Diving boat. Raid boat. Means of navigation, communication and signaling

The state contract for the construction of 16 boats of complex rescue support of project 23040, commissioned by the Ministry of Defense of the Russian Federation, was signed with OAO Plant Nizhny Novgorod Teplohod (OAO ZNT) at the end of March 2013.

Recently, the command of the Russian Navy has been paying special attention to the replenishment of the new ship-boat staff of the Search and Rescue Operations Directorate (UPASR) of the fleets. In particular, at the Admiralty Shipyards in St. Petersburg, a new-generation submarine rescue ship of project 21300C "Igor Belousov" is being built for the Northern Fleet, for the Pacific Fleet at the October Revolution Shipyard in Blagoveshchensk, a series of diving boats of project 14157 is being built, and recently it became known about a new large-scale order for 16 boats of complex rescue support of project 23040.

Project 23040 boat

The project 23040 boat is a further development of a series of ten A160 project diving boats (building numbers 801-810), built by ZNT OJSC in 2010-2012 for the Gosmorspasluzhba of Russia, as well as the Pelican project ZT28D diving boat, developed by design department of the plant.

Project 23040 boat

Cabin of the boat project 23040

Project 23040 boat. Diving control post

Project 23040 boat. Pressure chamber room

MAIN CHARACTERISTICS

The boat provides comfortable living conditions for eight people, it is possible to additionally short-term accommodation of three people for a period of no more than a day.

Project 23040 boat. Cabin. Nose view

Project 23040 boat. Cabin. Aft view

Project 23040 boat. Double cabin

Cruising range at a speed of 10 knots is 200 miles.

Project 23040 boats are equipped with a joystick control system.

For carrying out diving operations on the boat, a diving operations support device (ship diving complex) is provided, consisting of a set of diving equipment, equipment and diving descents.

New diving boats, recently accepted into the Navy, the sailors have been waiting for more than a dozen years. For so long, the seafarers of the Black Sea school of divers, which supplies personnel to the entire Navy, have not been updated. The correspondent of the Central Naval Portal visited the boats and talked with their captains.

In the Quarantine Bay of Sevastopol, on February 3, a solemn hoisting of the St. Andrew's flags took place on two of the latest diving boats - SMK-2094 and RVK-1045. The boats successfully passed state and sea trials.

To understand the significance and long-awaitedness of this event, it should be noted that one of the training vessels of the diving school - VM-34, where the captain Vladimir Zhuchkov - has long exceeded 50 years. Slightly younger raid diving boats. For more than a decade, Black Sea sailors have been waiting for the renewal of diving boats.

133 years underwater

In May, the Black Sea diving school will turn 133 years old. Today it closes on the Navy, but all its roots are connected with the Black Sea Fleet. The opening of the diving school put an end to the handicraft training of specialists. Captain-Lieutenant A.G. was appointed head of the school of divers. Leontiev, and the doctor - M.N. Bravestin. In the Decree of Emperor Alexander III, it was said that the diving school should train "officers and lower ranks experienced in diving for ship needs and underwater mine work."

From Kronstadt, the school was transferred to the Black Sea Fleet, where there is a non-freezing Black Sea and study, along with practical descents, can be carried out all year round. In 1928, the diving school was merged with the Balaklava diving courses. F.A. was appointed to the post of chief. Shpakovich. In 1931, on the initiative of F.A. Shpakovich, the Balaklava School was transformed into the Naval College. And then she moved to Quarantine Bay, where she has been for more than a dozen years.

The educational institution is known in all four fleets of Russia and the Caspian Flotilla, as the school still graduates specialists for the entire Russian Navy. According to the commander of the unit, over 80,000 specialists have been graduated over the years. Some of them became famous all over the country. Among them there are world-famous scientists. Hundreds of divers have been awarded orders from different eras of our state.

60 meters - per hour

Now the educational institution is headed by Captain 3rd Rank Evgeny Klinkov. He accepted the report of the captain of the 3rd rank Alexander Osipov and, on a signal, the raising of the Andreevsky flags and flags of coloring on diving boats began. Personnel, contractors, midshipmen, officers sang the Anthem of the Russian Federation. The unit commander congratulated the sailors on the significant event.

"The boat RVK-1045 of complex rescue support of project 23040, manufactured at the Nizhegorsk Teplokhod Plant OJSC, is designed to perform a number of operations," says the captain of the boat, captain 2nd rank of the reserve, Grigory Uvarov. "This is a diving support for underwater technical work at depths up to 60 meters at a sea state of up to 3 points, diving descents and work by two divers simultaneously in hose equipment to a depth of 60 meters with an exposure on the ground of 60 minutes, decompression, air, oxygen and helium modes of therapeutic recompression in a pressure chamber, participation in rescue, hydraulic and ship-lifting operations, survey of the bottom of water areas, sunken objects, underwater part of the hulls of ships (ships) and hydraulic structures, extinguishing fires on ships and vessels, floating and coastal objects up to 30 m high, accessible for the approach of the boat, pumping out water from an emergency ship or floating structure, performing inspections research and survey work using a small remote-controlled uninhabited underwater vehicle, search for sunken objects at depths of up to 150 meters using a towed sonar, search for people overboard using a thermal night vision system, power supply to an emergency ship, vessel or object. The boat can be equipped with additional special containerized equipment for other rescue operations. The displacement of the boat is 119 tons.

A boat for all occasions

The multifunctional modular diving boat SMK-2094 has even more opportunities, the crew of which is headed by captain 1st rank of the reserve Alexander Klimenok. The boat is modular and therefore, depending on the tasks, its universal filling can change. The displacement of the boat is 145 tons. Speed ​​up to 11 knots Crew 8 people. Five of them are divers. The staff is the same as on RVK-1045.

Alexander Vasilievich Klimenok began his naval service back in the Soviet years on the newest missile cruiser Slava, which today bears the name of the Guards missile cruiser Moskva. Behind 34 years of military service, many long-distance campaigns. To match him and the crew, consisting of experienced and trained professionals.

