River fleet of the USSR. Development of river transport in the USSR and during the pre-war five-year plans

Fundamental changes in the development of Soviet river transport occurred during the first five-year plans.

The first five-year plan for the development of the country's national economy (1928-1932), adopted at the V Congress of Soviets, marked the beginning of the reconstruction and development of river transport. As a result of the implementation of the planned activities, major advances were achieved in the technical equipment of river transport. Its fixed assets have more than doubled.
The length of exploited navigable river routes increased in 1932 to 84 thousand km, and those equipped with navigable conditions - to 68.2 thousand km, including those with lighting - to 47.3 thousand km. The routes with guaranteed depths amounted to 18.3 thousand km. The number of dredging equipment has increased and the efficiency of their work has increased. With the construction of the Dnieper dam with navigable locks, the Dnieper became navigable along its entire length - from the upper reaches to the Black Sea.
The Nizhne-Svirsky hydroelectric complex also came into operation, which significantly improved navigation conditions on the river. Svir.
During the years of the first five-year plan, the construction of the White Sea-Baltic shipping canal began and was largely completed, and work began on the construction of a canal connecting the Volga with the Moscow* river.
One of the most important tasks of the first five-year plan is to replenish the transport fleet. A major achievement of domestic shipbuilding during this period should be considered the construction at the Krasnoye Sormovo plant of steamships with a power of 880 kW for towing oil barges along the Volga.
Kolomna Plant began building wheeled tugboats with a power of 806 kW; other factories produced two series of screw tugs with a power of 1030 and 1100 kW for work on the Ob and Yenisei.
Soviet specialists designed and built oil barges with a carrying capacity of 12 thousand tons - the largest in the world.
It should also be noted the construction of fuel barges, which were of great importance for the national economy. By the end of 1931, 30 such fuel tankers with a total carrying capacity of 8.8 thousand tons were put into operation.

Dry cargo motor ship of mixed (river-sea) navigation type "Sormovsky":
load capacity 3000 t, power 970 kW, speed 19.2 km/h;

specialization - transportation of grain, timber and dust cargo; navigation area - main inland waterways and coastal areas of the seas
During the first five-year plan, the technical reconstruction of the fleet began. In March 1932, the All-Union Conference on the typification of the river fleet was held. Taking into account the dimensions of the route, the nature and mass of cargo flows, the main types of liquid and dry cargo metal barges, wooden barges, tugs were determined, and a grid of types of cargo and passenger ships was established.
The total capacity of self-propelled river vessels in 1932 increased by 54% compared to 1928, and the carrying capacity of non-self-propelled vessels - by 81%.
The construction of the fleet required the development of a shipbuilding base.
By the beginning of the first five-year plan, there were practically no river ports with berths equipped with reloading mechanisms. Cargo transshipment was carried out mainly manually. In July 1928, technical rules for transshipment work were introduced, aimed at improving the organization and working conditions of loaders; Since 1930, the production of port reloading mechanisms has been established.
After the 16th Congress of the Communist Party (June 1930), more attention began to be paid to the mechanization of transhipment work: funds were allocated for the development of the port and marina facilities, and survey and design work began. In 1930, the construction of berths and other dock structures began in Gomel and Dnepropetrovsk, in 1931 - in Moscow, Ryazan, Nizhny Novgorod, Solikamsk, Kyiv, Kotlas, Kherson, Pechora, Novosibirsk, in 1932 - in Leningrad, Yaroslavl , Kazan, Saratov, Astrakhan and other cities. However, ports with modern equipment were built only in some points; in others, embankments were reconstructed or separate berths were created. By the end of 1931, 842 reloading mechanisms were operating on river transport; by the end of 1932 - 1141, mainly mobile light-type conveyors with a capacity of 25-50 t/h, and several cranes, mainly with a lifting capacity of 1.5 and 5 tons. Warehouses, elevators, and refrigerators were built in a number of locations. During the first five-year plan, the scientific and technical foundations for the development of the port and marina economy were laid.
The management of the transport process was improved - ship traffic schedules and a new fleet planning system were introduced. In 1930, for the first time in river transport, dispatch control of fleet movements began to be used. However, the implementation of this system was hampered by the lack of necessary means of communication. Waterways were equipped with wired communications for only 5% of their length, including the rivers of Siberia were equipped with communications for 0.2%, and the rivers of Central Asia and Transcaucasia did not have wired communications at all. In the second half of 1931, selector telephone communications began to function in the North-Western and Northern Shipping Companies. Then it spreads to the Volga, Kama, Oka, Dnieper, and Don. Telephone stations of the Central Bank system appeared on the rivers of the European part of the USSR. Radio communications were introduced mainly on the rivers of Siberia, the Far East and Central Asia.

