Vessel design river sea marine type. What is a river-sea vessel

In the old days, due to the imperfection of the design of ships, large volumes of cargo could only be transported along rivers and lakes, therefore, for centuries, riverboats have been the main type of water transport.

Against the current, the ship, as a rule, went on oars or under sail; sometimes it was pulled by a towed army of workers, who were called barge haulers. In the 19th century, horse-drawn ships, which were actually driven by horses, became widespread. But soon Steam engine changed the face river fleet- the winch was replaced by steam. However, in the second half of the 19th century, the paddle wheel replaced all other types of propulsion. At the beginning of the 20th century, especially in central Europe, where a large network of rivers and canals contributed to the development of the river fleet as the main mode of transport, they have already begun to build the most advanced river vessels for their time. Now the vessels of the river fleet transport passengers and cargo along rivers and lakes, which include self-propelled cargo ships, pusher tugs, non-self-propelled scows, barges, passenger motor ships and auxiliary vessels. In this publication, the reader will be presented with an extended classification river vessels, which has no differences in either domestic or foreign shipbuilding. However, in order to understand the many, in my opinion, various types of river vessels, it is necessary to understand some categories.

river boat- this is a floating structure designed to transport goods, passengers and perform various kinds of work to ensure inland navigation on lakes, rivers and artificial waterways. Unlike sea vessels, which are able to withstand strong winds and sea waves, river vessels are subject to less stringent stability requirements, therefore, they can be made of composite materials. Riverboats are limited by navigational capabilities, which are determined by the width and depth of the rivers where the vessel operates, as well as the height of bridges that require a height-adjustable rudder and retractable masts for unhindered passage under them. In any state, the existence of various types of river vessels depends on the characteristics of navigable rivers and channels, taking into account the availability of infrastructure, including primarily a network railways. River transport is a low-speed, but inexpensive mode of transport that is best suited for the transport of bulk cargo and containers.

An equally important concept in the classification is the division of river vessels into classes of the River Register. For clarity, they are summarized in a table.

The conditions of navigation on inland waterways, namely their wind-wave regime, impose certain requirements on the strength of river vessels and their seaworthiness. Depending on the design features courts River Register divides them into five classes: "M-SP", "M", "O", "P" and "L".

class "M" vessels of the river register

"M" class river boat

Class "M" includes vessels that can sail in pools of category "M" without weather restrictions. The strength of the hull of these vessels should be sufficient for sailing in waves when the wave height reaches 3 m and the length is 40 m. These river vessels are subject to special requirements for stability, closing hatches, doors, and windows. In order to reduce flooding of the deck in fresh weather, the side lines of a riverboat add sheer at the bow and stern. On all open parts main deck passenger and tugboats of class "M" install strong metal bulwarks with a height of at least 0.9 m, and on tugboats up to 0.6 m. Cutouts are made in the bulwark for water drainage with total area at least 10 percent of the bulwark area. These cutouts are fenced with metal bars or storm covers. Such openings in the bulwark are called storm porticos. On non-self-propelled class "M" ships, instead of a bulwark, a strong railing with a height of at least 0.9 m is often installed. Such railings are installed on all open areas of the deck, as well as on decks of superstructures and deckhouses. Deck superstructures on all river vessels of class "M" are made of steel or light alloys. To illuminate the interior in deck superstructures, instead of ordinary windows, portholes with a metal frame are installed, round or rectangular with blind covers. To prevent water ingress into the hull when ships are sailing in waves, deck hatches are equipped with coamings with a height of at least 300 mm. All external doors are made of waterproof, metal, which are closed with battens. Cargo hold hatches shall be equipped with watertight closures. The height of the side of river vessels of class "M" is greater than that of vessels of other classes. Anchor chains of class "M" river vessels must be longer and stronger than the chains on ships of other classes.

ships of the class "M-SP" of the river register

tanker mixed swimming class "M-SP"

Mixed navigation vessels "M-SP" are equipped for navigation in sea conditions. In addition to increased hull strength and seaworthiness compared to class “M” river vessels, they are equipped with navigational instruments, life-saving appliances, sound and light signals, emergency equipment, and all closings on these vessels are made in accordance with the register rules for sea vessels. In addition to ships of mixed navigation of the river-sea type, there are ships of the sea-river type. This sea ​​vessels, part of the voyage of which passes through inland waterways, while they are partially unloaded and have a reduced draft.

class "O" vessels of the river register

"O" class river boat

Class "O" includes vessels that can navigate in pools classified as "O" without weather restrictions. The strength of the hull of these river vessels should be sufficient for sailing in waves when the wave height reaches 2 m and the length is 20 m. Less stringent requirements are imposed on class “O” river vessels in terms of stability, closures, supply, rescue, navigation and other equipment, than to class "M" ships. The freeboard of class "O" ships is made higher than on river ships. The main deck is also performed with sheer in the bow and stern. However, the freeboard and sheer may be less than for M-class ships. Portholes with blank covers are made in the freeboard of river vessels of this class. The height of hatch coamings shall be at least 150 mm. Cargo hold hatches shall be equipped with splash-proof covers. Deck superstructures of class "O" ships are made of metal; instead of portholes, windows are allowed in them. The open lower decks of class "O" ships are protected by solid metal bulwarks on passenger ships and railings on all others.