“The boat is very maneuverable,” testifies Alexander Klimenok, “if necessary, it can literally spin on the spot. Six seconds after the move, it can reach maximum speed. Video cameras and video monitors allow you to control all operations from the navigation bridge. It has a high pumping capacity. We tested them during the ship-lifting operation of the Ochakov BOD flooded in Donuzlav. The boat proved to be excellent. It has a powerful propulsion system and therefore it can be used as a tug."

"The boat has a modern pressure chamber of domestic production, which in its capabilities is in no way inferior to foreign ones," the captain of the QMS testifies.

Trained specialists should own the new materiel. The underwater experience of diver Ivan Simakov is about one and a half thousand hours. He is a participant in the exercise "Kavkaz-2012" and the international exercise of the rescue forces "Bold Monarch-2011" in Spanish Cartagena. Senior diver Aleksey Karunny has 1,800 hours; Sergey Grigoriev, 1st class diver, has 4,000 hours; Sergey Genus has over 2,500 hours. But Alexander Naumov has the greatest experience - 9000 hours.

The chief mechanic on the boat is Arkady Chernyavsky, who has experience in sailing on civilian ships, the minder is Vladimir Romanko, a senior midshipman in the reserve, who has experience both as a commander of an ambulance boat and chief boatswain of a ship division in a diving school.

Both boats are literally stuffed with modern electronics, which greatly expands the capabilities of the boats. All diving equipment is super-modern. This is the tomorrow of divers. After passing the course tasks, the crews of the boats will begin combat training and training of divers for our fleet.

Vladimir Pasyakin

On May 2, the Nizhny Novgorod Teplokhod Plant launched a raid diving boat of the A160 project (building number 808).

"Vodolaz Maleev" is the ninth vessel of this project, built at the enterprise as part of the implementation of the Subprogram "Maritime transport" of the federal target program "Development of the transport system of Russia (2010-2015)".

The state customer for the construction of the ship is the Federal Agency for Marine and River Transport (Rosmorrechflot). The FGU “Directorate of the State Customer of Maritime Transport Development Programs” acts as the customer.

Vessels are designed to work in the interests of the "Gosmorspasluzhba Rossii" in the rescue services of all basin administrations of the country. The first seven vessels of the A160 project were handed over to the customer and sent to the home ports of St. Petersburg, Murmansk, Novorossiysk and Astrakhan, Korsakov and Vladivostok.

The vessel "Vodolaz Sazonov" (building number 809) is currently undergoing mooring trials, the tenth boat "Vodolaz Gritsai" (building number 810) is ready for launch. Until the end of 2012, three vessels of this series will be sent to their home ports, where they will serve in the interests of the Russian State Maritime Rescue Service.

The boats of the series are designed for diving support of underwater technical work at depths of up to 60 m with sea waves up to 4 points, participation in rescue and ship recovery operations, as well as surveying the bottom of water areas, sunken objects, the underwater part of the hulls of ships (ships) and hydraulic structures .

The project of the A160 offshore diving boat was completed in 2008 by Nizhny Novgorod Teplokhod Plant JSC together with Agat Design Bureau LLC.

JSC "Zavod Nizhny Novgorod Teplohod" was founded in 1911. The main specialization is the creation of technical and auxiliary fleet vessels, port equipment and ship engineering products. The company has experience in the successful implementation of full-cycle projects - from design to construction and technical support of various types of ships.

Purpose of the boat:
Diving support for underwater technical work at depths up to 60 meters with sea waves up to 4 points.
Participation in rescue and ship recovery operations.
Inspection of the bottom of water areas, sunken objects, the underwater part of the hulls of ships (ships) and hydraulic structures.

Boat type:
A single-deck boat with an average location of a single-tier cabin, an engine room slightly shifted aft, a twin-shaft diesel power plant.

Rules:
The boat is designed according to the Rules of the Russian Maritime Register of Shipping for the class: KM Ice2 R3 - RSN АUT3 SDS<60 diving ship.

Main characteristics
Overall length, m ............................................... 27.4
Length according to design waterline, m .............................................. .... 26.3
Maximum width, m .............................................. 5.6
Depth amidships, m .........................................3.0
Depth in the bow, m .............................................. .3,4
Draft, m ............................................... ...............1.5

Deadweight
Crew with luggage, t .............................................. ....0.3
Divers with luggage, t .............................................. .0.5
Provision, t ............................................... .............0.15
Fresh water, t .............................................. .........5.2
Fuel and oil, t .............................................. .....3.52
Total, t ............................................... .................9.67

Displacement
Empty, t .................................................... .............83
Full, t ............................................... ..............92.7

Main engine
Power, kWt............................................... .....2X441

Travel speed - about 15 knots, economical - 10 knots.

Cruising range at full speed - 200 miles.

RVC project A160 is equipped with a full range of the most modern diving equipment.

Diving equipment:
Equipment with a diving helmet - 3 sets;
Dry type diving equipment - 2 sets;
Pressure chamber RBC-1400, inner diameter 1.4 m for 4 divers, single-compartment, with an anterior chamber, with a closed ventilation system, with a set of BIBS masks, a water fire extinguishing system;
A communication and television control system, diving equipment, a descending device and a diving arbor.

The diving complex allows divers to dive to a depth of up to 60 meters, while exercising full control over the descents at any time of the day. The possibilities of research, search, rescue and technical work are not limited, since the vessels of the A160 project are equipped with a complete set of tools for underwater welding and cutting, hydraulic tools, and soil erosion tools.

Raid boats

Raid boats in the post-war period were created by order of the Soviet fleet. They were intended as auxiliary boats to support the daily activities of other ships in their anchorages. In the future, on their basis, they began to build civilian modifications that perform various purposes:

• workers;
• diving;
• Hydrographic;
• towing;
• Underwater protection of objects;
• medical;
• Rescue.

Raid boat RK-1078

Boat "Yaroslavets"

Engineers designed "Yaroslavets" in the 50s. XX century. The Soviet fleet needed a tugboat that could be used for search and rescue operations involving divers, as well as at customs and border posts.

