship's processing.
The result (savings, time overrun) of vessel processing is calculated as the difference between laytime and actual time used by the port in hours and minutes, rounded up to half an hour.
Dispatch rates for saving ships' laytime are 50% of the demurrage rate, unless otherwise stipulated by the contract.
At the same time, the time savings for which the dispatch is charged cannot exceed the ship's lay time, calculated on the basis of the ship's hourly norms and NVO.
8.11. A special fastening is a fastening that requires deck reinforcement, keel blocks, special pavements, welding, which cannot be combined with the process of loading and unloading these goods.
8.12. Shipowners (cargo owners) are liable to the port, which is determined by contracts (agreements).
For non-delivery of tonnage to ensure the import and export of goods in the amount provided for by the SMG;
Port of Ochakov
The port point Ochakov, which is a registered point of the port of Nikolaev, is located at the northern shore of the entrance to the Dnieper Estuary, 8.6 kb NW from Cape Ochakovsky.
The Ochakov Canal serves as an approach to the port point Ochakov.
The cargo berth is equipped near the north-eastern shore of the port point directly to NNW from the base of the pier.
Warnings. 1. At the port point Ochakov with strong winds from SW, a draft is formed, in which parking here is impossible. In such cases, it is recommended to anchor near the Kinburn Spit.
2. In the area of the port of Ochakov, sudden but short winds are observed, reaching the strength of a hurricane. The direction of these winds is predominantly from E through S to W.
The Ochakovsky Canal, 1.7 miles long and 100 meters wide, begins at the Bugsko-Dneprovsky-Limansky Canal; it serves as an approach to the port point Ochakov.
The Ochakovsky alignment of luminous signs installed in the western part of the city of Ochakov leads to the port point of Ochakov.
Underwater obstacles with a depth above them of 4.6; 2.6 and 3.6 m are respectively 4.2 kb to WSW from the base of the pier. To SE from an underwater obstacle with a depth of 3.6 m above it, a luminous buoy is exposed (according to the information of 1993, the light of the buoy was extinguished).
port rules. When entering the port point of Ochakov, one should be guided by the Compulsory Regulations for the commercial seaport of Nikolaev and the assigned port points of Ochakov, Oktyabrsk and Galitsinovsky quarry, a copy of which can be obtained upon arrival at the port point, as well as the Rules for Navigation on the Bug-Dneprovsko-Limansky and Kherson Sea Canals .
In the area adjacent to the port point Ochakov, unclean soil and sunken ships were found.
Port of Haifa
The Port of Haifa is located in the southern part of the Bay of Akka and is Israel's only well-defended seaport accessible to large ships. The port has an open roadstead and a large harbor built near the city of Haifa and protected by breakwaters; in the eastern part of the port there are five offshore berths for tankers, to which oil pipelines are connected from the tank farm. Port facilities stretch along south coast Bay of Akka for a distance of about 4 miles. The port of Haifa, with its adjoining city blocks, is detected by radar from a distance of up to 25 miles.
In the port area, the coast is predominantly low and sandy. In this part of Akka Bay, the bottom relief is even, and the 10 m isobath runs at a distance of about 3-4 kb from the shore.
In harbor depths up to 11 m. Supported by dredging. The boundaries of the shallow areas of the port water area are fenced with buoys.
Sunken ships lie in various points of the port water area; their position is shown on the maps. At the ends of the piers at the entrances to the harbor, lights are lit, and in different parts of the port, luminous signs are set up. PORT BORDERS. The water area of the port of Haifa is limited by a straight line running from the cape.
Ras el Qurum on ENE to the eastern shore of Akka Bay, and the coastline between the same points. maritime border The port is marked by a range of two signs on the eastern shore of the bay.