At the International Conference "Russian Shipbuilding. Import Substitution", held on April 6-7 in St. Petersburg, CEO LLC “Marine Engineering Bureau” Egorov G.V. spoke in detail about the cruise liner of the PV300 project.

Solemn laying of the keel of the vessel on March 28, 2017 at the Krasnoye Sormovo shipyard in Nizhny Novgorod.

The project was created during 2010-2015. by order federal agency of sea and river transport of Russia within the framework of the FTP "Development of civil marine equipment for 2009-2016".

The four-deck cruise liner is designed for 342 passengers, accommodated in comfortable double cabins ranging from 17 to 30 square meters. m. The customer of the vessel is the company "Vodokhod".

The two lounge restaurants on the main deck have 400 seats, i.e. with a margin provide a one-time landing of all guests, including children. For leisure there are observation lounges, a conference room, two bars, a children's room, a fitness center, a souvenir shop and a solarium on the open sun deck. For people with handicapped- elevators connecting all decks, communications and latrines, increased dimensions of passageways, no obstacles when moving in wheelchairs.

All passenger cabins are located on the upper, boat and awning decks. There are no passenger cabins on the main deck, where crew members work during mooring, locking, disembarking passengers, receiving cargo and, accordingly, there may be an increased noise level.

The total number of cabins - 171, they will be of two classes: 2 - "Suite" with an area of ​​about 30 square meters. m and 169 "Standard" cabins with an area of ​​about 17-20 sq. m.

The lead Nizhny Novgorod vessel of the PV300 project is scheduled to be commissioned in 2020.

The liner will operate on long-distance cruise lines Moscow - St. Petersburg, Moscow - Astrakhan and Moscow - Rostov-on-Don.

In the foreseeable future, in addition to traditional river routes, the first liner of the PV300VD project, which is being built at the Astrakhan Lotos shipyard, will go on river-sea cruises. The journey started at the mouth of the river. The Volga, with its unique ecosystem, will pass through the Caspian to Baku and Derbent.

Three variants of Caspian cruise routes have already been worked out: the Caspian Sea of ​​Friendship cruise (Astrakhan - Baku - Anzeli - Aktau - Astrakhan, duration - 9 days); cruise "Country of great rulers" (Astrakhan - Aktau - Astrakhan, duration - 6 days) and a cruise around the CIS countries (Astrakhan - Aktau - Baku - Makhachkala - Astrakhan, duration - 9 days).

Cruises on the Black Sea are also being considered, for example, a seven-day tour of Sochi - Batumi - Trabzon, and other destinations.

Now river cruise ships carry about 350 thousand tourists according to Russia's GDP. The average age of Russian CUs is 42 years, while half of the 90 existing vessels are already over 50-60 years old. In the next decade, this fleet will most likely be decommissioned, and we will have only about 40 ships left.

Russia is rapidly losing its cruise river fleet, so by 2030 up to 200 thousand tourists will be able to use such services. And this despite the fact that, according to some expert estimates, the potential market size by that time will be up to 1.0 million tourists.

Even according to low estimates, a series of about 10 vessels of PV300 and PV300VD projects is required.

The editors of the site express their gratitude to LLC "MIB" for their assistance in preparing the material.

At the session River transport of Russia” at the invitation of the conference organizers Gennady Egorov, Director General of the Marine Engineering Bureau, professor, doctor of technical sciences, made a special report “Ships of mixed river-sea and inland navigation: the role of the “old” series of ships and their prospects”.

The report showed that many ships have significantly exceeded their planned service life and, in terms of their physical and moral condition, do not meet modern safety requirements.

For example, the average age dry cargo ships of the Volzhsky type of project 05074 - 27.7 years (33 vessels), of the Volgo-Don type of project 1565 - 40.4 years (total 69 vessels), of the project 507B - 44 years (total 64 vessels). Of the 166 ships of these projects, 35 units. (21%) in unsatisfactory technical condition. The main factor determining technical condition vessels of the "Volgo-Don" type, is the wear of the hull. Most of the Volgo-Don type ships have exhausted their main engines of the G-60 and 8NVD48 types.

145 tankers of the Volgoneft type with an average age of 42.1 years, 46 Lenaneft of the R-77 project (39 years), 26 single-hull oil and ore carriers (36.2 years) cannot be a safe tool for transporting dangerous goods. Only on 5 ships of the Volgoneft type, all the requirements of the International MARPOL Convention were met through modernization, and on 35 more they raised the second bottom (that is, they partially complied with this convention). Not at all better with other types of "old" tankers.

