The analysis of the volume of production activity of seaports of the South of the Russian Federation and development prospects

. The article deals with the trends in the development of seaports of the south of the Russian Federation. The study uses a comparative analysis of statistical data, generalization and grouping techniques. The analysis of the dynamics and structure of cargo handling volumes for 2020-2021 in the seaports of the Azov-Black Sea basin of the Russian Federation is carried out. The analysis of the volume of production activity of seaports showed that the Azov-Black Sea basin in 2021 occupies the largest share in the structure of the volume of foreign trade and transit sea cargo of the Russian Federation. The main transformative processes taking place in the field of international maritime transport under the influence of the COVID-19 pandemic and the concept of global sustainable development are highlighted. The main ways of improving the port infrastructure based on the principles of "sustainable development", "lean manufacturing", "continuous improvement", and integrated digitalization of business processes are identified.


Introduction
The seaports of the South of the Russian Federation are located at the intersection of world trade routes and play an important role in Russia's international trade.The products of domestic industrial enterprises are exported through the southern ports of the Russian Federation to Europe, Asia, Africa, the Near East and America.Geographically, seaports are located in the basin of the Azov and Black Seas.In 2022, the port infrastructure of the Azov-Black Sea basin of the Russian Federation includes 17 seaports (Azov, Anapa, Gelendzhik, Yevpatoria, Yeisk, Caucasus, Kerch, Novorossiysk, Rostov-on-Don, Sevastopol, Sochi, Taganrog, Taman, Temryuk, Tuapse, Feodosia, Yalta).

Materials and Methods
The study of the production activities of the seaports of the South of the Russian Federation was carried out using official sources of statistical information on the activities of maritime transport [1].The analysis of the dynamics of the total volume of cargo transshipment was carried out for the period 2011-2021.A comparative analysis of the structure of cargo handling in seaports was carried out for 2019-2021.During the study, data grouping methods, graphical methods, the method of constructing analytical tables, comparative analysis were used.

