The Caspian Shipping Company decides what the port needs

Using the Law on the State Enterprise (Association), the Caspian Shipping Company could do a lot to solve the problem. This is all the more necessary because Kaspar's fleet is not enough to load such a large port as Krasnovodsk. Thank you, the rivermen of the Volga United Shipping Company also help out — they provide up to 40 vessels per month, exporting a total of about 100 thousand tons of various cargoes.

What can Kaspar do in such conditions? It turns out, quite a few. For example, Article 5 of the Law on a State-owned Enterprise (Association) allows transferring the functions of concluding business contracts to structural units of enterprises and associations. In other words, Kaspar could have given the port much more rights and independence than it currently has. However, this article of the Law requires, in our opinion, a significant addition. It should be added to paragraph 3 of paragraph 5 of the article: "No organization has the right to refuse to conclude such an agreement if it contradicts the state interests. In case of refusal of the proposed business agreement, the issue should be resolved in the state arbitration of the USSR, and with the least benefit for the party to the refusal."

It seems that it is precisely the absence of a mention of responsibility in the new law in case of ignoring state interests that allows the Ministry of Internal Affairs to still roll along the old stagnant rails, acting solely in its own interests. There are plenty of examples of this. Not so long ago, for example, the railway department "crushed" the construction of a grain complex in the Krasnovodsk port. By that time, significant funds had already been spent on its construction, and, naturally, the port's workforce could not come to terms with this. STK took personal control of the construction, sending letters to the Deputy Ministers of the Navy, Railways and the head of Kaspar. The case immediately got off the ground.

The port of Krasnovodsk also has its own internal problems. So, the mechanical workshops are in an extremely neglected state here. 10 years ago, they had the status of a factory, and when they were transferred to the port (1979), difficulties immediately arose that have not been resolved so far. The main reason is the lack of a clear direction in the work. Ship repair, ship maintenance, and repair of port equipment are carried out here. The equipment of the workshops leaves much to be desired, and their buildings are dilapidated. In addition, with the change in status, they lost staff, and the staff became scanty. It is quite obvious that a comprehensive re—equipment of workshops and sites is needed, but in connection with the upcoming reconstruction of the ferry crossing, which has already turned 25 years old, the question remains open.

The same goes for infrastructure development. It seems that the Caspian Shipping Company decides for itself what the port needs and what it doesn't need. So, for a long time and persistently, it is trying to impose on the Krasnovodians a bilge water collector of project 1582UD worth over 0.5 million rubles. The port workers tried to protest, but they were harshly shouted at: the financing of the collector is scheduled for 1989.

— Do we need this collector? — complains the chief engineer of the port, N. Ershov. — Wouldn't it be better to pay attention to the development of the port fleet? After all, we have two tugboats between the ages of 18 and 20. In 1988, however, they gave me a younger one, but also somewhere under 12 years old. And the collector? Is it necessary in every port? After all, our pool is relatively small.

Well, we are addressing this question to the chief engineer of the Caspian Shipping Company and the council of the labor collective.

...The sun was hot over Krasnovodsk. The white-hot air burned my nostrils, pressed down on my temples with an incredible weight, and it was hard to believe that there could be coolness and real cold somewhere.

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