Statistical data clearly demonstrate that the existing mixed navigation fleet was built mainly in the 70-80s of the last century. For cargo ships, the most important element that determines their actual life is the hull. The construction thicknesses of the main elements of the hull - flooring, plating, are in the range of 6-8 mm.

The standard service life of the ships was set during the design and is usually 25-35 years, provided that the construction restrictions for the areas and seasons of navigation are maintained.

For ships located in the European part of Russia, taking into account changes in operating conditions in the last 10-15 years (a significant increase in the time spent in sea conditions and under variable loads), the hull resource, in terms of wear and fatigue, was developed faster than expected when design. The result is an unprecedented volume of structural replacements during repairs, an actual reduction in the time between ship dockings.

In general, over the past years, the hulls of the existing fleet of inland and mixed river-sea navigation vessels have largely exhausted their wear and fatigue life.

In total, as of October 2016, according to RRR data, there are 12,173 such vessels in Russia (including mixed navigation vessels). Compared to the data for 2010 (15,072 ships), the retirement amounted to 2,899 fleet units or 19.2%.

The age structure of the fleet of vessels of inland and mixed river-sea navigation is characterized by the following parameters:

The average age of self-propelled dry cargo ships is 41.2 years;
the average age of non-self-propelled dry cargo ships is 35.1 years;
the average age of self-propelled tankers is 40.9 years;
the average age of non-self-propelled tankers is 33.4 years;
the average age of passenger ships is 35.2 years;
the average age of the towing fleet required to service non-self-propelled dry cargo and tankers is 37.6 years.

Even at the beginning of the 21st century, it seemed that Soviet-type ships were “immortal”. But the global crisis that began in 2008 and its subsequent waves showed that the recycling of the "old" series is not only going on, but is going at an increasing pace. Its peak was in 2008-2015, and this process continues now.

To date, out of 75 famous "Baltic" project 781 (in fact, the first series of Soviet SSPs, built in 1962-1968), 68 have been decommissioned (9% - 7 ships lost in disasters, 49% - 37 ships disposed of in the 21st century, up to 2000 - 24 ships). There are 8 ships in operation with an average age of 51.2 years, 5 of them with the flag of Russia.

Of the 40 no less famous "Volgo-Balt" Soviet-built project 791 (built in 1962-1969), 34 were decommissioned (13% - 5 ships were lost in disasters, 33% - 13 ships were disposed of in the 21st century, before 2000 - 16 ships ). There are 4 vessels in operation with an average age of 51 years, and only 1 with the flag of Russia.

Of the 73 "Volgo-Balt" project 2-95 of the first series of construction of Czechoslovakia (built in 1967-1974), 44 were decommissioned (10% - 7 ships were lost in disasters, 51% - 37 ships were disposed of in the 21st century, before 2000 - 1 vessel). There are 27 vessels in operation with an average age of 46.4 years, and only 9 with the flag of Russia.

A fundamentally important trend has been revealed - old mixed river-sea navigation vessels are already being disposed of outside the jurisdiction of Russia, i.e. due to the stricter requirements of the RS and RRR to them, it is not profitable to operate with the Russian flag, therefore they are sold to foreign ship owners (usually Turkish) with a change of flag and class to a less demanding one, while these ships continue to operate on the same cargo base as earlier (i.e. from the southern ports of Russia). In fact, their new owners "finish off" for some time and then hand over for scrap. Already having other flags and classes, such ships get into various accidents, including disasters, in fact, accident losses are largely associated with this “gray” mode of operation. The usual analysis does not allow us to see such an end to the "career" of ships of mixed navigation.

At the end of 2016, with the classes of Russian companies (from R1 to O-PR), there were 1,725 ​​dry-cargo and oil tankers of mixed and restricted navigation areas, which is 769 ships less than in 2007.

Of course, the aging of the fleet and the waves of global economic crisis affected the total number of SSPs, but their work remains vital for Russia.

The actual age of decommissioning of mixed navigation vessels is about 45-50 years. At the same time, about 10% of ships by this age are lost in accidents.

The average age of existing ships is about 40 years.

Therefore, in 5-10 years, more than 50% of the currently operated fleet will be decommissioned, which will lead to a collapse in the volume of transportation by water transport.

The report caused a lively discussion in the hall on the prospects for river transport in general.

Answering questions, Professor Gennady Egorov drew attention to the audience that in addition to the objective aging of the fleet, it is necessary to take into account the impact of new international requirements. They will generally change the composition of the fleet in the coming years.

For example, September 8, 2017 (as always unexpected for domestic shipowners) The International Convention for the Control and Management of Ships' Ballast Water and Sediment, 2004 (BWM Convention 2004) enters into force. It will have a noticeable impact on ships making international flights. Existing ships have been given a transitional period - they must be retrofitted with a ballast water treatment system (BWTS) by the first regular survey after September 8, 2017.

