In 1872, a modest, previously unknown pastor, by the name of Remus, 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 the ships of that time. This miracle ship was not supposed to swim (sorry for the pun), but to slide on the surface of the water, as, for example, a flat stone ricocheted slides, or like a flat-bottomed boat towed behind a fast ship. Remus' gliding ship model has been tested. In the test pool, experiments showed that Remus was right when he believed that at high speed his ship would slide its bottom on the surface of the water and experience much less resistance than conventional ships. Nevertheless, Remus' idea could not be realized - in order to achieve the speed necessary 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 the water, independently of Remus, this time in France, was made by one of the pioneers of aviation, a Russian by birth, an emigrant, 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, the ship should rest when moving through the water. And the engine? None. From the vessel, the end fell to a winch installed on the opposite bank of the river. The experiment was successful and showed that the ship floats, slides and at the same time encounters little resistance, but only at high towing speed.

The second experiment was carried out by Lambert with the same ship, but this time towed by a horse running along the coast; the inventor himself, while sitting on barrels. Despite the complete success of this experience, Lambert, carried away by the idea of ​​hydrofoils, returned to gliders 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 vessel- 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 machine was only 16 kg, less than the weight of ten-horsepower modern outboard gasoline engines.

In Russia, gliders were first seen in 1912 on Lake Votkinskoye in St. Petersburg. On the glider, which walked along Votkinskoye Lake, there was a 35 hp engine. with., and the speed of the glider reached 40 km / h. The beginning of glider building in the USSR is considered to be 1920, when TsAGI started building a wooden open passenger glider with a water propeller. The largest engineers, the fathers of aviation N.G. Zhukovsky and A.N. took part in the design of this glider. Tupolev.

Now about the gliders of the River Fleet of Omsk.

Dawn- High-speed small-draught passenger motor ship with a jet propulsion, wheelhouse in the bow, semi-recessed passenger compartment in the middle and MO in the stern
Project: 946, 946A, 946AM , R-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 boat. Originally belonged to the Irtysh River Shipping Company. Sold to the Omsky trading house on 20.08.91)
In 1968 Zarya comes to Omsk - 13

In 1968 Zarya arrives - 16. Works as an auxiliary Sudan until 1987
In 1969, Omsk receives Zarya-41. Later renamed Patrol -1, later Dolphin

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

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

In 1977, Omsk received Zarya-555. Passenger capacity 24 people. Former ship "Zarya-2" (port of registry Surgut). Late in the evening on October 8, 2012, the ship "NG-180" with the barge "NGP-755" damaged the ship Zarya-555 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 parking, was blown away by the wind and piled on the Zarya-555 motor ship standing downstream. As a result of the bulk, the vessel received damage to the hull without destroying the main structures and hull. Affected, pollution environment no.

Zarya-241R arrives in Omsk in 1978

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

In 1980, the Zarya-283R arrives (pictured one through the top along with the Zarya 241R)
In the same year, Zarya-103R comes

Zarya-304R comes in 1981. In 2000, it was sold to OJSC Severrechflot
In the same year, Omsk receives Zarya-306R and Zarya-320R. The latter was also sold in 2000 to Severrechflot OJSC

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

In 1984 Zarya-3 NGSS arrives. Service boat.

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

Another class of ships are hovercraft.

Ray- Passenger hovercraft with skegs
Project: 14351, 14352
Speed ​​- 40 km/h
The number of passengers is 57 people. Additionally, with a travel time of up to half an hour, there are 15 more standing places.

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

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

It seems that they were not operated in Omsk, but two of them ended up at the Omsk ship repair shop in the 80s.

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

Having reached the measured mile, the ship over and over again ironed the water surface, changing speed, making a “snake”, turning around sharply. Thus began the testing of the first hovercraft 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 vessels arose quite a long time ago, since the main river

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

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

According to the Zarnitsa design, as the vessel was called, it is a catamaran, two narrow float-skegs of which are connected by the hull with the passenger compartment. with the start of the ship.

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

MOTOR SHIP RIA SMALL RIVERS

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

The Lernaya Mile, where in the spring Volgar captains bring their ships for post-repair break-in, is located about thirty kilometers from the berths of the Astrakhan Ship Repair and Mechanical Plant named after M. S. Uritsky. Here, on the wide flood of the Volga, river liners pass a kind of exam for readiness for the season.

Usually in autumn, a section of the river

Proletarians of all countries, unite!

Technique 8 Quality 1

Monthly socio-political, scientific, artistic and production magazine of the Central Committee of the All-Union Leninist Young Communist League Published since July 1933

the horns came out swift "Rockets" and "Meteors". According to their technical specifications, hydrofoil ships fully met the task assigned to them to provide business (and therefore fast and timely) trips along the rivers. However, for many passengers hurrying to the piers of small rivers, the introduction of high-speed vessels did little. After all, having reached, for example, the "Rocket" to the headwaters of a large river, they were forced to languish in anticipation of a smaller vessel capable of delivering them directly to their destination. It was even worse for those who were forced to use the services of rivermen every day to get to their place of work and back. le sorubs, geologists, etc.

Small-tonnage vessels were not suitable for solving the problem for two reasons.