One of the important characteristics of the boat is its ability to be transported by rail. In any modification, the length of the vessel is 21 meters, and the width is 4 meters. Its displacement is almost 47 tons. The vessel can accommodate 12 people.

The power plant consists of two diesel engines of the ZD6S and ZD6S1 models, which drive one fixed-pitch propeller. This allows the boat to accelerate to 10 knots.

Raid boat "Yaroslavets" RK - 516

The boat is designed in such a way that it is possible to quickly deliver cargo or divers to the place and ensure their uninterrupted operation. It can perform maneuvers in shallow water and in shallow ice surfaces.

The ship's hull is made of wood and metal. On the towing modification, special arcs are installed that prevent damage to the cable during maneuvers. Also on board is a special hook for lifting cargo and towing ships. The cabin of the vessel is removable. This is done in order to reduce the dimensions when transporting the boat by rail.

The boat is used as a vehicle for the transport of goods and passengers. Also, its functions include towing other ships, participation in search operations. It is used in border protection and to catch poachers.

Road crew boat "Sapsan"

The ship was designed by KB Almaz. Its function is to transport official delegations, officers and commanders of the fleet from coast to coast or to ships that are at anchor. Also, the boat is designed to participate in parades.

The Sapsan is a twenty-meter boat with a smooth deck, a single-tier cabin, a steel hull and an aluminum alloy superstructure. It displaces up to 103 tons of water. It has two diesel engines MTU10V200M9, which help to reach speeds up to 20 knots. The ship has five cabins that can accommodate 10 people. In the closed and open salons, 20 people each fit. Also on the ship there is an open bridge, cockpit and cabins for crew members.

Recently, the boat was accepted into the ranks and is now based in Sevastopol.

Raid boat "Diver Pechkurov"

The ship is involved in various diving, search and rescue operations and ship lifting operations. The length of the boat is almost 28 meters, the width is five and a half meters. The displacement of water is 92.7 meters.

The boat is equipped with modern diving equipment:

• Diving suits with helmets;
• Wetsuits with an open breathing pattern;
• Special diving chamber for 4 people for crew descent to the bottom;
• Communication system, device for descent and ascent of divers;
• Tools for welding and soil erosion, tools for grinding, cutting, splitting iron and concrete under water.

This equipment allows divers to dive to a depth of up to sixty meters at any time of the day or night. The stability of the boat allows scuba divers to work in stormy water.

"Cormorant" - a large single-deck boat. It was created for reconnaissance of routes, surveying the bottom topography, and assistance in submarine navigation in coastal waters. It is capable of delivering cargo and research groups to the unequipped coast.

The vessel is 36.4 meters long and 7.6 meters wide. The displacement of the ship is 320 tons. A Dreggen crane is installed on the deck, which is capable of lifting loads weighing up to 3.5 tons. The engine room houses two Deuts diesel engines with a total power of 464 kW. "Cormorant" accelerates to 11-12 knots. Its crew consists of 11 people.

The latest hydrographic, navigation and communication equipment is installed on board the boat. These include: multi-beam and sounding echo sounders, sea recorder, apparatus for measuring roll, profiler, equipment for measuring the speed of sound in water. The boat is equipped with radio sets, NAVTEX receivers, a navigation locator and a GLONAS satellite station.

No weapons are provided on the raid boats, since they are auxiliary vessels for military and civilian ships and are used in peacetime.

The first post-war raid boats were created by order of the Navy and were intended to support the activities of the fleet forces in wartime and peacetime. The tasks that these boats solved were very diverse, but their main task was to ensure the daily activities of the ships in the main bases, in harbors and in raids.

Later, civilian modifications were created on the basis of the raid support boats of the Navy, and very rarely raid boats for the Navy were created on the basis of civilian boats.

Among the raid boats that were designed at the Redan Central Design Bureau, there were the most diverse in purpose. Among the main projects were working and diving boats, as well as hydrographic, towing, underwater protection facilities, medical, rescue and others.

This boat was called legendary among shipbuilders because during its existence it was not possible to create a boat that would force it out of the domestic market. These boats built by the Sosnovsky shipbuilding plant in the mid-50s - late 90s and at the beginning of the 21st century could be found on all reservoirs of the countries of the former Soviet Union. And back in 1997, an expedition boat of project 376 of the Limnological Institute, built in 1950 by the Yaroslavl Shipbuilding Plant, sailed on Lake Baikal. It was one of the first boats of the series.

The project 376 boat was born in TsKB-19 in 1948, when the TsKB team, under the leadership of the chief designer V.V. At the same time, its modification was developed - a crew boat of the P376 project. Later on, when

In the development of subsequent projects of offshore boats, in parallel with the working boat, its diving modification was always developed.

At the time when the project 376 boats were being designed, the industry had not yet fully recovered from the post-war devastation, and materials and components were used in the design, which at that time could be provided to the industry.

The hull of the boat was steel, and the latest marine diesel engine ZDbs was used as the main engine. The engine room was located aft of the midsection frame, and the entire bow half of the boat was reserved for residential and office space. The crew was located in the bow cockpit, and behind it was another spacious room, which could be both a cargo hold and a passenger compartment. Behind the engine room there was a similar room, and behind it in front of the afterpeak was a pantry for spare parts and emergency and other supplies. In the amidships area there was a place for a galley and a single cabin.

On the upper deck housed the wheelhouse and sanitary facilities. On the roof of the cabin was equipped with a navigation bridge.

The galley stove and space heaters ran on diesel fuel.

Tests of the lead boat were carried out at the end of 1949, and since 1950, serial construction of these boats began at the Yaroslavl Shipyard. It was then that this boat began to be called "Yaroslavets". And, despite the fact that for more than forty years these boats were built only at the Sosnovsky shipyard, the unofficial name "Yaroslavets" remained with the boats until the end of their construction.

With the start of serial construction, boats began to arrive in the Navy units and, accordingly, comments and suggestions began to be received from operators to improve the characteristics and designs of boats of projects P376 and PB376.

