In 1872, a modest, previously unknown pastor named Ramus appeared at the English Admiralty. He brought his project of a flat-bottomed ship with a displacement of 2500 tons, which was supposed to go much faster than all ships of that time. This miracle ship was not supposed to sail (excuse the pun), but to slide on the surface of the water, as, for example, a flat pebble launched by a ricochet slides, or like a flat-bottomed boat in tow behind a fast ship. A model of Remus' gliding ship was tested. In the experimental pool, experiments showed that Ramus was right when he believed that at high speed his ship would slide with its bottom on the surface of the water and experience much less resistance than that of conventional ships. And nevertheless, Remus's idea could not be implemented - in order to achieve the speed required for planing, the ship would need powerful enough steam engines, and such huge steam boilers that it would sink under their weight.

And 13 years later, in 1881, an attempt to build a ship sliding on water, independently of Remus, this time in France, was undertaken by one of the pioneers of aviation, a Russian by origin, an émigré, the Marquis de Lambert. Lambert's first ship was very simple - four barrels connected by a common wooden frame. Under the barrels across the ship, obliquely to the surface of the water, four boards were fixed, on which, according to the inventor's plan, the ship should lean when moving on the water. And the engine? None. The end fell off the ship onto a winch installed on the opposite bank of the river. The experiment was successful and showed that the vessel floats, slides and at the same time encounters little resistance, but only at a high towing speed.

Lambert spent the second experiment with the same vessel, but this time with a towed horse running along the coast; the inventor himself, while sitting on the barrels. Despite the complete success of this experience, Lambert, carried away by the idea of ​​hydrofoil boats, returned to speedboats only 12 years later. Over the years, Lambert was the first to receive a patent for hydrofoils. In 1897 in England on the Thames, he tested his first self-propelled planing boat- two kayaks connected by four frames. Under the bottom of each kayak, four pairs of boards were fixed one after the other, the angle of inclination of which to the water level could be adjusted. This time, neither a winch nor a horse was needed - a specially made ten-horsepower vertical two-cylinder steam engine stood on a platform laid on top of the kayaks. The weight of this car was only 16 kg, less than the weight of ten-horsepower modern outboard gasoline engines.

In Russia, for the first time, gliders were seen in 1912 on Lake Votkinsk in St. Petersburg. The speedboat sailing along the Votkinsk Lake had a 35 hp engine. with., and the speed of the glider reached 40 km / h. The beginning of glider construction in the USSR is considered to be 1920, when TsAGI began building a wooden open passenger plane with a water propeller. The leading engineers, the fathers of aviation N.G. Zhukovsky and A.N. Tupolev.

Now about the gliders of the Rechflot of Omsk.

Zarya- High-speed shallow-draft passenger motor ship with water jet propulsion, wheelhouse in the bow, semi-sunken passenger compartment in the middle and MO in the stern
Project: 946, 946A, 946AM , P-83
Project approval date: 12 / III 1963 (project No.946) 23 / I 1969 (project No.P-83)
Speed ​​40-45 km / h (41-43)
Number of passengers: up to 86 people (up to 72)

Zarya-3 was the first to arrive in Omsk in 1966 (decommissioned in 1988)
In 1967, Zarya-4 and Zarya-1 arrived (Service and crew motor ship. Originally belonged to the Irtysh River Shipping Company... Sold to the trading house "Omsky" 08/20/91)
In 1968, Zarya comes to Omsk - 13

In 1968, Zarya arrives - 16. Works as a service-auxiliary Sudan until 1987
In 1969, Omsk received Zarya-41. Later renamed to Patrol -1, later Dolphin

Also in the same year, Zarya-2, a service and support vessel, comes.
In 1970, Zarya-61 arrives. Later renamed to BPU-4
Another Zarya-10 arrives in the same year.
In 1971 Zarya 75 comes to Omsk.
1970-71 Omsk Shipping Inspectorate receives two Dawns. Zarya-1 and Zarya-9. Auxiliary fleet vessels.

In 1973, Omsk received Zarya-130. Service and support vessel.
Another Zarya -6 was received in the same year. Decommissioned in 2001.
Zarya-160 and Zarya-7 arrive in 1974. Zarya-7 was decommissioned in 2001.
Zarya-178 and Zarya -8 arrive in 1975.

In 1977, Omsk receives Zarya-555. Passenger capacity is 24 people. Former motor ship "Zarya-2" (home port of Surgut). Late in the evening on October 8, 2012, the NG-180 motor ship with the NGP-755 barge damaged the Zarya-555 motor ship at the 1658th kilometer of the Ob. According to the State Maritime Rescue and Coordination Center of the Ministry of Transport of Russia, the train, standing on the right bank at night, was blown away by the wind and piled on the motor ship Zarya-555, which is downstream. As a result of the heap, the vessel received damage to the hull without destroying the main structures and skin. Affected, pollution environment no.

Zarya-241R arrives in Omsk in 1978

In 1979, Omsk receives Zarya-256R (possibly another 267R)

In 1980, Zarya-283R arrives (in the photo one after the other, together with Zarya 241R)
In the same year, Zarya-103R comes

Zarya-304R comes in 1981. In 2000 sold to OJSC Severrechflot
In the same year, Omsk received Zarya-306R and Zarya-320R. The last one, also in 2000, was sold to JSC "Severrechflot"

In 1983, Zarya-353R and Zarya-257 arrived in Omsk

In 1984, Zarya-3 NGSS comes. Service and crew motor ship.

In the early 90s, Zarya-295R was transferred to Omsk. Apparently the last Zarya received by Omsk.

Another class of ships is hovercraft.

Ray- Passenger hovercraft with skegs
Project: 14351, 14352
Speed ​​- 40 km / h
The number of passengers is 57 people. Additionally, if you are on the way for up to half an hour, 15 more standing places.

LUCH-12 arrived in Omsk in 1989. The one and only.

ZARNITSA(first name: GORKOVCHANIN) - Passenger hovercraft without separation from the water, with a water jet, passenger compartment in a semi-superstructure
Project: 1435
Project approval date: 23 / VIII 1966
Speed ​​34 km / h
Number of passengers: 48 people

In Omsk, it looks like they were not used, but two of them in the 80s got to the Omsk ship repair

The analysis of passenger traffic over the past twenty years shows that passenger traffic on small rivers with depths of up to 1 m developed at a more intensive pace than traffic on waterways with depths of more than 1.5 m. This is due to the fact that the fleet of shipping companies was replenished mainly by high-speed vessels " Zarya "and" Zarnitsa ". About 35% of these types of vessels operate on lines over 300 km long. Many ships "Zarya" and "Zarnitsa" on long-distance lines operate in the shipping companies of the Eastern Basins. In most cases, these ships are the only means of transport.

Difficult and varied working conditions on small rivers required the creation of a high-speed vessel of a fundamentally new type, extremely simple in design, repair and maintenance conditions. The shallow-draft gliding motor ship "Zarya" became such a vessel (Table 19). The first ship of this type, "Experimental-1", was built in 1963 at the LIVT experimental plant. On the river MSTE during the trial operation of the vessel, its navigation and operational qualities were checked, changes were made to the design of serial vessels. The operation of such vessels made it possible to completely replace low-speed displacement vessels on small rivers and to solve the problem of high-speed transportation of passengers on shallow rivers with depths of 0.6-0.7 m.

The high-speed ship "Zarya" (projects 946, 946a) (Fig. 39) is designed to carry passengers on small rivers during daylight hours with a voyage duration no more than 4 hours one way.

The location and equipment of the premises provide comfortable amenities for passengers and good conditions for work and rest of the team. The location of the wheelhouse in the bow allows for good all-round visibility and minimizes the blind spot in front of the boatmaster. The passenger compartment is located in the middle of the vessel and has 66 seats. The total passenger capacity of the vessel is 86 people. Passengers boarding and disembarking are carried out from the bow platform along the folding ladder.

