home Zander Motor ships river sea. River-sea type vessels are

Motor ships river sea. River-sea type vessels are

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

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

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All river vessels can be divided into twoe large categories:

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

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

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

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

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

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

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

Advantages of river transport

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

Disadvantages of river transport

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

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

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

During construction, the ships were repeatedly modified:

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

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

Projects 1565, 1565M - closed holds, modern superstructure

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

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

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

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

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

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

3. PROJECT RSD44

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

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

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

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

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

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

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

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

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

The RSD44 project was developed by the Marine Engineering Bureau.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The first vessel of the RSD44 project, “Captain Ruzmankin,” was laid down on February 24, 2010. Launched 11/23/10. Put into operation on 05/20/11.
The second vessel of the RSD44 project, “Captain Zagryadtsev,” was laid down on April 27, 2010. Launched 04/12/11. Put into operation on 06/16/11.
The third vessel of the RSD44 project, “Captain Krasnov,” was laid down on June 26, 2010. Launched 05/05/11. Put into operation on 07/14/11.
The fourth vessel of the RSD44 project, “Captain Gudovich,” was laid down on August 26, 2010. Launched 05/27/11. Put into operation on 08/10/11.
The fifth vessel of the RSD44 project, “Captain Sergeev,” was laid down on September 29, 2010. Launched 07/15/11. Put into operation 09/07/11.
The sixth vessel of the RSD44 project, “Captain Kadomtsev,” was laid down on November 29, 2010. Launched 08/16/11. Put into operation on 10.10.11.
The seventh vessel of the RSD44 project, “Captain Afanasyev,” was laid down on December 28, 2010. Launched 09/14/11. Put into operation on 11/10/11.
The eighth vessel of the RSD44 project, “Captain Yurov,” was laid down on December 28, 2010. Launched 10/14/11. Put into operation on 11/18/11.
The ninth vessel of the RSD44 project, “Captain Shumilov,” was laid down on 05/05/11. Launched 11/22/11. Put into operation on 04/29/12.
The tenth vessel of the RSD44 project, “Captain Kanatov,” was laid down on June 22, 2011. Launched 01/18/12. Put into operation on 04/29/12.

(data as of September 2012)

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

And we move on to passenger ships:

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

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

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

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

List of vessels of project 92-016

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

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

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

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

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

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

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

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

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

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

Intended for work on cruise river and sea lines, that is, in the mixed river-sea class of navigation, as well as plans for this type, it is worth remembering how they tried to implement similar projects during the USSR, what was proposed for this and why not one of the projects was never implemented.

In the second half of the 1980s, 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 the real financial results from the operation of the river cruise fleet built in the 1970-1980s (ships projects 92-016, 040, 056, 065, 301 and 302), quite modest, since due to climatic conditions their effective use is limited to the summer period.

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

“New routes would connect Moscow, Leningrad and Gorky with seaports such as 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, the operational period can be increased by expanding the navigation area, that is, ensuring the possibility of ships entering the coastal zones of closed seas - the Baltic, Caspian, Azov, Black, and in the future the Mediterranean. Access to coastal sea areas will attract an additional flow of tourists to cruise lines, which can be constant throughout almost the entire navigation period due to the switching of ships at the end of navigation to the 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 Central Design Bureau believed. For example, a cruise for foreign tourists Kazan - Rostov (until 1990 - the only river route in the RSFSR open to foreign tourists - website note) can cover the coastal areas of the 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 excluded. 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 profitable at existing tariff rates, while analogue vessels turn out to be economically ineffective.

“From today's perspective, it seems clear that continuing to build traditional tourist boats was a mistake. In any case, we should expect that in the coming period of economic recovery, the development of the tourist fleet will follow the path of creating mixed navigation vessels,” Gorbachev believed.

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

Thus, in 1981, a promising project of a vessel with index 2163 appeared. It was ordered by the Ministry of River Fleet of the USSR for operation on the inland waterways of the USSR, as well as work in 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 (at sea) meters, surface dimensions - 13.2 meters, displacement - 4850 tons. Three engines with 1500 hp each. each would allow the ship to reach speeds of up to 27 km/h. The maximum navigation autonomy would be 20 days. Passenger capacity - 280 people (124 double cabins, of which two are Luxury and eight cabins in quadruple occupancy), crew and staff - 99 people, with accommodation in single and double cabins (49 crew). Maritime register class - II-SP. The ship's passenger infrastructure was the maximum possible at that time: a two-tier cinema hall with 280 seats, a buffer bar, a music bar, a restaurant, a lounge, a swimming pool, an arcade with a billiard room.