Petr NOVIKOV,

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

One misfortune haunted the creators of the Zarnitsa - it did not cope well with the excitement, and therefore could not go from small rivers to large ones, to bring people without a transfer to the "Rockets" and "Meteors" from remote places directly to coastal cities. And as before, precious working and personal time, money, and nerves were wasted along the way. All this is nil

"Technique - youth", 1985

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Abstract on the topic:

Zarnitsa (type river vessels)

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

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

Produced by the Ship Repair and Shipbuilding Plant. Uritsky (Astrakhan) from 1968 to 1983.

The lead ship of the series is Gorkovchanin.

In general, 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: in an empty state - 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 faster gliding ships of the Zarya type. A relatively small series was released. A further development of the project 1435 "Zarnitsa" was the court "Luch".

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

An analysis of passenger transportation over the past twenty years shows that passenger transportation on small rivers with depths of up to 1 m has developed at a more intensive pace than transportation 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 " Dawn" and "Zarnitsa". Approximately 35% of these types of vessels operate on lines over 300 km long. Many ships "Zarya" and "Zarnitsa" operate on long lines in the shipping companies of the Eastern Basins. In most cases, these vessels are the only means of transport.

The complex and diverse 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, Opytny-1, was built in 1963 at the LIVT experimental plant. On the river During the pilot operation of the vessel, its navigational and operational qualities were tested, and 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 solve the problem of high-speed passenger transportation on shallow rivers with depths of 0.6-0.7 m.

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

The location and equipment of the premises provide comfortable amenities for passengers and good conditions for work and leisure teams. The placement of the wheelhouse in the bow allows you to provide a good all-round visibility, to minimize the blind area in front of the navigator. The passenger cabin is located in the middle part of the vessel and has 66 seats. The total passenger capacity of the ship is 86 people. Embarkation and disembarkation of passengers are carried out from the fore platform along a folding ladder.

The hull shape is sledge-keel with a rounded bilge, which ensures high hydrodynamic efficiency with minimal draft. The smooth rise of the bottom from the midship frame to the bow allows you to approach the unequipped shore. The contours of the bottom provide a smooth leakage of the flow and the flow of water not emulsified by air into the jet.

Vessel'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).

As a main engine, M400 diesel engines are installed on the ships. The engine is controlled remotely using a hydraulic system from the wheelhouse. To heat 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 supply. When designing the power plant, the experience of operating M400 diesel engines at the SPC was taken into account, and much 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.

The ship's DRC is a single-stage water cannon with a semi-underwater ejection of water and 2 rudders. GV with a diameter of 0.7 m is located in the water jet pipe. To protect the propeller from stone impacts in the event of a pile of stern on a pebbly shore, the water intake of the water cannon has a protective grille. It is possible to dismantle the propeller afloat through the hatch in the aft area.

Water-jet RRU provides the vessel with high maneuverability, simplicity and ease of control. The use of 2 balancing rudders of large elongation with a high degree of compensation, a steering wheel drive and a differential type steering machine made it possible to reduce the force on the helm to 14.7-39.2 N. The rudder is shifted on board in two turns of the helm. Reversing of the vessel is provided by closing the dampers, which direct the flow of water into the reverse channels. Emission of flow along the sides above the waterline. This provides a wide range of forward and reverse speeds up to the “Stop” position with the propeller running. The direction of the vessel's circulation does not change after reversing by closing the reverse dampers: shifting the rudders astern causes the stern to turn in the same direction as when forward.

The high maneuverability of the ship "Zarya" allows it to be operated without speed reduction on small rivers with a radius of curvature of the ship's course of 40-70 m and a width of 12-15 m. At low speed, the ship can turn almost on the spot.

The absence of high resistance humps, characteristic of SPC and SVP, allows reaching maximum speeds in 20-30 s after the start without overloading the engine. Stopping the ship top speed is carried out in 10-15 s with a run-out length of 30-40 m. The ship easily approaches an unequipped shore with a slope of up to 3 °. Approach to the shore, boarding of passengers and departure 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, low draft, the ability to overcome rifts without a significant loss of speed, the possibility of boarding and disembarking passengers at an unequipped shore are the distinctive operational qualities of the Zarya motor ships, thanks to which these ships are widely used in many remote areas of the country, where rivers, including and small, are the main transport arteries. At the same time, the use of motor ships "Zarya" in the conditions of waves, more intense than established for the pools of the category "L", led to damage to the structures of the hull and superstructures, to long downtime. In order to expand navigation areas, increase seaworthiness and reliability of motor ships "Zarya", a decision was made to design and build vessels of the "Zarya" type of class "R" (pr. R83). In 1973, the Moscow Shipyard built the lead motor ship Zarya-149 (pr. R83) (see Table 19), which began operating in the Kostroma river port. In contrast to the legacy ships, a soundproof cofferdam is located on the new ship between the passenger compartment and the MO, which made it possible to reduce the noise level in the cabin. 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 Zarya-149 vessel by 2.32 tons compared to the ship pr. 946, resulting in a decrease in speed to 40 km / h.