The shape of the hull is sledge-keel with a rounded chine, providing high hydrodynamic quality with minimal draft. The smooth rise of the bottom from the mid-frame to the bow allows an approach to the unequipped shore. The bottom contours provide a smooth flow of the flow and the flow of non-emulsified water into the water jet.

The ship's hull is welded, made of aluminum-magnesium alloy AMg5VM. The recruitment system is mixed: longitudinal along the bottom, transverse along the sides (Fig. 40).

M400 diesel engines are installed on the ships as main engines. The engine is controlled remotely using a hydraulic system from the wheelhouse. To warm up the engine before starting in cold weather, a nozzle boiler or electric water and oil heaters are used if it is possible to connect to the shore power grid. When designing the power plant, the experience of operating M400 diesel engines at the SPK was taken into account, great attention was paid to ensuring reliability. A fuel tank with a capacity of 4 m3 built into the body ensures the operation of the diesel engine during the day.

DRK motor ship - a single-stage water cannon with a semi-underwater discharge of water and 2 rudders. GW with a diameter of 0.7 m is located in a water jet. To protect the propeller from stone blows in the event of a stern pile on the pebble shore, the water intake of the water cannon has a protective grid. It is possible to dismantle the propeller afloat through a hatch in the aft platform.

Water-jet control gear provides the vessel with high maneuverability, simplicity and ease of control. The use of 2 balancer rudders of large elongation with a high degree of compensation, a yaw drive and a differential-type steering gear made it possible to reduce the effort on the steering wheel to 14.7-39.2 N. The steering wheel is shifted to the side in two turns of the steering wheel. Reversing the vessel is ensured by overlapping dampers that direct the water flow into the reversing channels. Discharge on the sides above the waterline. This provides a wide range of forward and reverse speeds up to the "Stop" position when the propeller is running. The direction of the vessel's circulation does not change after reversing by closing the reverse gates: shifting the rudders in reverse leads to turning the stern in the same direction as in the forward direction.

The high maneuverability of the motor ship "Zarya" allows it to operate without reducing the speed on small rivers with a radius of curvature of the fairway of 40-70 m and a width of 12-15 m. At low speed, the vessel can turn almost on the spot.

The absence of high humps of resistance inherent in SPK and SVP, allows you to reach maximum speeds without overloading the engine in 20-30 s after the start. Stopping the vessel from maximum speed carried out in 10-15 seconds with a run-out length of 30-40 m. The motor ship easily approaches an unequipped bank with a slope of up to 3 °. Approaching the shore, boarding passengers and departing take an average of 1.5 minutes. These qualities made it possible to obtain an average operating speed of 41-42 km / h.

High speed, shallow draft, the ability to overcome rifts without significant loss of speed, the ability to embark and disembark passengers at the unequipped coast - the distinctive performance characteristics of the motor ships "Zarya", thanks to which these ships are widely used in many remote regions of the country, where rivers, including and small, are the main transport arteries. At the same time, the use of motor ships "Zarya" in conditions of excitement, more intense than that established for pools of category "L", led to damage to the structures of the hull and superstructures, to prolonged downtime. In order to expand the navigation areas, increase the seaworthiness and reliability of the motor ships "Zarya", it was decided to design and build ships of the "Zarya" type of class "P" (project P83). In 1973, the Moscow Shipyard built the head motor ship "Zarya-149" (pr. P83) (see Table 19), which began operating in Kostroma river port... Unlike predecessor ships, the new motor ship has a sound-insulating cofferdam between the passenger compartment and the Moscow Region, which made it possible to reduce the noise level in the passenger compartment. The implementation of a set of measures to reduce noise, an increase in the length of the vessel, strengthening of the hull and superstructure led to an increase in the mass of the vessel "Zarya-149" in comparison with the motor ship pr. 946 by 2.32 tons, which resulted in a decrease in speed to 40 km / h.

The dead lift of the trimaran-shaped bow frames has been increased. This made it possible to reduce shock loads when the vessel was moving in waves.

In plan, the body has a rectangular shape with rounded corners, the sides are straight. The hull and superstructure contours are distinguished by simplicity of configuration. In contrast to motor ships of project 946, the superstructure in the hull has a more dynamic appearance, which allows to increase the useful volume of the MO. The hull and superstructure are welded, made of aluminum-magnesium alloy AMg5. The bottom plating in the bow is thickened, trims are installed on the keels. This allows to ensure high local strength of the hull when the vessel is operating on lines without berths, to embark and disembark passengers on unequipped shore.

To reduce the stern trim of the vessel underway in; aft part of the bottom is equipped with a "bump" sheet, which acts as a wing that lifts the stern. The installation of the sheet had a beneficial effect on the speed qualities of the vessel.

The main engine is a M401A diesel engine, mounted on inclined rubber-metal shock absorbers. As a propeller, a water cannon with a semi-submerged jet is used, the body of the water cannon is steel, all-welded. The water cannon is attached to the body by means of a riveted seam. The design of the water cannon allows it to be replaced during the repair process.

The propeller of the water cannon is four-bladed with a variable pitch. The thrust of the screw is taken up by a thrust ball bearing, and the torque is transmitted to the shaft of the flexible busbar coupling. It is possible to dismantle the propeller through a removable window in the water jet afloat.

The steering device includes 2 balance rudders and a manual cable drive from the wheelhouse. The reversing device has 2 butterfly valves that allow you to change the direction of the jet of water.

The vessel is powered by a 24V DC network. Power sources - G-6.5 generator installed on the main engine and storage batteries. The parking lot is provided with power from the shore AC 220 V.

The operation of motor ships of pr. P83 confirmed the correctness of the adopted design decisions and the possibility of their operation in the basins of category "P".

To organize high-speed passenger transportation on rivers with limited depths, hydrofoils are also successfully used, which are promising on lines connecting settlements on highways and rivers with a guaranteed navigation depth of 1 m.

The shallow-draft motor ship "Raketa-M" can be considered the first step in the creation of an SPK with a shallow draft. On this vessel, the hull, wing device and power plant of the main version were retained unchanged, and the overall draft was reduced to 1.3 m by reducing the angle of inclination of the propeller shaft from 12 to 5 °. The design solutions for the hydraulic complex adopted at the Raketa-M SPK were used in the design of the Belarus motor ship (project 1709R) with a guaranteed navigation depth of at least 0.9 m during daylight hours (Fig. 41). It is allowed to sail the vessel to rivers and reservoirs of category "P" with weather restrictions. The cruising range for fuel reserves is 320 km.

With the advent of serial SPK “Belarus” (see Table 19), it became possible to organize high-speed passenger transportation in the upper reaches of main rivers and on small rivers, which significantly expanded the scope of application of high-speed passenger ships.

However, the need to create vessels with shallow draft for the Organizations of high-speed passenger transportation on rivers with a guaranteed depth of less than 1 m remains relevant at the present time. The transport development of shallow rivers is planned with the help of amphibious and skegary SVPs, and waterways with depths of about 1 m or more - with the help of SPKs. The problem of creating a SPK with a shallow draft must also be solved because the length of waterways with a guaranteed depth of 1.2 m is 40% of the length of the country's developed navigable routes.

A significant stage in the creation of high-speed vessels with shallow draft was the construction of the river passenger shallow-draft SPK "Polesie" (project 17091, see Table 18). SPK "Polesie" (see Fig. 2) are intended for high-speed passenger transportation during daylight hours. Restrictions have been introduced for the movement of the vessel in waves: on the wings at a wave height of up to -0.5 m, in a displacement position at a wave height of up to 1.2 m. The duration of the voyage is up to 8 hours. The cruising range for fuel reserves is 400 km.