NOTICE POINTS. Among the urban structures, the large white building of the hospital, located on the shore at a distance of 3.5 kb, is especially noticeable. SE from Cape Ras el Qurum. At 1.1 miles SE from the same cape, near the main quay of the port, a large rectangular elevator is clearly visible from the sea. At 1.4 miles SE from Cape Carmel, the gilded dome of the temple is noticeable, clearly visible from N and W. When following from W, the port of Haifa is a good, noticeable hotel, located 1.6 miles SE from Cape Carmel. At 2.1 miles ESE from Cape Carmel, there is a prominent water tower on the Carmel mountain range.
PILOTMAN. When entering and leaving the port of Haifa, pilotage is obligatory for all merchant ships. The call of the pilot is made by the usual signals according to the International code. The pilot meets ships more seaward than the Main Pier; he is accompanied by a medical officer.
The pilot ship is painted gray and, in addition to pilot flags and signals, also carries a quarantine flag.
PORT FACILITIES AND EQUIPMENT. The port of Haifa has two sea and seven port tugs and 28 lighters. On the quays of the harbor, extensive warehouses were built and laid railways. On the piers and on the embankments, stationary and mobile cranes with a lifting capacity of 2 to 27 tons are installed. The port has two floating cranes with a lifting capacity of 100 tons and 25 tons. In the western part of the harbor there are mooring barrels intended for parking of lighters and small vessels. The port has two high-performance elevators that provide top speed unloading 480t/hour. Elevator capacity 42000t.
REPAIR. In the port of Haifa, any repair of mechanisms and hulls is carried out. The floating dock can serve ships with a displacement of up to 7500 tons; there are three smaller floating docks and a slipway.
SUPPLY. The port maintains a stock of coal in the amount of about 15,000 tons and an unlimited amount of liquid fuel. Liquid fuel can be taken in the oil harbor. For vessels at anchor, liquid fuel is delivered by bulk carriers.
Water supply was brought to the embankments and piers of the harbor. Vessels standing in the roadstead and near oil pipelines are supplied with water by Aquarians.
In the city you can buy food and ship supplies.
PORT SIGNALS are raised on the shore near offshore berths for tankers, as well as in the port harbor at the tip of the western pier.
IMPORT AND EXPORT. Raw and refined oils, grain, iron, steel, timber, iron ore, sulfur, agricultural and industrial machinery, lubricants, coal, coke, leather, rubber, metal are imported into the port of Haifa. Exported: asbestos, marble, cement, potash, phosphates, motors, plywood, textiles, paints, fertilizers, rubber tires, household electrical appliances, eggs, citrus fruits, bananas, vegetables, canned food.
COMMUNICATION AND COMMUNICATION. The port of Haifa has regular connections with the main Mediterranean ports: it receives regular calls from cargo ships from many countries. There is a post office, telegraph, telephone and radio station.
Air communication is maintained with all European capitals.
ANCHOR PLACES. You can anchor in the port of Haifa at any convenient location where allowed. Vessels shall, however, keep a reasonable distance from the reserve area located E of the Leeward Pier. Depths at anchor points 12-18m; ground-sand, holds anchors well; with a large swell, it is recommended to etch more anchor chain. During a swell in the western part of the anchorage, ships can be deployed side by side to the wave.
PORT REGULATIONS. The parking of ships in the port of Haifa is regulated by special rules. A copy of the Port Rules must be obtained from the Port Authority upon arrival. The mooring places of ships are indicated by the Harbor Master.
