Volga-Baltic waterway on a contour map. Volga-Baltic Canal (Volgo-Balt) - map and description, locks and hydroelectric facilities, characteristics and history of construction. River cruise - an exciting journey on a yacht, boat, boat

And the Neva River.

Volgo-Balt runs through Karelia, as well as the Leningrad and Vologda regions, capturing many sights and picturesque places, which is why crossing the canal can be a very exciting and memorable journey.

The length of the route is approximately 1100 km, the depth of the navigable fairway is at least 4 meters. The Volga-Baltic waterway is accessible both for ships with a carrying capacity of about 5,000 tons and for small boats.

In 1810-1963, the Volgobalt was called the Mariinsky water system, but after a radical reconstruction in 1964, it received its modern name. The Mariinsky system was part of the route from the Volga to Lake Onega. With the completion of the construction of the Volga-Baltic waterway, most of the Mariinsky water system became part of it. The Volga-Baltic Canal began to be considered a section of the waterway 367 km long, from the confluence of the river. Vytegra to Lake Onega to the village of Torovo beyond Cherepovets on the Rybinsk reservoir. The path passes in places along the route of the former Mariinsky system, in places deviating somewhat from it.

At present, the Volgo-Balt is a complex complex of engineering facilities, including 11 locks, 5 hydroelectric power stations, 25 earthen dams and dams, 12 ferry crossings, 9 bridge crossings, 8 lighthouses in Lake Ladoga, more than 5,000 navigation signs, 273 units service fleet. The track is operated by the Federal Budgetary Institution “Administration of the Volga-Baltic Inland Waterways Basin”, a state administration body within the Ministry of Transport.

List of 11 Volgo-Balt locks

Passage of six locks on Vytegra

We reached the first lock in the middle of the day. I contacted the dispatcher, and heard that I had to wait. In the narrow channel, I was at first confused, since at first glance there was absolutely nowhere to stumble, so we went to the left and anchored near one of the local walls. Later, I realized that it was possible to go to the right, into the channel leading to the city. As it turned out, in addition to large steamers, there were also small boats. But at the very least, we had already entrenched here - it only remained to wait until they called us.

And then, finally, I saw the lock gates swing open, after which a large steamer crawled out. The dispatcher warned me and another boat, which was somewhere nearby, that we needed to let a passing pusher with a barge pass and go right after him. About ten minutes later this tugboat appeared, and I immediately rushed after it.

The dispatcher called my eye and board. Natasha on the bow prepared herself with a hook, and I carefully headed to the indicated place. When there were about ten meters to the eye, I turned on the neutral on the engine, and a little later - in reverse, and put on the gas to slow down. Natashka pulled out her hook, clung to the eye, but the boat did not have time to stop, and the hook was already hooked, because of which the stick broke with a crack, and we, like the first time, hit the float against the wall. Fortunately, now everything that could be hung with fenders, and the blow fell on the fender. The fender was torn off by the impact, but the hull remained undamaged.

I was very nervous: after all, it would be very difficult for Natasha to climb onto the float, and it was completely unclear how to quickly moor to the eye. I gave more gas - the boat went back. Then I turned on the forward gear, trying to get to the eye. Natashka tried to grab hold of him with a broken stick, but all this did not give any result. The boat went forward again, and again I backed off, then forward again - and again slipped through. Meanwhile, Natashka was finally able to climb onto the float, and with another attempt she grabbed the eye. In the walkie-talkie, I heard the voice of the dispatcher, who even offered to go to another eye, if this does not work out for us, but I replied that almost everything was ready. The rope was successfully threaded and tied to ducks.

Another boat entered the chamber - some kind of gaff historical yacht. Behind her, the gate began to close. Reports went out from all the locking navigators. The dispatcher replied that they say, watch the mooring lines, the chamber is filling up, and then he began to ask everyone for the data of ships, navigators and routes. Our turn has come. P92-38, Russia, Bogorodsky Peter - I answered his questions. Priozersk-Arkhangelsk!