Results and Discussion
The activity of the seaports of the Azov-Black Sea basin has a significant impact on the economy of the Russian Federation.The total volume of overloaded cargo of the southern seaports occupies the largest share (30,7 %) in the structure of the volumes of foreign trade and transit sea cargo of the Russian Federation (see Fig. 1).The volume of production activity increases annually (see Fig. 2).
Cargo turnover of seaports of the Azov-Black Sea basin (ABSB) by the end of 2021 amounted to 256,8 million tons, which is 1,9 % higher than in 2020.This is due to the intensification of world trade against the background of the removal of restrictions related to the COVID-19 pandemic.However, the volume of cargo turnover is still below the maximum values of 2018 (272,2 million tons).The main reason for the decrease in cargo turnover of subordinate ports was the reduction in the volume of transshipment of crude oil, chemical cargo and metal cargo in the port of Novorossiysk due to a drop in demand, rolling cargo in the port of Kavkaz, as well as bulk cargo in the ports of Temryuk and Yeisk.
During 2020, 120699 vessel calls were made to seaports, that is, compared to the previous period, the intensity of ship traffic increased by 33,7%.At the same time, the total gross capacity of vessels increased by 17,3%.The main increasing factor should be considered the increase in bulk vessel calls and the high demand for the transportation of coal, ore and concentrates, grain, including through small ports of the Sea of Azov.
In 2021, the number of vessel calls increased by 34,7%, reaching the maximum for the period.However, the growth of ship turnover in the ports of the ABSB was mainly due to small tonnage vessels, including the "river-sea" type, which led to a decrease in the average gross capacity by 2,2% to the level of 2020.
Next, we will analyze vessel calls to the ports of the ABSB by types of transportation, the dynamics of which is shown (Table 1 In 2020, in comparison with 2019, there was an increase in the number of vessels calls to the ports of the ABSB by 33,7%.For overseas sailing vessels, the increase was 46,5%.The overall indicator was influenced by an increase in the number of vessels calls at the berths of the ports of Tuapse and Taman.At the same time, positive dynamics was observed for all types of vessels: the growth rates ranged from a moderate 11,3% for container ships to a high 62,5% for other vessels.For vessels in cabotage in 2020, compared to 2019, there was an increase in the number of vessels calls by 28,8%, supported by an increase in bulk and other vessels by 41,1% and 31,3%, respectively.The twofold decrease in the number of rolling and floating vessels is explained by the low loading of the ferry crossing to the port of Kavkaz. In 2021, the increase in vessel calls was due to vessels in coastal navigation.The increase in this group compared to 2020 amounted to 42560 ship calls, or 50,5%, and was associated with an increase in the number of bulk vessels, as well as ships passing through the port in transit.The number of vessels calls in overseas sailing decreased by 2% compared to last year's data due to a decrease in vessel calls of bulk and other vessels.Since the cargo turnover of ports has increased at the same time, we can state an increase in the tonnage of ships (Fig. 3).In the structure of vessel calls to the ports of the ABSB for 2019-2021, the predominance of coastal vessels is noticeable, which accounts for 72,41%, 69,76% and 78%, respectively.The share of overseas sailing vessels tends to increase from 27,59% in 2019 to 30,24% in 2020, but in 2021 it decreases to 22%.Fig. 4 shows the structure of cargo turnover of the Azov-Black Sea basin by seaports in 2020-2021.On the total volumes of transshipment, the port of Novorossiysk is the leader in the Azov-Black Sea basin.In 2021, the specific weight of cargo transshipment in the port of Novorossiysk is 55,65% of the total volume of cargo transshipment in the Azov-Black Sea basin.In second place in terms of the total volume of cargo transshipment is the port of Taman (13,96%), in third place is the port of Tuapse (9,62%).
The largest contribution to cargo processing in the Azov-Black Sea basin is made by the port of Novorossiysk, through which 100,25 million tons of bulk and 42,52 million tons of dry cargo are handled.It should be noted that the volume of dry cargo transshipment decreases annually in the port of Novorossiysk due to the commissioning of new port capacities in the port of Taman and increased competition.In second place in terms of bulk cargo transshipment is the port of Tuapse.The volume of bulk cargo transshipment in 2021 amounted to 15,18 million tons.There is an annual increase in the volume of transshipment of bulk and dry cargo in the port of Taman.The port of Taman ranks 3rd in terms of bulk cargo transshipment in 2021 (9,74 million tons) and 2nd in terms of dry cargo transshipment (26 million tons).Due to the limited capacity of the road and railway, part of the dry cargo traffic in recent years has been reoriented to the actively developing sea terminals of the port of Taman.For example, the volume of transshipment of the terminal of OTEKO-Portservice LLC in 2021 increased by 2,33 times compared to 2020.The seaports of Crimea, Sochi, Anapa, Gelendzhik mainly specialize in passenger transportation.