Table 1.5.1 - Information about ports, shelters and anchorages.
|
Name of port, shelter or anchorage |
Admiralteisky map (plan) number |
Local sailing rules, features of the fencing system, storm signals |
||
|
Port of Varna Port of Izmir Port of Alanya Port of Tripoli |
|
Pilot of the Black Sea Aegean Sea Lotion southeast of the Mediterranean Sea Pilot of the Mediterranean Sea Pilot of the Mediterranean Sea |
There is a raid post that controls the movement of ships, and also notifies them of the hydrometeorological situation in the port. Vessels entering the port must keep their anchors ready for release and not have any other vessels in tow or alongside pilot boat. In bad weather, port authorities arrive on ships after approaching them to the piers. All vessels must enter and exit Ichliman Harbor through the northern entrance. Use the south entrance Forbidden. Vessels entering the harbor must give way to ships leaving the harbor. The depth at the western border of the port reaches 21 m. The depths at most of the berths allow ships with a draft of up to 7.3 m to moor. Fethe Bay is well protected from winds and waves. East coast bays low and swampy, It is bordered in places by a drying silty shoal with depths of less than 5 m, at a distance from coastline up to 6 kb. To the bay of Fethe, you should go on the ENE course. Entering the bay, you need to go to the parking lot, adhering to the given shore. You can anchor in Fethe Bay at depths of 13-18 m, the soil here is viscous silt. In the port of Alanya there is a pilot station that escorts ships to the port, you can replenish fuel and food in the port, the anchorage is located 1.5 miles to the ESE from Cape Kaleardy, the depth here is 10-15m. Pilot service: pilotage is obligatory for all vessels, calling a pilot by MSS, VHF communication, receiving a pilot at 5 kb to N from the entrance to the fairway in the port of Tripoli. The anchorage is located N from the entrance to the port, the depths here are large, the anchor holds the soil well. |
Ochakov is a resort town in the Nikolaev region in Ukraine.
History
The city has a rich and unique history. Its history begins from time immemorial, towhere at the confluence of two big rivers- The first people began to settle on the Dnieper and the Young Bug. According to numerous testimonies of archaeologists, the area in the Ochakov region was inhabited as early as uh pohu bronze, as evidenced by numerous excavations of Scythian and Sarmatian mounds and the remains of ancient settlements of the Slavs.
As in the entire Northern Black Sea region, in the II-III centuries BC, several colonies were founded by Greek colonists in the area of modern Ochakov, the largest of which was Olbia. The remains of Olbia are located near Ochakov.
The 4th century AD brought destruction and devastation to the territory of the Northern Black Sea region. The nomadic hordes of the Polovtsy completely seized control over the northern coast of the Black Sea and this region was deserted for a long time.
The XIII century is the century of the capture of the Northern Black Sea region by the Mongols-Tatars. They ruled on these lands for almost 200 years.
In X In the 5th century, the Genoese came to the land where modern Ochakov is located and built their fortress here, giving it the name - Lerich. It was founded here shopping center and port.
After the Genoese, Lithuanians came to these lands, led by a strong and authoritative Lithuanian prince Vitovt. Vitovt also built his fortress in the Ochakov region, giving it the name - Dashev.
However, Lithuanian rule in the southern Black Sea lands did not last long. In 1492, Dashev captured and burned to the ground the Crimean Khan Mengli Giray. He founded on the site of Dashev new town- Ochakov. But first, he built his new fortress here - Kara-Karmen. The fortress became for many centuries the northern outpost of the Ottoman Empire on the Black Sea. In Turkish it was called Achi-Kale. It is from this name that the name modern city- Ochakov.
The next two centuries were years of continuous wars between Russian troops and the Ottoman Turks for control of the Crimea and the Northern Black Sea region.
In 1788, Ochakov was stormed by Russian troops under the command of Alexander Suvorov and Turkish rule on these lands ended. The city was restored and rebuilt by decree of Empress Catherine II.
In 1855, the city experienced another capture by foreign conquerors - the city was captured by English and French troops, who were at war with Russia on the side of the Ottoman Empire for the return of the Crimea and the Northern Black Sea region under Turkish control. A year later, the city was again recaptured and returned to Russia.
Ochakov is a city in which the sailors of the eponymous cruiser "Ochakov" rebelled under the command of Lieutenant P. Schmidt. On the island of Berezan, which is located near the city, Schmidt and his sailors, who had raised a riot, were executed.