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

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

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

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

By the early 1990s, the project came close to implementation, right up to the development of a detailed construction design, but in the end it was rejected due to economic inefficiency. In terms of its structural comfort, the vessel corresponded to the 3-4 star class, but its passenger characteristics were almost as unfavorable as on earlier serial river vessels.

Model of the project 92-12 vessel. Photo from the archive of Alexey Semin.

The third project of the vessel is a passenger ship project 303, which is a continuation of the series of four-deck ships and, but 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 dimensions - 13.2 meters, displacement - 3830 tons. The power of the main engines is 3x772 kW, speed is 25 km/h. Passenger capacity - 200 people. Maritime register class - II-SP.

The vessel's "filling" would be similar to the 302M vessels, but the galleries of the main deck are covered up to the upper deck and aft solution and instead of windows there are paired portholes. The construction of Project 303 ships, the lead of which would have been, was planned to be carried out at the shipyard, where Project 301-302 ships were built, but in the end only the hull was laid down, which was dismantled there in 1993-1994 - part of it was used for construction of the Ocean Diva vessel.

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

At the Session “River Transportation in Russia”, at the invitation of the conference organizers, the General Director of the Marine Engineering Bureau, Professor, Doctor of Technical Sciences Gennady Egorov made a special report “Mixed river-sea and inland navigation vessels: the role of the “old” series of vessels and their prospects.”

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

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

145 tankers of the Volgoneft type with an average age of 42.1 years, 46 Lenaneftey of the R-77 project (39 years), 26 single-hull oil ore carriers (36.2 years) cannot be a safe tool for transporting dangerous goods. Only on 5 vessels of the Volgoneft type, all the requirements of the International MARPOL Convention were met through modernization, and on another 35 they carried out the lifting of the second bottom (i.e., they partially complied with this convention). It's no better with other types of "old" tankers.

Statistics clearly demonstrate that the existing mixed-sea 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, cladding - are within the range of 6-8 mm.

The standard service life of ships was specified during the design and is usually 25-35 years, provided that construction restrictions for areas and navigation seasons 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 life, in terms of wear and fatigue, was developed faster than expected design. The result is unprecedented volumes of structural replacements during repairs, and 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 data for 2010 (15,072 vessels), disposal amounted to 2,899 fleet units or 19.2%.

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

The average age of self-propelled dry cargo vessels 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 tug fleet required to service non-self-propelled dry cargo and liquid 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 “old” series is not only ongoing, but is also proceeding at an increasing pace. Its peak occurred in 2008-2015 and this process continues now.

To date, of the 75 famous “Baltic” Project 781 (essentially the first series of Soviet SSPs, built in 1962-1968), 68 have been decommissioned (9% - 7 ships were lost in disasters, 49% - 37 ships were scrapped in the 21st century, up to 2000 - 24 vessels). There are 8 vessels in operation with an average age of 51.2 years, of which 5 are flying the Russian flag.

Of the 40 equally famous Soviet-built Volgo-Balts of project 791 (built in 1962-1969), 34 were decommissioned (13% - 5 ships were lost in disasters, 33% - 13 ships were scrapped in the 21st century, until 2000 - 16 ships ). There are 4 vessels in operation with an average age of 51 years, and only 1 with the Russian flag.

Of the 73 Volgo-Balts of Project 2-95, the first series built in the Czechoslovak Socialist Republic (built in 1967-1974), 44 were decommissioned (10% - 7 ships were lost in disasters, 51% - 37 ships were disposed of in the 21st century, until 2000 - 1 vessel). There are 27 ships in operation with an average age of 46.4 years, and only 9 with the Russian flag.

A fundamentally important trend has been identified - old vessels of mixed river-sea navigation are being disposed of outside the jurisdiction of Russia, i.e. Due to the tightening of the RS and RRR requirements for them, it is not profitable to operate with the Russian flag, so they are sold to foreign shipowners (usually Turkish) with a change in 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” them for some time and then sell them for scrap. Already having other flags and classes, such ships get into various incidents, including disasters; in fact, losses due to accidents are largely associated with this “gray” method of operation. Conventional analysis does not allow us to see such an end to the “career” of mixed-sea vessels.