The deadrise 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 terms of plan, the hull has a rectangular shape with rounded corners, the sides are straight. The contours of the hull and superstructure are distinguished by the simplicity of configuration. In contrast to motor ships pr. 946, the superstructure in the hull has a more dynamic appearance, which allows increasing the useful volume of the MO. Hull and superstructure of welded construction, made of aluminum-magnesium alloy AMg5. The bottom plating in the bow is thickened, fittings are installed on the keels. This makes it possible to ensure high local strength of the hull when the vessel operates on lines without berths, to carry out boarding and disembarking of passengers on an unequipped shore.

For decreasing stern trim vessel under way; on the aft part of the bottom, a “bump” sheet is installed, which acts as a wing that raises the stern. The installation of the sheet had a positive effect on the speed qualities of the vessel.

The main engine is a M401A diesel engine, mounted on inclined rubber-metal shock absorbers. A water cannon with a semi-underwater ejection of a jet is used as a propeller. The body of the water cannon is steel, all-welded. The jet is attached to the hull with a riveted seam. The design of the water jet allows its replacement during the repair process.

The water jet propeller is four-bladed with variable pitch. The stop of the screw is perceived by the thrust ball bearing, and the torque is transmitted to the shaft of the elastic tire coupling. It is possible to dismantle the propeller through a removable window in the jet pipe afloat.

The steering device includes 2 balancing rudders and a manual rope drive from the wheelhouse. The reversing device has 2 rotary dampers that allow you to change the direction of the ejection of the water jet.

The electrical supply of the ship is carried out from a 24V DC network. Power sources - G-6.5 generator installed on the main engine and rechargeable batteries. The parking lot is powered by a 220 V AC shore network.

The operation of motor ships pr. R83 confirmed the correctness of the design decisions made and the possibility of their operation in the pools of the "R" category.

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 depth of 1 m.

The first step in the creation of a small-draught SEC can be considered the small-draught motor ship "Rocket-M". On this vessel, the hull, wing arrangement 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 propeller shaft from 12 to 5°. The design solutions for the hydraulic complex adopted at the SEC "Rocket-M" were used in the design of the motor ship "Belarus" (project 1709R) with a guaranteed depth of navigation of at least 0.9 m during daylight hours (Fig. 41). It is allowed to enter the rivers and reservoirs of category "P" with a weather restriction. The cruising range in terms of 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 high-speed passenger ships.

However, the need to create ships 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 skeg SVPs, and waterways with depths of about 1 m or more - using the SPC. The problem of creating a shallow-draft SPK needs to be addressed also because the length of waterways with a guaranteed depth of the ship's passage of 1.2 m is 40% of the length of the country's developed shipping routes.

A significant step in the creation of high-speed vessels with shallow draft was the construction of the river passenger small-draught SPK Polesie (Project 17091, see Table 18). SEC "Polesie" (see Fig. 2) are designed for high-speed transportation of passengers during daylight hours. Restrictions have been introduced when the vessel is moving in waves: on 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 in terms of fuel reserves is 400 km.

The layout and design of the ships "Polesie" and "Belarus" are largely similar. The hull of the ship (Fig. 42) is divided along the length by watertight bulkheads into five functional zones. At the fore end of the vessel there is a forepeak, a wheelhouse and a vestibule from which passengers are boarded and disembarked. In the middle part of the body is the passenger compartment. An increase in the width of the hull by 0.4 m compared to the SPK "Belarus" made it possible to place 54 people in easy chairs. Behind the passenger compartment in the aft vestibule there are auxiliary rooms, a ladder to the awning deck and the entrance to the MO. MO and afterpeak are located at the aft 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 connections of the elements of the tent deck and side are made by contact welding with glue and riveting. The case has a mixed dialing system (Fig. 43).

The wing device of the ship (see Fig. 42) consists of a bow and stern supporting hydrofoils and 2 stabilizers located behind the bow wing. The forward wing is swept in plan (swept angle 40°) with a slight V-shape. The aft wing is straight in plan, V-shaped (the angle of inclination of the side planes is about 8 °). Both wings have a plano-convex profile, welded construction of alloy 1561. The wings are heeled to the hull on racks with flange connectors, which provide adjustment of the installation angle of attack.

The main engine is a diesel engine of the M401A-1 brand of right rotation. Diesel 12-cylinder, V-shaped, 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 engine room. For monitoring, emergency and warning signaling The State Duma has an APS system.

The vessel is equipped with one six-blade fixed-pitch propeller with a diameter of 0.7 m. The material of the propeller is bronze.

The steering device consists of 2 plate rudders mounted behind the stern wing struts. The balancing parts of the rudders are located below the plane of the wing within the overall draft. The rudder blade is rigidly attached in the upper part to the stock, and in the lower part to the wing strut. The rudder shifting is carried out using two autonomous hydraulic systems, which independently feed the cavities of the power cylinders of the rudder drive with a working fluid under pressure. One system operates from the MG-12 hydraulic pump of the manual steering machine, and the other from the NSh-10E pump installed on the main engine. The maximum force on the helm is not more than 1.20 N. The maximum rudder angle is 40° on each side.

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

The sources of electricity are a G-6.5 generator with a power of 3 kW, a voltage of 28 V and 2 rechargeable 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 stops. The parking lot also provides for connection to the shore 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, a Kama-R ultrashort-wave radio station was installed on the ship. For command simplex loudspeaker communication of the wheelhouse with the Ministry of Defense, as well as for the transmission of radio broadcasting and information messages, the ship has an installation "Ryabina".