After the lock was completed, I warned the dispatcher that I would not go to the next lock today, but would stand somewhere nearby. We were given the go-ahead to leave, and we went to the Vytegorsk reservoir.

The next day we had to go through a whole cascade of locks, going one after another. Of course, we were worried, but not at all like on the Svir, we had some experience of locking.

We passed several villages, admired two picturesque dilapidated churches, and finally saw a gateway at the end of the reservoir. I immediately contacted the dispatcher, but I heard that for the time being we urgently need to leave the operational raid, anchor somewhere outside it and not shine. He, they say, will call when it is possible to send us off.

We had to wait here for four hours. We ate and drank tea, I constantly looked around, waiting for passing ships, but they all went in pairs. The fact is that either one motor ship and as many small boats as you like, or two motor ships and nothing more, are placed in the lock chamber, so we have not yet been able to wedge ourselves. But, finally, the moment has come: I heard how a certain "Volgodon-half-a-half-sixty-eight" called the dispatcher and received an invitation to airlock.

In addition to this Volgodon, no one else appeared on the air. We began to prepare for lifting the anchor and starting. So the ship appeared from behind the turn - Natasha went on her bow to the anchor, and I took up the radio station.

The passage of all the Vytegorsk locks took place without any incidents. We were launched into the chambers after our "half-sixty-eight", we moored to the eye, rose, then let us out, and we rushed at full speed after the steamer. Since the repelling hook was lost by us in the first lock, Natashka went out on the float ahead of time and caught the eye with her hands - it turned out to be much easier. To make it easier for her to move around the boat, I tied our kayak under the left side, and Natasha simply stepped into it from the cockpit, and then stepped onto the float. By the fourth lock, we had already relaxed so much that, during the rise of the water in the chamber, we drank tea at ease and talked abstractly.

It was already getting dark when we found ourselves in front of the sixth sluice, behind which began a long narrow canal without any hydraulic structures. We will no longer need to lock behind it all the way to the North Dvina Canal. We went into the cell, moored, and the gate closed behind us. It became completely dark, and only the searchlights of the airlock illuminated its cold concrete maw. The water began to rise, and when we were at the very top, we could see the rays of the Sun setting over the horizon. Another day was coming to an end.

The next day we moved on. The first significant structure on the way was the Volkov Bridge - a floating drawbridge in the area of ​​the village of the same name. I called her for a long time on the third channel, but she did not answer. I had to spin nearby in anticipation of someone bigger, who certainly knows how to get through here. I even thought that the little ones are not allowed in here alone, just like at the locks. But ten minutes later, some tugboat appeared from behind, which called the bridge on the fifth channel, and not at all on the third, as I did, reported something there and said that it would not go across the bridge, but would stand next to it. That's how it is! I also turned to the dispatcher on the fifth, she replied that she would let us through now - let's, they say, come up. How is it that everything is closed there and the red traffic light is on! - I answered, and she, in turn, urged me not to be shy and go forward: "now the crossing will open, and you will see a tunnel, do not be afraid."

And in fact - the colossus of the bridge slowly crawled to the side, opening like a huge door. A passage appeared, into which I rushed, while no one changed their minds. The bridge soon left behind us, I thanked the dispatcher, to which she wished me good luck, and we moved on. Then we also passed the Annensky bridge.

Gateway turned out to be a simple and fast enough business. With some skill, all the locks on Vytegra (from the first to the sixth) can be passed in a day, following some passing heavy truck.

The locks on the canal are serviced regularly, there were no problems with the eyelets and other equipment. Everything worked like clockwork. The dispatchers were exceptionally friendly and attentive. In a word, the trip along the canal left only the most favorable impressions.

Located in the Vologda region (Russia), which is a key link connecting with the water bodies of the North-West (and, and,), which gives access to the Baltic, White, Caspian, Black and Azov Seas.