Thus, the existing vessels will be able to operate without WSS for no more than FIVE years after September 8, 2017, i.e. until September 2022. For ships of "Soviet" construction, the cost of bringing them to the requirements of BWM-2004 is 500 - 800 thousand dollars and more.

This means that within five years a significant part of the vessels of the mixed river-sea navigation will either be decommissioned, or will return to the river or will work exclusively in small cabotage without leaving the territorial waters of Russia or only in the Caspian Sea (and this solution is not yet final ).

A new dry-cargo ship of the "river - sea" type began to be built at a plant in Astrakhan

This is the third such vessel built at the enterprise

At the Astrakhan shipbuilding plant "Lotos", the construction of a new, third in a row, dry-cargo vessel of the RSD-49 project has been launched. As reported IA REGNUM in the press service of the head of the region, the solemn ceremony of laying the vessel of the "river - sea" type took place on April 20 within the framework of the II International Caspian Technological Forum.

As the governor of the Astrakhan region recalled Alexander Zhilkin, the shipyard has been idle for several years, but today Lotos is the "flagship of shipbuilding in the Astrakhan region."

“A unique vessel is being built on the slipways of the Lotus - the first cruise ship at Russian shipyards over the past 50 years. And, of course, the third dry cargo ship of the RSD-49 project is a confirmation that the company fulfills contracts in a quality and timely manner,” the head of the region noted.

A new order is waiting for the Lotos plant in the near future. According to the head of the directorate of the program "River - Sea Vessels" JSC "USC" Sergei Italiantsev, we are talking about the construction of two river cruise ships. The customer is a major cruise operator in the Nizhny Novgorod region.

“Negotiations are underway,” Italiansev said. - I think that in the summer we will be ready to sign a contract. We are also negotiating the construction of a series of "river-sea" tankers on Lotos.

The Lotos plant is ready to expand production. As Konstantin Tikk, the first deputy general director of the plant, noted, “the plant’s capabilities are colossal” for civil shipbuilding. The company has six covered bays, in which we can simultaneously build six RSD type ships. The slipway is also being upgraded, which will be increased from 100 to 140 meters. These works at the plant are planned to be carried out before the launch of the cruise liner.

Recall that the RSD-49 dry-cargo vessel is being built for Anship LLC under a leasing scheme (the lessor is Goznak-leasing CJSC). Maximum length vessel - 140 m, overall width - 16.7 m. Cargo holds can accommodate more than 10.9 thousand cubic meters. m. The ship can sail autonomously in the sea for 20 days. It is planned to complete the construction of the dry cargo ship in September 2018. The value of the contract is 800 million rubles.

As reported IA REGNUM, in 2014, similar dry-cargo vessels of the "river - sea" type "Vladimir Zakharenko" and "Anatoly Sidenko" were transferred to the customer - Anship LLC. They are used in various regions - in the Caspian Sea, on inland waterways, in the Azov-Black Sea basin, in the Mediterranean Sea.

Currently, the first cruise liner is being built at the Lotos plant, designed, among other things, for cruises around the Caspian Sea. Its laying took place on August 15, 2016 during a meeting of the Presidium of the State Council for the development of inland waterways of the country, which was held in Volgograd by the President of the Russian Federation Vladimir Putin.

It will be a four-deck vessel with a length of 141 meters, a width of almost 17 meters, designed for 300 passengers. It is assumed that in terms of comfort and infrastructure, the liner will be comparable to a five-star hotel. The cost of the vessel is estimated at almost 2.5 billion rubles, the payback period is 15-25 years.

River-sea bulk carriers

Are you interested in chartering, purchasing or selling dry-cargo river-sea carriers? Contact us! Our brokers have been working with river-sea vessels for more than 20 years and have established direct contacts with the vast majority of owners of river-sea dry cargo ships in Russia, Turkey, Azerbaijan, Kazakhstan, Ukraine.

In the catalog you will find our offers for river-sea dry cargo ships for sale. However, as you can see, they are very limited. This is explained by the fact that shipowners rarely enter the market with information about the sale of their vessels, especially modern river-sea dry cargo carriers. Basically they ask us to offer boats privately to potential buyers with organized financing. In response to a serious named request for the purchase of a dry cargo ship to work on inland waters Russia and/or in mixed river-sea mode we will come back to you with offers of private candidates that may be proposed by us from close owners.

If you are interested, we will check with the new owners the possibility of developing the vessel for sale.

Where do dry-cargo river-sea carriers operate?

River-sea vessels are also often referred to as mixed navigation vessels. They operate on the inland waterways of Russia and can go to sea in accordance with the class notation assigned to them by the classification society. depending specifications, as well as on the composition of navigation and rescue equipment, ships have different navigation areas, permissible distance from the coast, permissible wave height.

The characteristics of inland waterways determine the dimensions of river-sea dry cargo ships. The dimensions of the locks of the Volga-Don Canal determine the dimensions of most types of dry-cargo river-sea carriers: the overall length is not more than 141 meters, the overall width is not more than 17.0 meters. passing draft in last years rarely exceeds 3.6 meters. Sometimes, due to low water in some sections of canals / rivers, additional restrictions on draft are established.