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

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

The actual age of decommissioning mixed navigation vessels is about 45-50 years. Moreover, about 10% of ships by this age are lost in disasters.

The average age of existing ships is about 40 years.

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

The report sparked 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 influence 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 Sediments, 2004 (BWM Convention 2004) comes into force. It will have a significant impact on ships on international voyages. Existing ships are given a transition period - they must be retrofitted with a ballast water treatment system (BWTS) by the first regular survey after September 8, 2017.

Thus, existing ships will be able to operate without WSS for no more than FIVE years after September 8, 2017, i.e. until September 2022.

For “Soviet”-built ships, 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 mixed river-sea navigation vessels will either be decommissioned, or return to the river, or will operate exclusively in small cabotage without leaving the territorial waters of Russia or only in the Caspian Sea (and this decision option is not yet final ).

Construction of a new river-sea dry cargo ship began at a plant in Astrakhan

This is the third such vessel built at the enterprise The Astrakhan shipyard "Lotos" has started the construction of a new, third, dry cargo ship of the RSD-49 project. As reported IA REGNUM

in the press service of the head of the region, the solemn ceremony of laying the keel of a river-sea type vessel took place on April 20 as part of the II International Caspian Technological Forum. As the governor of the Astrakhan region recalled, Alexander Zhilkin

The shipyard was idle for several years, but today Lotos is “the flagship of shipbuilding in the Astrakhan region.”

“A unique ship is being built on the Lotos slipways - the first cruise ship at Russian shipyards in the last 50 years. And, of course, the third bulk carrier of the RSD-49 project is confirmation that the company fulfills contracts in a high-quality and timely manner,” noted the head of the region. A new order awaits the Lotos plant in the near future. According to the head of the directorate of the River-Sea Vessels program of USC JSC, Sergei Italiantsev

We are talking about the construction of two river cruise ships. The customer is a large cruise operator in the Nizhny Novgorod region.

The Lotos plant is ready to expand production. As First Deputy General Director of the plant Konstantin Tikk noted, “the plant’s capabilities are colossal” for civil shipbuilding. The facility has six covered bays in which we can simultaneously build six RSD type vessels. The slipway is also being modernized, 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 ship.

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

As reported The Astrakhan shipyard "Lotos" has started the construction of a new, third, dry cargo ship of the RSD-49 project. As reported, 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 Lotos plant is building the first cruise ship, intended, among other things, for cruises in the Caspian Sea. Its laying took place on August 15, 2016 during a meeting of the Presidium of the State Council on the development of the country's inland waterways, which was held in Volgograd by the President of the Russian Federation Vladimir Putin.

It will be a four-deck ship with a length of 141 meters, a width of almost 17 meters, designed for 300 passengers. It is expected 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 river-sea dry cargo vessels? 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 vessels in Russia, Turkey, Azerbaijan, Kazakhstan, and Ukraine.

In the catalog you will find our offers for river-sea bulk carriers for sale. However, as you can see, their number is very limited. This is explained by the fact that shipowners rarely go to the market with information about the sale of their vessels, especially modern river-sea bulk carriers. Basically they ask us to offer vessels privately to potential buyers with arranged financing. In response to a serious named request for the purchase of a dry cargo ship for operation on the inland waters of Russia and/or in mixed river-sea mode, we will return to you with offers of private candidates that can be offered 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 river-sea dry cargo ships operate?

River-sea vessels are also often called 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 on the technical characteristics, as well as on the composition of navigation and rescue equipment, ships have different navigation areas, permissible distance from the shore, and permissible wave height.

The characteristics of inland waterways determine the dimensions of river-sea bulk carriers. The dimensions of the Volga-Don Canal locks determine the dimensions of most types of river-sea dry cargo ships: overall length no more than 141 meters, overall width no more than 17.0 meters. The passing draft in recent years has rarely exceeded 3.6 meters. Sometimes, due to low water levels in certain sections of canals/rivers, additional sediment restrictions are established.