The construction of the Volga-Baltic Canal was carried out from 1940 to 1964 on the former route, built in the 19th-20th centuries.

The length of the Volga-Baltic Canal is 367 km. Of these, 66 km fall on (the Sheksna River), 121 km - on the (Sheksna River), 45 km - on the White Lake, 70 km - on the Kovzha River, 25 km - (between Kovzha and Vytegra) and 40 km - on the Vytegra River.

The Volgo-Balt includes 3 hydroelectric power plants, 5 spillways, 25 earthen dams and dams, 4 artificial reservoirs, 5 lock bridges, 2 ferry crossings, 11 piers, 4 operational villages.

On the route of the Volga-Baltic Canal of the canal there are 5 hydroelectric facilities:

On the Vytegra River:

Vytegorsky hydroelectric complex, including lock No. 1 of the VBC
Belousovsky hydroelectric complex, which includes gateway No. 2 of the VBC
Novinkovsky hydroelectric complex, including lock No. 3, lock No. 4 and lock No. 5 of the VBC
Pakhomovsky hydroelectric complex, including lock No. 6 VBC

On the Sheksna River:

Sheksninsky hydroelectric complex, including lock No. 7 and lock No. 8 of the VBC

The decision to build the Volga-Baltic waterway (canal) was made on September 24, 1940. In the same year, the construction of lock No. 1 began in the city of Vytegra, but in 1941 the work was interrupted by the outbreak of the Great Patriotic War. They returned to the construction of the canal again in 1947, but the commissioning of the Volga-Don Canal became a priority, so the construction of the Volga-Balt was postponed for almost ten years.

After the construction was completed (1948-1952), the equipment was relocated to the construction of the Volga-Baltic Canal. In 1956, a revised draft of a new waterway was prepared, developed by the engineers of the Leningrad branch of the Hydroproject, headed by G. A. Krylov.

New hydroelectric facilities were built in parallel with the hydroelectric facilities of the Mariinsky water system, therefore, during the entire period of construction of the Volga-Balt, the Mariinsky system supplied the construction site with machinery, equipment, and materials. The construction of the Volga-Balt, with all the interruptions, cost the state 218 million rubles. During construction, 218 settlements were resettled.

The time for the main construction of the new track was 60 months. Through traffic along the Volga-Baltic Canal was opened on June 4, 1964. The first passenger ship to pass through the canal was the motor ship from, which opened the Leningrad-Yaroslavl passenger line.

To increase the duration of navigation in 1978-1980, air blowers were installed at locks No. 1-No. 6 (Vytegra River), which allowed the locks to operate in ice conditions. The duration of navigation has increased to 270 days.

Due to the growth of cargo turnover through the canal in 1980, the construction of the second line of the shipping lock (lock No. 8) at the Sheksna hydroelectric complex (Sheksna River) began, which dragged on for almost 15 years: construction work was started back in 1980, completed in 1990, and the first locking took place in 1994.

In the late 2000s and early 2010s, all hydropower facilities on the Vytegra River were reconstructed and modern mooring walls were built.

The Volga-Baltic Canal is included in the boundaries of economic and administrative activities. Navigable facilities on the Vytegra River are under the jurisdiction of the Vytegorsky District of Hydraulic Structures and Navigation, and on the Sheksna River - to the Sheksninsky District of Hydraulic Structures and Navigation.

Navigation on the Volga-Baltic Canal begins on April 30 with the start of navigation at locks No. 1-No. 8, and ends on November 15. In case of weather conditions (late spring and early winter), the sailing pass can be postponed 1-1.5 weeks later, or completed the same amount ahead of schedule.

The Vytegra, Kovzha and Sheksna rivers, as well as Lake Beloe, which are part of the Volga-Baltic Canal, belong to the water basins of the “P” category.

