Bulk carrier type st. Motor ships for river cruises. Disadvantages of river transport

Self-propelled cargo vessels form the basis of the river transport fleet. They account for more than 60% of cargo turnover. The leading role in the creation of an inland navigation transport fleet belongs to the NPO "Shipbuilding".

The formation of a modern architectural and structural type of dry cargo ship with a spacious box-shaped hold, double sides and bottom began in the late 40s. The main advantage of these ships is the obvious rectangular shape of the hold, which creates good conditions for cargo handling and cleaning of cargo compartments, and ensures reliable protection of cargo from getting wet.

The 60s can be attributed to the formation of the architectural and structural type of dry-cargo inland navigation motor ships with a stern location of the ship, residential superstructures and a wheelhouse with one or more holds equipped with telescopic hatch covers. These vessels are universal in purpose, as they allow the transportation of various types of cargo, including bulk and bulk cargo, timber, construction materials, general cargo, and agricultural products.

Simultaneously with the creation of universal vessels in the 60s, the design and construction of specialized platform motor ships began, designed for the transportation of timber, coal, construction and other cargo that are not afraid of getting wet, as well as for the transportation of wheeled equipment and heavy weights (projects P86A, P97). They make it possible to provide best conditions carrying out cargo operations, convenience for placing large-sized cargo, using a progressive horizontal method of loading and unloading.

In the early 80s, the development of projects for the second generation of cargo ships began, which should replace the physically and morally outdated fleet. At the same time, the increased requirements of regulatory and operational organizations for hull strength, ease of cargo handling, habitability conditions, labor protection, etc. were taken into account. When creating these ships, new scientific and technical solutions in shipbuilding, modular and large-block formation of the hull, modular arrangement of premises, simplified hull contours, installation of add-ons on shock absorbers, their placement not only in the stern, but also in the bow and middle parts of the vessel, the use of high-speed diesel engines and engines running on motor fuel, new DRCs, aggregation of mechanisms, installation of environmental equipment, etc. New trends in modern shipbuilding are also widely used in the creation of cargo ships for small rivers.

The most widespread on small rivers are cargo ships of projects 776A, 821, 898, 898A, 926, 890, 912A, 912B (Table 9). These hold-type vessels with a telescopic two-, three-tier hatch cover or a tent-type cover (project. 776A), with a stern location of the MO and superstructure. In order to mechanize the reloading work, cranes are installed on ships of projects 890, 898A and 912A. Water jets are used as a thruster on ships with a draft of less than 1.0 m, and propellers are used on ships with a larger draft. in nozzles. The speed of vessels in deep water is 12-18.5 km/h. The exception is vessels of Project 869 (24.6 km/h), designed specifically for operation on the Upper Yenisei, where current speeds in shallow water reach 18-23 km. /h.

Due to the sharply increasing volume of transportation of industrial and agricultural products to remote, rapidly developing areas of Siberia and Far East, as well as the introduction of more stringent requirements of regulatory organizations, since the mid-60s, the development of a new generation of vessels for small rivers, as well as the modernization of existing ships, has been underway.

In 1964, the lead cargo ship was built on Project 912A for transporting grain, packaged cargo, containers and timber on rivers with limited depths. To mechanize reloading operations, the vessel is equipped with a rotating crane with a lifting capacity of 1.25 tons with a boom reach of 16 m. Subsequently, a modification of the vessel was developed (project 912B) with a crane with a lifting capacity of 3.2 tons. The mentioned cargo ships are open-type twin-screw ships with two cargo holds and one common hatch with movable hatch covers. The residential superstructure and MO are located in the aft part (Fig. 6). The experience of operating these vessels in the Amur and Irtysh basins has confirmed the high efficiency of using ship cranes when unloading cargo near the unequipped banks of small rivers.

On the vessel pr. 912B (1978), taking into account the operating experience of the lead series, the anti-noise complex was redesigned and the living conditions of the crew were improved. Strengthening the hull made it possible to expand the vessels' navigation areas by entering "O" category pools with weather restrictions.

Currently, vessels of Project 912 are being replaced by vessels of Project 81360. They are designed for the transportation of packaged cargo, containers with a carrying capacity of 5 tons, equipment, grain, timber, etc. The navigation area of the new vessels is the small rivers of the Central, North-Western and Eastern basins with guaranteed depths of more than 1 m. Motor ships can be allowed to occasionally sail in category “O” pools with a wave height limit of 1.5 m. The architectural and structural type is similar to ships of Project 912.

Construction of six modifications of the project is underway: 81360 - a vessel without a crane with tension drums in the bow of the hull, 81361 - the same with a crane, 81362 - a vessel without a crane with an UDR-50K automatic coupler, 81363 - the same with a crane, 81364 - a vessel without a crane with tension drums and lights according to the rules of COLREG-72, 81365 - the same with a crane (crane lifting capacity is 3.2 tons with a boom radius of 18 m and 6 tons with a boom radius of 8 m). The cargo hold has a two-tiered splash-proof hatch covering, providing 50% opening of the hatches. The body is welded, made of VSt3sp2 steel, with a mixed assembly system, assembled from standard sections. The main engines are two 6ChNSP 18/22 diesel engines with a total operating power of 310 kW at a shaft speed of 750 rpm. Two propellers with a diameter of 1 m are installed as propulsors.

About 90% of dry cargo transported on small rivers is not afraid of getting wet and, therefore, can be transported on cargo platform ships, which are simpler in design and convenient for cargo operations. An example of such vessels can be platform motor ships of projects R86A, SK-2000, SK-2000K, 81110 (Table 10).

Serial construction of motor ships pr. R86A began in 1970 (Fig. 7). These are twin-screw ships with a cargo deck in the middle part of the hull, a main ship and a superstructure in the aft part of the hull. A distinctive feature of the vessel is its spacious, roomy deck, which provides not only convenient cargo placement, but also favorable conditions for carrying out reloading work. The ship's hull has simplified lines. 2 diesel engines of the 6ChNSP 18/22 brand were used as the main engine. Propulsors - two propellers in fixed nozzles with a diameter of 1.0 m.

In 1978, due to the need to continue the construction of ships of this type to replenish the Volga-Don Shipping Company, an adjustment to Project R86A was required. However, already the preliminary stage of work showed the need to take into account some features of the Volga-Don Shipping Company, which differ sharply from the working conditions in the Moscow Shipping Company, i.e., in essence, to develop a new project.

The platform motor ship, pr. R86A, was designed for navigation in precipitation: 1.1 m - during low water, 1.41 m - during flood periods (see Table 10). For the new motor ship, a design draft of 1.6 m was adopted when sailing under “P” category conditions. When entering the Tsimlyansk Reservoir, where sailing conditions correspond to category “O”, the vessel’s draft should not exceed 1.58 m. The architectural and structural type of the vessel has remained unchanged. Minor design changes have been introduced. To ensure convenient passage around the superstructure, the length of the poop along the side is extended to the cargo bunker. In order to reduce metal consumption, the tank was shortened to 7.5 m and made without sheer in the DP. 36

One of the effective ways to increase the efficiency of cargo ships on small rivers is the creation of combined vessels designed for the transportation of dry cargo and petroleum products. Examples of such platform ships can be vessels of projects 414N and 414B. These are single-deck twin-screw motor ships with a superstructure and a motor ship in the aft part of the hull (see Table 10). Vessels of Project 414N are designed for transportation on deck of dry cargo with an overall height of no more than 3.5 m or in 6 compartments of diesel fuel with a flash point of not lower than 46°C. Vessels of Project 414B are designed for transportation of dry cargo on deck or light oil products of classes I, II and III in compartments.

Analysis of the characteristics and elements of theoretical drawings of cargo ships allows us to highlight the following design features.