Container ship "Bakhtemir" type:
load capacity 1000 t, power 880 kW, speed 20.7 km/h;

navigation area - inland waterways with access to coastal sea areas
In the first five-year plan, the Central Research Institute of Water Transport (TsNIIVT) and the State Institute of Design and Surveys on Water Transport (Giprovodtrans) were organized in Leningrad.
The development of river transport required solving the problem of management personnel. In 1930, the Gorky and Leningrad Institutes of Water Transport Engineers were created. From the first days of the foundation of the institutes, professors V. E. Lyakhnitsky, I. V. Yaropolsky, V. M. Makkaveev, M. F. Klochanov, B. Yu. Kalinovich, V. V. Zvonkov, Yu . P. Biryukov, I. A. Ponomarev, V. L. Lychkovsky, M. I. Volsky, I. N. Sivertsev, M. Ya. Alferev, N. K. Ponomarev, G. V. Trinkler and others. The Moscow Institute of Transport Engineers (MNIT) and the Moscow Institute of National Economy named after G.V. Plekhanov played a role in training command personnel for river transport.
The implementation of technical reconstruction of river transport, improvement of management and organization of transportation made it possible to significantly increase the volume of transportation of goods and passengers. Cargo transportation in 1932 amounted to 44.3 million tons, or 142% of the level of 1913 and 243% of the level of 1928. In addition, 20 million tons of timber were delivered along the rivers in self-rafting rafts. By the end of the first five-year plan, the river transport of the Soviet Union in terms of traffic volume had taken first place in Europe and second place in the world, second only to river transport in the United States. An extremely important restructuring of the organizational structure of water transport management was carried out. The People's Commissariat of Water Transport - People's Commissariat of Water Transport - was separated from the People's Commissariat of Railways.
In the second five-year plan (1933-1937), the length of waterways increased mainly due to the development of small rivers. By 1937, the length of the operating tracks was 101.1 thousand km, 89.9 thousand km had conditions, 57.6 thousand km had lighting; the length of sections with guaranteed depths was 24.2 thousand km.
In July 1937, passenger and cargo ship traffic opened along the Moscow-Volga Canal, which is 128 km long. The construction of the canal was led by the talented hydraulic engineer S. Ya. Zhuk. In 1947, the canal was renamed the Moscow Canal.
With the commissioning of this canal, Moscow received a stable source of water supply; a main, deep-sea route was created, connecting Moscow with the Volga basin by the shortest route, and through the Volga and other systems - with the Baltic, White and Caspian seas. The canal made it possible to bring oil, coal, metal, grain from the southern regions to the capital by water, and timber, building materials and other goods from the north;
export the products of Moscow industry to many regions of the country.

The waterway from Moscow to Leningrad and Gorky was reduced by 1100 and 110 km, respectively. In 1934, the construction of a lock system with four waterworks on the river was completed. Sozh, which was of great importance for the national economy of Belarus.