Shipping locks located on the Volga-Baltic Canal:

Reservoirs located on the Volga-Baltic Canal:

- (river Vytegra)
- (river Vytegra)

R. Svir, Lake Onega, the Volga-Baltic Canal and connects to the Rybinsk Reservoir on the river. Volga. The total length of the Volga-Baltic Waterway from St. Petersburg (Lieutenant Schmidt Bridge on the Bolshaya Neva) to Cherepovets (Rybinsk Reservoir) is 861 km.

The Mariinsky waterway (Volga–Sheksna–White Lake–Kovzha–watershed canal–Vytegra–Lake Onega–Svir–Lake Ladoga–Neva River) let the first ships pass as early as 1808. During the first two years of the Mariinsky system’s operation, it went along it towards St. Petersburg 2012 ships with a carrying capacity of up to 160 tons passed. The system became the main transport communication linking St. Petersburg with the central regions of the country. Subsequently, wheat was exported to Europe through the Mariinsky system. In 1829, the North Dvina Canal was opened, connecting the system via the Sukhona and Northern Dvina rivers with the White Sea.

In the 60s. 19th century due to the rapid growth of the Russian economy, the capacity of the Mariinsky Canal was recognized as insufficient. In August 1882, work began on its modernization, which was completed in 1886. Following this, construction began on the bypass Ladoga canals - Novosvirsky and Novosyassky.

By the end of the XIX century. The Mariinsky water system had a length of 1145 km. From Rybinsk to St. Petersburg, on average, it took 110 days, bypassing 28 wooden locks. On the route of the Mariinsky system, there were 39 small navigable locks, of which 34 were wooden. The complex of structures included: locks on the river. Kovzhe (St. Konstantin, St. Anna and one semi-lock); connecting channel to vil. Upper Line with six locks; watershed point - Matkoozero; 20 locks on the river. Vytegre. The system was fed from Lake Kovzhskoye, for which its level was raised by 2 m by creating dams on Kovzha and Puras. For safe communication around the White, Onega and Ladoga lakes, bypass channels were dug: Svirsky (1802–1810; length 53 km); Onega (1818–1852; length 20 km); Belozersky (1843-1846; length 67 km; had two locks from the Sheksna side - "Convenience" and "Safety" and one from the side of Kovzha - "Benefit").

The system was overhauled three times, while the dimensions of its structures and paths increased each time. The last reconstruction was made in 1896 with the expectation of ships with a carrying capacity of up to 600 tons.

For its time, the Mariinsky system was a masterpiece of Russian engineering, had a great economic importance and was awarded in 1913 at the World Exhibition in Paris the Big Gold Medal.

Despite the late XIX in. reconstruction, the Mariinsky system no longer met the country's transport needs, became outdated and became an obstacle to the creation of a Unified deep-water system in the European part of the country in the first third of the 20th century.

The shortest route on the Volga-Baltic route compared to the Mariinsky and Vyshnevolotsky routes was the Tikhvin water system, one of the three water systems that connected the Volga with the Baltic Sea. The Tikhvin water system was built from 1802 to 1811. according to the project and under the direction of engineer de Volan. The waterway from the Volga to capital Petersburg began at the site of the modern Rybinsk reservoir, passed along the Chagodoshche, Goryun, Sominka rivers, then along the Tikhvin connecting canal, along the Tikhvinka, Syasi, Lake Ladoga and rivers. Neva. The length of the entire system was about 698 km, of which about 188 km were in lock sections. In total there were 62 main locks, 105 marinas, including Vesyegonsk, Somino, Tikhvin, Kolchanovo, Rebrovo and Syassky Ryadki. Shipping in both directions was carried out along the Mologa and Syasi rivers, horse traction was used for the rest of the way. The ships went from Rybinsk to St. Petersburg for 29 days. For 150 years, the Tikhvin water system was vital to the northwestern region of the country, but gradually the need for it became less and less. By the middle of the XX century. The Tikhvin water system has almost ceased to be used; was officially closed in 1956, but the complete elimination of local shipping on it was delayed until 1968.