In the same 1955, when fulfilling the requirement to install a decompression chamber, all those comments and suggestions of the customer and the builder based on the results of the construction and operation of the boats, which were made at different times in the modification drawings, were taken into account and implemented in the design documentation. Due to a large number of changes, the projects were redesigned and received the numbers P376u for a crew boat and PB376u for a raid diving boat.

The boats of the R376u and RV376u projects differed from each other only in their purpose and special equipment.

As for the hull, main engines, shafting, pipelines, main ship systems, bulkheads and superstructures, they were common to both modifications and were carried out according to the same drawings of the basic design under the general index 376u.

All existing modifications were made on the basis of the general drawings of the basic design. Not a single boat had as many modifications as there were created on the basis of the basic project 376u. Here are some of them.

In 1948, a modification of the B376 was created - an armed raid boat, which served as a patrol boat on rivers, lakes and sea raids. Later, a mortar was installed on it, and the boat received the project number M376.

In 1952, two modifications were made at once: project L376 torpedo boats and project G376 hydrographic boat. In 1954, a new boat was created - torpedoes of the TL376 project, intended to work with new types of torpedoes. In the same 1954, minesweepers of contact and non-contact mines of the T376 project were built, but during the tests the boats did not show themselves properly, and their construction was discontinued. But the project itself was not canceled, but was finalized into the project I376 mine-finder boat. This boat, instead of a trawl, had a television finder-marker, which was towed behind the boat in close proximity to the ground and, when a metal object was detected within a radius of up to five meters, set up a marker buoy. Further, those who destroyed the mines entered the business. Project I376 boats were built over several years in the mid-50s. And at the end of the 50s, on the basis of the 376u project, traditional boat minesweepers of the T376u project were designed and built.

The border modification of the P376 boat could be found at all outposts located on the rivers, or in the border coastal regions of the Soviet Union, which was facilitated by the transportability by rail of all modifications of the project 376 boat.

The fame of this universal boat quickly spread to all ministries and departments, and applications for the construction of such a boat for use in the national economy “fell down” to the State Planning Committee of the USSR and the Minsudprom. Until that time, project 376 boats were built only for the Ministry of Defense, and in order to use it in the national economy, it was necessary to coordinate the project with supervisory authorities and adjust the project to meet the requirements of these authorities.

Due to the increase in demand for the boat, it was necessary to increase their output, and this required an expansion of production. The production capacities of the Yaroslavl shipyard did not allow this, therefore, for this purpose, the construction of project 376 boats was transferred to the Sosnovsky shipyard.

At the request of the builder, the boats of the R376u and RV376u projects were agreed with the River Register in 1957.

After receiving the approval of the Register, TsKB-19 began to adjust the project. Due to the fact that the requirements of the Navy differed from the requirements for civilian ships, a number of basic design materials had to be reworked, which made a difference in the sets of design documentation for boats for the Navy and the national economy. And to avoid confusion, the crew boat for the national economy received the project number Rn376u, and the raid diving boat - RVn376u.

Since 1958, Project 376 boats began to enter the national economy, and the Navy began to express dissatisfaction with the technical obsolescence of Project 376 raid boats. in order to replace the boats and boats of the project 376.

In January 1963, TsKB-19, the developer of projects 376, was merged with TsMKB Almaz, and the documentation for projects 376 was transferred to the branch of TsMKB Almaz, which from that moment became the owner of all modifications of project 376.

The boats that entered the national economy, in addition to their direct purpose as traveling and raid diving boats, were also widely used in other types of work with a different purpose of the boat. They were used in underwater hydrotechnical and ship lifting operations, in the inspection of shipping locks and for emergency rescue operations.

Diving boats, in addition, were one of the main technical means of the State Rescue Services of the Union Republics and were provided according to the supply schedule for rescue stations of the first category for performing rescue diving operations and surveying beaches.

The Ministry of River Fleet of the RSFSR used boats to maintain the navigation environment, ensuring the safety of navigation on waterways. Boats were also used for the operation and navigational repair of hydraulic structures, for hydrographic work and traffic safety supervision.

The Glavhydrometeorological Service used these boats to determine the water regime and combat the pollution of large rivers and reservoirs.

More than 6,000 boats built over 40 years only for the national economy, in addition to the work listed above, performed a wide variety of functions in all water areas of the Soviet Union.

These vessels worked on rivers, lakes, reservoirs and shallow areas of the Black, Caspian, Azov and other seas. They were distinguished by good seaworthiness and, having reliable and safe equipment and supplies, fully met their purpose. Ease of maintenance, relatively low price and reliability when operating in the most difficult meteorological conditions made these boats the most popular in all sectors of the national economy of the Soviet Union.

By the beginning of the 70s, the River Register of the RSFSR warned the designer about the non-compliance of projects 376 with the current rules of the Register and about the intention to prohibit the construction of boats for the national economy. At this time, the owner of projects 376 was designing a new raid boat of project 1415 "Flamingo" for the Navy and had the intention to make modifications for the national economy on the basis of this boat, which should have replaced the Rn376u and Rvn376u projects.

Using this situation as an argument, the designer asked the River Register to extend the permission to build project 376 boats until they were replaced by project 1415 boats in 1978. The Register agreed with the designer's request, provided that the sanitary supervision authorities (Main Sanitary and Epidemiological Department of the RSFSR Ministry of Health) and labor protection (Central Committee of the Trade Union of Marine and River Fleet Workers) give their consent.

Such permission to continue the construction of boats until 1978 without updating the documentation was received. At the same time, the designer sent a notice to civilian customers of Project 376 boats and potential customers of Project 1415 boats about the withdrawal of Project 376 boats from production and their replacement with Project 1415 boats, starting in 1978.

In response to this notification, 12 ministries of the main consumers of Project 376 boats (67% of the total output including orders from the Ministry of Defense) responded with such a unanimous protest that the withdrawal of Project 376 boats from production was out of the question.