The shapes of the bow ends of cargo ships are spoon-shaped or sleigh-shaped.
The stern ends of the vessels have tunnel formations for placing open propellers or propellers in nozzles, or transom formations if a water jet is installed on the vessel as a propeller.
The ratios of the main dimensions of cargo ships for small rivers vary within the following limits: L/B = = 4.3/8.2; W/T = 5/10. Completeness coefficients have the following values: d = 0.78/0.9; a = 0.85/0.97; b = 0.85/0.995.
All cargo ships have a significant cylindrical insert. Its value can be approximately determined from the dependence of the relative length of the vessel, obtained by B. M. Sakhnovsky based on statistical processing of elements of theoretical drawings of motor ships for small rivers: l = 6.5 + 0.12 (Dgr/Dpore), where Dgr and Dpore - respectively mass displacement of the vessel loaded and empty, i.e.
The ratio of vessel length to draft, limited by the travel conditions of small rivers, is determined by the equality L/T = 4.5 B/T+11.
The hull completeness coefficients for small river vessels can be approximately determined: b = 1.04/1.14 Fr; a = = 1.19 6 - 0.075, where Fr is the Froude number, Fr = v/sqrt(gL); v - ship speed, m/s.
Displacement utilization coefficients for hold-type cargo ships vary in the range from 0.43 to 0.7, and for platform ships - from 0.583 to 0.728.
On dry cargo ships there are provided good conditions for placing cargo, as well as for loading and unloading it. The specific loading volume of the holds is 1.26-2.58 m3/t. The hold opening coefficient varies from 0.49 to 1.0, and the vertical permeability coefficient varies from 0.57 to 0.65 (see Table 9).
The architectural and structural type of the vessel significantly affects metal consumption. Hull mass meter PM.K/LBH, which characterizes the metal consumption of hold-type cargo ships, is 75.6-80 kg/m3. The metal consumption of hold-type motor ships is 197-350 kg per 1 ton of carrying capacity, and for platform motor ships it is 273-520 kg/t.

These data indicate some advantages of hold-type vessels, however, the final conclusion on the choice of the type of cargo ship should be made only after a feasibility study and analysis of operating conditions.

Of interest is the experience of creating platform motor ships designed by the design bureau of the Lensky United river shipping company, which currently form the basis of the self-propelled cargo fleet on the river. Lena. In the 60s on the river. Lena began the construction of platform motor ships of the SP-800 and SK-800 types, which have proven themselves in the transportation of containers and packaged cargo on the Osetrovo-Yakutsk section. To increase the efficiency of transportation, it was decided to equip these vessels with a device for pushing barges. The vessels were equipped with push stops, tension cable stations for anchoring barges, and a stern anchor device, which made it possible to increase the carrying capacity of the vessels by 2 times. To transport containers in three tiers on ships, a superstructure was raised to provide the necessary all-round visibility for navigators. Thus, it was possible to achieve maximum use of the carrying capacity of container ships.

Experience in the design and operation of platform motor ships allowed us to begin the creation of a container ship, Project SK-2000, with a lifting capacity of 1000 tons, with an attachment barge, Project 942 - 2000 tons. This is a single-deck, twin-screw platform motor ship (Fig. 8).

In the aft part of the vessel there is a MO and superstructure, in the middle part there is a cargo deck. It is allowed to operate a motor ship without an attachment on sections of the river. Lena, classified as “O” with weather restrictions at a wave height of no more than 1.2 m. The overall length of the train is 139.15 m, the overall width is 14.4 m, which ensures the placement of 134 twenty-ton containers. The speed in calm water with a draft of 1.75 m is 16 km/h, and when empty it is 18 km/h.

Case material - steel grade |VStZsp4. The vessel's hull and superstructure are welded, made of planar and volumetric sections. In the bow of the vessel there is a forecastle, and in the stern there is a deck on which there is a three-tier superstructure with a wheelhouse. In order to improve habitability and reduce noise and vibration levels, living quarters are located in the second and third tiers of the superstructure. The cargo deck (size 50.4X11.3 m) is protected by a coaming 1.0 m high.

The vessel is equipped with 2 main engines of the 8NVD36-1AU brand with a power of 425 kW each. The engines are controlled remotely from the wheelhouse. Propulsors - 2 propellers with a diameter of 1.2 m in fixed nozzles. As a steering element, 2 balancing rudders are used, installed behind the nozzles along the axis of the propeller. The main and spare drives of the steering gears are electro-hydraulic. The sources of electricity on the ship are 3 synchronous generators of 3-phase current with a voltage of 230 V. Electricity consumers during stops, during maneuvers and at low speed are provided by 2 automated diesel generators of the DGA-50-9 brand, one of which is a backup one.

Further development of container ships on the river. Lena began the construction of motor ships of the SK-2000K type. Unlike vessels of the SK-2000 type, the residential superstructure and wheelhouse were moved to bow vessel. This design solution made it possible to improve the trim of the vessel when light, reduce the dead zone of visibility when working with an attachment barge, locate the navigators' cabins in close proximity to the wheelhouse, and meet the necessary sanitary requirements for noise and vibration in both residential and service areas. The area of the cabins has been increased and the layout of residential and utility rooms has been improved.

The main dimensions (except for the side height), hull contours, main thrusters and main equipment are preserved according to SK-2000 (see Table 10).

The cargo area (43x11.3x1 m) accommodates 72 twenty-ton containers. In addition, the loading area of the MO mine (9.5x11 m) can accommodate 9 Moskvich vehicles. The carrying capacity of the ship with a draft of 1.56 m is 800 tons, and with a draft of 1.78 m - 1000 tons.

For the coupling of a motor ship with a pushed barge attachment, a coupling device is provided, consisting of 2 bow vertical stops located at a distance of 2.5 m from the DP, 2 side tension drums and 2 folding hooks.

Tests of the motor ship with a barge attachment, as well as subsequent operation of the trains, showed improved controllability, as well as a reduction in stern subsidence when the train moved in shallow water. To reduce the downtime of the train during unloading and loading, at the suggestion of ship crews, a residential block superstructure was installed on pushed large-tonnage barges for the skipper, who is responsible for the safety of the cargo transported on the extension barge. Loading capacity of trains pushed along the river. Lena, increased from 2000 to 3500 tons. The increase in the carrying capacity of the attachment barge as part of the container ship pr. SK-2000K made it possible to reduce the cost of transporting goods on these vessels by 6.5%, and crew productivity increased by 43.9%.

The creation of bendable cargo ships and trains must be considered as a fundamentally new direction in the development of the transport fleet for small rivers.

The idea of significantly increasing the length of a pushed train and its carrying capacity in cramped traveling conditions due to bending of the hull dates back to the last century (Germany, 1888). However, the practical implementation of the idea of creating bendable compositions was carried out relatively recently. In 1961, in France, the Syuzhestron company, after many years of experimental research, began to operate a bending train consisting of a Vaitan pusher with a power of 884 kW and 2 barges with a total lifting capacity of 5010 tons.

A passive type bending device was installed in the beam between the barges (Fig. 9) and consisted of two folding fenders acting as hinges of the beam, and 2 steel ropes connected to hydraulic power cylinders. The bending of the train was carried out using the simultaneous influence of centrifugal forces and the forces acting on the stern rudders when straightening the hydraulic cylinders. The train was equipped with bow drop rudders. Flexible trains of this type became the basis of the fleet for transporting petroleum products on the Le Havre - Paris line. In the 60s, bendable trains began to be used on the rivers of Germany.

The practical introduction of bendable compounds in the USSR began on the initiative of prof. V. G. Pavlenko. The first experimental bending train was tested in the fall of 1968 at the Verkhne-Irtysh Shipping Company and consisted of a dry-cargo motor ship, Project 559, and a platform barge, Project 942. In subsequent years, based on the work of NIIVT, seven trains were equipped with experimental bending devices in Moscow, Sukhonsk and Lensk river shipping companies. Tests have confirmed the effectiveness of using such compositions on rivers with a winding fairway. The trains were equipped with active-type bending devices. Unlike passive devices, such devices ensure that the time and angle of bending of the train are independent of the speed of movement, and allow bending of the train during moorings and maneuvers, which is often required when the vessel is dumped in windy weather, during pressure currents, emergency situations (grounding, etc. .). The use of forced bending of the train does not necessarily require the installation of bow rudders. The installation of bow rudders in this case is associated with the need to improve the operational qualities of the trains, reduce the width of the running lane when driving in narrow turns, improve the maneuverability of the trains when empty, and increase the controllability of the train in particularly difficult track conditions.

The following experimental bending devices are installed on the trains:

with a rotating coupling beam having a constant turning point in the DP of the train;
with 2 rotating coupling beams and variable axis of rotation;
with hydraulic cylinders that simultaneously act as a coupling device. This ensures independent operation of the hydraulic cylinders and the need to install intermediate rotary beams.