The layout and design of the motor ships "Polesie" and "Belarus" are in many respects similar. The ship's hull (Fig. 42) is divided along its length by watertight bulkheads into five functional zones. The forepeak, the wheelhouse and the vestibule are located at the bow of the vessel, from which passengers are embarked and disembarked. In the middle of the building there is a passenger compartment. The increase in the width of the body by 0.4 m in comparison with the SPK “Belarus” made it possible to accommodate 54 people in soft armchairs. Behind the passenger compartment in the aft vestibule there are auxiliary rooms, a ladder to the awning deck and the entrance to the Moscow Region. MO and afterpeak are located at the stern end.

The hull and superstructure have simplified contours and are made of 1561 aluminum-magnesium alloy. The bottom of the welded structure is made of PK0266 panels, the sides are welded with partial riveting. The joints of the elements of the awning deck and the side are made by contact welding with glue and riveting. The body has a mixed dialing system (fig. 43).

The wing device of the motor ship (see Fig. 42) consists of the bow and stern load-bearing hydrofoils and 2 stabilizers located behind the bow wing. The nose wing is swept in plan (sweep angle 40 °) with a slight V-shape. The stern wing is straight in plan, V-shaped (the angle of inclination of the lateral planes is about 8 °). Both wings have a flat-convex profile, welded from alloy 1561. The wings roll to the body on struts with flange connectors, which provide adjustment of the installation angle of attack.

The main engine is a right-hand rotation M401A-1 diesel. Diesel 12-cylinder, V-shaped arrangement of cylinders, four-stroke, supercharged, water-cooled and reversible clutch. The engine is installed in the DP with an inclination of 12 ° 80 "to the OP and is rigidly fixed to the frame, which is installed on the foundation on shock absorbers. The remote control post of the main engine is located in the wheelhouse. It is possible to control the engine directly from the MO. For monitoring, emergency and warning signaling DG has an APS system.

One six-bladed fixed-pitch propeller with a diameter of 0.7 m is installed on the ship as a propulsion device. The propeller material is bronze.

The steering device consists of 2 lamellar rudders mounted behind the aft wing struts. The balancer parts of the rudders are located below the wing plane within the overall draft. The rudder blade is rigidly attached at the top to the stock, and at the bottom to the wing strut. The rudders are shifted using two autonomous hydraulic systems, which independently supply the working fluid under pressure to the cavity of the rudder drive power cylinders. One system is powered by a MG-12 hydraulic pump of a manual steering machine, and the other is powered by an NSh-10E pump installed on the main engine. The maximum effort on the steering wheel is not more than 1.20 N. The maximum rudder shift angle is 40 ° on each side.

The vessel has an anchor mooring device and life-saving equipment. In order to ensure the necessary sanitary and hygienic conditions for passengers and crew, the vessel is equipped with ventilation and heating systems, domestic water supply, collection of waste and domestic water, as well as oily bilge water. The ship has a drainage and fire-fighting system.

The sources of electricity are a G-6.5 generator with a capacity of 3 kW, a voltage of 28 V and 2 storage batteries of the 6ST-182EM type with a voltage of 12 V. The batteries are connected in series with a total capacity of 182 Ah, a voltage of 24 V and provide electricity consumers during parking. The parking lot also provides for connection to the coastal electrical network of a single-phase alternating current with a voltage of 220 V and a frequency of 50 Hz.

To ensure two-way communication with ships and ports, an ultra-short-wave radio station "Kama-R" is installed on the ship. For the command simplex loudspeaker communication of the wheelhouse with the MO, as well as for the transmission of radio broadcasting and information messages on the ship, there is a "Rowan" installation.

Operation of serial motor ships "Polesie" has confirmed the high speed and maneuverability of the SPK. The speed of the vessel in calm water and with winds up to 3 points is 65 km / h. The speed in the displacement position at a propeller speed of 800-900 rpm is 15-18 km / h. The maneuvering qualities ensure the movement of the motor ship in wing mode along the fairway with navigational radii up to 100-150 m. The maximum rudder shift angle should not exceed 35 °. The diameter of the motor ship's circulation in the displacement mode of movement at a propulsion speed of 800-900 rpm and rudder shifting by 40 ° is 120-150 m. The vessel has good starting and inertial qualities. The duration of the ship's acceleration from the "Stop" position to the complete separation of the hull from the water is 1.5 minutes. The braking distance from the operating speed to the stop of the motor ship when the engine is switched from forward to "Stop", then back is 100-120 m. The crew of the ship (one watch) consists of a captain-mechanic and a minder-sailor.

Skeg hovercraft are operated in many regions of the USSR. Their wide distribution was facilitated by: shallow draft, high speed in shallow water, insignificant wave formation, excluding erosion of banks on small rivers, the ability to moor to the shore unequipped with berths, low power plant, simplicity of design, the ability to perform maintenance and preventive work at existing bases. For the transportation of passengers on small rivers, skog SVP projects 1435, 1746, 14351 are widely used (see Table 19).

Serial vessels of the project 1435 were named "Zarnitsa" and are intended for high-speed passenger transportation on local lines during daylight hours. They are allowed limited access to the rivers of category "P" at a wave height of up to 0.6 m. The peculiarity of the layout of the motor ships "Zarnitsa" is the placement of the main engine and the fan in the stern. This made it possible to form a simple and compact lifting and propulsion system. They are directly connected to the main engine: from the bow end - through the power take-off shaft - the fan, and from the stern - through the propeller shaft - the propeller shaft of the water cannon. The placement of the MO in the aft part made it possible to rationally use the useful area of ​​the vessel, to design a simple and lightweight shaft line. The adopted layout also made it possible to remove noise sources from the passenger compartment as much as possible. The position of the wheelhouse at the bow of the vessel on the platform gives the boatmaster a good all-round view. In front of the wheelhouse there is a landing area for passengers. In the middle part of the passenger compartment for 48 seats, separated from the MO by a block of auxiliary premises.

The case is made of duralumin grade D16, recruited along the transverse system, riveted. To protect the bow from abrasion when approaching the shore, steel attachments are installed on the skegs.

The scheme of the formation of the airspace on the ship is chambered (Fig. 44). The VP area is fenced with displacement skegs along the sides, a HE in the bow and an inclined rigid arch in the stern. Nasal HE is two in-line. The outer contour of the HE is a solid panel, and the inner contour is 16 open-type segments located across the vessel between the skegs. GO material - 23M rubberized fabric. Air under the hull is supplied by a Ts39-13 fan with an impeller diameter of 0.97 m, a rotational speed of 1500 rpm, and a flow rate of 6 m3 / s. To create uniform pressure along the length of the airspace during the course of the vessel in waves, a special air supply channel is installed under the bottom of the bottom end.

Diesel engines of brands ЗД6Н-235 or ПЗД6Н-250 with a capacity of 173 or 184 kW, respectively, are installed as main engines. A single-stage water jet propulsion unit and 2 plate rudders form the DRC. The jet consists of a water intake with a propeller shaft fairing, a rotor with a diameter of 0.41 m and a swaging nozzle. There are reverse dampers. The vessel is equipped with ventilation and heating systems, water supply (drinking water), waste water, fire fighting, and ballast and drainage systems. The main type of current is constant, with a voltage of 24 V. Sources of electricity are: the charging generator G-732 with a capacity of 1.2 kW, which provides power to consumers while the ship is sailing; 4 rechargeable batteries of the 6STE-135 type - during parking.

The experience of operating serial hovercraft "Zarnitsa" showed that they meet their purpose - the carriage of passengers on small rivers with limited depths (up to 0.5-0.6 m) - and surpass other types of vessels operating on shallow rivers in terms of their main characteristics.