The volume of cargo transshipment is influenced by various factors.There are two groups of factors: internal (dependent on the activities of the stevedoring company) and external (independent).Internal factors include the following: the level of technical and organizational development; the capacity of the berthing front, warehouse facilities and access roads; sufficient security and efficient use of transshipment equipment and labor resources.External factors include: meteorological conditions; the emergence of new mineral fields; the development and emergence of new industrial centers; the increase or decrease in consumption of a commodity on world markets; changes in prices for various goods; the emergence of competitors in the stevedoring services market; switching cargo traffic from sea transport to other modes of transport; political events and others [2].We will analyze the volumes of cargo transshipment in the Azov-Black Sea basin according to the enlarged nomenclature (Table 2).
In 2021, almost all types of cargo handled by the stevedoring operators of the ABSB have positive growth dynamics in comparison with 2020, which is associated with the post-crisis recovery of the maritime transportation market.
The turnover of liquid cargo in 2021 increased by 1,47% compared to 2020, including crude oil -by 0,93%, oil products -by 3,53%.This was facilitated by favorable market conditions and the strengthening of the positions of NCSP and CPC-R sea terminals in the crude oil export segment.In 2021, the volume of dry cargo transshipment increased by 2,42% and amounted to 114303,5 thousand tons.
The largest reduction is noted for scrap metal (29,05%), ore (-25,80%) and grain (16,52%).The total volume of scrap metal exports in Russia in 2021 amounted to 2951,31 thousand tons.At the same time, its volume of transshipment has significantly decreased in the Azov-Black Sea basin due to the creation of new scrap processing enterprises and the growing needs of enterprises of the south of Russia for recyclables.The reason for the reduction in the volume of grain transshipment was the introduction by the Government of the Russian Federation of restrictive measures on grain exports.
The volume of cargo in containers increased by 7,69% compared to 2020 and amounted to 9885,3 thousand tons.In 2021, cargo transshipment on ferries stopped, the share of rolling cargo decreased and amounted to only 0,03%.
The indicators for handling bulk cargo increased sharply -by 40,9%, which is explained by a significant increase in shipments of coal and coke at the terminals of the OTEKO port of Taman and the withdrawal of the Taman Bulk Cargo Terminal (TBCT) to its design capacity against the background of growing demand for shipments in the southern direction.In 2021, a new coal loading line with a capacity of 8 thousand tons per hour was launched.The line includes Russia's largest stacker reclaimer 130-31SR of Italian production, the diameter of the bucket wheel of which is 10,6 meters (Fig. 4).At the same time, when this device is in operation, two car tippers can operate, and three vessels can be loaded.
Currently, the development of seaports is reduced to the construction and development of new port territories, modernization of existing infrastructure, development of new port territories, and a set of measures aimed at increasing the capacity of near and far access roads to ports.In 2021, the increase in the capacity of the seaports of the Russian Federation amounted to 19,1 million tons.[3].In the ABSB, the increase in capacity was provided by the commissioning of the deep-water berth of the grain terminal of JSC "KSK" in the seaport of Novorossiysk and the facilities of the port infrastructure of the seaport of Temryuk.
On July 20, 2021, "Delo" Group of Companies commissioned a new deep-water berth №40A.The depth near the berth is brought up to 16,9 meters, which makes it the deepest in the Azov-Black Sea basin.This makes it possible to accept vessels with a deadweight of up to 100 thousand tons and a maximum draft of up to 14,4 meters.Prior to its commissioning, the grain terminal of KSK could receive grain carriers with a maximum load capacity of up to 50 thousand tons.With the launch of the berth, the planned capacity of KSK increased to 7 million tons per year [4].
However, the capacity of cargo terminals of the seaports of the Azov-Black Sea basin is currently used by only 73,7% [5].The capacity growth reserve is 26,3%.
The analysis of the existing capacities of seaports and their comparison with the volumes of real cargo flows showed that the ports of Crimea do not fully use loading and unloading, storage equipment, transport fleet [6].
The main factor constraining the increase in cargo flows in the ABSB is the low capacity of the railway, congestion, and non-compliance with regulatory requirements of highways in the Krasnodar Krai.For example, the capacity of the Novorossiysk seaport is currently increasing much more slowly than its capacity is increasing [7].
Since the use of the natural advantages of ports (the area of the sea surface, the width of shipping channels, the navigation period, etc.) has quite certain limitations, the main attention of the management of PJSC NCSP