The advantages of bending devices of the first type include the possibility of forming a train at any load of each vessel, the possibility of vertical (ship movements), independence of the speed of bending of the train and the working torque developed by the bending device from the direction of the bend, good protection of the joined end of the vessel by a rotating beam. Nature and labor intensity The work required to form a train with such a device is the same as for conventional wake trains equipped with UDR automatic couplers.

For the first time, a bending device in the form of a rotating beam with automatic couplers of the UDR type was used on mass-produced dry cargo ships, Project R97I, with a lifting capacity of 1900 tons (Fig. 10). The lead ship "Oksky-55" with such a device was built by Belgorod GCP3 in 1979. A platform barge, project 942, with a lifting capacity of 1000 tons was used as an attachment.

Basic specifications bending device

Design moment in beam, kN m - 5000
Moment developed by the bending device, kN m - 1900
Maximum bend angle of the composition axis, rad - 0.34(20°)
Fracture time of the train axis (from side to side), s - 100
Power of the hydraulic drive pumping unit, kW 18.5

Let us consider the design features of the bending device. In the DP, the rotating beam is connected to the ship's hull via a stock. The beam is rotated using hydraulic cylinders, the rods of which are connected to it through traverses. The hydraulic cylinders are secured in suspensions that provide: unloading from the action of transverse forces on them. The coupling of the motor ship with the barge is carried out by means of horizontal beams and coupling locks, which move in the direction of the stops of the turning beam. Electric winches are installed to lift them. The bend angle of the train axis is controlled by a sensor, the readings of which are transmitted to the control point in the wheelhouse.

In the event of a long-term shutdown of the pumping station or failure of the hydraulic system, the rotating frame is secured in the neutral position with clamps located on the stops.

Equipping pushers with bending devices not only significantly improves the controllability of pushed trains, but also increases the reliability of coupling devices, since in emergency situations, when extreme bending moments occur in the beam, the safety valves of the hydraulic system are activated, and the pusher then only deviates at a small angle from the axis of the train.

The device, operated on motor ships, project R97I, meets the requirements for bendable pusher devices with a power of 1100-1500 kW.

The disadvantages of a bending device of this type include increased weight and a complicated design due to the need to install a rotating beam, as well as a large distance between the vessels of the train.

The advantages of the bending device of the second type, which has 2 rotating beams, include a reduction in dynamic loads when bending stops due to the removal of the axis of rotation of the bow section from its stern, as well as the possibility of free mutual movements of ships and their docking in various loading cases. A significant disadvantage of this type of device is the complication of coupling operations caused by the difficulty of aligning the locks of automatic couplers of the UDR type on coupling beams of short length. In addition, the ends of the turning beams protruding beyond the dimensions of the vessel pose some danger to other vessels during maneuvers associated with undocked vessels of the convoy.

The obvious advantage of bending devices of the third type, in which hydraulic cylinders simultaneously serve as a coupling device, is the simplicity of the design. The abandonment of automatic couplers and the transition to controlled hydraulic couplers with this design of the bending device reduced the labor intensity and total time for forming the train. Compared to other types, this device design provides minimal clearance at the joint of vessels, which is extremely necessary for sectional type trains.

The disadvantages of a bending device of this type include the sharp dependence of the breaking speed and starting moment on the direction of travel of the power hydraulic cylinder, as well as the limited possibility of vertical movements of ship transoms, which is associated with the existence of a certain design limit on the angle of inclination of the hydraulic cylinders relative to the horizontal axis.

Analysis of the mentioned types of bending devices allows us to conclude that on ships intended for small rivers, it is advisable to use a bending device in which the role of power elements is carried out by hydraulic cylinders, and the ships are pulled together using steel ropes. Such a device provides a small metal consumption, guaranteeing a given draft when sailing on small rivers, as well as a significant reduction in labor intensity and total time for forming the train due to the simple shape of the control coupling. It should be noted that a conclusion about the advisability of using a particular type of bending device must be made after a thorough study of the operating conditions of the compositions.

Let us consider the design features of a composite dry cargo ship with a bending device for small rivers, pr. R143 (see Table 9).

The motor ship is designed for transportation along small rivers with depths of at least 1 m of packaged cargo on pallets and in containers weighing 2.5, 5 and 20 tons, bulk cargo (coal, mineral construction materials) and bulk cargo (grain, chemical fertilizers) , as well as tracked and wheeled vehicles.

The dry cargo ship has two sections: the head and the drive (Fig. 11, 12).

Severe conditions determined by navigation conditions on small rivers and the need to ensure cargo handling of the vessel near an unequipped shore, predetermined the creation of a composite ship with a bending device, on which cargo operations can be carried out both horizontally and vertically. Due to the fact that many small rivers have significant fluctuations in levels, it is possible to operate the vessel at two drafts - 0.8 and 1.3 m.

The head and leading sections are hold vessels with ramps at the bow ends and telescopic hatch covers, providing a 50% opening of the holds. The sections are connected to each other by coupling and rotating devices. In order to reduce construction costs and improve the technology of vessel construction, the contours of the sections were simplified and identical 1 (Fig. 13).

The section bodies in the cargo hold area have a double bottom and double sides (Fig. 14). In the bow of each section there is a storage compartment on board a forklift with a lifting capacity of 5 tons. The horizontal loading method is provided by bow ramps. The shapes of the bow formations of the section hulls make it possible to approach the shore closely for loading or unloading cargo with a forklift along a ramp. Cars can enter the hold under their own power. The ramp is raised and lowered using the LE50-3 winch. To secure it, rubber seals and a lever-hydraulic system driven by a hydraulic cylinder are provided.

The holds of the sections have a two-tier, splash-proof sliding hatch cover with a labyrinth seal. The hatch cover panels are equipped with brakes and move along rail tracks laid on the coamings. The bow compartment, in which the forklift is located, is also closed with two covers, which can be placed on the covers of the upper tier of the hatch cover.

The sections are connected to each other using an automatic coupling device installed in the bow part of the driving section (Fig. 15). It consists of bow stops with vertical guides and thrust bars, UDR-25 locks, lock holders, keys and hand winches type LRS-0.3. The guides of the locks are made along the entire height of the stops, which is 3.7 m. The raising and lowering of the locks is carried out by hand winches mounted on the stops. The permissible difference in the draft of the head and driving sections, provided by the coupling device, is 0.8 m, the permissible roll is 8°, the trim is 5°, the design force of the locks is 250 kN.

The bending device is located in aft end head section. It consists of a rotating beam, hydraulic power cylinders, their supports and neutral position clamps, frame rotation angle sensors, a pumping station, a hydraulic system pipeline and a hydraulic cylinder guard. The rotating beam is hinged on the stern transom and is equipped with coupling beams for the automatic coupler, bollards, butts for attaching hydraulic cylinder rods, a platform and a railing. The hydraulic cylinders are connected to the rotating frame and supports via universal joints. Neutral position clamps are designed to lock the rotary beam in the event of failure of the hydraulic drive. The pumping station is installed in the stern of the head section and serves to supply working fluid to the hydraulic system of the bending and steering devices. Pump flow 70 l/min at a pressure of 6.2 MPa. The bending device is controlled remotely from the wheelhouse. The maximum moment developed by the device in the beam is 400 kN.m, the design bending moment is 1000 kNm, the angle of bend of the train axis to one side is 23°, and the time of bend of the train axis from side to side is 100 s.

The power plant is located in the aft part of the drive section and consists of 2 non-reversible diesel engines of the ZD12A brand of left and right rotation with a reverse gear transmission. The rated total power of the main engines is 440 kW. The reverse gearbox of each engine has a gear ratio of 1:2.95 in forward gear and 1:2.18 in reverse gear. The auxiliary power plant consists of 2 diesel generators DGA-50M-9 with a power of 50 kW each.

The DRC includes 2 reinforced steel propellers with a diameter of 0.9 m of right and left rotation, placed in fixed guide nozzles, and four rudders suspended on brackets behind the nozzles. To protect the screws from floating objects, removable guards are provided. In the bow of the head section there are 2 rudders, designed to improve the controllability of the train when sailing in cramped sailing conditions and reduce the vessel's run-out when braking. In the raised position, the steering wheels are placed in special niches. In addition to them, the device includes hydraulic steering control drives, limiters and steering angle sensors. The hydraulic drive is controlled from the wheelhouse.