Passenger skeg hovercraft "Orion" (see Table 19) are designed for operation on lateral and small rivers with limited depths. The movement of the vessel on the VP is provided at a nominal engine speed and a will height of up to 0.5 m. At a wave height of 1.2 m, it moves in a displacement position. Vessels can go with their bow end to an unequipped shore for embarking and disembarking passengers, therefore, there may be no special berths in the area of ​​operation of the hovercraft.

The layouts of the SVP "Orion" and "Zarnitsa" are similar. General arrangement the vessel is shown in Fig. 45. In the bow, on the port side, there is a wheelhouse and a room for the rest of the pod, next to the starboard side is a vestibule, which, if necessary, can be used to accommodate baggage with large overall dimensions. The vessel also has a luggage compartment. Seats for passengers are located in a comfortable spacious cabin in the middle of the ship, there is also a buffet. The salon is equipped with a supply and exhaust ventilation system. To reduce the noise level as much as possible, the passenger compartment is separated from the MO by a block of auxiliary rooms and a buffet; the bow bulkhead of the MO is made of a three-layer sound-insulating structure; PSB-S slabs are laid on the bottom under the passenger compartment, auxiliary rooms and the sideboard; the motors are mounted on shock absorbers. A folding ladder is used to board passengers from an unequipped shore through the bow platform.

The hull of the vessel is of riveted-welded structure, made of aluminum-magnesium alloy AMg61 and duralumin D16T. For the side and bottom, solid-pressed panels of the PK0266 type were used. The hull recruitment system is mixed: transverse along the bottom, sides and deck recruited along the longitudinal system (Fig. 46).

The vessel is equipped with 2 diesel engines ZKD12N-520. These are lightweight non-reversible high-speed four-stroke V-revolving engines with gas turbine supercharging, they are started using electric starters. To warm up engines in cold weather, a PZhD-70 automobile-type heater is used, which runs on diesel fuel. Each engine is connected to: from the aft end - through the cardan transmission - the propeller shaft of the jet propulsion unit, and from the bow - through the power take-off shaft and the limiting torque clutch - the air blower. Since the shutdown of the fans is not provided, the movement of the vessel in the displacement position is ensured by closing the air supply shafts with special dampers. Remote control of the main engine and dampers from the wheelhouse.

On ships of the "Orion" type, the chamber scheme of the formation of the airspace is used. Fencing VP is carried out by displacement skegs along the sides and HE in the bow and stern parts of the vessel. To create a VP, 2 centrifugal air blowers of the Ts39-13 type were installed. To ensure a stable airspace in the bow, air from the starboard fan is supplied to the inter-circuit space of the bow HE through a special channel. Thus, the possibility of movement on waves and when overtaking ships is provided without a noticeable decrease in speed, which usually occurs due to air leakage from under the bow of something. Air is also supplied to the aft HEU through special ducts installed under the bottom. The nasal GO consists of three rows of open-type segmental elements. In the aft part of the VP, a HE with rigid corrugations is installed - an accordion type. The material of the protections is VP-rubberized fabrics. Repair of the bow HE is possible when the bow of the vessel comes ashore.

DRC consists of 2 single-stage water cannons with semi-underwater discharge of water, located in skegs; 2 double-feather lamellar rudders and 2 lowering dampers installed behind the propeller and directing the stream of water into the reverse channels. The transfer of rudders and dampers is carried out using cable guiding. The bodies of the water cannons are removable and represent the aft sections of the skegs. In order to reduce vibration, they are attached to the skegs on shock absorbers. Two water cannons with separately controlled reversing deflectors provide the boat with good maneuverability.

The sources of electricity are the G-732 charging generators with a voltage of 24 V, a power of 1.2 kW, working with 2 groups of 6STK-18M batteries.

To ensure two-way communication with ships and coastal radio stations, a Ling-da-M radiotelephone and a Kama-S radio station were installed on the SVP, and a Ryabin unit was installed to send commands, orders and broadcast programs.

The experience of operating the lead series of SVPs of the "Orion" type has shown the wide possibilities of using these vessels on shallow rivers, especially on the lines connecting settlements on small and main rivers. On the basis of SVP "Orion" in 1980, the forest fire-fighting vessel "Flame" was built (project 17461, see Table 19), intended for high-speed delivery of self-propelled and portable fire fighting equipment and personnel to fight forest fires in the coastal areas of rivers and reservoirs of the "R" category.

A distinctive feature of the vessel is the presence of a cargo area in the middle part and a ramp in the bow, which allows unloading and loading of fire fighting equipment near the coast, which is not equipped with special berths. On the ship, simultaneously with portable fire fighting equipment and a subdivision of 18 people. You can transport the VPL-149 fire-fighting forest all-terrain vehicle, or the ATsL-6 (66) -147 forest fire tank, or the D-535A (D-606) bulldozer, or a truck. SVP "Flame" can be used as a ferry for transporting passengers and wheeled vehicles on small rivers.

The accumulated experience in the design, construction and operation of hovercraft of the Zarnitsa and Orion types made it possible to move on to the creation of second-generation skeg vessels - the Luch type - (project 14351, see Table 19), the Luch hovercraft should be replaced with small rivers vessels of the types "Zarnitsa" and "Zarya". When creating a new vessel, the task was set to preserve all the positive navigational qualities of the Zarnitsa hovercraft, increase the reliability, durability and maintainability of vessels, increase their speed, expand the navigation area, and create more comfortable conditions for passengers and crew.

The Luch-type vessel (Fig. 47) is divided into several functional zones: the bow platform, the wheelhouse, the basement room, the lobby, the passenger compartment, the block of auxiliary premises, the MO, the stern platform. The bow platform, equipped with a recessed gangway, allows passengers to be taken on board and disembarked both at the unequipped shore and at berthing facilities, as well as to carry out mooring operations. The positioning of the wheelhouse in the bow makes it easier to navigate in a confined fairway. There are two workplaces for the crew members in the wheelhouse. For the rest of the cellar there is a duty room, which is connected with the wheelhouse and the lobby.

The passenger compartment is located in the middle of the ship, in the most comfortable area. Unlike SVP "Zarnitsa", the salon occupies the entire width of the hull, which made it possible to place two additional chairs in a row. The passenger compartment has seats for 51 people. and an armchair for the watchman. Large windows with sliding transoms provide good overview and ventilation. The salon, like the service rooms, is equipped with an air heating system.

Between the MO and the passenger compartment, auxiliary rooms are located on the left and right sides, which makes it possible to reduce the noise level in the passenger compartment. From the aft platform, mooring operations are carried out, the vessel is refueled with fuel, oil, water, as well as the delivery of waste and oily waters to collecting vessels or to shore tanks. Through the cover located on the stern platform, access to the jet propulsion unit is provided for inspection and repair.

An aluminum-magnesium alloy of the AMg61 brand was adopted as the body material, and the superstructure was an alloy D16. The bottom has a transverse dialing system; sides, skegs and superstructure - longitudinal (Fig. 48). The ship's hull is welded; parts of the superstructure, deckhouse and bulkheads are riveted.

Pressed PK0266 panels were used for the hull and sides, which made it possible to improve the appearance of the vessel and significantly reduce the volume of assembly and welding during construction. In contrast to the hovercraft "Zarnitsa" the stern transom was cut from the sides, which made it possible to improve the maneuverability of the vessel in a confined fairway.

The "Luch" hovercraft uses a more powerful diesel engine of the ZKD12N-520 brand with a capacity of 382 kW. The main engine drives the water cannon into rotation and, through the power take-off shaft, a centrifugal air blower of the Ts39-13 type. The design of the propeller allows for the change of the GW and the support rubber-metal bearing afloat, without lifting the vessel out of the water.