The arguments of the customers of the boats were as follows:

The increase in draft of Project 1415 boats limits their use in many sections of rivers and reservoirs, and work in these areas accounts for more than 70% of the total amount of work performed by boats;

The more complex design of boats of projects 1415 makes it difficult and more expensive to repair them;

Doubling engine power, without a significant increase in speed, will lead to unjustified excessive fuel consumption and higher operating costs.

An increase in the cost of boats by more than two times will lead to an increase in the cost of travel, hydraulic engineering and underwater technical work, and the state rescue and diving services, which are the main consumers of diving boats and are supported by local budgets, will significantly complicate their purchase. And in general, an increase in cost will lead to an inevitable reduction in the annual supply of ships.

Taking into account the needs of the national economy for the coming years, the consumers of boats offered to keep their production until 1980 inclusive in quantities that meet the needs of the national economy. As for the production of new boats, it is necessary to keep their shallow draft and reduce the cost.

Road crew working boat of project RM376 (27.0l>. 32.6t. 750ac.. 70.3uz)

The State Committee of the Council of Ministers of the USSR for Material and Technical Supply (Gossnab of the USSR) summed up the needs of boats for 1979. According to his statement, it followed that in order to meet the needs of the national economy, it was necessary to annually produce boats of the Rn376u project in the amount of at least 90 units and diving boats of the Rn376u project at least 50 units per year, and at the same time maintain their production in subsequent years.

To resolve the situation, the USSR Gossnab turned to the Council of Ministers with a request to instruct the Ministry of Shipbuilding Industry, Gosstandart, the Ministry of Health and the River Register of the RSFSR to resolve the issue of the minimum allowable adjustment of the design documentation of the Rn376u and RVn376u ship designs to the current standards and regulations to continue their construction in the future.

Under such pressure, the branch of the Central Design Bureau "Vostok" had no choice but to agree to the adjustment of projects 376 and their reconciliation with the River Register and the sanitary supervision and labor protection authorities.

The designer had to replace obsolete and discontinued equipment samples, as well as make design changes related to the replacement of equipment in order to comply with the requirements of the Register rules, sanitary supervision and labor protection authorities.

The projects were to be revised in accordance with the requirements of the Unified System for Design Documentation and adjusted for compliance with the new regulatory documentation. At the same time, it was necessary to preserve the main main dimensions, design solutions and building materials in order to be able to use the existing technological equipment of the construction plant.

E. V. Zakharov was the chief designer of the modernization of project 376 boats.

When the project documentation was revised, all these requirements were met, and additional systems and tanks were installed to prevent environmental pollution, additional insulation of the engine room was introduced, and the navigation bridge with equipment on the cabin roof was eliminated.

Since 1978, the projects of boats revised and re-agreed with the supervisory authorities received the numbers PM376 and RVM376.

In the process of serial construction of the modernized boats of project 376, until the beginning of the 90s, periodic re-approvals of projects with supervisory authorities were carried out and changes were made to the design of the boats. Among these changes were: strengthening the outer skin in the bow, installing additional insulation in the boat's rooms, changes in the steering gear and a number of other improvements and changes. At the request of the labor protection authorities, the main engine was installed on shock absorbers and, accordingly, an elastic coupling and a thrust bearing were introduced.

Since the projects came under the jurisdiction of the branch of the Central Design Bureau "Vostok", they have been regularly supervised by a group of designers visiting the place where the boats are based, inspecting them and talking with the operators. The purpose of architectural supervision was to check the operating conditions of the boats, compliance with operating instructions, identify hidden structural defects and eliminate them.

According to the results of the author's supervision over the past 25 years, there have been no cases of boat accidents due to the fault of the designer or structural reasons. Of course, there were cases of breakdowns of component equipment, due to which the boats were being repaired, or accidents due to violations of the rules of navigation by the crews. For example, more than 85 boats of project 376 of various modifications with years of construction from 1950 to 1991 are operated on Lake Baikal, and over 40 years of operation there was only one accident and that was due to the fault of the crew, who was in a state of intoxication.

That's why these boats were loved by rivermen!

The last work on the boat of the PM376 project was carried out in 1996, when the design of the boat was revised for the Temryuk border guards on the Sea of ​​Azov in order to increase its stability for operation in the open sea. This modification was developed under project number 03765 ​​and the design documentation was transferred to the Sosnovsky shipyard for implementation.

Now the Project 376 boats are living their lives undefeated by their competitors.

As mentioned above, in 1961, the Navy issued TsKB-5 a tactical and technical assignment for the design of a new boat with modifications to the base work boat and a raid diving boat in order to replace the boats and boats of project 376.

All work on the design of a new unified boat was headed by the chief designer H. A. Makarov.

The designer had already carried out the preliminary design of such a boat, when, on the basis of materials received from the fleets in the early 60s, a technical proposal was developed for a new basic working boat "Eagle", which was included in

"The armament system of ships, coastal units and naval bases with command, crew and work boats".

According to the received terms of reference, an abridged technical project was completed under the number 1418 with the two indicated modifications and submitted to the customer for consideration.

Having experience in designing the Orel boat, it was not difficult for the designer to fulfill almost all the requirements of the technical assignment, except for the possibility of transporting the boat by rail. When designing, new component equipment and new construction technologies were used, which naturally caused an increase in the cost of building and operating the boat.

For these reasons, the command of the Navy did not approve project 1418.

In 1967, under the same number, a new draft design of the boat was developed with two modifications. In this version, in order to ensure its transportability by rail, a structural split of the boat was provided along the diametrical plane and its delivery in parts to the base areas with subsequent assembly. At the same time, the cost of construction was even higher.

After consideration by the Navy, this option was also deemed unsuitable for replacing project 376 boats.

Quite naturally, if the boat is delivered in parts to the place of basing, then there you need to have a shipyard with the appropriate technological equipment to perform rather complex dismantling and installation work. This was not given to all areas where the boats were based, and the issue of transportability became of paramount importance.