Creation of a new waterway between Lake Onega and the river. Volga began in 1940, was suspended during the Great Patriotic War, then continued in 1947–1953. Work on the route resumed again in 1955 and was especially active in 1961–1963.

The Volga-Baltic waterway was opened on June 5, 1964 and became one of the important links in the Unified deep-water transport system of the European part of Russia, which provided the connection of waterways leading to the Baltic, White, Caspian, Black and Azov seas.

The route of the Volga-Baltic waterway was built on the site of the old Mariinsky system, however, it significantly straightens a number of river bends and, instead of bypass channels, passes directly through large reservoirs.

The main components of the Volga-Baltic waterway: the Volga-Baltic Canal, Lake Onega, r. Svir, Lake Ladoga and the river. Neva.

The total length of the route between Lake Onega and the city of Cherepovets is 368 km. The path passes in places along the route of the former Mariinsky system, in places deviating somewhat from it. On the Volga-Baltic waterway there are five powerful waterworks with seven single-chamber single-line locks. On the Northern Slope, four hydroelectric facilities (Vytegorsky, Belousovsky, Novinkovsky and Pakhomovsky) are located on the rise from Lake Onega to the watershed (80 m). The fifth hydroelectric complex (Cherepovetsky) is located on the southern slope on the river. Sheksna, 50 km upstream from Cherepovets.

On the Northern slope, the route of the path coincides with the channel of the river. Vytegra and passes through reservoirs formed by hydroelectric facilities. The dividing pool stretches from the Pakhomovsky hydroelectric complex to the river. Vytegra to the Cherepovets hydroelectric complex on the river. Sheksna. The shipping route here runs along a watershed canal 40 km long (from the Pakhomovsky hydroelectric complex to the village of Annensky Most), then along the river. Kovzha, White Lake and the river. Sheksna. The route of the South slope runs along the river. Sheksna, located in the backwater of the Rybinsk reservoir.

The Volga-Baltic waterway is available for ships with a carrying capacity of up to 5000 tons, cargo is transported without transshipment. Vessels go directly on the lakes (instead of moving along bypass channels). Transportation is dominated by self-propelled cargo ships; rafts are being towed through. The speed of cargo transportation from Cherepovets to St. Petersburg is 2.5-3 days compared to 10-15 days previously spent on this route along the Mariinsky system; freight turnover increased significantly, and the share of mixed rail-water transportation increased. The most important cargoes transported along the Volga-Baltic waterway: iron ore concentrate from the Kola Peninsula to the Cherepovets Metallurgical Plant; Khibiny apatite, apatite concentrate, Karelian granite and diabase to different parts of the country; timber and lumber from the Arkhangelsk and Vologda regions to the south of the country, to St. Petersburg and for export; ferrous metal from Cherepovets; Ural pyrites; Solikamsk potassium salts to the northwestern regions and for export; Baskunchak salt; corn. Tankers transport oil from the Volga to the northwestern regions and for export to the Baltic countries. Through St. Petersburg and the Volga-Baltic waterway, import cargoes arrive for different regions of the country. In passenger traffic, there is a significant number of tourist ships operating on routes from St. Petersburg to Moscow, Astrakhan, Rostov-on-Don, Perm, etc. In 2013, 40,410 locks were carried out at the locks of the Volga-Baltic route. At the height of navigation, up to 500 vessels and trains were under the control of dispatchers at the same time.

The average duration of navigation on the Volga-Baltic waterway is 180–190 days.

The operability of the Volga-Baltic waterway (Svirsky, Vytegorsky, Sheksninsky districts of hydraulic structures and navigation, Nevsky-Ladoga, Cherepovets, Novgorodsky and Gvardeysky areas of waterways and navigation) is supported by divisions of the Federal Budgetary Institution "Administration of the Volga-Baltic Inland Waterways Basin".