The reversing steering device consists of 2 lamellar rudders and 2 reversing deflectors. The rudders and dampers are shifted manually using the appropriate handwheels. The adopted DRC provides the vessel with good maneuverability both forward and backward.

To supply the ship's consumers with electricity, a direct current with a voltage of 24 V was adopted, the source of which is a 1.2 kW G-732 generator mounted on the main engine and storage batteries. It is possible to receive electricity from the coastal network of alternating current with a voltage of 220 V, a frequency of 50 Hz to supply consumers with a long stay at night. The ship is controlled, the control over the operation of the power plant is carried out from the control panel installed in the wheelhouse. Remote controls, controls and APS allow one person to operate the vessel. Two-way communication with ships and coastal radio stations is provided by the Kama-R radio station. A car loudspeaker is used to broadcast the broadcasts from broadcast stations and to issue commands.

What technical and operational qualities allow the new SVP to successfully compete with the planing motor ships "Zarya"? First, the high efficiency of the "Luch" hovercraft. Due to their high hydrodynamic quality, these vessels develop an operating speed of 43-44 km / h. The power consumption per unit of transport work at the Luch hovercraft is 2.4-2.8 times less than that of the Zarya motor ships. Secondly, the new vessels have a high cross-country ability. The complete separation of the bottom of the vessel from the water excludes the possibility of the hull sticking to the river bed in all modes of movement, including extreme shallow water. Thirdly, the "Luch" hovercraft ensures high comfort of passenger transportation. The new vessels have the lowest noise level of all high-speed vessels in the passenger rooms and increased, especially in comparison with the motor ships "Zarya", smooth sailing in waves. Fourthly, during the course of the "Luch" hovercraft, small wave formation is provided. This circumstance is especially important, since due to the intensive erosion of the banks on small rivers, the operation of the motor ships "Zarya" has been suspended in a number of shipping companies.

In 1985, MIVT carried out observations of wave formation from the "Luch" hovercraft in order to determine the modes of their movement, the most favorable from the point of view of wave impact on the coast, and from the motor ship "Zarya". During the tests on the Bushminsky Canal (83 m wide and 2.7 m deep) the vessels were moving empty and loaded, and on the Tu-zukley channel (92 m wide and 1.7 m deep) - only empty. Comparative dependences of the speed of ships on the speed of rotation of the engine shaft are shown in Fig. 49, a. The solid line shows the test results at a depth of 2.7 m, the dashed line - at 1.7 m. It follows from the graph that the "Luch" hovercraft when moving in the displacement mode is characterized by a small increase in speed and an increase in the engine speed. With the transition of the vessel to the airway, the speed sharply increases and coincides on both fairways with the critical speed zone, which is close to the critical speed in shallow water due to the insignificant constraint by the vessels of the cross-section of the fairways. In particular, at a depth of 2.7 m, the critical speed of the SVP is 18.5 km / h, and on a fairway with a depth of 1.7 m, it is 14.7 km / h. The maximum speed of the Luch hovercraft is 47 km / h at an engine speed of 1500 rpm, and that of the Zarya motor ship is 38 km / h at 1400 rpm.

The dependence of the change in wave height on the speed of ships is shown in Fig. 49, b (curves 1). It follows from the graph that in the subcritical mode of movement, the relative depth of the fairway and the type of vessel do not significantly affect the wave height. The highest waves in height in the critical speed zone are 0.28 m for both types of vessels. In the supercritical regime, the decrease in wave height with an increase in speed at the "Luch" hovercraft in shallow water is quite intense. Near the motor ship "Zarya" the depth of the fairway practically does not affect the height of the waves. At maximum speed, the wave height in both fairways is reduced to 0.21 m. When moving at maximum speed, the wave height generated by the "Luch" hovercraft when loaded is 10% higher than when traveling unladen. And vice versa, when the motor ships "Zarya" move with a load due to a decrease running trim the wave height is reduced by about 10%. Waves, approaching the shore, transform and spend a significant part of their energy on erosion of the shore. Therefore, the degree of impact of ship waves on the coast can be most fully estimated by their energy.

The dependences of the change in the total wave energy on the speed for both types of ships are shown in Fig. 49, b. Curves 2 shown show that the energy brought to the shore by a wave train depends on the speed of the vessels and the depth of the fairways. With decreasing depth, the energy from both types of vessels decreases. In the "Luch" hovercraft, the depth affects the wave formation to a greater extent than in the "Zarya" hovercraft. Based on the data obtained, it can be concluded that the height of the waves from the "Luch" hovercraft is less than that from the motor ship "Zarya" by 1.5-1.7 times, and the wave energy - 1.8-2.3 times. Observations during testing and operation, as well as a survey of navigators confirm that the wave regime from the "Luch" hovercraft is "softer" than from the motor ship "Zarya". Therefore, it can be concluded that the use of the Luch SVP instead of the Zarya planing motor ships on shallow rivers significantly reduces the wave impact on the banks and hydrofauna.

Based on the foregoing, it follows: when operating the "Luch" hovercraft, it is necessary to work at maximum speeds corresponding to the minimum wave formation, to avoid modes of movement with a speed close to the critical one, at which the largest waves appear.

Table 20 shows the modes corresponding to the zone of unfavorable from the point of view of wave formation velocities for different depths of the fairway.

In the process of mooring the vessel and leaving the coast, these modes should be carried out in a short time. Pain in the area stopping points the banks are made up of weak soils subject to erosion, the hovercraft should start moving at low speeds at an engine speed of 600-700 rpm in a displacement position and, only after entering the fairway, gain engine speed and go to the VP. Since the wave height near the vessel is higher than near the coast, with a wide fairway it is not recommended to move the hovercraft closer than 25 m from the coast.

One of the promising ways of organizing the transportation of passengers and goods along shallow rivers during the navigation period, as well as along main and small rivers in winter, is the use of amphibious hovercraft (Table 21). The reality of such transportation was confirmed by tests of the first domestic hovercraft "Neva", "Raduga", "Breeze"; trial operation of the Sormovich gas turbine pipeline in 1971-1973, year-round operation of the Bars ASVP.

ASVP "Bars" (Fig. 50) is intended for use as a service and crew boat in places where operation of displacement vessels is impossible (in difficult travel conditions: in summer on fields and swamps, in winter on snowy and ice surfaces, with floating ice and hummocks ).

The boat has a straight-sided flat bottom impermeable hull with an inclined cylindrical surface in the bow and a flat undercut in the stern. The hull is divided into 3 compartments: forepeak, wheelhouse and MO (Fig. 51). Part of the electrical equipment and supplies of the boat are located in the forepeak. The forepeak is accessed through a hatch.

The wheelhouse has a control post, two seats on either side of the driver and a five-seater sofa for passengers.

Access to the wheelhouse through sliding doors on the sides. The MO houses the main engine, the air blower VP, electrical equipment, and buoyancy blocks. The entrance to the front of the MO is through the sunroof and the hood, and to the aft through the hood.

The body material is an AMg61 corner profile, and the sheets are from 1980T1. The side and aft removable sections of the truss hull are used to attach the HE. The side sections are bolted to the cheekbone lugs and the gunwale of the hull. The top sections are covered with rubberized nylon fabric.

A two-tier HE is installed along the perimeter of the hull, consisting of an upper tier - a flexible receiver - and a lower tier - removable elements 0.29 m high.Average HE height - 0.45 m. Receiver material - rubberized nylon fabric, grade 1026, 1.0-1 thick , 1 mm, material of removable elements - fabric 23 m thick 0.6-0.7 mm. »With the help of hinge hinges mounted on the edges of the fence, the HE is attached to the sides with a wire of 3 mm in diameter.