Persistent requirements for the transportability of boats were justified by the growing demand for boats of the Project 376 type from consumers in all water areas of the USSR. This demand could be satisfied either by the creation of a transportable boat, or by organizing the construction of boats at enterprises in the European part and the Far East. In the first case, the possibility of transporting boats will satisfy not only the demand of consumers connected with the construction plant by waterways, but also in all inland waters. In the second case, the need for boats on inland waters that are not connected with the construction plant by waterways can only be satisfied by rail.

The shortage of production capacities in the Soviet Union did not allow at that time to launch the construction of boats at another plant, so there was only one way - to create a transportable boat.

When the customer was convinced that his requirements were incompatible with the issues of transportability and cost, he went to revise the tactical and technical assignment, entrusting its development to the designer. In order to unconditionally fulfill the requirement for

Ready diving boat of the project 747£В (79.0L!, 47.3t, 200hp, 70kts)

The transportability of the boat by rail, the customer agreed to a revision of individual requirements and a reduction in the required configuration.

With these new concessions from the customer, the designer proceeded to develop a technical proposal.

The purpose of the proposal was to develop and agree with the customer the terms of reference for the design of a new boat to replace the boats of project 376 and its modifications. The project under which the technical proposal was carried out received the number 1418B.

This technical proposal provided for everything possible to create new boats in dimensions that allow them to be transported by rail without dismantling and installation work that requires specialized production. First of all, the dimensions of the cross-sections of the hull, the maximum allowed for transportation by rail, were determined.

The new working boat, compared to the boats of project 376, turned out to be shorter in length, but with a larger displacement due to an increase in the amount of cargo and people carried. In order to avoid an increase in hull drag in a given navigation mode and without compromising stability, the hull contours were revised. The resulting theoretical drawing was taken as the basis for the design of a new boat.

Based on the results of conversations and surveys of personnel of the fleets and crews of boats, the main ways to improve the boats of project 376 were determined, which were to be implemented in the new project. Among the many proposals were the following: to provide for the simplest cargo device, to provide power to the on-board network with electricity from the shore, to strengthen the outer skin for swimming in ice, to increase the seaworthiness of the boat, to install radar weapons, recommendations were given on the configuration of diving equipment and others.

On the working boat and the diving boat, it was planned to install fecal and sewage tanks to protect the water basins from pollution.

Raid crew boat project 747#£ (79.0m. 47.2t, 200HP, 70 knots)

For the boats, the most modern materials with a large amount of plastics, the latest means of communication, radar and navigational weapons were provided.

Due to the compactness of the main engine, the engine compartment was planned to be located in the stern, providing a larger and better part of the hull for residential and office space. The felling was to be located in the midship area, where the aggregate and sanitary facilities were to be located. At the same time, the diving modification of the boat, which was developed in parallel, differed from the traveling one in an elongated cabin for the possibility of placing a decompression chamber and a pantry of diving suits in it. Instead of a bow hold, a cockpit was equipped and instead of a stern hold, a pantry for diving equipment. The living quarters for the crew, a galley and a pantry for both modifications were located under the wheelhouse.

Initially, there was an intention to gasify the boats, but, given that there is still no technical service in the ports for servicing gas equipment, it was decided to make a galley stove and space heating on electricity.

In August 1971, the technical proposal for the design of the project 1418B boat was completed. On the basis of this technical proposal, a draft of a new tactical and technical assignment for the design of a basic working boat with a diving boat variant was developed and submitted for consideration and approval.

This technical task was reviewed, approved and approved, and then, according to this technical task, the design of a new boat began, but under the project number 1415.

The design of the new boat was based on the developments that were made in the technical proposal of the 1418B project. In the time that has passed since the submission of the project 1418B for consideration, there have been changes that have affected the design of the future boat.

Perhaps the most significant change was that the railway tightened the side clearance of the transported cargo, it decreased by about 0.5 m. For a boat, this value was very significant, this primarily affected the stability of the boat, as well as other elements of the theory ship.

The motor resource of the main engine and the power reserve on the shaft for the working boat seemed small to the customer, and the designer had to use the time-tested reliable ZD12 engine.

The terms of reference for the design of the boat also took into account those changes that were associated with the expansion of the range of special tasks set

Nykh at that time faced modifications of such vessels and increased requirements for their tactical and technical elements.

These changes required a new boat layout slightly different from the original one. The engine room was moved closer to the midships, and the stern cargo hold was moved to the stern, the galley was moved to the wheelhouse, and the area of ​​​​the living block was increased. The felling area was increased, where sanitary and service premises were now located. Depending on the modification of the boat, cargo, living or passenger premises could be located in the bow cargo hold, and a diving compartment or any other office space could be located in the stern.

The hull of the boat was steel, the wheelhouse was made of light alloy.

Project 1415 was developed in two modifications at once - a raid diving boat of project RV1415 and a basic working boat of project R1415. The purpose of these boats was the production of diving operations at depths of up to 45 m on external and internal roads of naval bases and the transportation of goods and people.

The raid diving boat was taken as the main modification, which was explained by the greater saturation of its equipment and the greater staffing compared to the base work boat. Both modifications of the boat were designed in a common hull with the same mechanical installation, general ship devices and systems, and with the same composition of radio equipment.

The raid diving boat, like any other modification, was distinguished mainly by the presence of special equipment. Only the hydrographic modification had some difference from the base boat in the design and layout of the cabin.

Documentation common to all modifications received project number 1415 (14150).

The boat of project 1415, in comparison with the boat of project 376, turned out to be more stable and seaworthy, with improved habitability, the architectural forms of the hull met modern requirements, the boat was equipped with modern special, navigation, navigation and radio equipment. And finally the boat

Work boat * Flamingo" in free navigation

It began to comply with modern requirements of the Register rules, labor protection and sanitary standards.

The first in the pilot production of the branch of the Central Design Bureau "Vostok" in 1975 was built the lead boat of the project P1415 (14151), and in 1976 - PB1415 (14152). After adjusting the documentation and transferring it to the builder, the serial construction of all modifications was carried out by the Sosnovsky shipyard. All lead boats of all modifications, except for the G1415, were built at the pilot production of the designer, and although the G1415 project was built in the city of Sosnovka, the state tests took place in Leningrad, where he remained to carry out his service.