The superstructure is located in the aft part of the leading section. The crew is accommodated in single cabins. To ensure comfortable conditions on the ship, a set of anti-noise measures is provided. In particular, the superstructure is installed on rubber shock absorbers, and a horizontal cofferdam is installed between its floor and the main deck. The main engines and diesel generators are also mounted on shock absorbers. The exhaust pipes of the main and auxiliary engines are equipped with main switchboard noise mufflers, an Ozone-0.1K drinking water preparation station and a diesel generator operating in the parking lot are located in specially isolated compartments. In addition, the ship has sound-absorbing lining of the sides, bulkheads and ceiling of the main control panel and the main switchboard compartment, as well as vibration damping of the bottom above the propellers.

The experience of operating a composite motor ship has shown its high performance qualities. The diameter of the vessel's circulation when turning using only stern rudders is 290 m (about three hull lengths), and the circulation time is 9.3 minutes. Improved performance can be achieved by controlling the position of the head section. When turning the vessel using stern rudders with the head section deviated from the DP by 23°, the circulation diameter was reduced to 200 m, and the maneuver time was reduced to 360 s. The use of 2 bow rudders when braking reduces the vessel's run-out from 560 to 320 m, and its time from 514 to 290 s. The ramp device successfully passed the strength test. When a forklift was operating near an unequipped shore, it showed the reliability of the adopted design. Installing the ramps takes about 60 seconds.

There were three refrigerators in total on the Volga. They have a brine cooling system for six holds and ammonia machines. The ships were intended for transporting perishable products and storing them during winter period in the ports of large cities.

Refrigerated motor ship "Admiral Makarov"

The ST type dry cargo ship was built in 1949 in the GDR. The ships were transferred to the USSR, among other reparations, as a result of agreements between countries after the end of World War II.

Dry cargo ship type "ST"

The lead motor ship "Volgo-Don 1" had 4 holds, and "Volgo-Don 7" already had one common open hold.

Dry cargo ship "Volgo-Don" type

The dry-cargo double-hull motor ship "Brothers Ignatov" was intended for the transportation of containers, cars, perishables and other deck cargo.Dry-cargo double-hull motor ship "Brothers Ignatov". Operation area: sea and inland waterways of Russia.

Double-hulled dry-cargo motor ship "Brothers Ignatov"

Dry cargo ship "Captain Ruzmankin"

The mixed-sea dry-cargo motor ship "Professor I.I. Krakovsky" is single-deck with a double bottom and sides, residential and service superstructures in the stern. The vessel is built as an "M" class for the transportation of general cargo, coal, grain, timber and mineral construction materials.

Multi-sea dry cargo ship "Professor I.I. Krakovsky"

Technical design 566 of the first shallow-draft tanker was developed by TsKB-51 in 1953. Based on the studied experience of the first ships of this series during the construction of tankers, it was possible to study the shortcomings identified on the first tankers.

Marine shallow-draft tanker "Engineer A. Pustoshkin", 1957

Intended for transportation of petroleum products of all classes along the river and with access along the Volga-Baltic Waterway named after. Lenin to St. Petersburg and seaports. Tankers of the "Los" type were produced in the 50s of the twentieth century.

Liquid motor ship "Los"

The motor ship of shell construction was intended for the transportation of oil cargo of all classes and dry cargo.

Shell design motor ship

A model of a dry-cargo ship of the “50 Years of Soviet Power” type was made and donated to the museum by V.I. Pakin, a student of the mechanical faculty of the State Institute of Internal Transport. in 1983.

Dry cargo ship of the type "50 years of Soviet power"

The dry cargo ship "Leninsky Komsomol" was built in 1978 in Portugal and arrived on the Volga in the spring of 1979.

Mixed river-sea motor ship, 1978

Dry cargo ship "Leninsky Komsomol"

Mixed river-sea motor ship "Leninsky Komsomol"

In 1980, a composite motor ship "XXVI Congress of the CPSU" with a carrying capacity was built in Navashino. 11.4 tons. Then a series of composite motor ships of the Volzhsky type came out.

Composite dry cargo ship for transportation of bulk cargo "XXVI Congress of the CPSU"

Dry cargo container ship "Tarkhany". The ship is equipped with Engel rudders, with which you can make a turn almost on the spot. The first ship arrived on the Volga in May 1978.

Dry cargo container ship "Tarkhany"

The dry cargo container ship "Bakhtemir" was built in the German Democratic Republic in 1977. The ship is equipped with Engel rudders, with which you can make a turn almost on the spot.

Dry cargo container ship "Bakhtemir"

Floating pumping stations were designed and built for irrigation of lands in arid regions (Saratov, Volgograd, Astrakhan regions) of the country. Maximum amenities were available for operating personnel.

Floating pumping station

The sea railway ferry "Soviet Azerbaijan" was operated on the Baku-Krasnovodsk line. There were 5 of them in total: Soviet Turkmenistan, Hamid Sultanov, Soviet Kazakhstan and Soviet Uzbekistan. These ferries were intended to transport not only passengers and cars, but also railway cars.

Sea railway ferry "Soviet Azerbaijan", 1962

A sinter carrier is a vessel designed to transport iron ore hot sinter from the port of Kamysh-Burun to the port of the Kerch plant. It is possible to transport general cargo, timber and containers of international standard.

Sinter carrier - a vessel for transporting iron ore hot sinter

"Vegetable carrier" is a specialized vessel for transporting vegetables and sanitary goods. On August 12, 2004, JSC Borremflot converted the first vegetable carrier into a tanker, Roskem 1, which meets all requirements for the transportation of dangerous goods.

"Vegetable carrier" - a specialized vessel for transporting vegetables and sanitary goods, 1983.

07/01/2019 / River cruises
The United Shipbuilding Corporation and the Moscow River Shipping Company entered into an additional agreement to the contract for the construction of the Peter the Great cruise ship, which is being built according to the PV300VD project.

05.24.2019 / River cruises
On May 24, 2019, at the Lotos shipyard (Astrakhan region), the passenger cruise ship “Peter the Great,” built according to the PV300VD project, was launched. The vessel with construction number 25800, which was laid down in August 2016, is being built by order of the leasing company Mashpromlizing for the Moscow River Shipping Company.

05/11/2019 / Water transport
The first Chaika should be ready by August 30, 2019. There are plans to launch these ships from the Riviera on Kazanka to Sviyazhsk. The customer for the construction was one of the divisions of the corporation - VolgaTatSudoremont, which also has a broader task - to solve the problem of the high cost of river shipbuilding at the plant named after. Gorky. It is assumed that the company will have separate pricing for services.

04.04.2019 / Water transport
Sea trials of new river pleasure boats built last year in Turkey have begun in Moscow. This is a flotilla of 10 small catamaran ships named after flowers: “Astra”, “Cornflower”, “Carnation”, “Lavender”, “Forget-Me-Not”, “Orchid”, “Sunflower” , "Rose", "Tulip" and "Fuchsia".

03.14.2019 / River cruises
On March 13, President of the United Shipbuilding Corporation Alexey Rakhmanov checked the progress of construction of the cruise ship "Mustai Karim" (formerly "Prince Vladimir"), which is being built according to the PV300 project at the Krasnoye Sormovo plant in Nizhny Novgorod.

03/11/2019 / River cruises
The second cruise ship, being built according to the PV300 project for the Vodokhod company, which is scheduled for commissioning in 2020, will receive a different name. Let us recall that in February 2017, a month before the keel of the vessel at the Krasnoye Sormovo plant in Nizhny Novgorod, it was announced that the ship would be called “Prince Vladimir”.

02/28/2019 / Water transport
The Nizhny Novgorod company Gama is developing a project for a three-deck wheeled cruise ship for the Kaliningrad region, reported CEO Dmitry Galkin company.

02.23.2019 / River cruises
In the fall of 2019, it will be exactly five years since the news that a new passenger cruise ship, built to operate in Russia, was launched in Croatia. The ship, named Volga Dream II, was supposed to begin operating on flights from Moscow to St. Petersburg in 2015. And now, after 5 years, the ship will finally be put into operation. But not like “Volga Dream 2”, and it will not work in Russia. Why did this happen and what awaits the airliner in the future?

12/26/2018 / Water transport
Krasnoyarsk region will acquire two passenger cruise ships: as stated by the regional governor Alexander Uss, their keel will take place in St. Petersburg in the spring of 2019. The capacity of each ship will be 240-280 passengers. The cost of one vessel is from 1.5 to 2 billion rubles.