The operation of serial ships "Polesie" confirmed the high speed and maneuverability of the SEC. 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. Maneuverability ensures the movement of the ship in the wing mode along the fairway with the radii of the ship's course up to 100-150 m. The maximum rudder angle should not exceed 35 °. The circulation diameter of the ship in the displacement mode of movement with a propulsion speed of 800-900 rpm and a rudder shift of 40 ° is 120-150 m. The ship has good starting and inertial qualities. The duration of the acceleration of the vessel 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 ship when switching the engine 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: low draft, high speed in shallow water, slight wave formation, which excludes bank erosion on small rivers, the ability to moor to a bank not equipped with berths, low power of the power plant, simplicity of design, the ability to perform maintenance and preventive maintenance on existing bases. For the transportation of passengers on small rivers, skeg SVPs of projects 1435, 1746, 14351 are widely used (see Table 19).

Serial vessels pr. 1435 received the name "Zarnitsa", designed for high-speed passenger transportation on local lines during daylight hours. Their limited access to the rivers of the “P” category is allowed at a wave height of up to 0.6 m. A feature of the layout of motor ships "Zarnitsa" is the placement of the main engine and the fan in the aft part. This made it possible to form a simple and compact lifting and propulsion unit. Directly connected to the main engine: from the bow end - through the power take-off shaft - a fan, and from the stern - through the cardan shaft - the propeller shaft of the water jet. The placement of the MO in the stern made it possible to rationally use the usable area of ​​the vessel, to design a simple and lightweight shafting. The adopted layout also made it possible to remove sources of noise from the passenger compartment as much as possible. The location of the wheelhouse in the bow of the vessel on the platform gives a good all-round view to the navigator. In front of the wheelhouse there is a landing area for passengers. In the middle part of the passenger compartment at 48 seats, separated from the MO by a block of auxiliary premises.

The body is made of duralumin brand D16, typed according to the transverse system, riveted. To protect the bow from abrasion when approaching the shore, steel fittings are installed on the skegs.

The scheme of formation of VP on the ship is chamber (Fig. 44). The VP zone is fenced with displacement skegs along the sides, GO in the bow and an inclined hard vault in the stern. Nasal GO two-row. The outer contour of the GO is a solid panel, and the inner contour is 16 open-type segments located across the vessel between the skegs. Material GO - rubberized fabric brand 23M. The air under the hull is supplied by a Ts39-13 type fan with an impeller diameter of 0.97 m, a rotation speed of 1500 rpm, a flow rate of 6 m3/s. It ensures stable movement of the vessel on the airspace. To create a uniform pressure along the length of the VP when the vessel is moving in waves, a special channel for supplying air to the bow is installed under the bottom.

Diesel engines of the ZD6N-235 or PZD6N-250 brands with a capacity of 173 or 184 kW, respectively, are installed as a main engine. A single-stage water jet and 2 plate rudders form a DRC. The water cannon consists of a water intake with a propeller shaft fairing, a rotor with a diameter of 0.41 m and a compressing nozzle. There are reverse shutters. The ship is equipped with ventilation and heating systems, water supply ( drinking water), waste-fan, fire-fighting, as well as ballast-drainage. The main type of current is direct, with a voltage of 24 V. The sources of electricity are: a charging generator G-732 with a capacity of 1.2 kW, which provides power to consumers while the vessel is underway; 4 rechargeable batteries type 6STE-135 - during stops.

The experience of operating serial SVP "Zarnitsa" showed that they correspond to their purpose - the transportation 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 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 the nominal frequency of rotation of the engines and the height of the will up to 0.5 m. At a wave height of 1.2 m, it moves in a displacement position. Vessels can come to an unequipped shore with their bows for embarkation and disembarkation of passengers, therefore, there may be no special berths in the area of ​​operation of the SVP.

The layout of the SVP "Orion" and "Zarnitsa" are similar. The general arrangement of the vessel is shown in fig. 45. In the bow on the left side there is a wheelhouse and a rest room for the second watch, next to the starboard side is a vestibule, which, if necessary, can be used to accommodate luggage with large overall dimensions. The ship also has luggage compartment. Armchairs for passengers are located in a comfortable spacious salon in the middle part of the vessel, there is also a buffet. The cabin is equipped with a supply and exhaust ventilation system. To minimize the noise level, 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 soundproof structure; PSB-S slabs are laid on the bottom under the saloon, auxiliary rooms and buffet; engines are mounted on shock absorbers. For boarding passengers from an unequipped shore through the bow platform, a folding ladder is used.

The ship's hull is of riveted-welded design, made of aluminum-magnesium alloy AMg61 and duralumin D16T. All-pressed panels of the PK0266 type are used for the side and bottom. The hull recruitment system is mixed: transverse along the bottom, sides and deck are recruited according to 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-shaped engines with gas turbine supercharging, they are started using electric starters. To warm up the engines in cold weather, an automobile-type heater PZhD-70 is used, which runs on diesel fuel. Attached to each engine: from the stern end - through the cardan drive - the propeller shaft of the jet propulsion unit, and from the bow - through the power take-off shaft and the limiting torque clutch - an air blower. Since the fans are not turned off, the movement of the vessel in the displacement position is ensured by closing the air supply shafts with special dampers. The main engine and dampers are controlled remotely from the wheelhouse.