Types of river-sea dry cargo ships with which we regularly work:

1. STK with a deadweight of about 2000 tons on a draft of 3.83 meters;
2. ST with a deadweight of about 2600 tons on a draft of 3.35 meters;
3. Omsk with a deadweight of about 3300 on a draft of 3.2 meters;
4. Sormovsky with a deadweight of about 3400 tons on a draft of 3.75 meters;
5. Amur with a deadweight of about 3150 tons on a draft of 3.91 meters;
6. Volgo-Balt with a deadweight of about 3300 on a draft of 3.85 meters;
7. Siberian with a deadweight of about 3750 tons on a draft of 3.50 meters.
8. Volga-Don with a deadweight of about 4800 tons on a draft of 3.50 meters;
9. Volzhsky with a deadweight of about 4800 tons on a draft of 3.20 meters.
10. Sormovo portugal with a deadweight of about 3750 tons on a draft of 4.2 meters.

There are also more modern types of river-sea vessels, however, purchase and sale transactions with them are extremely rare and most often private:

• type "Rusich" with a deadweight of about 5485 tons on a draft of 4.34 meters;
• type "Karelia" with a deadweight of about 3308 tons on a draft of 3.6 meters in the river / 5467 tons on a draft of 4.8 meters in the sea;
• type Chelsea with a deadweight of about 4792 tons at a draft of 3.6 meters / 6000 tons at a draft of 3.75 meters;
• RSD54 project with a deadweight of about 4394 tons on a draft of 3.6 meters in the river / 4663 tons on a draft of 4.8 meters in the sea;
• type "Caspian Express" with a deadweight of about 3756 tons on a draft of 4.5 meters;
• type "Palmali Trader" with a deadweight of 4580 tons on a draft of 3.6 meters in the river / 6970 tons on a draft of 4.6 meters in the sea;
• RSD18 project with a deadweight of 4596 tons on a draft of 3.6 meters in the river / 7004 tons on a draft of 4.6 meters in the sea;
• the RSD19 project with a deadweight of 3532 tons on a draft of 3.4 meters in the river / 5189 tons on a draft of 4.2 meters in the sea;
• project RSD44 with a deadweight of 5698 tons on a draft of 3.6 meters.

Purchase and sale of bulk carriers

Our brokers have many times carried out transactions for the lease, purchase and sale of dry cargo ships river sea in Russia and abroad. If you have intentions to sell your vessels, please send us detailed descriptions, class statuses and your conditions of sale. We will offer bulk carriers to potential buyers and, if you are interested, we will place an ad for sale on our website.

3 projects of cruise ships of the "river-sea" class, which were developed in the USSR

03.04.2017 20:45

In connection with the news about the laying of the second vessel of the PV-300 project on March 28, designed to operate on cruise river and sea lines, that is, in a mixed river-sea navigation class, as well as plans to lay down the third and fourth vessels of this type, it is worth remembering and about how to implement such projects they tried in the days of the USSR, what was proposed for this and why none of the projects was ever implemented.

In the second half of the 1980s, Yuri Nikolayevich Gorbachev, who then headed the Central Design Bureau of the Ministry of River Fleet of the RSFSR, where all projects of river vessels that were intended for work in the USSR, were developed, believed that real financial results from the exploitation of the river cruise fleet, built in the 1970-1980s (ships of project 92-016, 040, 056, 065, 301 and 302), are rather modest, since due to climatic conditions their effective use is limited to the summer period.

The way out of this situation, in his opinion, could be the creation of ships of a qualitatively new type, which has no direct analogues in domestic and foreign practice - passenger tourist ships of mixed navigation, for the operation of ships in the autumn-winter period in sea areas with favorable climatic conditions. Vessels of this class can be operated on inland waterways, as well as in sea areas with waves up to 6 points with a distance of up to 100 miles from the place of shelter in closed seas, with a distance between shelters of up to 200 miles.

“New routes would connect Moscow, Leningrad and Gorky with such seaports like Tallinn and Riga, Baku, Makhachkala, Sukhumi, Batumi, Yalta, Kherson, Odessa and Izmail. And through the international bureau "Sputnik" there would be the possibility of direct flights from the USSR to the GDR, Poland, Finland, to the lower Danube to Bulgaria, Romania, as well as to the Black Sea coast of Bulgaria," Gorbachev said.

In the European part of the country, it is possible to increase the operational period by expanding the navigation area, that is, by ensuring the possibility of ships entering coastal zones closed seas- Baltic, Caspian, Azov, Black, and in the future, the Mediterranean. Access to coastal sea ​​areas will allow attracting an additional flow of tourists to cruise lines, which can be constant almost throughout the entire navigation period due to the switching of ships at the end of navigation to lines in southern regions with more favorable climatic conditions.