The ship is equipped with an air-cooled aircraft engine with a radial arrangement of cylinders, model M-14V26. Rated power 180 kW. There is an angular gearbox with planetary gear. The output shafts of the engine are equipped with 2 fans with an outer diameter of 1 m, operating in spiral casings and each consuming half the engine power. Part of the air from the air blowers goes to the receiver to create the airspace, and part is fed to the aft jet nozzles to create thrust. The engine is started with compressed air from onboard cylinders filled with a compressor mounted on the engine.

The ship's controllability is provided by vertical rudders installed behind the air propellers and operating in the air flow from the nozzles. The steering angle is about 25 °. The rudders are controlled by cable guides. The reversing device consists of fixed and movable cascades of guide nozzles installed along the sides. During the reversal, movable cascades of guide vanes are introduced into the nozzles of the propellers, deflecting the air flow at an angle of 135 °. Rotation of the movable cascades in each nozzle can be separate or joint with the driver's console using pedals or a maneuver handle. The boat can move in reverse at low speed on water and on a flat hard surface of ice or land.

The vessel is equipped with a fire-fighting system, heating and ventilation systems. In winter, the driver's cabin and windshields are heated by warm air. Cold air from the front of the engine casing is fed into the outer circuit of the muffler-heaters, and from there - into the wheelhouse under the aft sofa and onto the windshields. In the summer, the deckhouse is ventilated with two supply and two exhaust ventilation heads.

The boat uses a GSR-3000M DC generator with a voltage of 27.5 V, a power of 3 kW and a 12A-30 storage battery with a voltage of 24 V.

The boat with the side sections removed can be transported without restrictions on trains or on trailers. The main disadvantage of ASVP "Bars" is the high cost of the aircraft engine.

ASVP "Gepard" (Fig. 52) has a more economical and easy-to-maintain lifting and propulsion system (see Table 21). The boat can be operated at temperatures from +40 to -40 ° С. The ship's layout and hull materials are similar to those of the Bars hovercraft. The longitudinal section of the vessel is shown in Fig. 53.

To mount the HE, two side and one aft removable sections are installed, which are covered from above with a rubberized nylon fabric. A two-tiered HE with a height of 0.4 m, consists of a receiver and a lower tier-removable elements 0.135 m high. The inner contour of the HE consists of longitudinal and transverse inflatable keels, which ensure the stability of the boat on the VP.

The ship is equipped with an automobile carburetor piston 4-stroke two-row V-shaped engine ZMZ-53 (4). To reduce vibration and structure-borne noise, the engine is mounted on shock absorbers. The engine fuel is A-76 gasoline, consumption is 30.2 l / h.

The ship is equipped with a transmission consisting of a cardan shaft of a GAZ-69 car, which transfers rotation from the engine to a distribution hub with 3 pulleys. From one pulley, using a flat-toothed belt and a propeller shaft of a GAZ-21 car, the torque is transmitted to the air blower; from the other 2 pulleys to the propeller hubs.

The propellers are two four-bladed propellers with a diameter of 0.95 m in nozzles. The air in the VP is supplied from a centrifugal blower with a diameter of 0.97 m with profiled blades. The propellers and the VP blower are made of fiberglass. The steering device consists of 3 vertical rudders installed behind each nozzle. In addition to them, five horizontal rudders are installed behind the nozzles, providing both separate and joint closure of the outlet sections of the nozzles to create a difference in rotor thrust when steering or braking the boat. Remote control of rudders is provided.

Good handling and high amphibious qualities of the vessel were noted. It turns 180 ° on the spot, is easily controlled by reducing the thrust of one of the propellers, can overcome long slopes up to 5 ° and short slopes up to 15-20 ° at speed, hummock ice areas and plowed fields with furrow heights up to 0.2- 0.25 m.

A 12 V, 350 W direct current generator G250-G1 is used as a source of electricity. It operates in conjunction with a 6ST-75EMS battery with a voltage of 12 V. To ensure two-way communication, a VHF radio station "Len" is installed. Transportation of the vessel is provided for railroad and on cars unassembled.

Further development of the technical solutions, tested on the "Gepard", received at the ASVP "Puma" (see Table 21), designed to provide emergency medical care to victims at the scene of the incident and transport them to the place of treatment (Fig. 54).

The serial construction of a passenger version of the vessel for 16 people is underway. The high navigational qualities of the vessel were noted. It is possible to operate the vessel on marshy terrain and in thickets of reeds, on snow, hard ice and floating ice floes. At operating speed, the vessel can overcome long slopes on a flat solid surface up to 5 °, and at maximum speed - short (up to 20 m) slopes up to 12 °. The diameter of the circulation in calm weather when driving on water at a speed of 25-30 km / h is about five lengths of the hull, and at low speed when working with propellers in a tear no more than two lengths. Operation of the vessel is possible at temperatures from +40 to -40 ° С, at a maximum wind speed of up to 15 m / s.

The hull of the ship has simplified forms, divided by five watertight bulkheads into six compartments: forepeak, control station, medical salon, compressor compartment VP, MO and afterpeak. The navigator is located in the control compartment. There is also a place for a medical worker. The rest of the medical staff - up to three people - and the victim are accommodated in the medical salon, which has a special table, cabinets for medical equipment, chairs, stretchers. The entrance to the wheelhouse is through two doors with a clear view of 900X1200 mm. The salon is separated from the control room by a bulkhead with a 550x1700 mm door. The medical salon is separated from the medical center by the VP compressor compartment, the main engines are mounted on shock absorbers, heat and sound insulating material is used, a three-layer flooring structure and double glazing in the medical compartment. With the maximum displacement, it is possible to transport 3 medics and injured persons on the ship, including one or two on a stretcher.

The material of the hull is sheet and profile rolled products made of aluminum alloys, and the cabin is made of fiberglass. A mixed recruitment system is used. The thickness of the side sheathing is 1 mm, the bottom is 1.5 mm. 4 support shoes are installed under the bottom. For lifting the vessel, a device of 4 screw jacks with supports installed in place of the eyebolts is provided. Buoyancy blocks made of polyurethane foam.

To form the airspace, a two-tier HE was installed along the entire perimeter, consisting of an upper tier - a monolith - and a lower tier - removable elements. As well as on ASVP "Bars" and "Gepard", to ensure the stability of the vessel, the airspace has an internal HE loop made of longitudinal and transverse inflatable keels. GO material - rubberized nylon textile fabric.

The vessel is equipped with 2 automobile carburetor piston 4-fold two-row V-shaped engines ZMZ-53-11. Remote start of engines. Gasoline of grades A-76 and AI-93 is used as fuel.

To work in various conditions, heat exchangers are installed: a liquid radiator from a GAZ-24 car in the heating system, an oil radiator from a GAZ-66 car in the engine oil system and a liquid radiator from a GAZ-53 car in the engine cooling system. There are 2 independent left and right side transmissions, each of which transmits torque from the engine shaft to the propeller and 2 centrifugal air blowers.

Two four-blade air reversible propellers in non-rotating nozzles are installed as propellers. The propellers have a diameter of 1.78 m and have two fixed blade positions FORWARD-BACK. The material of the propeller blades is fiberglass. The steering device consists of eight vertical rudders, which are combined into two groups of four rudders and are interconnected by rigid rods. Each group of rudders is installed behind the attachment. The rudders are controlled by the steering gear using a flexible drive. The rudders are shifted with. 35 ° on one side to 35 ° on the other in 30 s.

The vessel is equipped with heating, ventilation, fire-fighting systems, etc. Special attention is paid to artificial ventilation of the medical compartment, and the necessary air exchange is provided in accordance with the existing standards. Air supply to the system is provided from the VP blowers through two successive radiators.