Logistical front
Increasing the length of the mooring line.Development of bunker infrastructure using liquefied natural gas should be paid to internal economic and logistical factors to increase efficiency.
It is possible to increase the volume of cargo transshipment and the efficiency of production business processes in the seaports of the Azov-Black Sea basin through the implementation of the following measures (Fig. 5).To increase the volume of cargo flows, the seaports of the ABSB must comply with modern trends in the development of the world merchant fleet.The appearance of new large vessels requires additional investments for the modernization of old terminal facilities, as well as in the construction of new terminals with mooring cranes with higher lifting capacity, deeper supply channels, larger storage areas, and the construction of additional access roads.The capacity of terminals should be increased by about one third to avoid congestion during the processing of ships.In connection with the tightening of environmental requirements for sea vessels and the construction of new vessels using liquefied natural gas (LNG) instead of fuel, it is necessary to provide for the development of bunker infrastructure using LNG in ABSB seaports.
One of the promising directions of the development of seaports is the introduction of digital technologies.Automation of port operations based on Terminal Operating Systems, Internet of Things and other digital technologies can become the main factor in attracting cargo flows, ensure the continuity of business processes, reduce the processing time of vessels and cargo in the seaports of the ABSB.
Innovative transformation of infrastructure construction through the widespread use of advanced technologies and best practices, digitalization of the transport industry and logistics processes is the main strategy for the development of the transport part of the Comprehensive Plan for Modernization and Expansion of the Backbone Infrastructure for the period up to 2024, approved by the Order of the Government of the Russian Federation dated 30.09.2018No 2101-r.
The use of digital technologies in various business processes of maritime transport enterprises allows you to: choose the best delivery methods; plan routes depending on the workload of the transport infrastructure; track the location and condition of cargo; manage the schedule of ships and cargo handling time; optimize the work of personnel, etc. [8] The post-pandemic reality requires improving the ways of organizing business processes to ensure the efficiency of the ABSB seaports' business and uninterrupted servicing of international trade.At the present stage, the priority direction of the development of domestic seaports is the concept of "smart port".
"Smart Port" is a fully automated seaport, where artificial intelligence technologies, big data, blockchain, Internet of Things are used.Combined within a centralized system, they help to monitor, collect and analyze data, optimize processes, and make operational decisions [9].
In terms of infrastructure, the concept of a "smart port" has a systemic character, permeates all processes and objects of port activity and related areas.The creation of a smart port requires end-to-end integration of shipbuilders, shipping companies, ports, service providers, as well as other participants, in which the efficiency of not only individual supporting processes, but also the entire chain as a whole is achieved.At the same time, it is worth noting that all these changes will require a transformation of the management system.In this regard, we share the opinion expressed in work [10, p. 76] that "the new management system should take into account digital principles, tools, indicators for achieving goals, which is especially relevant for small and medium-sized businesses, since it is in this sector that the probability of excluding individual companies from the logistics chain is high".It is also necessary to consider the fact that the transition to smart ports will require additional research in the field of human capital development of the company [11].
To improve the efficiency of the business processes of seaports, it is necessary to introduce new data transmission environments, solutions based on artificial intelligence, green technologies.Now, the currently important direction of development is the sustainable development of organizations.The sustainable development of an organization is characterized as certain conditions for the functioning of economic structures that allow achieving the set socio-economic goals in the context of global macroeconomic processes without exposing the environment to ecological threats [12].
The combination of all the machines and mechanisms operating in the port also creates a powerful release of pollutants into the environment.Emissions of various gases into the atmosphere and substances into water occur [13].To increase energy efficiency to achieve sustainable development goals, technological solutions based on the use of environmentally friendly and renewable energy sources, as well as the use of clean energy production opportunities, should be introduced in seaports.At the same time, it is advisable to digitalize the monitoring and collection of environmental pollution data with their binding in the digital twin system of the seaport.
One of the most popular management models in the world is a production system built on the principles of "lean production" and "continuous improvement".The introduction of such a production system into the activities of seaports will increase the efficiency of the stevedoring business by continuously identifying and eliminating unnecessary costs that do not create value for the consumer, as well as increase the involvement of personnel.In the seaports of the ABSB, such a production system is being developed by JSC "OTEKO" [14].One of the first practical measures within the framework of the PSO was the introduction of regular linear detours.During face-to-face meetings, management receives prompt feedback on what improvements are needed to improve industrial safety and working conditions in general, as well as to improve the efficiency of work in specific processes.Another innovation is the "security contact": discussion of events that may lead to accidents and measures to reduce risks.