Types of river-sea bulk carriers that we regularly work with:

STK with a deadweight of about 2000 tons on a draft of 3.83 meters;
ST with a deadweight of about 2600 tons on a draft of 3.35 meters;
Omsk with a deadweight of about 3300 on a draft of 3.2 meters;
Sormovsky with a deadweight of about 3400 tons on a draft of 3.75 meters;
Amur with a deadweight of about 3150 tons on a draft of 3.91 meters;
Volgo-Balt with a deadweight of about 3300 and a draft of 3.85 meters;
Siberian with a deadweight of about 3750 tons on a draft of 3.50 meters.
Volgo-Don with a deadweight of about 4800 tons on a draft of 3.50 meters;
Volzhsky with a deadweight of about 4800 tons on a draft of 3.20 meters.
Sormovo Portuguese with a deadweight of about 3750 tons on a draft of 4.2 meters.

There are also more modern types of river-sea vessels, but purchase and sale transactions with them are carried out extremely rarely and most often privately:

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;
"Chelsea" type with a deadweight of about 4792 tons on a draft of 3.6 meters / 6000 tons on a draft of 3.75 meters;
project RSD54 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 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;
project RSD18 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;
project RSD19 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 dry cargo ships

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

3 projects of river-sea class cruise ships that were developed in the USSR

03.04.2017 20:45

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

In the second half of the 1980s, Yuri Nikolaevich 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 to operate in the USSR were developed, believed that the real financial results from the operation of the river cruise fleet built in the 1970s-1980s years (vessels of project 92-016, 040, 056, 065, 301 and 302), quite modest, since due to climatic conditions their effective use is limited to the summer period.

In addition to serving Soviet tourists, the new ships could also be used for guests from abroad, the head of the Central Design Bureau believed. For example, a cruise for foreign tourists Kazan - Rostov (until 1990 - the only river route in the RSFSR open to foreign tourists - note Cruiseinform.ru) can cover the coastal areas of the 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 excluded. 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 profitable at existing tariff rates, while analogue vessels turn out to be economically ineffective.

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

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

Project 92-273 vessel diagram.

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

Model of the project 92-12 vessel. Photo from the archive of Alexey Semin.

The third project of the vessel is a passenger ship project 303, which is a continuation of the 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 dimensions - 13.2 meters, displacement - 3830 tons. The power of the main engines is 3x772 kW, speed is 25 km/h. Passenger capacity - 200 people. Maritime register class - II-SP.

The vessel's "filling" would be similar to the 302M vessels, but the galleries of the main deck are covered up to the upper deck and aft solution and instead of windows there are paired portholes. The construction of Project 303 vessels, the lead of which would be the motor ship "Vladimir Vysotsky", was planned to be carried out at the VEB Elbewerften shipyard, where Project 301-302 vessels were built, but in the end only the hull was laid down, 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 the construction of 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 the construction of new ones was frozen until better times - not before the start 1990s, when a series of Project 302 ships was supposed to be completed. But for well-known reasons, by that time there was no longer a need for new construction.

River-sea type vessels are

Development of the river fleet.
During the years of imperialist and civil wars, the country's national economy fell into decay. Many ships were lost. In addition, in 1920 the Volga became very shallow and a large number of ships awaited unloading accumulated on numerous rifts. The museum's exhibitions widely present material and models on the development of oil transportation on the Volga.
The 1923 census found that most of the remaining oil barges were unusable. And already from 1926 (to 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 hp entered service. village, built by the Sormovo plant. The museum exhibits a model of this steamship called “Collectivization.”
In 1931, the tugboat Rededya - Prince of Kosozhsky (Stepan Razin) was modernized at the 25th October plant. Its power is 1600 hp. With. It was the most powerful tug of that time. The museum displays a model of the steamship “Stepan Razin”.
Due to this replenishment, oil transportation has noticeably increased. Every year the fleet grew and improved. The museum stands widely highlight the Stakhanov movement in the navy under the full house “The main stages of social life.” competitions and advanced labor methods in the Volga fleet."