In winter, hot water is supplied from the engines to the radiators for heating the air entering the medical compartment.

The sources of electricity on the ship are two G250-G1 direct current generators with a voltage of 12 V, a power of 350 W each and two starting batteries with a voltage of 12 V and a total capacity of 150 Ah. The latter provide the required number of engine starts and power supply to the consumers connected to them for 3 hours. The batteries are charged from the generator when operating in the buffer mode.

For two-way communication with the base, a VHF radio station 1R21V-3 "Len" was installed on the ASVP, providing radio communication at a distance of up to 15 km. To ensure safe navigation in case of divergence of ships, the boat has a portable VHF radio station RSD-70-4M.

The ship is transported by rail with removed nozzle blocks and heaped side hinged sections of the HE. It is possible to transport the disassembled vessel by car.

For the transportation of goods along shallow rivers, cargo ASVP and air cushion platforms can be used.

The experience of designing cargo hovercraft was applied in the creation of the Bizon complex (Fig. 55), which consists of a self-propelled aerial vehicle with a carrying capacity of 10 tons and 2 non-self-propelled aerial vehicles with a carrying capacity of 20 tons each. For the first time in domestic practice, a low-speed amphibious vessel with a steel hull and a diesel power plant has been created, which significantly increases the reliability and survivability of the hovercraft in Arctic conditions, and makes it possible to use the well-mastered technology of building small steel vessels. For the first time in domestic practice, the pushing method with the use of ASVP as a pusher was applied in order to increase the speed of the PVP. To ensure the ship's controllability at low speed, an original air-throwing thruster was used.

Cargo ASVP (see Table 21) is intended for the delivery of goods from supply vessels in the roadstead to points not equipped with berths. The range of cargo delivery is 19 km. ASVP can work on deep water with wave heights up to 1 m, in shallow water and swampy areas, on snow, hard and floating ice at temperatures down to -40 ° C. The vessel can freely leave the water on land or ice and vice versa, and is capable of pushing a non-self-propelled PVP beyond the water's edge.

ASVP is a single-deck vessel with a two-tier superstructure in the bow, a cargo deck in the middle and a MO in the stern (Fig. 56). There are no living quarters. The crew consists of 2 people: the captain-mechanic and the helmsman-minder. The ship's hull is a rectangular pontoon with rounded corners, divided by longitudinal and transverse bulkheads into 9 impenetrable compartments. On the bow deck, there is a two-story wheelhouse, shifted to the port side, and an air blower on the starboard side. In the first tier of the cabin there is a room for the air blower engine, in the second tier - the CPU, in the aft part - the MO, closed from above with a burl, and the DRC.

Body material - low-alloy steel grade 10ХСНД; the material of the cabin and the mouth of the MO is an aluminum-magnesium alloy. The hull and deckhouse are welded. The connection of the deckhouse and mouth of the MO with the hull is welded on a bimetallic strip. The thickness of the sides, bottom and deck plating is 3 mm. The vessel is equipped with a longitudinal system.

For the formation of the airspace around the perimeter of the hull, a HE is installed, which is a semi-monolith, the upper edge of which is attached to the board, and the lower one is a support for fastening removable fence elements. Removable elements of 2 types were used: open along the sides and in the bow and closed along the stern transom. The height of the segments is 0.65 m, it allows the ASVP to travel over obstacles up to 0.6 m high. The material of semi-monolith and removable elements is rubberized fabric.

As the main power plant, 2 four-stroke, V-shaped, high-speed, liquid-cooled, non-reversible diesel engines of the 1D12BM type with a capacity of 294 kW were used. Together with the main engine, the MO has a 2DG-7 type diesel alternator with a capacity of 8 kW.

To drive the air blower VP, a four-stroke, V-shaped, high-speed, liquid-cooled, non-reversible diesel engine of the 1D12V-300K brand is installed in the room of the first tier of the cabin. The transmission of rotation from the engine to the VP supercharger is carried out through an elastic coupling, an intermediate shaft, a cam disconnecting clutch and a propeller shaft. An auxiliary diesel engine with mounted mechanisms and devices is assembled on a common frame into a single mounting block, which is installed on rubber-metal shock absorbers of the AKSS type and a foundation.

Air blower VP of centrifugal type of double suction. Rotor diameter 1.3 m, rotation speed 1500 rpm, air supply 40 m3 / s, compressed air pressure 3920 Pa.

Propellers are two three-bladed propellers in non-rotating nozzles. The diameter of the propeller is 3.0 m. There are 2 fixed positions of the propeller blades FORWARD - REVERSE. The blades are shifted from the wheelhouse. Blade material - light alloy.

Steering device of the vessel - six vertical balance rudders, located behind the nozzles, combined into two groups of three rudders. For shifting rudders on the upper deck, a power unit of a manual hydraulic machine is installed, which provides shifting of rudders from side to side in 28 seconds. The steering gear is remotely controlled from the wheelhouse.

To ensure the controllability of the vessel at low speed, during mooring and hitching operations, an air thruster was installed. It is located in the bow of the ship, in front of the wheelhouse, and is a vertical rectangular channel branching in the upper part to both sides. Air enters the bow thruster from the airspace. The rotary damper provides complete overlap of the channel or its alternate opening to either side. The required landing of the vessel in various loading options is achieved by uniform distribution of cargo on the deck, as well as, if necessary, by pumping fuel up to 1.5 tons into bow ballast tanks.

The vessel is equipped with one anchor with a mass of 100 kg. An anchor winch with a pulling force of 2.16 kN is installed for lifting and releasing the anchor.

There is a special device for towing the hovercraft over land and water, which consists of 2 towing eyes, 2 steel ropes with a diameter of 19 mm, a length of 17 m and a triangular connecting bar. The possibility of towing the vessel in full load by coastal means is provided up to a slope of 15 °.

For docking and fastening of ASVP with PVP, a coupling device is installed in the bow, consisting of stops, 2 hydraulic winches ЛГ-2 with a pulling force of 7.35 kN, with a rope with a diameter of 11.5 mm and 2 bollards.

A ramp device is available for loading and unloading wheeled and tracked vehicles weighing up to 13.5 tons. The approach angle is about 15 °. For fastening the transported goods on the deck and on the posts of the protective fence, there are butts, there are chain and rope slings, as well as a tarpaulin cloth.

To ensure the stability of the ASVP on the course when moving on the ground in tow, a stabilizing device is provided, which is a frame with disc wheels.

Heating, ventilation, fire-fighting and other systems are provided to ensure the normal operation of the vessel at various outside temperatures. It should be especially noted the presence of a roll-trim system for leveling the landing of the VFD during operation, during reloading and transportation of goods. Diesel fuel used for engine operation is used as ballast. It is envisaged to place ballast in 2 tanks with a capacity of 2.4 m3, located in the bow and a tank of the main supply of fuel with a capacity of up to 4.4 m3.

The main source of electricity is an ECC5-61 synchronous generator of three-phase current with a rated power of 8 kW at a voltage of 400 V, a frequency of 50 Hz. The generator is included in the unit of the 2DG-7 diesel generator. To supply consumers with electricity with a voltage of 127 V, one single-phase transformer with a voltage of

380/133 V, 1 kW and in MO - three OP-120FZ-24 current converters with a power of 90 W.

To ensure two-way radiotelephone communication with the shore and the supply vessel, a VHF radio station "Seiner" was installed, providing radio communication at a distance of up to 37 km. For operational communication, 2 portable VHF radiotelegraph stations "Prichal" and a portable electromegaphone EM-12 are provided.

Together with the self-propelled ASVP, the Bizon complex includes 2 non-self-propelled PVPs with a lifting capacity of 20 tons (see Table 20).