On ships of the "Orion" type, a chamber scheme for the formation of VP was used. Fencing of the airspace is carried out by displacement skegs on the sides and GO in the bow and stern parts of the vessel. To create the VP, 2 centrifugal air blowers of the Ts39-13 type were installed. To ensure a stable EP in the bow, air from the starboard fan is supplied to the intercontour space of the bow GO through a special channel. This ensures the possibility of movement in waves and when overtaking ships without a noticeable decrease in speed, which usually occurs due to air leakage from under the bow of the GO. Air is also supplied to the stern GO through special channels installed under the bottom. The nasal GO consists of three rows of segmented elements of an open type. In the aft part of the VP, a GO with hard corrugations is installed - an accordion type. The material of the fences is VP-rubberized fabrics. Repair of the bow GO is possible when the ship's bow comes ashore.

DRC consists of 2 single-stage water cannons with semi-submerged water ejection, located in skegs; 2 two-feathered plate rudders and 2 lowering dampers installed behind the propulsion unit and directing the water jet into the reverse channels. The rudders and dampers are shifted using cable wiring. The bodies of the water cannons are removable, they are aft sections of the skegs. In order to reduce vibration, they are attached to the skegs on shock absorbers. Two water jets with separately controlled reversing dampers provide the vessel with good maneuverability.

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

To ensure two-way communication with ships and coastal radio stations, the Lin-da-M radiotelephone and the Kama-S radio station were installed on the SVP, and the Ryabina installation was installed to issue commands, orders and broadcast programs.

The experience of operating the head series of hovercraft of the "Orion" type showed the wide possibilities of using these vessels on shallow rivers, especially on lines connecting settlements on small and main rivers. On the basis of the SVP "Orion" in 1980, the forest fire vessel "Plamya" (project 17461, see Table 19) was built, designed for high-speed delivery of self-propelled and portable fire 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 platform in the middle part and a ramp in the bow, which allows unloading and loading fire equipment near the coast, which is not equipped with special berths. On the ship, simultaneously with portable fire equipment and a unit of 18 people. it is possible to transport the VPL-149 fire forest all-terrain vehicle, or the ACL-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 transportation of passengers and wheeled vehicles on small rivers.

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

The Luch-type ship (Fig. 47) is divided into several functional areas: the bow platform, the wheelhouse, the watchman's rest room, the vestibule, the passenger compartment, the auxiliary premises block, the MO, the aft platform. The bow platform, equipped with a recessed gangway, allows you to take on board and disembark passengers both at the unequipped shore and at the berthing facilities, as well as perform mooring operations. The placement of the wheelhouse in the bow makes it easier to control the vessel in a cramped fairway. The wheelhouse provides two jobs for crew members. For the rest of the sub-watch there is a duty room, which communicates with the wheelhouse and the vestibule.

The passenger cabin is located in the middle part of the vessel, in the most comfortable zone. Unlike the Zarnitsa hovercraft, the salon occupies the entire width of the hull, which made it possible to place two additional seats in a row. The passenger compartment provides seats for 51 people. and a chair for the watchman. Large windows with sliding transoms provide good review and ventilation. The salon, as well as office premises, is equipped with an air heating system.

Auxiliary rooms are located between the MO and the passenger compartment on the left and right sides, which makes it possible to reduce the noise level in the cabin. Mooring operations, refueling of the vessel with fuel, oil, water, as well as the issuance of waste and oil-containing water to collection vessels or shore tanks are carried out from the aft platform. Through the cover located on the aft platform, access to the jet propulsion unit for inspection and repair is provided.

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

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 amount of assembly and welding work during construction. Unlike the Zarnitsa hovercraft, the stern transom is trimmed from the sides, which made it possible to improve the maneuverability of the vessel in a cramped fairway.

A more powerful ZKD12N-520 diesel engine with a capacity of 382 kW is used at the Luch hovercraft. The main engine drives the water jet and through the power take-off shaft a centrifugal air blower of the Ts39-13 type. The design of the propeller allows the replacement of the main propeller and the support rubber-metal bearing afloat, without lifting the ship out of the water.

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

To supply ship consumers with electricity, a direct current of 24 V is adopted, the source of which is a 1.2 kW G-732 generator mounted on the main engine and batteries. It is possible to receive electricity from the shore AC network with a voltage of 220 V, a frequency of 50 Hz to power consumers during long-term parking at night. Vessel control, control over the operation of the power plant are carried out from the remote control installed in the wheelhouse. Means of remote control, control and APS allow one person to control 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 broadcast stations and issue commands.

What technical and operational qualities allow the new hovercraft to successfully compete with the Zarya planing motor ships? Firstly, the high efficiency of the Luch hovercraft. Due to the high hydrodynamic quality, these vessels develop an operational speed of 43-44 km/h. The cost of power per unit of transport work for the SVP "Luch" is 2.4-2.8 times less than for the motor ships "Zarya". Secondly, 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 being sucked to the river bed in all modes of movement, including the extreme shallow water. Thirdly, the SVP "Luch" provides high comfort for the transportation of passengers. The new vessels have the lowest noise level in the passenger compartments among all high-speed vessels and increased, especially in comparison with the motor ships "Zarya", the smoothness of the course in waves. Fourth, during the course of the Luch hovercraft, small wave formation is ensured. This circumstance is especially important, because due to the intensive erosion of the banks on small rivers, a number of shipping companies have suspended the operation of the Zarya motor ships.