According to the results of the operation of the boats of project 1415 and the author's supervision of them, changes were periodically made to the design documentation. So, for the sake of simplifying the design, increasing the reliability of steering and improving maneuverability, the guide nozzle was replaced by balancing rudders.

In order to be able to replace boats of project 376 in the national economy, boats of projects Rn1415 (14153) and Rvn1415 (14154) were built in 1979.

These boats met all the requirements of the Register rules and sanitary standards, but due to lack of demand, they did not go into series. An attempt to replace boats of projects 376 in the national economy failed, and the reasons for this failure were discussed above.

In 1975, a border modification of the P1415 (14155) boat was developed, the lead boat was built in 1977.

Hydrographic modification of the boat project G1415 (14156) was designed in 1977 and built in 1979.

Without abandoning attempts to introduce the boat into the national economy, the Minsudprom ordered the processing of projects 1415 in order to reduce their cost. In pursuance of this order, the designer revised the Rn1415 and RVn1415 projects, replacing, if possible, materials and components with cheaper ones. As a result, new modifications of projects 1415 projects Rn1415u (14157) and RVn1415u (14158) were made and agreed with the supervisory authorities, which also did not go into production.

The last modification of the boat, which went into the series, was project PV1415 (14159) designed in 1978 and built in 1979 - a boat for underwater protection of objects. On this boat, the latest systems for detecting and destroying the enemy were installed.

Further attempts to create new modifications based on the boat of project 1415 were not implemented for various reasons. Among them was a technical proposal made in 1984 for a boat of project 14161 for lifting and transporting mines and torpedoes on Lake Issyk-Kul, in 1985 for a project 14162 pilot boat, and in 1976 there was an attempt to make a fireboat in the hull of the base boat.

Workers / boat "Flamingo" on sea trials

At the end of the 80s, Gazprom ordered several serial boats of the RV1415 project from the Sosnovsky plant, which were built for the Navy. A designer was involved in this work, who, as an exception, agreed on a limited number of boats with the Register, while it was necessary to complete the boats with the necessary supplies.

One of the obstacles to the operation of boats in the national economy was the increased noise in the premises. To eliminate this obstacle, in 1990 the main engine was installed on shock absorbers, but due to the collapse of the national economy, there were no more customers for these boats.

In 1968, a steel marine tug boat of project 1439 was designed and in 1970 put into industrial production.

The designer of this boat was the Khabarovsk branch of the Leninskaya Kuznitsa Central Design Bureau, and the builder was the Ulan-Ude Shipyard.

The boat of project 1439 was designed as a tug and therefore had all the design features of a tug. Among the tasks to be solved, the main one was the towing of non-self-propelled vessels in the port and at sea, as well as the performance of turning works in the port, but the boat could also be used as a service and traveling boat.

The boat was designed for the class of the Maritime Register of the USSR, but the unsinkability of the boat was not ensured.

The project 1606 towing motor ship was the river analogue of the project 1439. The project 1606 boat was designed by the design bureau of the Vympel Rybinsk shipbuilding plant in the mid-70s and built at the same plant.

It was designed for the class of the River Register of the RSFSR and was supposed to replace the T63 project tugboat, which was in serial construction, created by the Central Design Bureau of Glavlesprom.

The main purpose of the project 1606 boat was towing non-self-propelled boats, but unlike the project 1439 boat, the boat was designed to transport

1.5 tons of cargo or up to 20 passengers. Having good maneuverability in the middle forward course and hook thrust of about 1.5 tons, the boat was widely used in various sectors of the national economy, in particular, in the oil and gas industry, fisheries, and the river fleet.

The boat was widely used at the enterprises of the forestry and woodworking industries, for which, at the request of the customer, some changes were made to the design of the boat in terms of protecting the rudder propeller complex.

Due to the transportability by rail, the boat could be operated in all water areas of the Soviet Union.

When designing these boats, the task was not to replace the Rn376 project, but their widespread use as a tugboat and crew boat created a reputation for competitors to the most popular boat in the industry for the 1439 and 1606 boats.

Both boats were designed and built by enterprises of the Ministry of Shipbuilding Industry for the national economy, and the presence of Project 376 in the industry increased the range of boats similar in their tactical and technical elements and tasks performed. In this regard, the question of the unification of watercrafts similar in their characteristics was repeatedly raised.

With each development of a new project, in terms of its tactical and technical characteristics, close to the characteristics of project 376, the question was raised of unifying floating boats and creating a modern boat, which, in its own way,

River steel tugboat project 7606 (77.3m, 24.3t, 250hp 77uz)

The data could satisfy the needs of a larger number of sectors of the national economy as much as possible.

One of these new projects was the 14700 offshore tugboat project for timber rafting.

In January 1980, the Minsudprom received an appeal from the Ministry of Forestry of the USSR about the need to create a tugboat with a capacity of 150 hp. With. to replace the T63 tugboat removed from serial production a few years ago. Although the project 1606 boat was made in the hull of the T63 project boat and surpassed its prototype in many respects, it did not satisfy customers from the Ministry of Forestry in a number of indicators that did not meet the requirements of timber rafting and supervisory organizations.

The terms of reference for the development of a project for a new raid tugboat for timber rafting was developed by the Central Research Institute of Timber Rafting together with a branch of the Central Design Bureau "Vostok".

According to this technical assignment, it was necessary to create such a tugboat that could tow non-self-propelled watercraft, carry cargo up to 1.5 tons or 20 people of organized groups of workers and officials, work in backwaters and perform various work on timber rafting, form and tow rafts. The work of the vessel on timber rafting required a stronger hull than that of a conventional tug.

The task of shipbuilders was to create a technologically advanced, and, therefore, cheap vessel and, of course, transportable by rail.