In addition to serving Soviet tourists, the new ships could also be used for guests from abroad, the head of the TsTKB believed. For example, a cruise for foreign tourists Kazan - Rostov (until 1990 - the only river route in the RSFSR open to foreign tourists - approx. Cruiseinform.ru) can cover coastal areas Azov and Black Seas. In the future, the possibility of chartering passenger ships of mixed navigation in November-December and March-April to serve foreign lines is not ruled out. Approximate economic calculations show that when built under the same conditions, river-sea mixed navigation vessels, due to their wider operational capabilities, will certainly be cost-effective at existing tariff rates, while analogous vessels turn out to be economically inefficient.

“From the point of view of today, it seems obvious that the continuation of the construction of traditional tourist ships was a mistake. In any case, it should be expected that in the coming period of economic recovery, the development of the tourist fleet will follow the path of creating ships of mixed navigation, ”Gorbachev believed.

According to Gorbachev, studies on mixed-seater tourist vessels were carried out at the Central Design Bureau by the chief designer A. Ter-Akopov back in the early 1980s, but these proposals did not find support.

So, in 1981, a promising project of a vessel with the index 2163 appeared. It was ordered by the Ministry of the River Fleet of the USSR for operation on the inland waterways of the USSR, as well as work on the Black, Caspian, and Baltic Seas. The characteristics of the vessel, according to the technical proposal, were to be as follows: length - 136 meters, width - 16.5 meters, side height - 5.5 meters, draft - 3.25 (in the river) and 3.75 (in the sea) meters, surface clearance - 13.2 meters, displacement - 4850 tons. Three engines with a capacity of 1500 hp. each would allow the ship to reach speeds of up to 27 km / h. The maximum autonomy of navigation would be 20 days. Passenger capacity - 280 people (124 double cabins, of which two are "Luxe" and eight cabins in quadruple accommodation), crew and attendants - 99 people, with accommodation in single and double cabins (49 people - crew). Maritime register class - II-SP. The filling of the vessel in terms of passenger infrastructure was the maximum possible at that time: a two-tier cinema hall for 280 seats, a bar-buffer, a music bar, a restaurant, a lounge, a swimming pool, a hall slot machines with a billiard room.

By the mid-1980s, the ship's construction site and project name were determined. Motor ship "60 years of the USSR" were to be built at the shipyard Slovenske lodenice, located in the Slovak city of Komarno (at that time - Czechoslovakia). According to the layout of the vessel, the similarity with those built there in 1975-1983 is clearly visible. passenger ships project 92-016. In the final version, the project numbering should have been 92-273 .

Model of the vessel project 92-273. Photo from the archive of Alexei Semin.

Scheme of the vessel project 92-273.

In the same place in Komarno, a ship was also to be built project 92-12, whose design name was "Kyiv", and the ship was to be operated on the Dnieper, Danube and Black Sea, working on the line Kyiv (Ukraine) - Passau (Germany). The project of the ship was developed by specialists of the Slovak shipyard in the mid-1980s by order of Ukrrichflot (at that time - the Main Directorate of the River Fleet under the Council of Ministers of the Ukrainian SSR), but it remained "promising". Judging by the layout, you can see common features with the infamous Kazan.

The characteristics of the vessel were to be as follows: length - 127.6 meters, width - 16.6 meters, depth - 3.8 meters, draft - 2.08 meters, free clearance - 9.2 meters. The total power of the two main engines is 2420 kW, the speed is 22.5 km/h. Passenger capacity - 200 people, crew - 75 people.

By the early 1990s, the project was coming close to developing a working construction design, but it was eventually rejected due to economic inefficiency. In terms of its constructive comfort, the ship corresponded to the class of 3-4 stars, but the ratio passenger characteristics he had almost the same unfavorable conditions as on earlier serial river vessels.

Model of the ship project 92-12. Photo from the archive of Alexei Semin.

The third ship project is passenger ship project 303, which is a continuation of a series of four-deck ships of project 301 and project 302, but of a more seaworthy class. The characteristics of the vessel were to be as follows: length - 129.15 meters, width - 16.7 meters, side height - 4.5 meters, draft - 2.90 meters, surface clearance - 13.2 meters, displacement - 3830 tons. The power of the main engines is 3x772 kW, the speed is 25 km/h. Passenger capacity - 200 people. Maritime register class - II-SP.

The vessel in terms of "stuffing" would be similar to the 302M vessels, but the galleries of the main deck are sewn up to upper deck and feed solution and instead of windows, paired portholes. The construction of the ships of project 303, the lead of which should have been the motor ship Vladimir Vysotsky, was planned to be carried out at the VEB Elbewerften shipyard, where ships of projects 301-302 were built, but in the end only the hull was laid, which was dismantled in 1993-1994 in the same place - part of it was used for the construction of the Ocean Diva ship.