Transportation development.
The number of tankers in the fleet has increased almost 6 times compared to 1960. The Volgotanker Shipping Company currently has various types of tankers. Their construction began in 1958.
A model of the tanker "Los" is on display lifting capacity 3000 t, power 1000 l. With. with a travel speed of 18 km/h. Designed for transportation of petroleum products of all classes. Of great interest is the exhibited model of an oil dry cargo ship with a shell structure. This ship is designed to transport oil cargo of all classes, as well as dry cargo. The power of the ship is 2400 l. s., speed 20.7 km/h with draft 4 m. Load capacity about 5 thousand tons. Also exhibited in this section is a poster for a tanker of the “Great” type, a model of a shallow-draft
tanker "Oleg Koshevoy".
Later, a type of vessel was created that had a large carrying capacity, good seaworthiness and a draft that allowed it to sail along the river with cargo. And currently, mixed river-sea transportation is carried out by tankers of the Volgoneft type.
The museum also widely presents a 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, leading to the creation of a powerful cargo fleet and pushers with a capacity of 1200, 1340, 1500, 2400 and 4000 hp. With. These vessels 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, we began the serial construction of Zelenodolsk pusher tugs with a capacity of 1200 and 1340 hp. With. The pusher has two main engines with a capacity of 600-700 hp. With. every. Some ship systems are automated. The wheelhouse of the ship is equipped with modern navigation devices - radars and echo sounder. The museum displays a model of such a pusher ship “Zelenodolsk”.
Soon the pusher motor ships "Beijing", "Plevna", and "Bratislava" entered the Volga. Around the same time, the OT-801 pusher with a power of 800 hp was put into operation. With. for work in lake conditions.
At the beginning of the development of pushing, barges were used, on the stern of which thrust devices were installed. There was a massive construction of barges with open cargo holds for the transport of dry goods. The carrying capacity of these barges is 1800-3000 tons.
In the Volga-Kama, Volga-Don and North-Western basins, cargo is transported by powerful pushers, sectional trains, and river-sea cargo ships. The museum exhibits a model of a sectional train with a lifting capacity of 7,500 tons and a pusher motor ship with a capacity of 1,340 hp. With. The museum displays a poster with detailed information on 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 speed with a load of 18 km/h and a draft with a load of 4 m were achieved.
Posters and a model of a cargo catamaran with a lifting capacity of 600 tons are on display.
built at the plant named after. 40th anniversary of the October Revolution in 1962 This ship has a power of 1080 hp. s., develops a speed of 24.4 km/h.
There are posters and a model of the cargo catamaran “Ignatov Brothers” with a carrying capacity of 1000 tons. With a power of 1800 hp. With. reaches a speed of 28 km/h.
Later, the idea arose of building double-hulled catamarans, owned by Doctor of Technical Sciences, Professor of VGAIVT M.Ya. Alferyev. He is the main initiator of the construction of catamarans for operation on inland waterways. A poster and photo of the composite cargo ship “XXIII Congress of the CPSU” with a total carrying capacity of 10 thousand tons are on display.
The rotating nozzle is also on display in the museum. This is a ring, which in cross-section has the profile of an aircraft wing with a convex point facing inward and the leading edge directed towards the nose of the ship. In such a ring, rigidly fastened to the ship’s hull, the propeller operates. The nozzles became an effective control element for pushers and tugs; they began to be used on cargo ships and tankers.

Vessels of the "River-Sea" type.
Previously, sea punishers could not enter the Volga and, conversely, from the Volga river ships could not enter the sea. And so the designers of the Krasnoye Sormovo plant created vessels that can go to sea, because they have sufficient strength to overcome sea storms, and at the same time have the draft necessary for navigation on rivers. Now cargo is transported without transshipment on through flights from the Volga to the sea and back.
The museum displays models and photographic posters of river-sea cargo ships. intended for transportation of bulk (bulk) cargo.
A poster and a model of the dry cargo ship "Baltiysky" are on display., designed to transport grain, cotton, paper, timber and coal along the country's inland waterways with access to the sea. Load capacity - 2000 tons, engine power - 1200 hp. s., speed with load - 18.7 km/h.
Also on display is a model of “50 Years of the Pioneers,” made as a gift to the museum by V.I. Pakin, a student of the mechanical faculty, 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 plant. It was awarded the State Quality Mark.

Development of the passenger fleet.
The development of the passenger fleet is proceeding in two ways - a fleet for tourist transportation (displacement) and a fleet for business passengers (high-speed).
The museum exhibits include a model and poster of the passenger lake-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 shipyard.
Sormovo" in 1958. Passenger capacity - 439 people, speed - 26.5 km/h, main engine power - 2700 hp. With.
A model and poster of a cargo-passenger three-deck motor ship of the Rodina type are on display.. Project of the TsTKB MRF, the ship was built in the GDR in 1954. Passenger capacity - 367 people, power - 1200 liters. s., speed - 25 km/h.
In 1957, the cargo-passenger three-deck motor ship “October Revolution” was built in Czechoslovakia. Passenger capacity - 426 people, power - 1575 hp. s., speed - 25 km/h.