The project 1606 towing ship was created as a universal tug, not designed to work on timber rafting, and, therefore, could not perform many of the tasks assigned. So, for example, it was poorly controlled in reverse and small front, the strength of the hull was insufficient for work in the conditions of clogged timber-rafting water areas, it had poor visibility from the wheelhouse along the rear-side sectors, and there were no radio communications. The operational capabilities of the boat were sharply limited when it was used as a tugboat in conditions of rafting, winding fairways and shallow water. These operational capabilities were limited by the lack of a towing winch as part of the towing device and insufficient navigation autonomy of only about a day and a half.

When a tugboat tows rafts, it takes more than one day, and proper living conditions must be created for the personnel accompanying this operation, which was not the case on the Project 1606 ship.

And, finally, by the beginning of the 80s, the ship ceased to fully meet the current requirements of supervisory organizations.

So, having in front of him clear requirements for the design of a tugboat for timber rafting, the designer set to work. A. B. Krugovenko became the chief designer of this ship.

The initial task was the choice of the main and auxiliary power plant. The presence of a ship power plant allowed the installation on a ship

Towing winch, additional auxiliary mechanisms, household equipment and electrical appliances.

In order for the customer to have the opportunity to analyze and choose, the technical proposal for project 14700 of a tugboat for timber rafting was developed in two versions, differing in the capacity of the power plant.

The first version had a 150 hp main engine. s., a diesel generator with a capacity of 16 kW and a towing winch with a pulling force of 2.0-2.5 tons. The second option had the following characteristics: 300 hp. s., 25 kW and 3.5-4.0 tons, respectively.

Both options had the same design solutions, which contributed to obtaining higher quality indicators, surpassing those of the Project 1606 vessels.

The main directions in the design of the vessel were - technology, habitability and efficiency of use.

Technology issues were directly related to cost, which was very important for the ship's competitiveness. The use of sharp-chine hull contours made it possible to form the hull from flat sections, which significantly reduced the complexity of the construction, while the issue of strengthening the hull structures was not left without attention.

To improve habitability, it was necessary to revise the overall layout of the vessel. The wheelhouse was made higher to provide a circular view, the area of ​​\u200b\u200bthe cabin was increased to accommodate modern navigation equipment and radio communications. Directly under the wheelhouse, a galley and an additional room for the crew to rest or accommodate passengers during their transportation were equipped. The engine compartment was separated from the residential block by a kind of rubber dam, consisting of a vestibule, a bathroom and a pantry. The entire bow of the hull was given over to the crew's living quarters. The living quarters had reinforced insulation and lining with environmentally friendly material. Behind the engine compartment in the stern was a cargo hold.

The galley equipment and space heating were converted to electricity, and a refrigerator was included in the galley equipment.

The ship's systems and devices have been designed to prevent environmental pollution.

Ship reserves were designed for autonomy of about three days.

To increase the efficiency of work on raids and timber rafting, it was possible to install a removable cargo crane-beam and a log pusher on the ship, and a towing winch was installed to increase towing capabilities.

According to the results of the technical proposal, the first version of the vessel had a length of 17.5 m and a displacement of 32.2 tons, and the second version had a length of 19 m and a displacement of 38 tons.

The work of the tugboat project 74700 at the timber rafting

The cost of the second version of the vessel was 15% more than the first, and the first version was 80% more than the cost of the project 1606. This excess of the cost of the new vessel was due to the higher power available for the new project 14700 special vessel for timber rafting.

After analyzing the completed technical proposal, the customer unequivocally chose the first version of the vessel due to its lower cost, the need for vessels with a capacity of 150 hp. s., and most importantly, the customer already had a tugboat project LS-56A with a capacity of 300 hp. with., which fully met the requirements of timber rafting.

In September 1984, the project 14700 timber rafting tugboat was accepted by the customer, and the design documentation, after being adjusted according to the test results, was handed over to the Vympel Rybinsk shipbuilding plant to organize the serial construction of tugboats.

When creating a project 14700 timber rafting tugboat, the designer was already thinking about a future boat that would be able to displace outdated project 376 boats from the domestic market.

The new boat received project number 14701 and the official name "Quail" tugboat, which was intended for towing non-self-propelled vessels, various watercraft and rafts, as well as for transporting cargo up to 10 tons, organized groups of workers or officials up to 15 people on flights up to two hours. The ship retained all the comfortable conditions for the crew and passengers to stay on board, but the mechanisms and devices designed to work on timber rafting were excluded from the equipment. First of all, the towing winch and the source of electricity for this winch were removed - a 16 kW shaft generator, a log pusher and a part of the special supply. Due to this, the carrying capacity of the vessel was increased, and in order to be able to receive this cargo, the forward cabin was turned into a cargo hold.

To be able to reduce the cost of construction on this project, a modular-aggregate method of building a ship was introduced.

In 1985, the lead ship was built and tested. Assuming a great need for project 14701 tugboats and the impossibility of one Rybinsk

TOC o "1-5" h z Total displacement, t 35.7

Maximum length, m 18

Maximum width, m 3.6

Board height amidships, m 2.3

Draft at full displacement, m 0.9

Crew, pers. 5

Number of passengers, pers. 2

Travel speed, km/h 17

Carrying capacity, t 1.5

Hook pull at mooring lines, t 1.7

ZD6S main engine

Rated power, l. With. 150

Number of revolutions, rpm 1500

Sources

DGR1A-16 (14 kW, 220 V), shaft generator (16 kW, 220 V) Hull and superstructure material steel

The plant to meet demand, the serial construction of ships was additionally planned at the Ulan-Ude shipbuilding plant. A set of documentation was sent to this plant for review, but it did not come to construction.

Despite all the measures taken, the cost of a tugboat of project 14701 was approximately 1.6 times more than the cost of a raid crew boat of project PM376. In this situation, boat buyers preferred old obsolete and cheap boats rather than new modern and more expensive ones. It was not possible to introduce a new boat to the domestic market this time either. Perhaps, with time, this would have happened, but 1991 came with all the ensuing consequences.