A comprehensive service for ships is organized on the shipping route, which includes: providing pilotage, supplying fuel and oil, food and water, receiving oily and domestic water, providing assistance with offshore tugs and other services. Currently, to ensure the smooth operation of hydraulic structures, 12 autonomous power supply sources have been installed at locks, spillways and crossings.

D.V. Kozlov, K.D. Kozlov

The Volga-Baltic waterway is the name given to the grandiose transport system of waterways, stretching for 1100 km in the northwestern part of Russia and connecting the Baltic Sea and the river. Volga. It is a complex link in a single deep-sea communication system for the entire European part Russian Federation, which combines transport lines that go to the White, Baltic, Black, Caspian, and Azov seas.

(VBVP) passes through:

  • Rybinsk reservoir;
  • lakes: White, Onega, Ladoga;
  • rivers: Sheksna, Kovzha, Vytegra, Neva, Svir;
  • channels: Mariinsky, Onega, Volga-Baltic (Volgo-Balt).

Drawbridge pontoon automobile bridge across the Volga-Baltic Canal in the village of Annensky Bridge

The VBVP has a minimum width of 50-70m with a depth of 4m and allows the passage of ships with a carrying capacity of up to 5000 tons. Most of them are self-propelled cargo ships carrying cargo without transshipment. The most important goods transported by this waterway are:

  • iron ore concentrate - through Kandalaksha from the Kola Peninsula to the Cherepovets Iron and Steel Works;
  • Cherepovets ferrous metals, Donbass and Kuzbass coal, potash salts from Solikamsk, pyrites from the Urals - to supply the northwestern regions and for export;
  • Khibiny apatites and apatite concentrate, Karelian granites and diabase, cereals - to different regions of the country;
  • timber, lumber from Vologda, Arkhangelsk - to St. Petersburg, the southern regions of the country and for export;
  • Baskunchak salt - to Murmansk;
  • oil and products of its processing - to the northwestern regions, the Baltic states, for export;
  • imported goods - from St. Petersburg to different regions of Russia.

Passenger routes connect St. Petersburg with Moscow, Rostov-on-Don, Perm, Astrakhan, and most river cruises to the "northern capital" also go along this route.

Volga-Baltic Canal
Crossing Annensky bridge

The history of the waterway is rooted in the creation Mariinsky water system built in the 19th century. After its major reconstruction in the 60s of the last century, it was named the Volga-Baltic Waterway.

Since the 18th century, access to the Baltic Sea has been a strategic goal for Russia. This was facilitated by the growing importance of the new capital - St. Petersburg, which required the establishment of convenient transport links, including water, with all the interior regions of the state.

To solve these problems, water systems were created and opened:

  • in 1709 - Vyshnevolotskaya;
  • in 1811 - Tikhvinskaya;
  • in 1810 - Mariinsky.

The last system, starting near Rybinsk, passed further along rivers, lakes, and the artificial Mariinsky Canal. It also included bypass channels created to ensure the safety of navigation of small vessels plying on the Ladoga, White, Onega lakes:

  • Onega;
  • Novoladozhsky;
  • Belozersky.

The economic significance of the Mariinsky system for that time can hardly be overestimated. At that time, it was an outstanding hydraulic structure, however, it soon ceased to meet the growing transport needs of the country, which necessitated the search for new modern solutions.

The Volga-Baltic Canal is a large hydraulic structure, a link in the Unified deep-sea transport system of the European part of Russia. The Volga-Baltic Canal connects the Rybinsk Reservoir with Lake Onega and is the main part of the Volga-Baltic Route. Through Lake Onega, the Svir River, Lake Ladoga and the Neva, you can get into the Baltic Sea, and through the White Sea-Baltic Canal - into the White Sea.

The length of the Volga-Balta is 368 km, the waterway passes through the Lower Sheksna and the Sheksna (Cherepovets) reservoir, White Lake and the Kovzha River, the watershed canal and the Vytegra River.