In 1985, the 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 action on the coast, and from the ship Zarya. In the process of testing on the Bushminsky Canal (83 m wide and 2.7 m deep), the ships moved 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 frequency of rotation of the engine shaft are shown in fig. 49, a. The solid line shows the results of tests at a depth of 2.7 m, the dashed line - at 1.7 m. It follows from the graph that for the Luch hovercraft, when moving in a displacement mode, a small speed increase and an increase in the engine shaft speed are typical. With the transition of the ship to the airway, the speed increases sharply and coincides on both fairways with the zone of critical speed, which, due to the insignificant restriction of the cross section of the fairways by ships, is close to the critical speed in shallow water. In particular, at a depth of 2.7 m, the critical speed of the SVP is 18.5 km/h, and at a fairway with a depth of 1.7 m, it is 14.7 km/h. The maximum speed of the hovercraft "Luch" is 47 km / h at an engine speed of 1500 rpm, and the motor ship "Zarya" is 38 km / h at 1400 rpm.

The dependence of the change in wave height on the speed of ships is shown in fig. 49b (curves 1). It follows from the graph that in the subcritical mode of motion, the relative depth of the fairway and the type of vessel do not have a significant effect on the height of the waves. The highest waves in the critical speed zone for both types of ships are 0.28 m. At the ship "Zarya" the depth of the fairway practically does not affect the height of the waves. At maximum speed, the height of the waves in both fairways decreases to 0.21 m. When moving at maximum speed, the height of the waves formed by the Luch hovercraft in the load is 10% higher than when empty. And vice versa, during the movement of motor ships "Zarya" with cargo due to a decrease in running trim wave height is reduced by about 10%. Waves approaching the shore are transformed and a significant part of their energy is spent on erosion of the shore. Therefore, the degree of impact of ship waves on the coast can be most fully assessed by their energy.

The dependences of the change in the total energy of the waves on the speed for both types of vessels are shown in Figs. 49b. The depicted curves 2 show that the energy brought to the coast by the 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. At the Luch hovercraft, the depth affects wave formation to a greater extent than at the Zarya hovercraft. Based on the data obtained, it can be concluded that the height of the waves from the SVP "Luch" is less than from the motor ship "Zarya" by 1.5-1.7 times, and the energy of the waves is 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 Zarya motor ship. Therefore, it can be concluded that the use of the Luch hovercraft on shallow rivers instead of the Zarya gliding motor ships 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 operate at maximum movement speeds corresponding to the minimum wave formation, to avoid movement modes with a speed close to the critical one, at which the largest waves occur.

In table. 20 shows the modes corresponding to the zone of unfavorable velocities from the point of view of wave formation for various depths of the ship's passage.

In the process of mooring the ship and moving away from the shore, these modes should be carried out in a short time. Pain in the area stopping points The banks are made up of weak soils that are subject to erosion, the movement of the SVP should be started at low speeds with an engine shaft speed of 600-700 rpm in a displacement position and, only after entering the fairway, pick up engine speed and enter the VP. Since the wave height near the ship is higher than near the shore, with a wide fairway, it is not recommended to move the SVP closer than 25 m from the shore.

One of the promising ways to organize the transportation of passengers and cargo 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 the implementation of such transportation was confirmed by the tests of the first domestic hovercraft "Neva", "Rainbow", "Breeze"; pilot operation of the gas turbine pipeline "Sormovich" in 1971-1973, year-round operation of ASVP "Bars".

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

The boat has a straight-sided, flat-bottomed impenetrable hull with an inclined cylindrical surface in the bow and a flat undercut in the stern. The hull is divided into 3 compartments: forepeak, cabin and MO (Fig. 51). The forepeak contains part of the electrical equipment and the supply of the boat. Access to the forepeak is through a hatch.

The wheelhouse has a control post, two seats on both sides 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, air blower VP, electrical equipment, and buoyancy units. The entrance to the front of the MO is through the hatch in the roof and the hood, and in aft- through the hood.

Body material - corner profile from AMg61, and sheets from 1980T1. The side and aft removable sections of the hull of the truss structure are used for fastening the GO. The side sections are bolted to the cheekbones and the gunwale of the hull. From above sections are closed by the rubberized kapron fabric.

A two-tiered 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. The average height of the HE is 0.45 m. .1 mm, material of removable elements - fabric 23 m thick 0.6-0.7 mm. »With the help of hinged loops mounted on the edges of the fence, the GO is attached to the sides with a wire with a diameter of 3 mm.

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

The controllability of the vessel is provided by vertical rudders installed behind the air propulsion units and operating in the air flow from the nozzles. The angle of rotation of the rudders is about 25 °. The rudders are controlled by cable wiring. The reversing device consists of fixed and movable cascades of guide nozzles installed along the sides. During reversal, movable cascades of guide vanes are introduced into the propeller nozzles, deflecting the air flow at an angle of 135 °. The rotation of the mobile stages in each nozzle can be separate or joint from the driver's console using pedals or a maneuvering handle. The boat can be driven in reverse at low speed through water and on flat, hard ice or land.