One of the reasons why the program for building a new type of fleet was never implemented was that in the mid-1980s, the Ministry of River Fleet of the RSFSR adopted a program for the renovation of existing river vessels, and the program for building new ones was frozen until better times - not earlier than the start 1990s, when a series of Project 302 ships was to be completed. But according to known reasons by that time there was no need for new construction.

Ships of the river-sea type are

Development of the river fleet.
During the imperialist and civil wars National economy countries fell into decay. Many ships have been lost. In addition, in 1920, the Volga became very shallow and a large number of ships accumulated on numerous rifts, waiting for unloading. The expositions of the museum are widely represented material and models for the development of oil transportation on the Volga.
According to the 1923 census, it turned out that most of the remaining oil barges were unfit for work. And already from 1926 (until 1929) 20 non-self-propelled vessels with a total carrying capacity of 130 thousand tons were received.
In 1929 the first paddle steamer"Red Miner" with a capacity of 1200 liters. with., built by the Sormovsky plant. The museum exhibits a model of this ship called "Collectivization".
In 1931, the tugboat Rededya - Prince of Kosozhsky (Stepan Razin) was modernized at the 25th October plant. Its power is 1600 liters. With. It was the most powerful tug of that time. The museum exhibits a model of the steamship "Stepan Razin".
In connection with this replenishment, oil transportation has noticeably increased. Every year the fleet grew and improved. The stands of the museum widely cover the Stakhanovite movement in the fleet under the full house “The main stages of the social. competition and advanced labor methods in the Volga fleet.

Development of transportation.
The number of fleet tankers compared with 1960 has increased almost 6 times. The shipping company "Volgotanker" currently has various types of tankers. Their construction began in 1958.
Exhibited model of the tanker "Los" with a carrying capacity of 3000 tons, a capacity of 1000 liters. With. with a travel speed of 18 km / h. It is intended for transportation of oil products of all classes. Big interest presents the exhibited model of a hulled oil dry cargo ship. This ship is designed to transport oil cargoes of all classes, as well as dry cargoes. The power of the ship is 2400 l. s., travel speed 20.7 km / h with a draft of 4 m. Carrying capacity of about 5 thousand tons. Exhibited in this section is also a poster on the tanker of the "Veliky" type, a model of a shallow-draught
tanker "Oleg Koshevoy".
Later, a type of vessel was created that had large load capacity, good seaworthiness and draft, allowing you to go with a load on the river. And at present, transportation of mixed navigation "river - sea" is carried out by tankers of the "Volgoneft" type.
The museum also has a wide section on the development of the pushing method on the Volga. The emergence and spread of this method made it possible to increase both the speed and carrying capacity of trains, led to the creation of a powerful cargo fleet and pushers with a capacity of 1200, 1340, 1500, 2400 and 4000 hp. With. These ships push trains with a carrying capacity of 12, 16, 18, 20, 27 and 36 thousand tons. The speed of movement of such trains has increased from 10 to 14, 16, 18, 22 km/h.

Cargo ships, tugs, pushers and barges.
Due to the fact that the progressive method of driving trains by pushing was recognized as the most effective, they began serial construction of pusher tugs "Zelenodolsk" with a capacity of 1200 and 1340 hp. With. The pusher has two main engines with a capacity of 600-700 hp each. With. every. Some ship systems are automated. The ship's wheelhouse is equipped with modern navigation devices - radar and echo sounder. The museum exhibits a model of such a pusher ship "Zelenodolsk".
Soon, pusher motor ships "Peking", "Plevna", "Bratislava" entered the Volga. Around the same time, the pusher OT-801 with a capacity of 800 hp was put into operation. With. for work in lake conditions.
At the beginning of the development of pushing, barges were used, at the stern of which thrust devices were installed. There was a mass construction of barges with open cargo holds for the transport of dry cargo. The carrying capacity of these barges is 1800-3000 tons.
In the Volga-Kama, Volga-Don and North-Western basins, cargo transportation is carried out by powerful pushers, sectional trains, and river-sea freight ships. The museum exhibits a model of a sectional train with a carrying capacity of 7500 tons and a pusher motor ship with a capacity of 1340 hp. With. The museum exhibits a poster with details By river pusher "Marshal Blucher" and a model with a sectional train weighing 16.5 thousand tons. This pusher can push trains with a carrying capacity of up to 36 thousand tons. A travel speed with a load of 18 km / h was achieved, a draft with a load of 4 m.
Exhibited posters and model cargo ship- a catamaran with a carrying capacity of 600 tons,
built at the factory. 40th anniversary of October in 1962 This ship has a capacity of 1080 liters. s., develops a speed of 24.4 km / h.
There are posters and a model of the cargo ship-catamaran "Brothers Ignatov" with a carrying capacity of 1000 tons. With a power of 1800 liters. With. develops a speed of 28 km / h.
Later, the idea arose of building double-hull catamarans, owned by Doctor of Technical Sciences, Professor of VGAIVT M.Ya. Alferyev. He is the main initiator of the construction of catamarans for their operation on inland waterways. A poster and a photo of the composite cargo ship "XXIII Congress of the CPSU" with a total carrying capacity of 10 thousand tons are exhibited.
The museum also exhibits a rotary nozzle. This is a ring, which in cross section has the profile of an aviation wing with a bulge facing inward, and the leading edge directed towards the bow of the vessel. In such a ring, rigidly fastened to the ship's hull, a propeller operates. Nozzles have become an effective control element for pushers and tugs, they have been used on cargo ships and tankers.