27.11.2018 / Water transport
On November 19, 2018, a meeting was held at the Ministry of Transport and Road Facilities of the Republic of Tatarstan with the participation of representatives of the Ak Bars Shipbuilding Corporation JSC, at which a draft business plan for the operation of ships of the Chaika project and the subsequent creation of a shipping company for these purposes was considered on the territory of the Republic of Tatarstan.

07.11.2018 / Water transport
On the afternoon of November 6, in the waters of the Khimki Reservoir in the north of Moscow, the second batch of river pleasure vessels, built in Turkey for work in the center of Moscow, was unloaded. The dry cargo ship, which had five ships on board, arrived in the capital on the evening of November 4 from the port of Taganrog. Let us recall that the first batch of ships, also in the amount of five sides, was delivered to Moscow from the port of Rostov-on-Don in mid-October of this year and after unloading at the Khimki reservoir they left for the winter in Yuzhny River port Moscow.

10/11/2018 / Water transport
On the evening of October 11, all five new pleasure boats, built in Turkey to work in the center of Moscow, and arriving in the capital the same day, were launched and began their first test voyages on the Khimki Reservoir. Let us recall that 10 ships of the same type were supposed to arrive in Moscow in the spring of this year, but in the end only five arrived, and then only in the fall.

10/11/2018 / Water transport
On the afternoon of October 11, 2018, a train consisting of a tug and a barge arrived in Moscow, on which five pleasure river vessels were delivered to the capital from Rostov-on-Don. In turn, they were brought to Rostov by sea from Turkey, where they were built.

06.09.2018 / River cruises
The information that the cruise ship “Peter the Great”, which has been under construction since 2016 in the Astrakhan region, will not be delivered on time, was confirmed by the President of the United Shipbuilding Corporation Alexey Rakhmanov.

08.29.2018 / River cruises
The delivery date of the first cruise ship of the PV300 project “Peter the Great” may be missed. Instead of 2019, the ship will probably be delivered only in 2020-2021, if it can be completed. In addition to problems with ship engines, new problems arose at the Lotos shipyard, where the ship was laid down in August 2016.

04/26/2018 / River cruises
The commissioning date for the Peter the Great river cruise liner, which has been under construction in the Astrakhan region since August 2016 for the Moscow River Shipping Company, may be significantly changed upward.

04/20/2018 / Water transport
On April 27, at the Gorky plant in Zelenodolsk (Tatarstan) a laying ceremony for two pleasure passenger vehicles will take place. river boats, which, after they are put into operation, will have to work in Tatarstan.

01/17/2018 / River cruises
On January 17, at the Lotos shipyard in the Astrakhan region, the keel of a passenger cruise river vessel of the "" type took place. Golden ring» project PKS-180. The vessel is being built by order of CJSC Goznak-Leasing for LLC Volgaservice, directly related to the Nizhny Novgorod cruise company"Gama".

12/27/2017 / River cruises
The construction of two passenger cruise wheeled motor ships of the PKS-180 project of the "Golden Ring" type for the Nizhny Novgorod company "Gama" should begin next year at the Lotos shipyard in the Astrakhan region, where in the summer of 2016 the motor ship of the PV-300 project was laid down, receiving name "Peter the Great". The laying of new vessels is planned in the first quarter of 2018, and by 2019 the first vessel should be delivered to Gama.

06.12.2017 / River cruises
The first liner of the new series of cruise ships of the PV-300 project will bear the name of Peter the Great. The cruise ship for 310 passengers was laid down at the Lotos plant in the Astrakhan region in August 2016. The launch of the lead vessel of the series is planned for April 2019.

11/10/2017 / Water transport
On the morning of November 9, the passenger pleasure ship Snegiri-4 arrived in Moscow. This river catamaran vessel was built according to project 19.2509 at the RIF shipbuilding and ship repair plant located in Rostov-on-Don in 2016-2017.

09.27.2017 / River cruises
The United Shipbuilding Corporation is unlikely to sign new orders for cruise ships until 2018. Shipping companies are ready to build them only on the terms of the captive leasing OSK Goznak-Leasing, but the budget has not yet allocated funds for it, writes Kommersant.

06.06.2017 / Water transport
On May 31, 2017, the first mixed river-sea cruise passenger ship “Standart” of project PV09, built in the 21st century, was christened in St. Petersburg, the Marine Engineering Bureau reports in its press release.

05.24.2017 / Water transport
The three-deck passenger cruise ship "Standart", formerly called "Princess Olga" and "Tanais", was officially put into operation. This was reported in the Marine Engineering Bureau, where it was developed technical project PV09, according to which the ship was built.

05/10/2017 / Water transport
In May 2017, new recreational facilities began operating on the Moscow River in the center of the capital. passenger ships“Snegiri-1” and “Snegiri-2”, built in 2015-2016 at the Belogorodskaya shipyard - a shipbuilding and ship repair plant located in the village White Town in the Tver region.

04/03/2017 / River cruises
The Krasnoye Sormovo shipyard, part of the United Shipbuilding Corporation (USC), may receive an order for the construction of the third passenger cruise ship of the PV300 project.

03/31/2017 / River cruises
On March 28, 2017, at the Nizhny Novgorod shipyard "Krasnoye Sormovo" the ceremonial laying of a 342-passenger cruise ship of the PV300 project, built by order of the shipping company "Vodokhod", took place. The vessel, named "Prince Vladimir", must be handed over to the customer before February 1, 2020.

03/30/2017 / River cruises
On March 28, 2017, at the Krasnoye Sormovo shipyard in Nizhny Novgorod, a ceremony was held to lay down the second cruise passenger ship of the PV300 project.

02.23.2017 / River cruises
On one of the websites of the Vodokhod company, aimed at foreign tourist audiences, a render appeared with the name of the vessel - Prince Vladimir, which is in Russian spelling, and the names of ships operating under the Russian flag must be in Russian, can be translated as “Prince Vladimir "

02/11/2017 / River cruises
At the Lotos shipyard, located in the Astrakhan region, the preparatory stage of construction of the PV300 river cruise ship has been completed and work has begun on the formation of the ship's hull on the slipway. There are 12 sections in production with a total weight of 350 tons.

01/23/2017 / River cruises
The Vodokhod shipping company, part of Vladimir Lisin’s UCL Holding, has signed a contract with the United Shipbuilding Corporation (USC) for the construction of a cruise ship.

01/18/2017 / River cruises
In April 2017, she should go on her first cruise on the route Brest - Mozyr river boat"Belaya Rus", which was built in 2011-2016 at the Pinsk Shipyard (Belarus).

01.11.2016 / Water transport
On the afternoon of November 1, a new passenger ship “Princess Olga” arrived from the Volga to the backwater of the Khlebnikovsky ship repair plant, located near the city of Dolgoprudny, Moscow region.

10.30.2016 / Water transport
Since October 18, the new passenger ship "Princess Olga", launched in the fall of 2014 in Rybinsk, and completed in 2014-2016 in Moscow, has been undergoing sea trials on the Volga. Now the ship is based in the city of Kimry, Tver region. After completing sea trials, the ship will go to the Nobel Brothers Shipyard in Rybinsk.

10.17.2016 / Water transport
This week, sea trials of the new passenger ship “Princess Olga”, built by order of the Moscow River Shipping Company in 2014-2016, will take place on the Volga. On Monday night it arrived in the city of Kimry, Tver Region. The passage of the vessel from Moscow to the Volga, carried out with the help of two tugs, began in the evening of October 15 and ended in the morning of October 17.

08/18/2016 / River cruises
Representatives of the St. Petersburg company “Marine Technology” are scheduled to arrive in Salekhard at the beginning of September. The purpose of their visit is to agree on budgets and deadlines for the construction of cargo and passenger ships, which should replace the Project 646 motor ships currently operating on the Ob and Irtysh.

08/15/2016 / River cruises
August 15 at the Lotos shipyard ( Astrakhan region) the laying ceremony of a new cruise ship of the PV300VD project took place. The vessel belongs to the class of river-sea vessels, with a passenger capacity of 300 people.

06.29.2016 / River cruises
As part of the “Rivers of Russia” forum held on June 24-25, representatives of the Marine Engineering Bureau presented a report on cruise ships, and also discussed the creation and modernization of the necessary infrastructure for the GDP, the revival of cruise shipbuilding.