The vessel is provided with a fire-fighting system, a heating and ventilation system. In winter, the cabin and windshields of the driver are heated by warm air. Cold air from the front of the engine casing is supplied to the external circuit of the silencers-heaters, and from there - to the wheelhouse under the aft sofa and onto the windshields. AT summer period the deckhouse is ventilated with two supply and two exhaust ventilation heads.

As a source of electricity on the boat, a DC generator GSR-3000M with a voltage of 27.5 V, a power of 3 kW and a 12A-30 battery with a voltage of 24 V are used.

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

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

For fastening the GO, two side and one aft removable sections are installed, which are covered from above with a rubberized nylon fabric. HE is two-tier 0.4 m high, consists of a receiver and a lower tier-removable elements 0.135 m high.

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. Engine fuel - gasoline grade A-76, consumption 30.2 l / h.

A transmission is mounted on the vessel, consisting of a cardan shaft of a GAZ-69 vehicle, which transmits rotation from the engine to a distribution hub with 3 pulleys. From one pulley - with the help of a flat-toothed belt and the cardan shaft of the GAZ-21 car - the torque is transmitted to the air blower; from 2 other pulleys - to the hubs of the propellers.

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 supercharger 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 closing of the outlet sections of the nozzles to create a difference in propeller thrust when steering or braking the boat. Steering wheel remote control available.

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

As a source of electricity, a G250-G1 DC generator with a voltage of 12 V, a power of 350 W is used, which works in conjunction with a 6ST-75EMS battery with a voltage of 12 V. To ensure two-way communication, the Len VHF radio station is used. Vessel transportation is provided railway and on vehicles in disassembled form.

The technical solutions tested on the Gepard were further developed at the Puma ASVP (see Table 21), designed to provide emergency medical care to victims at the scene and transport them to the place of treatment (Fig. 54).

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

The ship's hull has a simplified form, divided by five watertight bulkheads into six compartments: forepeak, helm station, medical cabin, VP blower compartment, 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, armchairs, stretchers. Entrance to the wheelhouse through two doors with clear dimensions of 900X1200 mm. The salon is separated from the control post by a bulkhead with a door measuring 550x1700 mm. The medical cabin is separated from the MO by a compartment of the VP superchargers, 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 cabin. With a maximum displacement, it is possible to transport 3 doctors and victims on a ship, including one or two on a stretcher.

Hull material - sheet and profile rolled aluminum alloys, and cuttings - fiberglass. A mixed recruitment system was used. The thickness of the board plating is 1 mm, the bottom is 1.5 mm. 4 support shoes are installed under the bottom. To lift the vessel, a device of 4 screw jacks with supports installed in place of the eyelets is provided. Buoyancy blocks made of polyurethane foam.

To form the VP along the entire perimeter, a two-tiered GO is installed, consisting of an upper tier - a monolith - and a lower tier - removable elements. As on ASVP "Bars" and "Gepard", to ensure the stability of the vessel, the VP has an internal contour of the GO from longitudinal and transverse inflatable keels. Material GO - rubberized fabric made of kapron textiles.

The vessel is equipped with 2 automobile carburetor piston 4-fold double-row V-engines ZMZ-53-11. Engine start remote. As a fuel, gasoline grades A-76 and AI-93 are used.

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 transmissions of the left and right sides, each of which transmits torque from the engine shaft to the propeller and 2 centrifugal blowers.

As propellers, two four-blade reversible air propellers in fixed nozzles are installed. Propellers have a diameter of 1.78 m and two fixed positions of the blades 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 nozzle. The rudders are controlled by a steering machine using a flexible drive. The rudder shift is provided with. 35° on one side to 35° on the other in 30 s.

The vessel is provided with heating, ventilation, fire protection, etc. Special attention given to artificial ventilation of the medical salon, the necessary air exchange is provided in accordance with existing standards. The air supply to the system is provided from the VP superchargers through two successively located radiators.

AT winter time hot water is supplied from the engines to the radiators for heating the air entering the medical cabin.

The sources of electricity on the ship are two DC generators G250-G1 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 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 at ASVP, providing radio communication at a distance of up to 15 km. To ensure safe navigation when ships pass, the boat has a portable VHF radio station RSD-70-4M.

Transportation of the vessel by rail is carried out with the nozzle blocks removed and the onboard hinged sections of the GO littered. It is possible to transport the ship disassembled by cars.

For the transportation of goods along shallow rivers, cargo ASVPs and hovercraft can be used.

The experience of designing cargo SVPs was applied in the creation of the Bizon complex (Fig. 55), which consists of a self-propelled ASVP with a carrying capacity of 10 tons and 2 non-self-propelled SVPs 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 SVP in arctic conditions, and allows the use of a well-mastered technology for building small steel vessels. In order to increase the speed of the VVP, for the first time in domestic practice, the pushing method was used using ASVP as a pusher. To ensure the controllability of the vessel at low speed, an original air-jet thruster was used.