Map of the Volga-Baltic Canal (Volgo-Balta)

Volga-Baltic Canal - description

The Volga-Baltic Canal has two slopes: steep northern (Baltic) and gentle southern (Caspian).

Hydraulic structures were built on the northern slope, including 6 locks, through which ships rise to a watershed bluff to a height of more than 80 meters:

  • The Vytegorsky hydroelectric complex is located 14 km from Lake Onega and consists of a dam that raises the water level in Vytegra by 13.5 meters, a hydroelectric power station and lock No. 1.

In the city of Vytegra, an old gateway has been preserved - the only museum-fitted wooden gateway of the Mariinsky system. Next to it is a white obelisk - a monument in honor of the completion of the construction of the Novo-Mariinsky Canal in 1886 between the rivers Vytegra and Kovzha, transferred in the early 60s from the upper reaches of the Vytegra from the village of Aleksandrovskoe

  • 2 km from Vytegorsky is the Belousovsky hydroelectric complex with lock No. 2, made similarly to the first hydroelectric complex
  • At a distance of 11 km from the second lock, the Novinkinsky hydroelectric complex was built, which includes locks No. 3, No. 4 and No. 5. The Novinkovskaya staircase is interesting both from an engineering and aesthetic point of view. In this place, for three kilometers, the ships, as it were, enter the stairs to a height of more than 40 meters. Perhaps this is the most remarkable place on the Volga-Baltic Canal: the distance between locks No. 3 and No. 4 is small, and from the upstream of the fourth lock, the entire picturesque valley and hilly forest expanses are visible below
  • When approaching the Pakhomovsky hydroelectric complex, you can see the village of Devyatiny and the five-domed Assumption Church. The Pakhomovsky waterworks with lock No. 6 occupies a special place in the Volga-Balta system. This is the most high-pressure and deep lock, its height is about 20 meters. This lock ends the northern slope and begins the watershed leading to the southern slope of the Volga-Baltic Canal.

The dimensions of the Volga-Balt locks are 270 by 18 meters, their architecture is of the same type, which made it possible to use the same details during construction.

Further, from lock No. 6 to the Cherepovets hydroelectric complex, there is a single watershed bluff with a length of about 270 km, including a watershed canal 39 km long, the Kovzha River - 70 km, White Lake - 45 km and the Sheksna River (from its source in the White Sea to the hydroelectric complex) - 121 km.

It should be noted that the section of the canal passing along the Kovzha River is the most beautiful in the Volga-Balta. The local nature is practically untouched by man - settlements are very rare, and even those that are, are mainly engaged in logging. The channel width is very small.

The construction of the Volga-Baltic Canal was carried out at an accelerated pace, so before the flooding of the territory they did not even have time to cut down the trees. And since the tree is most quickly destroyed at the border of water and air, and under water, on the contrary, it is extremely resistant to decay, you can still see entire forests of stumps in some sections of the canal - a terrifying landscape similar to the moon. Even where, it would seem, there is nothing in the water, a high wave from the ship exposes tree trunks that are under water and several centimeters missing from the edge.

On the southern slope of the Volga-Balt, on the Sheksna River, there is the Cherepovets hydroelectric complex with parallel locks No. 7 and No. 8, lowering ships by 13 meters. Gateway No. 7 is old, and since 1989 a second line has been operating here - lock No. 8 with dimensions of 310 by 21.5 meters.

From the history

AT early XVIII century after the victory of Russia in northern war and access to the Baltic Sea, the role of St. Petersburg is growing. In this regard, new convenient ways were needed to connect the capital with other territories. For this, three waterways were built:

  • The very first, in 1709, the Vyshnevolotsk water system was built, connecting the Tvertsa River, a tributary of the Volga, with the Baltic Sea
  • The Tikhvin water system ran from Rybinsk through the Tikhvin connecting canal to Lake Ladoga and the Neva, built in 1811
  • The Mariinsky water system ran from Rybinsk along Sheksna and White Lake, Kovzha and the artificial Mariinsky Canal, then along Vytegra, Lake Onega, Svir, Lake Ladoga and the Neva. This waterway was of great economic importance and served for more than 150 years.