05.16.2016 / Water transport
On May 16, 2016, Governor Nikolai Tsukanov took part in the presentation of a pleasure boat produced in 2016 at the local enterprise Ushakovo Shipyards. In the Kaliningrad region, a passenger ship with such technical characteristics was presented for the first time.

01/25/2016 / River cruises
In 2016, the Ministry of Industry and Trade expects to begin construction of new cruise ships, intended for operation on the inland waterways of Russia and beyond. It is proposed to take the PV300VD project, developed by the Ukrainian Marine Engineering Bureau from Odessa several years ago, as a basis.

Motor ships type ST of project 19620, 19620A, R-168 and 191 are medium-sized dry-cargo twin-screw motor ships of the "river-sea" class, with an engine room in the stern, a superstructure and wheelhouse in the bow and a cargo hold with hatch covers, with two decks , with double sides and double bottom. Initially, the ships were intended mainly for transporting food products (vegetables in containers and containers), as they were built as part of the Food Program of the USSR government. Currently, the vessels are used for the transportation of general cargo, containers, timber, and some of the vessels have been converted into liquid tankers (oil carriers), oil tankers, chemical carriers and one gas carrier.

Three types of ships were built at the same time, built according to the same design and having similar characteristics. Vessels of various types differ in the design of the hull and superstructure, the equipment of holds and hatch covers, and the power of the machines. The first two vessels of Project 19620 were equipped with cranes for loading and unloading.

In the 1990s and 2000s, almost all ships were refitted to improve their seaworthiness, with galleries on the lower deck closed and a high bulwark on the forecastle.

As of January 2012, most of the ships built are in operation, several ships sank, several were taken out of service, and some ships were decommissioned.

Technical characteristics (excluding subsequent conversions*):

Project: 19620, 19620A
Author of the project: Central Design Bureau "Vympel"
O-pr (ice), now - KM* Ice1 R2-RSN

Volgograd Shipyard (Russia, Volgograd);
Rybinsk Shipyard named after Volodarsky (now the Nobel brothers shipyard, Russia, Rybinsk)
Length, m: 86.7
Width, m: 12.3
10,9
Side height, m: 3.5
3.5
Load capacity, t: 1580
Displacement, t: 2577
Cargo draft, m: 2,90-2,93
Light draft, m: 0,77-1,46
Speed, km/h: 20
Autonomy, days: 10
Crew, seats: 10
Main engine brand: 6NVDS 48A-2U
2*514 kW
1*2230
Number of containers: 54
Number of decks: 2
Number of bulkheads: 5

Project: R-168
Author of the project: TsTKB
Register class: Initially class - O-pr (ice), now - KM* L4 R2-RSN
Shipbuilding enterprise:
Oktyabrsky Shipyard - NN (Shipyard named after the 40th anniversary of the October Revolution; Russia, Bor)
Length, m: 84
Width, m: 12.3
Height from OL to top edge, m: 10,8
Surface dimensions, in ballast, m, 9
Side height, m: 3.5
Freeboard height, m: 1
Load capacity, t: 1410
Displacement, t: 2195
Cargo draft, m: 2,5
Light draft, m: 0,71-1,05
Speed, km/h: 18
Autonomy, days: 10
Crew, seats: 12
Main engine brand: 8VDS 36/24 A-1
Number and power of main engine: 2*440 kW
Number and cubic capacity of cargo holds (cubic meters each): 1*2579
Number of decks: 2
Number of bulkheads: 8

Project: 191
Author of the project: Shipyard named after Tito (Serbia)
Register class: Initially class - O-pr (ice), now - KM* L4 IISP A3
Shipbuilding enterprises:
Dtsg Sava Shipyard (Serbia, Macvanska Mitrovica)
Tito Shipyard Sremska Mitrovica (Serbia, Sremska Mitrovica)
Dtsg Apatin Shipyard (Serbia, Apatin)
Dtsg Novi Sad Shipyard (Serbia, Novi Sad)
Length, m: 86,45
Width, m: 12.25
Height from OL to top edge, m: 10,8
Side height, m: 3.5
Load capacity, t: 2288,5
Displacement, t: 1781
Cargo draft, m: 2,513-2,56
Light draft, m: 0,94-1,282
Speed, km/h: 20,75
Autonomy, days: 10
Crew, seats: 10
Main engine brand: 6T 23LU-2
Number and power of main engine: 2*460 kW
Number and cubic capacity of cargo holds (cubic meters each): 1*2198
Number of decks: 2
Number of bulkheads: 6
.
* During the re-equipment process, the main engines were replaced on parts of the vessels and their power changed accordingly, varies technical specifications vessel, number of crew, etc. Some of the ships were rebuilt to a different type, i.e. initial data may vary greatly.
.

One of the oldest methods of transporting cargo is river transportation. Previously, some cargo that could float could be transported by rafting; they were simply dumped into the river and caught downstream. Today, river transportation of goods is carried out using a developed network river transport. Although the entire territory of Russia is penetrated by large and small rivers, river freight turnover is only 4% of the total freight turnover in the country.

There are quite a lot of types of goods transported along rivers, and, basically, these are goods that do not require fast or urgent delivery. Such cargoes include grains, oil products, fuel (coal, coke), building materials (for example, river sand with delivery), that is, bulk and liquid cargo. However, river vessels can transport goods in small containers and containers, however, this depends on the type of vessel and its capacity.

(Total 14 photos)

All river vessels can be divided into twoe large categories:

1. Vessels equipped with an engine, that is, self-propelled. This includes motor ships, steamships, boats, motor boats, etc.
2. Vessels without an engine, that is, non-self-propelled. These are primarily cargo barges, as well as pontoons and other structures.

The main type of self-propelled vessel is a bulk carrier. Bulk carriers transport cargo in a hold located inside the ship's hull. As the name implies, dry cargo ships carry cargo that is not desirable to be exposed to moisture, which is why dry cargo ships are equipped with special hatches.

Among dry cargo ships, there are three types of vessels:

1. Roller (ro-ro). This vessel is equipped with vertical loading; it transports cars and other equipment.
2. Cars can enter the ship under their own power through folding bow ramps.
3. Bulk carrier. This type of vessel is designed for the transportation of bulk, non-packaged (and sometimes liquid) cargo. For example, if the cargo is river sand for delivery, then most likely it will be delivered on a bulk carrier.
4. Bulk bulk carrier. Such bulk carriers transport various types liquid cargo such as oil, ammonia, liquid fuel, etc.

If we talk about non-self-propelled vessels, the leader here is the cargo barge. There are several types of barges:

* Bilge (closed and open),
* Areas for bulk transportation,
* Tent,
* Self-unloading,
* Car carriers,
* Cement tankers,
And others.

However, all these types belong to dry cargo barges; there are also liquid barges.

Advantages of river transport

1. River transportation of goods has a fairly low cost, and this is a big plus for customers. Low cost is possible due to the low speed of transportation and the presence of currents on the rivers.
2. There is no need to build and, accordingly, repair transport routes, as is done for road and rail transport.

Flaws river transportation

1. Paradoxically, what provides the main advantage is the main disadvantage. We are talking about the low speed of river vessels and, accordingly, long term delivery.
2. Relatively weak capabilities in relation to transportation volumes.
3. Pronounced seasonality of transportation associated with short navigation. In other words, in winter the rivers freeze and ships are laid up.
4. The different depths and widths of rivers in different places and the sizes of vessels impose additional restrictions on transportation.

1. The largest displacement belongs to the Volgo-Don vessel and is 5000 tons.

Volgo-Don - river dry cargo ships designed for transporting bulk cargo (coal, ore, grain, crushed stone, etc.) along large inland waterways. Built from 1960 to 1990, one of the most massive series of Soviet river vessels (in total, up to 225 ships of various series were built).

During construction, the vessels were repeatedly modified:

Projects 507 and 507A - first modifications, open hold-bunker without bulkheads

Project 507B - machines with lower power were installed (1800 hp instead of 2000 hp)

Projects 1565, 1565M - closed holds, modern superstructure

Project 1566 is a composite vessel that had a self-propelled part and a non-self-propelled barge attachment.

Open holds. The only ship was built in 1966 under the name “XXIII Congress of the CPSU”.

A further development of the project was the Volzhsky type motor ships. In the 1990s, some vessels of the Volgo-Don type were reconstructed into the river-sea type, which allowed them to enter inland seas and make voyages, for example, to the UK.