PVP - a single-deck vessel with a two-tiered superstructure in the stern and a cargo deck in the middle (Fig. 57). The main dimensions, materials and construction of the hull and deckhouse, the formation scheme of the airspace and the design of the HE are similar to those adopted at the leading ASVP. The PVP crew consists of 2 people.

On the deck in the aft part there is a two-story deckhouse and a VP air blower. In the first tier of the cabin there is a room for the air blower engine, on the second tier of the central control room. The anchor and cargo devices are located in the bow. The cargo area is in the middle of the vessel. Unloading and loading of PVP can be carried out on both sides and through the bow. For loading and unloading wheeled vehicles, the installation of ramps along the sides and in the bow is provided. The design of the ramp device is similar to that adopted at ASVP.

To improve the conditions for mooring and hitching the PVP with the leading SVP, 3 thrusters are provided: 2 onboard thrusters and one in the DP. The bow thrusters are rectangular air ducts, through which air is released from the airspace. The stern thruster has a similar design and is located in the DP behind the wheelhouse. The nozzle is directed towards the stern. The air supply to create traction is regulated by means of dampers; installed in the channels and controlled remotely from the wheelhouse. The PVP is equipped with a swing gantry loading device, which provide mechanization of cargo operations carried out through the bow of the vessel.

The permissible roll angle of the PVP standing on the ground is 5 °, the permissible trim angle is 5 °. The height of the portal is 5.2 m, the width between its supports is 4.2 m. The frame is welded from steel grade 10ХСНД. Portal movement is provided by 2 hydraulic cylinders. A lifting device with 2 cargo pendants with hooks with a lifting capacity of 2.5 tons each is installed on the portal. The vertical movement of the hooks up to 1.8 m is provided by a hydraulic cylinder. Both joint and separate work of pendants is provided. The outreach of the hook for the bow transom is 1.8 m. To lift containers, the hooks must be replaced with special traverses. For the transportation of goods to the area served by the portal, 2 hydraulic winches of the LG-2 type with a pulling force of 7.35 kN each are used. When working together with the use of kanifas blocks, winches can pull up loads weighing up to 5 tons. Operation of the cargo device is controlled from the local control panel located on the deck in the bow of the platform.

The VFR is provided with all the necessary systems for the vessel's operability. The platform is equipped with a VP centrifugal double-suction air blower driven by a 1D12V-300K diesel engine with a power of 220 kW. Remote engine control from the wheelhouse.

The sources of DC electricity with a voltage of 24 V are a 1.2 kW generator with a voltage of 27 V and 4 acid batteries connected in series with a voltage of 24 V. To receive electricity from the shore with a voltage of 380 V, a frequency of 50 Hz, with a power of up to 6 kW, a standard power board.

The means of external communication at the Toll Station are the same as at the leading ASVP.

le village Streletskogo is free from compulsory sea trials. But that day, to the place where the measured mile was invisibly stretched, he was in a hurry white ship not quite the usual form. From the high bridge of the tug "Yurino", assigned to the plant named after M. S. Uritsky, it was clearly seen how the "stranger" seemed to playfully bypass the passing vessels, easily maneuvering in the immediate vicinity of the fishing boats anchored near the shore. And the white motor ship did not leave a noticeable wave that could damage the boats.

Having reached the measured mile, the vessel repeatedly ironed the water surface, changing speed, making a "snake", turning abruptly. This is how the tests of the first air-cushion motor ship of the second generation of the first swallow from the missing link in the structure of the domestic river fleet: service Vehicle, designed for fast movement along small rivers, of which there are a great many in our country.

The need for such ships arose quite a long time ago, since the main river

reasons. First, they have low speed. Secondly, they are inconvenient for passengers. Not to mention the relatively large wave they create, which constantly threatens to wash away and collapse the banks of small, small rivers.

Several years ago, the Gorky designers tried to fill this gap in the structure of the river fleet. They created, tested and launched a series of an original hovercraft that could pass through any shallow water.

According to the design of the Zarnitsa, as the ship was called, it is a catamaran, two narrow float-skegs of which are connected by the hull to the passenger compartment. Flexible fencing at the bow made of rubberized nylon fabric, a gently sloping bottom contour in the stern and the skegs along the sides reliably hold the air cushion formed under the bottom. with the beginning of the movement of the ship.

More than 80% of the ship's weight is compensated for by this pillow. Hence the high maneuverability and ease of movement. At the same time, due to the absence of a large wave during movement, the coastline remains intact

SHIP OF SMALL RIVERS

The experienced Volga navigator B.P. Ladilov became the first captain of the first new generation hovercraft.

The Lernaya Mile, where Volgar captains bring their ships for post-repair run-in in the spring, is located about thirty kilometers from the berths of the MS Uritsky Astrakhan ship repair and mechanical plant. Here, on the wide flood of the Volga, river liners pass a kind of exam for readiness for the season.

Usually in the fall, a section of the river

Workers of all countries, unite!

Technique 8 Guolodezh 1

Monthly socio-political, scientific, artistic and production magazine of the Central Committee of the Komsomol Published since July 1933

the horns came out the swift "Rockets" and "Meteora". According to their technical data, hydrofoils did not fully meet the task assigned to them to provide business (therefore, fast and timely) trips along the rivers. However, for many passengers hurrying to the docks of small rivers, the introduction of high-speed vessels did little. Indeed, having reached, for example, the Raketa to the upper reaches of a large river, they had to languish in anticipation of a smaller vessel capable of delivering them directly to their destination. Even worse was the case for those who had to use the services of river workers every day to get to and from their place of work. le sorubam, geological prospectors, etc.

Small vessels were not suitable for solving the problem for two

Petr NOVIKOV,

"Zarnitsa" has a high speed (up to 30 km / h), it can land almost anywhere. Now ships of this type go on small rivers. Russian Federation, Ukraine, Belarus, Kazakhstan, Moldova, Latvia, Lithuania. By the beginning of testing of its successor in the country, there were more than I40 "Zarnits". And this specialized fleet, according to experts, is the largest in the world.

One misfortune haunted the creators of Zarnitsa - she did not cope well with the excitement, and therefore could not go from small rivers to large ones, bring people without transferring to the Rocket and Meteora from remote places directly to the coastal towns. And as before, precious work and personal time, money, and nerves were wasted along the way. All this is to nothing

"Technology for Youth", 1985

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Abstract on the topic:

Zarnitsa (type river vessels)

Motor ship "Zarnitsa"
Project, g.	1967
Project designation	1435
Produced, years.	1968-1983
Instances	??
Empty displacement, t	14
Full displacement, t	19
Max. speed, km / h	33
Capacity, people
Full capacity	45
Basic dimensions
Engines
Designation according to GOST	6CHN15 / 18
Number	1
Power, h.p.	240

Zarnitsa- type of river passenger ships on a skeg air cushion, project 1435. Designed for local passenger traffic on shallow rivers.

Produced by the Shipyard named after. Uritsky (Astrakhan) from 1968 to 1983.

The lead ship of the series is the Gorkovchanin.

On the whole, the ship was unsuccessful. In particular, even despite the use of an air cushion, the hydrodynamic resistance turned out to be large. As a result, the speed of the ship turned out to be very low: when unladen, it was about 30 km / h, and when loaded, it dropped to 10-15 km / h. The economic indicators turned out to be even worse than those of the more high-speed planing motor ships of the "Zarya" type. A relatively small series was released. Further development project 1435 "Zarnitsa" steel ships "Luch".

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This abstract is based on an article from the Russian Wikipedia. Synchronization completed 07/14/11 04:56:37 AM
Similar abstracts: PS (PT) and PP (type of river vessels), OM (type of river vessels), Kashtan (type of river vessels),