At the same time, at the beginning of the 20th century, the Mariinsky system no longer satisfied the transport needs of Russia and it was decided to create a new channel. Its construction began in 1940. The construction was carried out by prisoners under the leadership of the People's Commissariat of Internal Affairs. For workers building hydraulic structures, the Vytegorsk labor camp was organized.

Due to the outbreak of World War II, construction was frozen and resumed only in 1959. The object was declared a top-priority construction site for the seven-year plan, and five years later the water artery was built.

On June 28, 1964, the first passenger ship Krasnogvardeets departed from the Ozernaya pier in Leningrad on a flight to Yaroslavl. In October, the building was put into operation, and soon it was named after V.I. Lenin.

Volga-Baltic Canal - structures

  • The peculiarity of the Volga-Balt is that all the locks of the Baltic slope, except for Pakhomovsky, have the same height - 13.5 meters, which made it possible to use standard structures during construction. In total, there are 7 locks on the channel, of which one (Pakhomovskiy) is a two-line
  • 5 waterworks - Vytegorsky, Belousovsky and Novinkinsky, Pakhomovsky and Cherepovets
  • 3 hydroelectric power plants - Vytegorskaya, Belousovskaya and Sheksninskaya
  • 25 earth dams and dikes
  • 4 artificial reservoirs - Vytegorskoye and Belousovskoye, Novinkinskoye and Sheksninskoye
  • 5 bridges on locks
  • 2 ferry crossings
  • 11 marinas
  • 4 operational villages.

Attractions

For tourists traveling along the Volga-Balt, several green parking lots are organized, one of them is in the ancient village of Irma. This area is associated with the name of the Russian scientist-historian Nikolai Dmitrievich Chechulin. Here he is buried, and a memorial obelisk is erected on the site of the burned-out Chechulin house.

Tourist boats also call at the village of Goritsylocated on the left bank of the Sheksna. During the mooring of the ship, you can make the following excursions:

  • The main one is in the Kirillo-Belozersky Monastery. Like other monasteries of that era, the monastery served as a military fortress, a pillar of royal power and a refuge in case of war or internal unrest.
  • The second excursion is to the Ferapontov Monastery, world famous thanks to the frescoes of Dionysius, created in 1502
  • And finally, tourists can independently explore the Goritsky Monasterylocated a stone's throw from the pier. This monastery was a place of imprisonment of noble women, for example, in 1608, the daughter of Tsar Boris, Ksenia Godunova, was exiled here.

During the construction of the canal, many settlements fell into the flood zone. Residents moved to new places, and stone temples remained in the villages. One of them, the half-flooded Krokhinsky Church of the Nativity of Christ, stands at the source of the Sheksna River. The two-story church with a bell tower was built in 1788 in the Baroque style on the shores of the White Lake by decree of Empress Catherine II. Now, the dilapidated temple serves as a "natural landmark" for ships sailing along the White Lake.

In the area of ​​​​the village of Topornya, the North Dvina system (North Dvina waterway) begins, connecting Sheksna and the Northern Dvina River. It was built in 1829 and has not changed dramatically since then. Currently, it is not important for shipping. Only small ships can pass through it, so cruises on the North Dvina system are made less and less. From the board of the ship following the Volga-Balt, you can see the first lock of this outdated water system. However, in our time, this series of preserved wooden locks is of interest as a monument of science and technology of the past.

The Volga-Baltic Canal was created by several generations of designers and builders who made the long-standing dream of a waterway connecting the ports of five seas come true. The Volga-Balt was and remains the busiest waterway, allowing transportation not only between regions of Russia, but also between seaports northern and southern seas of Europe.

mob_info