The reconstructed ships are shorter, have a higher bow and more advanced hold equipment. Vessels of projects 507, 507A, 507B and 1566 were built at the Navashinsky shipyard "Oka", Pr.1565 and 1565M - there and at the Santierul Navale Oltenita plant, Romania.

Structurally, the vessels are motor ships with a carrying capacity of 5000-5300 tons (Project 1566 - 10,000 tons with an attachment) with open or closed holds.

The length of the ships is 138-140 m, width 16.6-16.7 m, draft 3.5-3.6 m. Main engine power 1800-2000 hp, light speed 21-23 km/h. Vessels of the Volga-Don type have been actively used and continue to be used on the Volga, Kama, Don, Volga-Baltic water system, on the Dnieper, as well as on the Yenisei below the Kazachinsky rapids. Since the 1990s, many ships, especially reconstructed ones, have been sailing in the Azov, Black, Caspian and Baltic seas.

3. PROJECT RSD44

The implementation of the project for the construction of a series of RSD-44 ships is carried out under a leasing scheme for state support of domestic shipbuilding: joint financing by the state-owned United Shipbuilding Corporation (85%) and the future owner of the ships, Volzhsky Shipping Company (15%) on the terms of state subsidies 2/3 refinancing rates of the Central Bank of the Russian Federation.

The carrying capacity of the RSD44 project vessels in comparison with the Volgo-Don bulk carriers is 500 tons higher and amounts to 5.5 thousand tons; At the same time, the overall height of the new ships is 8 meters (almost 2 times lower). The ships will be fully automated and equipped with modern rudder propellers, providing high maneuverability and good controllability.

The bulk carrier "Captain Ruzmankin" was laid down at the Okskaya Shipyard on February 24, 2010 and delivered to the customer in 2011 after sea trials. The ship is named after the Volga captain Pyotr Fedorovich Ruzmankin, who died at Stalingrad in 1942.

Multi-purpose dry cargo vessel with a deadweight of 5458 tons of the "Volgo-Don max" class

The Volgo-Don Max dry cargo vessel of the RSD44 class "Captain Yurov" made a unique voyage from Ladoga to the Southern Port of Moscow with a cargo of crushed stone. At the first stage, the ship took on board 5,400 tons of cargo, upon arrival in Northern Port part of the cargo was loaded. Having on board 3680 tons of crushed stone and a draft of 2.80 m, the “Captain Yurov”, having a length of 140 m, passed along the Moscow River with its small radii of curvature of the ship passage under low-size Moscow bridges (overwater clearance 8.6 m) to the South Port.

The ship "Captain Yurov" was built at the Oka Shipyard (director Vladimir Kulikov): laying down on 12/28/10, launching on 10/14/11, delivered on 11/18/11.

During the 2012 navigation season, Volga Shipping Company OJSC (director Alexander Shishkin) launched all ten vessels of the new series at once.

The series can be called “the series named after the Heroes of Stalingrad” - all ten captains of the Volga Shipping Company, in whose honor and memory the ships of the RSD44 project are named, gave their lives defending their Motherland in the battles for Stalingrad.

It should be noted that the series of vessels of the RSD44 project set a record not only for the speed of construction, but also for deadweight in the river with a draft of 3.60 m (5540 tons based on the results of inclining the lead vessel and weighing the second) and speed during testing (average speed along the current and against the current during sea trials of the lead vessel was more than 12 knots).

The RSD44 project was developed by the Marine Engineering Bureau.

Class of the Russian River Register - + M-PR 2.5 (ice 20) A.

New dry-cargo vessels of the RSD44 "Volga max" class (length according to waterline 138.9 m, width 16.5 m, side height 5.0 m, coaming height 2.20 m) are intended for transportation on inland waterways Russian Federation general, bulk, timber and large cargo, grain, lumber, potash and mineral fertilizers, sulfur, coal, paper, building materials, metal products, as well as up to 140 containers.

The deadweight of the vessel with a draft of 3.60 m in the river is about 5543 tons, with a draft of 3.53 m in the sea - 5562 tons. The volume of cargo holds is 7090 cubic meters. m.

The operation of vessels is also envisaged along the Volga-Don Shipping Canal (VDSK), the Volga-Baltic Canal, in the Sea of Azov to the port of Kavkaz and in Gulf of Finland. Passage under the Nevsky Bridges in the area of St. Petersburg and near Rostov railway bridge(Rostov-on-Don) is supposed to be carried out without their wiring (maximum surface clearance when passing under bridges is 5.4 m).

The dimensions of the RSD44 project (overall length 139.99 m, overall width 16.80 m) make it possible to ensure the operation of ships through the VDSK, including through the “old” branch of the Kochetovsky lock without the “special wiring” mode.

Double bottom and double sides along the entire length of the “box” cargo holds (hold dimensions: hold N1 37.8 m x 13.2 x 6.22 m, hold N2 49.8 m x 13.2 x 6.22 m) and fuel, oil and waste tanks make it possible to ensure the convenience of loading and unloading cargo, high operational reliability of the vessel, and also guarantee environmental protection and reduce the risks associated with environmental pollution in the area where the vessel is operating.

The propulsion system consists of two full-rotary rudder propellers, combining the properties of propulsion devices and controls in a single complex, which can significantly improve the maneuverability of the vessel in cramped river conditions. The vessel is equipped with two medium-speed diesel engines, each with a power of 1200 kW, running on heavy fuel.

The hull shape of the vessels, made as technologically advanced as possible to ensure low cost of hull work, is at the same time sufficiently seaworthy and optimal in terms of fuel consumption for the given operating conditions in the M-PR river class, providing an operational speed of 10.5 knots.

To ensure sufficient visibility of the water surface from the vessel's steering position, the wheelhouse is located at the bow end of the vessel. When passing through narrow passages and locks, the vessel is controlled from onboard control panels installed on the open deck on each side in the wheelhouse area.

The vessels are equipped with a 120 kW propeller-in-pipe bow thruster.

Due to the need to ensure the passage of ships under the Nevsky Bridges and the Rostov Railway Bridge without their wiring, single-tier residential deckhouses are provided in the stern of the ships.

The ships provide all the necessary conditions for a comfortable stay of the crew on board, including a developed climate control system and the use of anti-vibration and anti-noise coatings indoors.

Crew - 8 people, the captain and chief engineer are accommodated in block cabins, the rest in single cabins.

It is interesting to note that, according to the proposal of the Volga Shipping Company, the total number of seats is 16, which will allow taking on board cadets, specialists performing equipment maintenance, as well as members of the crew’s families (wives). The latter can be a serious advantage when selecting personnel to work on a new series.

Market demand for domestic transport services water transport in 5-10 years it will be impossible to satisfy due to rapid aging and the prospect of decommissioning of the fleet. Railway It will also not cope with the growth in demand in the transport market, since it is already operating at the limit of carrying capacity. In this regard, the problem of updating the river dry cargo fleet by building new river vessels of the “Volga Max” class to replace vessels of the “Volgo-Don” and “Volzhsky” types (in total there are 161 such vessels in Russia’s GDP, and the vessels of Project 507B have average age is about 37 years, project 1565 - 33 years, project 05074M - 22 years).

The deadweight of the vessel, project RSD44, with a draft of 3.60 m in the river, is 7% higher than that of the newest existing vessels of the Volzhsky type (project 05074M).

The surface dimension in ballast of the proposed vessel is only 5.4 m (even less when loaded), which will allow it, unlike the Volzhsky, to pass under bridges across the Neva River and under the Rostov railway bridge without raising them. As a result, the vessel will save time waiting in line for bridge construction, which amounts to up to 20 days per navigation.

The volume of cargo holds of the RSD44 project is 21% larger than that of the Volzhsky, which will allow it not only to transport large-sized cargo, but also to significantly increase the load when transporting “light” cargo - barley, sunflower seeds, cotton, scrap metal and large-diameter pipes and etc.

With the same length and width, the dry cargo vessel pr. RSD44 has a lower side height, as a result of which its module is 8% smaller than that of Volzhsky type vessels, which will save up to 8% of the total costs for port and navigation fees.

Thus, the RSD44 project vessels, serially built by the Okskaya Shipyard, represent a unique engineering complex that combines optimal dimensions for inland waterways with modern equipment and navigation technology, which has significant advantages over existing analogues.