Currently, the following digital technologies are used in individual business processes in the seaports of the ABSB: 1. Electronic document management (for example, in "NUTEP" LLC, "Novoroslesekport" JSC, etc.).Paperless technology simplifies and/or accelerates the port's activities with other subjects of the transport space, while reducing downtime, reducing costs by eliminating paper media, transferring a complete chain of documents to an electronic format, etc. [8].
2. The Unified Information System (UIS) is a comprehensive product of digitalization of the activities of maritime transport enterprises.This is an internal program on which almost all the work of maritime transport enterprises is based, it includes the following functional modules: accounting and management accounting, supply management, warehouse and inventory management, treasury, personnel management and payroll, document management, control and accounting of stevedoring activities, sales management, finance, budgeting, international financial accounting, maintenance and repairs, industrial safety.
3. Information and logistics systems (for example, ILSAR ILS in JSC "OTECO").The ILS is designed for full automated accounting, planning of stevedoring activities of export-import sea terminals with bulk, general types of processed cargo and specialized/universal transshipment technology [15].It covers the full cycle of cargo movement from the moment the cargo is sent to the port to the moment it is sent to the client.Allows you to plan and determine the availability of goods in warehouses, predict the approach of vehicles, the availability of transshipment equipment.
4. Operational management system in the activities of container terminals (for example, in "NUTEP" LLC, "Novorossiysk Commercial Sea Port" PJSC).It is designed to manage personnel and equipment at a container terminal in real time to increase the efficiency of container handling [8].
5. Computer-Assisted Management systems in the activities of the seaport and the railway (for example, JSC "OTEKO").These include MMRS (Monitoring of the movement of rolling stock) and the system of integrated automation of sorting processes (SIASP) [16].
Automated rolling stock control systems -MMRS allows you to automatically, in online mode, show the presence of wagons on the tracks and unloading devices, their movement, the time of loading of tracks and other data.The signal about the location of the wagons comes from the sensors of the wheel pairs located on the rails.In addition, the system allows you to analyze data on the missed tonnage on each section, which allows you to identify the deterioration of the track and adjust repair plans, will allow you to analyze the work of the railway division and related departments more deeply, identify bottlenecks in technical and technological terms.
The system of complex automation of sorting processes allows sorting wagons completely in automated mode, without human intervention, prevents collision of wagons due to manual control and different speeds of movement of wagons, reduces the load on railway crossings.
6. Automated systems of interaction between seaports and federal executive authorities (for example, the Unified Customs Portal in JSC "OTECO").The system provides electronic interaction of all participants in the process of registration of goods and vehicles at sea checkpoints, accelerates document flow and trade turnover across the customs border, reduces time during customs operations, increases the effectiveness of customs control.
7. The ship service system "Digital Port".The system is based on the technology of maintaining distributed registers of accounting and certification of rights, which allows to transfer the document flow of a vessel with a port into electronic form, thereby reducing and/or lowering: production loads on participants in port activities; working hours of port agents; ship handling time; controversial issues in the activities of participants in port activities.
8. Information systems of the state port control -the module "Registration of ship arrivals and wastes in the seaports of the Russian Federation" (Portcall) -is designed to register applications from ship agents for entry and departure in the seaports of the Russian Federation, prompt notification of seaports captains about received applications, tracking the movement of vessels between seaports of the Russian Federation.9. Specialized systems, such as security systems, number recognition systems for containers, cars and railway platforms, and other systems.
However, individual information technologies prevail in Russian seaports.Complex digital transformations are currently not used.

Conclusion
Seaports of the south of the Russian Federation play an important role in the country's economy.30,7% of the volume of foreign trade and transit cargo is transshipped through the seaports of the Azov-Black Sea basin.The development and improvement of the infrastructure of seaports should follow the path of sustainable development.The introduction of new technological solutions in the activities of seaports should be using digital technologies and clean energy.Priorities should first of all be given to environmentally friendly projects.

Fig. 3 .
Fig. 3.The dynamics of calls of sea vessels by type of navigation, units.

Fig. 5 .
Fig. 5. Main measures for the development of seaports of the South of the Russian Federation.

Table 1 .
).The structure of vessel calls to the ports of the ABSB by type of cargo transportation for 2019-2021, %.
Fig. 2. The dynamics of cargo turnover of seaports of the Azov-Black Sea basin, million tons.

Table 2 .
[1] analysis of the dynamics and structure of cargo transshipment volumes according to the enlarged nomenclature for 2020-2021, million tons[1].