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Let's listen to him: " The largest river vessels.)" So everything is succinct...

All river vessels can be divided into twoe large categories:

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

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

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

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

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

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

Advantages of river transport

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

Disadvantages of river transport

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

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

During construction, the ships were repeatedly modified:

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

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

Projects 1565, 1565M - closed holds, modern superstructure

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

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

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

PROJECT RSD44

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

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

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

The RSD44 project was developed by the Marine Engineering Bureau.

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

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

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

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

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

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

The crew is 8 people, the captain and chief engineer are accommodated in block cabins, the rest in single cabins.

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

(data as of September 2012)

And we move on to passenger ships:

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

List of vessels of project 92-016

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

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

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

The period when the construction of mixed river-sea vessels began in our country dates back to the mid-sixties of the twentieth century. By this time, the creation of a unified deep-water system for the European part of the country had been completed, which made it possible to connect inland waterways with the seas: the Baltic, Northern, White, Black, Caspian, and Mediterranean. Waterborne non-transshipment export-import transportation began to actively develop, bringing high income to domestic shipping enterprises and serving as a significant source of foreign exchange earnings to the state budget. Between 1970 and 1990, international traffic volumes increased almost sixfold. The largest role in the implementation of such transportation was played by the following shipping companies: North-West, Belomoro-Onega, Volzhskoye, Volga-Donskoye, Volgotanker.

Currently, Russian shipping companies operate about 700 vessels with a carrying capacity of 2 million tons. The average age of ships is 28 years. About 30 million are transported by river and sea. tons of cargo per year, of which 50% is oil (the rest is grain, metal, fertilizers, timber), revenue is about 500 USD million.

During the year, these ships make about 14 thousand ship calls to 670 ports in 46 countries.

The main types of vessels engaged in multimodal transport are the following:

Sormovsky - pr. 1557, 488, 614 (large carriers using this fleet are the following shipping companies: Volzhskoye, Volga-Donskoye, Belomoro-Onega);

Bakhtemir - pr. 326 and STK-1000 - pr. 326.1 (Volzhskoye, North-West, Northern);

ST-1300 (Vegetable truck) - pr. 19620 and 191 (Volzhskoe, Moskovskoe);

Volga - pr. 19610 (Belomoro-Onezhskoe, Volzhskoe);

Volzhsky - pr.05074A (Moskovskoe);

Amur - pr. 92040 (Belomoro-Onezhskoe, North-Western, Northern, Volga-Donskoe);

Volgo-Balt – pr. 2-95, 2-95AR (Belomoro-Onega, North-West, Volga-Don);

Baltiysky - pr. 613 (Belomoro-Onezhskoe);

Baltiysky-201 - pr. 16290 (North-West);

Onego (Seg, Vyg, etc.) – project 10523 (Belomoro-Onega);

Omsky - pr. 1743, 1743.1 (North-West, Volga-Donskoye);

Ladoga – pr. 285, 787 (North-West);

Sibirsky - pr. 292, 225 (Lenskoye United, North-West, Volzhskoye);

Volgoneft - pr. 1577, 550A (Volgotanker);

Lenaneft - Ave. R-77, 621 (Lenskoye United, Irtyshskoye).

A total of 2,262 insurance companies are registered, of which 94 have the right to operate in the foreign market. 90% of the mixed navigation fleet is concentrated in 13 companies: SZP, BOP, Volgotanker, etc.

Currently, the largest shipping companies are beginning to order new fleets for use in foreign transportation. In particular, the fleet of ships of the Volga and North-Western Shipping Companies is replenished with cargo ships of the type “Rusich” (project 00101) and “Valdai” (project 01001 - modification of the vessel “Rusich”). The multi-purpose dry cargo vessel of the RSD44 project is a self-propelled mixed river-sea vessel, with two cargo holds, a stern superstructure and a bow deckhouse, designed for the transportation of general and bulk cargo, including containers.

Dry cargo ships RSD 44 (Fig. 4, Table 1) will gradually replace ships of the previous Volgo-Don series. Their carrying capacity, in comparison with Volgo-Don dry cargo ships, is 500 tons higher; at the same time, the overall height of the new ships will allow them to pass under the Neva bridges and the Rostov railway bridge without their wiring. The ships will be fully automated and equipped with modern rudder propellers, providing high maneuverability and good controllability.