The first vessel of the RSD44 project, “Captain Ruzmankin,” was laid down on 02.24.10. Launched 11/23/10. Put into operation on 05/20/11.
The second vessel of the RSD44 project, “Captain Zagryadtsev,” was laid down on April 27, 2010. Launched 04/12/11. Put into operation on 06/16/11.
The third vessel of the RSD44 project, “Captain Krasnov,” was laid down on June 26, 2010. Launched 05/05/11. Put into operation on 07/14/11.
The fourth vessel of the RSD44 project, “Captain Gudovich,” was laid down on August 26, 2010. Launched 05/27/11. Put into operation on 08/10/11.
The fifth vessel of the RSD44 project, “Captain Sergeev,” was laid down on September 29, 2010. Launched 07/15/11. Put into operation 09/07/11.
The sixth vessel of the RSD44 project, “Captain Kadomtsev,” was laid down on November 29, 2010. Launched 08/16/11. Put into operation on 10.10.11.
The seventh vessel of the RSD44 project, “Captain Afanasyev,” was laid down on December 28, 2010. Launched 09/14/11. Put into operation on 11/10/11.
The eighth vessel of the RSD44 project, “Captain Yurov,” was laid down on December 28, 2010. Launched 10/14/11. Put into operation on 11/18/11.
The ninth vessel of the RSD44 project, “Captain Shumilov,” was laid down on 05/05/11. Launched 11/22/11. Put into operation on 04/29/12.
The tenth vessel of the RSD44 project, “Captain Kanatov,” was laid down on June 22, 2011. Launched 01/18/12. Put into operation on 04/29/12.

(data as of September 2012)

The vessels were built under a leasing scheme, according to which 85% of the funds were provided by the United Shipbuilding Corporation (USC) as part of state support for domestic shipbuilding, and 15% was financed by the Volga Shipping Company. The terms of the scheme are that the state subsidizes 2/3 of the refinancing rate of the Central Bank of the Russian Federation.

And we move on to passenger ships:

River passenger ships of project 92-016 are large passenger ships designed for river cruises. This project is unique in that motor ships 92-016 are the largest river cruise ships in the world. The construction of Project 92-016 ships for our country was carried out at the Czechoslovakian shipyard “Slovenske Lodenice Komarno” in the city of Komarno. During construction, it was planned that motor ships of this project would replace motor ships of Project 26-37 on the “fast” Volga lines. The lead motor ship of project 92-016 “Valerian Kuibyshev” was laid down on the stocks in 1975. Construction of the series continued until 1983; a total of 9 motor ships of Project 92-016 were built.

The motor ships of project 92-016 delivered by the shipyard were placed at the disposal of the Volga and Don Shipping Company (the ship of the Don Shipping Company had a serious accident in 1983, after which it also entered the balance of the Volga Shipping Company). The vessels were operated on the Volga tourist routes. Today, most of the ships are used in the North-Western cruise direction; they make flights between Moscow and St. Petersburg, and short cruises from St. Petersburg. Some ships operate on the Volga tourist routes from Nizhny Novgorod and Samara, along the Volga, Don, Kama and the Volga-Baltic waterway. Initially, the design for the ships included one-, two-, and three-berth cabins, each equipped with an individual bathroom, the premises of two restaurants, a cafe, salons and a cinema hall with a sliding roof.

During the operation of the ships, modernization was carried out on almost all ships: the salons were transformed into bars, the cinema rooms on the sun deck were converted into bars and conference rooms. The cabins were partially remodeled; on some ships the number of luxury and semi-luxury cabins was increased by combining several standard cabins into one. For work in the North-Western direction (Lake Ladoga and Onega), the ships are equipped big amount life-saving equipment (life rafts) to meet the requirements of class “M”.

Main technical characteristics of vessels of project 92-016: Vessel length: 135.8 m Vessel width: 16.8 m Vessel height (from the main line): 16.1 m Number of passenger decks: 4 Average speed: 24-26 km/h Number of main engines: 3 Power of each engine: 1000 l/s River Register class: “O” (inland waterways, rivers and reservoirs, passage through Lakes Ladoga and Onega with limited height and wavelength)

List of vessels of project 92-016

Motor ship "Alexander Suvorov"
Motor ship "Valerian Kuibyshev"
Motor ship "Georgy Zhukov"
Motor ship "Mstislav Rostropovich" (before the fire and reconstruction by Mikhail Kalilin)
Motor ship "Mikhail Frunze"
Motor ship "Semyon Budyonny"
Motor ship "Sergey Kuchkin"
Motor ship "Fedor Chaliapin"
Motor ship "Felix Dzerzhinsky"

And the longest ship in this series Motor ship Valerian Kuibyshev— four-deck vessel of project 92-016. Built in 1975 in the Czech Republic. It has a length of 137.5 m. A distinctive feature of the ship is the absence of passenger cabins on the lower deck.

Speed – 24-26 km/h. Passenger capacity – 321 people.

But there is also a ship that can compete with our project:

The American rear-wheel cruise ship American Queen (built in 1995) is superior to Project 92-016 vessels in the following parameters:
Width - 27.2 m
Height - 29.7 m (primarily due to high “traditional” chimneys, but the number of passenger decks is also greater than on 92-016 - 5 decks plus a sixth promenade)
Number of passenger cabins - 222
Number of beds - 436

Mark Twain named wheeled steamships, floating down the mighty Mississippi River as "floating wedding cakes." At the end of the 20th century, a ship appeared that became the largest wheeled steamship in the history of shipbuilding. Although it is carefully hidden, the ship is literally packed with surprises of a river cruise. This is a modern ship with roots in the past. 150 years after the dawn of steamboats on the Mississippi River, " American Queen"gives its passengers a unique vision of the world.
River steamer was built in 1995 at the shipyard " Mc Dermott» Louisiana and cost the owners $65 million. When launched onto the water, it was not a traditional bottle of champagne that was broken on the beautiful river vessel, but a large bottle of Tabasco sauce, the pride of the state. The river cruise ship is included in the Guinness Book of Records as the largest paddle steamer in the world.

Several designers worked on its construction and were inspired by early steamships: “ Mayflower», « J.M. White», « Republica», « Southland" and some of their details were implemented on " American Queen" Designed by " Rodni and Co» famous for its floating casinos.
The river boat has a real steam engine. It was removed from an old steamer and fitted with modifications. This design now allows the power to be doubled by drawing steam from the boiler and using two pistons to act twice on one wheel shaft. The steam enters two low pressure cylinders, then cools and returns to the boiler. The paddle wheel is made of wood. If it hits a rock or a jar, it will break and this part can be replaced, but if this were not the case, then the accident would lead to a malfunction of the entire mechanism, which is quite expensive, and maybe even to an explosion of the steam boiler.

Although steam engine technology " American Queen"Almost two centuries old, the auxiliary mechanisms on it are from the 21st century. In addition to the paddle wheel, under the bottom of the vessel there are three steering propulsors with four-blade propellers. They can rotate around their axis. This makes the vessel very maneuverable, which is very important when moving through the narrowness of the river. They provide 60 percent of the ship's power. Naturally, if a river steamer " American Queen If he tried to move himself with one paddle wheel, he would have remained at the pier forever as a floating hotel. In the old days, fire was a constant threat to steamships, so the riverboat " American Queen» differs from others in its fireproof steel hull and steel partitions on six decks. Each of them has its own name: the first is main, the second is salon, the third is “Texas”, the fourth is observation, the fifth is promenade and the sixth is sunny.
The ship operated primarily 3-4 day cruises up the Mississippi from New Orleans. Prices were high: for a 3-day cruise - from 750 US dollars in an inside cabin, from 1200 US dollars in an outside cabin

Shallow draft big ship allows you to walk along the river without problems. The main salon is distinguished by special architectural delights. The dining rooms are arranged according to historical designs. In addition, there is a two-tier theater and a library on board named after the great writer Mark Twain. All cabins are designed in Victorian style: carpets, wallpaper and furniture are all decorated with the luxury of the period. Everything on board the ship is designed to make passengers feel like guests of one of the Victorian era houses. The menu is varied enough to suit the tastes of any passenger.

American travel company Green Line» founded in 1890, owns several cruise ships, but the most popular remain " American Queen», « Delta Queen" recently renamed to " Majestic America" And " Mississippi Queen».

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