At times civil war the city was captured by Wrangel's troops. Local partisans waged an active struggle with the Wrangelites, in memory of this, a monument was erected on one of the city squares.
In the period between the two wars, Ochakov developed as a trading and fishing port.
The development of the beaches began, the first rest houses were built.
The Great Patriotic War brought a new disaster to the city. Ochakov was captured by the Nazis and was occupied for almost two and a half years. The local underground group waged an active struggle behind enemy lines, organizing sabotage in the port of Ochakov and at enterprises that worked for the Nazi Reich.
The city was liberated from occupation at the end of March 1944.
The post-war development of the city is marked by an increase in the number of fish processing enterprises. The port was reconstructed and new facilities for processing fish products were launched. Gradually, the city began to acquire a resort value.
After the collapse of the USSR, Ochakov acquired the status resort town in Ukraine and is developing in this direction now.
As we can see, the history of this small town multifaceted and multifaceted. The city survived more than ten occupations by various aggressors in different years and each time literally reborn from the ashes.
Map
Attractions
We turn to the description of the historical sights of the city and its environs.
Monument to Russian soldiers , who stormed Ochakov in 1788 under the command of Suvorov - is located on the sea coast and is made in the form of a small stele with a cross at the top. It symbolizes the unbending spirit of the Russian people in the fight against foreign invaders and is dedicated to those who died freeing Ochakov from Turkish rule.
Monument to Suvorov - installed in the city back in 1907, when the 120th anniversary of the assault on Ochakov and the capture of the Kinburn fortress by Russian troops was celebrated. Suvorov is depicted as a wounded commander who continues to lead the assault on Ochakov. It is located near St. Nicholas Cathedral - the central temple of Ochakov.
Museum of marine painter Sudkovsky - this is a real gem among the sights of the city. Rufin Gavrilovich Sudkovsky was born in Ochakovo and all his life he painted pictures with landscapes of the sea. The museum funds contain 663 paintings by the famous painter.
Nicholas Cathedral - this is Ochakov's calling card. The cathedral was once a mosque under the Ottoman Turks. The temple was erected in 1818. In Soviet times, the cathedral was closed, and its premises were used by the Suvorov Museum. After Ukraine gained independence, the cathedral reopened and regular services are held there.
Monument to Gorich- this is unique monument Russian army brigadier Peter, who became famous for his unprecedented courage during the assault on Ochakov and the Kinburn fortress. The monument is a monument with 30 cannonballs and an eagle on a pedestal.
Fortress Kinburn - the same fortress, the storming of which was organized by Suvorov during the battle for Ochakov. It is located on the Kinburn Spit at the mouth of the Dnieper. Currently, only a memorial cross is located on the site of the fortress; the fortress itself was destroyed to the ground by the Anglo-French troops during the Crimean campaign of 1855.
Military History Museum of Alexander Suvorov - located in the center of Ochakov in the city hall building. Its main exhibit is the famous diorama "Storm of Ochakov by Russian troops, December 6, 1788". The museum displays firearms, military uniform, military maps and ammunition from the time of Alexander Suvorov. In addition to this exposition, the museum also has a numismatics department, where you can see collections of ancient coins from various historical periods.
Remains of the ancient Greek colony of Olbia - located near Ochakov. Olvia is located in the suburban village of Ochakova - Parutino. Currently, the territory of Olbia is a protected area, but the visit to the complex is open. Until now, only the foundations of buildings have survived, and more than 2000 years ago, business life was in full swing here.
Aquapark Attica- Another attraction of the city, which is popular with vacationers with small children. It is located at the entrance to the Kinburn Spit. There are a lot of different children's and water attractions.
Memorial to the Ochakovites who died during the Great Patriotic War, is located in central park Ochakov. The Eternal Flame also burns here.
Now consider the natural attractions of Ochakov and natural monuments.