The lead vessel of the series "Captain Ruzmankin" was launched from the stocks of the Okskaya Shipyard in November 2010. A total of 10 vessels of this series were built at the first stage.

Rice. 4 Bulk carrier of the RSD 44 series Table 1 – Characteristics of the vessel of the RSD 44 project
Overall length, m
Length according to vertical line, m	138,9
Maximum width, m	16,5
Side height at midship, m
Height from OP by non-removable parts, m	8,2
Fully loaded draft, m, Hg	3,6
Light draft, m, Np	1,8
Vessel carrying capacity, t, Qp
Capacity of cargo holds, cubic meters, E
Container capacity TEU/FEU	140/73
Main engine power, kW	2x1200
Vessel speed in ballast, km/h.
Vessel speed when fully loaded, km/h.
Crew	9,00
Autonomy, days.
Range, n.miles
Capacity determined according to the "Rules of the International Convention on Tonnage of Ships 1969":

General technical trends in the construction and modernization of a dry cargo fleet of mixed navigation are as follows:

According to their intended purpose, vessels are, as a rule, universal, i.e. designed for transportation of a wide variety of cargo;

The holds have a “box” shape with a high degree of vertical permeability (90-100%), their number does not exceed two (modernized “old” ships may have three or four);

The hulls of all vessels are equipped with double sides and a double bottom;

Ships are equipped with waterproof hatch covers with rubber seals;

Vessels are equipped with bow thrusters, and in some cases, stern thrusters;

The most commonly used location is the aft location of the engine room and deck superstructure;

The overwhelming majority of ships built to order from domestic shipowners are twin-screw. Their advantage, compared to single-rotor ones, is high maneuverability, which is especially important when working in river conditions and when maneuvering in port waters. Foreign shipowners mainly order single-screw (single-shaft) ships equipped with one main engine. The advantages of such vessels are: higher propulsion efficiency. (less engine power is required to achieve the same speed as a twin-shaft vessel); lower specific fuel consumption; less equipment in the engine room, which, in turn, makes it easier to maintain, reduces metal consumption and creates the prerequisites for automation of control;

Modern ships, and primarily the ships of Western shipowners, are characterized by a high degree of automation, which makes it possible to significantly reduce the number of crews (up to 7-9 people);

The vessels are equipped with a satellite radio navigation system;

The carrying capacity of ships is, as a rule, in the range from 1500 to 5000 tons. The loading capacity is limited by the navigable dimensions of inland waterways and the size of the locks;

The rated speed is usually 10-11 knots (19-21 km/h), which is slightly lower than that of purely seagoing vessels.

When managing the operation of river-sea vessels, in addition to the basic standard operational and technical characteristics applied to river vessels (carrying capacity, main engine power, overall dimensions, speed and other characteristics contained in the fleet dispatch handbook), it is also necessary to know some other characteristics, characteristic mostly of naval vessels. These include the following.

Deadweight is the total mass of cargo and variable supplies (fresh water, fuel, provisions, baggage, oil, etc.) when loading the ship at the design draft (at the load line).

Net carrying capacity is the mass of cargo that a ship can accept when loading it at its design draft. Net tonnage is determined by the difference between the deadweight of the vessel and the amount of variable reserves. Thus, it is not a constant, but depends on the amount of reserves on board the ship.

Gross registered tonnage – the total volume of the hull rooms and closed superstructures, with the exception of the volumes of double bottom compartments, ballast tanks and some special rooms.

Net (net) registered tonnage is the volume of all premises of the ship that can be used for commercial purposes (hold, storerooms, storage rooms, cabins for passengers, salons for their service, etc.).

The gross and net register tonnage of a ship (GRT and NRT) are measured in registered tons or cubic meters. One registered ton is 2.83 cubic meters. m (100 cu.ft). The method of calculating registered tonnage is regulated by the International Rules for the Measurement of Ships.

These characteristics are widely used to calculate port and canal dues.

Permissible conditions and navigation areas for mixed navigation vessels (Table 2) are established in accordance with the class confirmed by the Russian Maritime Register of Shipping (KM mark) or the River Register (SP).

Table 2 - Navigation conditions and areas