Cargo ASVP (see Table 21) is designed to deliver cargo from supply vessels in the road to points that are not equipped with berths. The range of cargo delivery is 19 km. ASVP can operate in deep water with a wave height of up to 1 m, in shallow water and wetlands, on snow, solid and floating ice at temperatures up to -40°C. The vessel can freely move out of the water onto land or ice and back, and is capable of pushing a non-self-propelled VFR 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 part and an MO in the stern (Fig. 56). Residential premises are not provided. The crew consists of 2 people: captain-mechanic and 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 deck in the bow there is a two-tier cabin, shifted to the port side, and an air blower on the starboard side. In the first tier of the felling there is a room for the air blower engine, in the second tier - the central control room, in the aft part - the MO, closed with a cap on top, and the DRC.

Housing material - low-alloy steel grade 10HSND; cutting material and burl MO - aluminum-magnesium alloy. The ship's hull and deckhouse are welded. The connection of the felling and burl MO with the body is welded on a bimetallic strip. The thickness of the plating of the sides, bottom and deck is 3 mm. The vessel uses a longitudinal system.

To form the VP along the perimeter of the hull, a GO 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 attaching removable fencing 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 provides the possibility of running the ASVP over obstacles up to 0.6 m high. The material of the 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 power of 294 kW were used. Together with the main engine, a 2DG-7 type diesel generator with a power of 8 kW is located in the Moscow Region.

To drive the VP air blower, a four-stroke, V-shaped, high-speed, liquid-cooled, non-reversible diesel engine of the 1D12V-300K brand is installed in 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 cardan shaft. 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 the foundation.

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

Propulsors - two three-blade propellers in fixed nozzles. The propeller diameter is 3.0 m. There are 2 fixed positions of the propeller blades FORWARD - BACK. The blades are shifted from the wheelhouse. The material of the blades is light alloy.

The steering device of the vessel is six vertical balancing rudders placed behind the nozzles, combined into two groups of three rudders. For shifting the rudders on the upper deck, a power unit of a manual hydraulic machine is installed, which provides shifting the rudders from side to side in 28 seconds. The control of the steering machine is remote, from the control post in the wheelhouse.

To ensure the controllability of the vessel at low speed, during mooring and coupling operations with the VFR, an air-jet thruster is installed. It is located in the bow of the vessel, in front of the wheelhouse, and is a vertical channel of rectangular cross section, branching in the upper part on both sides. The air in the thruster comes from the VP. Rotary damper provides complete blocking of the channel or alternately opening it to any side. The required landing of the vessel in various loading options is achieved by uniform placement of cargo on the deck, as well as, if necessary, pumping fuel up to 1.5 tons into the bow ballast tanks.

The vessel is equipped with one dead anchor weighing 100 kg. To lift and release the anchor, an anchor winch with a pulling force of 2.16 kN is installed.

For towing the hovercraft by land and water, there is a special device, which consists of 2 towing rings, 2 steel ropes with a diameter of 19 mm, a length of 17 m and a triangular connecting bar. It is possible to tow the vessel in full load by coastal means on a slope of up to 15°.

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

For loading and unloading wheeled and tracked vehicles weighing up to 13.5 tons, there is an ramp device. An approach angle of about 15° is provided. To secure the transported goods on the deck and on the posts of the protective fence, butts are installed, there are chain and rope slings, as well as a tarpaulin panel.

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

Heating, ventilation, fire-fighting, etc. systems are provided to ensure the normal operation of the ship at various outside temperatures. Of particular note is the presence of a roll-trim system for leveling the landing of the VVP during operation, during reloading and transportation of goods. Diesel fuel used for engine operation is used as ballast. It is planned to place ballast in 2 tanks with a capacity of 2.4 m3 each, located in the bow and in the main fuel tank with a capacity of up to 4.4 m3.

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

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

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 electric megaphone EM-12 are provided.

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

PVP - a single-deck ship with a two-tier superstructure in the stern and a cargo deck in the middle part (Fig. 57). The main dimensions, materials and design of the hull and deckhouse, the scheme for the formation of the VP and the design of the GO are similar to those adopted on the leading ASVP. The crew of the PVP consists of 2 people.

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

To improve the conditions for mooring and coupling of the VVP with the leading hovercraft, 3 thrusters are provided: 2 onboard and one in the DP. Bow thrusters are rectangular air ducts through which air is bled from the airfoil. The stern thruster has a similar design and is located in the DP behind the wheelhouse. The nozzle is directed to the stern. Regulation of the air supply to create traction is carried out using dampers; installed in channels and controlled remotely from the wheelhouse. VVP is equipped with a loading device with a swinging portal, which provide mechanization of cargo operations carried out through the bow of the vessel.

Permissible roll angle of the VFR 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 10KHSND. The movement of the portal is provided by 2 hydraulic cylinders. A lifting device with 2 cargo pendants with hooks with a carrying 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 behind the bow transom is 1.8 m. To lift containers, the hooks must be replaced by special traverses. For 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 canine blocks, winches can pull up loads weighing up to 5 tons. The operation of the cargo device is controlled from a local control panel located on the deck in the bow of the platform.

VVP is provided with all the necessary systems for the vessel to work. The air blower VP of centrifugal type of double suction is installed on the platform, the drive of which is carried out from a diesel engine 1D12V-300K with a power of 220 kW. Engine control is remote from the wheelhouse.

The sources of 24 V direct current electricity are a 1.2 kW generator with a voltage of 27 V and 4 24 V acid batteries connected in series. power shield.

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