The main natural monument in the vicinity of the city is Kinburn Spit . It is located in the northwestern part of the Kinburn Peninsula between the Dnieper-Bug Estuary and the Black Sea. it quiet place, which is removed from civilization and which has retained its original appearance. Many healing herbs grow on the spit, and oak and pine forests cover the spit. More than 500 species of plants grow on the Kinburn Spit! Kinburn Spit - perfect place for country rest Outdoors.
Berezan Island- the second natural attraction of the surroundings of Ochakov. It is located in the Black Sea, 8 km from Ochakov. Berezan has the status of a historical and archaeological reserve. In the southern part of the island there is an almost sheer cliff about 21 meters high. It was here that Lieutenant Schmidt and his rebellious sailors were executed after the revolutionary events of 1905.
Beaches
A few words about the beaches of the city. All beaches are sandy. The water in the sea is very soft and low salinity, due to the presence of a constant inflow fresh water from the Dnieper and the Southern Bug. The beaches are equipped with everything you need to relax. There are plenty of places for tents and cars.
Climate
The swimming season lasts five months - this is the shortest length bathing season on the Black Sea, since Ochakov is considered the northernmost Black Sea resort. Swimming starts at the end of May and ends at the end of October.
It - perfect resort for inexpensive vacation with kids.
LLC "Port Ochakov"st. Olviyskaya, 1, c. Kutsurub, Ochakovsky district, Mykolaiv region, 57500, Ukraine.
INTRODUCTION
The port of Ochakov is located on the Dnieper-Bug estuary in the Nikolaev region on the northeastern outskirts of the city of Ochakov.
Since January 1999, by order of the Cabinet of Ministers of Ukraine, the port has been open for entry by non-military foreign vessels, sports and pleasure yachts.
Cargo operations have been carried out in the port since February 1999.
The port operates in accordance with the rules and regulations Nikolaev seaport.
NAVIGATIONAL INFORMATION
Coordinates of the water area of the port of Ochakov limited to points:
- latitude 31°34′09′′N
- longitude 46°37′09′′E
- latitude 31°35"03"N
- longitude 46°38"00"E
Vessels arriving in Ochakov pass through a part of the BDLC equal to 8.6 miles and a channel approaching the terminal complex, having a length of 2.68 miles and a width of 130 m. Captains of ships entering and leaving the port submit an application to the chief dispatcher only through agent.
The water area of the port of Ochakov is 122,000 m 2. It is protected by wave protection structures with a total length of 820 meters.
The Ochakiv port accepts vessels up to 140 m long and 15 m wide. At the moment, the maximum allowable draft is 4.5 m (design draft is 5.5 m).
Vessel speed in the port water area is 4.5 knots.
SPECIALIZATION AND CAPACITY
Port of Ochakov handles general and bulk cargoes, organizes ferry service for the transportation of wheeled vehicles and heavy vehicles.
On FOB terms, the port of Ochakov sells natural sand for building materials, products, structures and works.
The port has 5 berths. The length of the berthing line is 726 m.
There is no railway in the port of Ochakov.
Warehouse capacity
Area of the territory of cargo berths of the port of Ochakov is 8000 m 2. The area of the warehouse for temporary storage of cargo in stacks is 30,000 m 2 .
It is planned to put into operation a temporary storage warehouse with an area of 14,000 m 2 .
Means of mechanization
terminal complex port of Ochakiv has two truck scales:
- upper limit of weighing 40 tons, length 12 m;
- with an upper weighing limit of 80 tons, a length of 24 m.
Grab self-propelled cranes RDK-16 and RDK-25 with a lifting capacity of 12.16 tons with an outreach of 10-20 meters are used for cargo handling in the port.
The port also has:
- loader "Balkankar" with a carrying capacity of 3.5 tons - 2 pcs.;
- loader "Balkankar" with a carrying capacity of 1.5 tons - 1 pc.;
- loader "Toyota" with a carrying capacity of 1.5 tons - 2 pcs.