Vessels of the "River-Sea" type.
Previously, sea punishments could not enter the Volga and, conversely, river ships could not enter the Volga from the Volga. sea ​​spaces. And so the designers of the Krasnoye Sormovo plant created such vessels that can go to sea, because they have sufficient strength to overcome sea storms, and at the same time they have the draft necessary for navigation on rivers. Now cargoes without transshipment are transported by through flights from the Volga to the sea and back.
The museum exhibits models and photographic posters for cargo ships "river-sea" designed for transportation of bulk (bulk) cargo.
A poster and a model of the Baltiyskiy dry-cargo ship are on display, designed to transport grain, cotton, paper, timber and coal through the country's inland waterways with access to the sea. Carrying capacity - 2000 tons, engine power - 1200 liters. s., travel speed with a load - 18.7 km / h.
Also exhibited is the model "50 Years of Pioneers", made as a gift to the museum by a student of the Faculty of Mechanics V.I. Pakin, and a poster of the cargo ship "Sormovsky". This vessel with a double bottom and double sides, closed cargo holds was built at the Krasnoye Sormovo shipyard. He was awarded the State Quality Mark.

Development of the passenger fleet.
The development of the passenger fleet goes in two ways - the fleet for tourist transportation (displacement) and the fleet for business passengers (high-speed).
The expositions of the museum include a model and a poster of a passenger lake-and-river three-deck diesel-electric ship " Soviet Union» intended for tourist flights on the Moscow-Astrakhan route. This vessel is one of the largest river vessels, built at the Krasnoye
Sormovo" in 1958. Passenger capacity - 439 people, travel speed - 26.5 km / h, main engine power - 2700 liters. With.
A model and a poster of a three-deck cargo-and-passenger motor ship of the Rodina type are on display.. The project of the Central Design Bureau of the MRF, a motor ship was built in the GDR in 1954. Passenger capacity - 367 people, power - 1200 liters. s., travel speed - 25 km / h.
In 1957, the Oktyabrskaya Revolyutsiya cargo-and-passenger three-day motor ship was built in Czechoslovakia. Passenger capacity - 426 people, power - 1575 liters. s., travel speed - 25 km / h.

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Really good news in the Russian economy does not begin with indices on the stock exchanges or with relationships and in pair dances of the “ruble/dollar” or “euro/ruble” level. Good news in the Russian economy starts like this.

As Sergei Italiantsev, head of the Directorate of the United Shipbuilding Corporation (USC) River-Sea Vessels program, said during a visit to the Nizhny Novgorod enterprise, the laying of the cruise liner of the new Russian project PV-300 at the Krasnoye Sormovo shipyard in Nizhny Novgorod will take place in March 2017.

The fact that the plant received an order for the construction of a 140-meter four-deck passenger cruise liner of the "river-sea" type of the new Russian project PV300VD was announced in the press service of Krasnoye Sormovo back in January. By the way, this is the second liner of this type. The first was laid down in August 2016 in Astrakhan at the Lotos plant, in the presence of the President of Russia. Moreover, according to the contract, the construction of the second liner must be completed, and the ship must be handed over to the customer, the Russian shipping company Vodokhod, before February 1, 2020.

It is assumed that the operator will use it for tourism purposes in the European part Russian Federation. And given the declared class "river-sea", it is planned to operate it specifically for organizing cruise tours in the waters of the great Russian rivers.

And this is the most important thing in this story.

Here, after all, the point is not only that the production capacities of such historically largest and important shipbuilding enterprises for the country as Krasnoye Sormovo and Lotos are being loaded.

The same "Krasnoye Sormovo" did not suffer from a lack of orders even in the most difficult years for the Russian industry. Tankers were built for Azerbaijan and for the sea and river transport service of Turkmenistan, under the Caspian Sea, and for the Turks under the Black Sea, dry cargo ships were built for the Italians.

Tankers were built, and not only them, and for domestic carriers.

But a cruise liner means special requirements for the safety and comfort of passengers, a completely different price. And for any travel company, this is a very serious and very long-term investment: they simply don’t do such things without considering all the risks and all the costs. Even despite the fact that cruise river tourism in the global tourism industry is now considered the fastest growing market sector. And if people invest in domestic shipbuilding companies in order for them to build handsome four-deck cruise ships for organizing cruises along Russian rivers, then this is really very good news, which tells a lot about what we, who live along these rivers, about our future with you.