In the second five-year plan, the construction of a series of ships begun in previous years continued; new types of ships were also built: double-deck cargo-passenger ships with a power of 300 kW for 500 passengers, cargo-passenger motor ships with a power of 515 and 210 kW with various passenger capacities (Sormovo plant) for the Moscow-Volga canal, tugboats with a power of 110-220 kW, barges of various carrying capacities . Most metal ships had an all-welded hull, which reduced construction time and metal consumption. In the total volume of non-self-propelled fleet construction, wooden shipbuilding accounted for another 86.7% (in terms of carrying capacity).
But the need for courts was far from being fully covered. In this regard, much attention was paid to the further development of shipbuilding and ship repair enterprises, the expansion and creation of powerful ship repair bases at cargo-generating points was carried out* In 1934, the construction of the Astrakhan slipway for the repair of oil barges with a carrying capacity of 12 thousand tons was completed. The Moscow Shipbuilding and Shiprepair Plant was put into operation, in 1937 the Khlebnikovsky Shiprepair Plant was reconstructed, factories were reconstructed on the Volga (Teplokhod, Balakovsky), on the Dnieper (Kherson), on the Kama (Chistopolsky and in Memory of Dzerzhinsky), on the Yenisei (Krasnoyarsky) and etc. Wooden shipyards are being built, which was due to an acute shortage of metal in the country. By the end of the second five-year plan, 185 enterprises - ship repair yards, workshops and shipyards - were operating in river transport.
The construction of equipped berths in river ports continued, and the level of mechanization of transshipment operations increased. Berths were built in Leningrad, Moscow (in the Northern and Western ports), Gorky, Stalingrad, Kyiv, Dnepropetrovsk, Ufa, Omsk, Novosibirsk and other cities. The number of cranes, conveyors and other mechanisms in river ports has more than doubled. The use of reloading machines and equipment has improved. Mechanization of labor-intensive cargo work has more than doubled - from 11.9 to 24.8%. However, the overall level of development of the port and marina sector remained low, which hampered the growth of the fleet's carrying capacity.
The dispatch system for managing the fleet's operations was expanded. By 1936, the total length of the communication line increased by 1.6 times compared to 1932.
Large radio stations came into operation in Rostov-on-Don, Astrakhan, Kuibyshev, Kama Ustye, Leningrad, Arkhangelsk, Novosibirsk, which had a direct connection with Moscow.
In the second five-year plan, the Stakhanov movement began on river transport.
Work practice has shown that the functional structure of the management structure in river transport did not correspond to the conditions of those years. To manage the activities of shipping companies in the People's Commissariat of Water, four central production and territorial departments of river transport were formed: Volzhsko-Kama, Northern, Southern and Eastern. 24 shipping companies began to manage the work of all transit ships, ports, piers, factories, sections of the route and communications, and construction organizations. Large piers were entrusted with the management of local transportation.
In the second five-year plan, special attention was paid to the development of water transport in the eastern regions of the country.
By the end of the five-year plan, the volume of transportation amounted to 66.9 billion tons, cargo turnover - 33.3 billion tons km.
In the third five-year plan (1938-1942), important tasks were assigned to the river fleet. The XVIII Congress of the All-Union Communist Party (Bolsheviks) emphasized that the main task in the field of transport is to increase the share of water transport in the country’s total cargo turnover.
In 1939, to improve transport management, the People's Commissariat of Water Transport was divided into the People's Commissariat of the River Fleet of the USSR and the People's Commissariat of the Marine Fleet of the USSR. The creation of the People's Commissariat of River Transport was an important prerequisite for improving the operation of river transport and maximizing the use of its internal reserves. The People's Commissariat of the River Fleet included 33 river shipping companies, 20 basin directorates, 20 shipping inspections and 14 inspections of the USSR River Register, and a number of large factories.

Three-deck car-carrying barge. Transports up to 440 Moskvich and Zhiguli cars

The third five-year plan for the development of the national economy of the USSR provided for the further development of river transport, including the reconstruction of waterways and bringing them into line with the requirements of navigation, the development of flow regulation schemes to improve navigation conditions on the Volga, Don and Dnieper rivers.
During the third five-year plan, the Rybinsk, Uglich and Kuibyshevsky (due to the war, construction was suspended) hydroelectric complexes were built. In the spring of 1941, the filling of the Rybinsk Reservoir began. The section of the Volga from Uglich to Rybinsk also became deep-water, and the water regime of the Upper and Middle Volga became regulated. Construction work was also carried out on the western section of the Manych waterway, the Dniester, Kuban and other rivers.
In 1940, instead of the old Dnieper-Bug water system, a new lockable Dnieper-Bug canal, 210 km long, was built, connecting Pripyat (near Pinsk) with the Western Bug (near Brest).
In 1938-1940 The Main Directorate of the Northern Sea Route transferred the lower reaches of the Ob, Taza and Pura rivers, the Ob and Taz bays, the river to the People's Commissariat of River Fleet for exploitation. Yenisei with its tributaries (from Igarka to Dikson), river. Pyasina with tributaries.
The length of shipping routes reached 98.1 thousand km in 1940. Taking into account river routes operated by other organizations, by the end of 1940 it amounted to 108.9 thousand km, including 101.3 thousand km with navigable conditions, of which 69.6 thousand km with light.
As a result of the construction of large hydraulic structures, the formation of reservoirs and changes in shipping conditions, the need arose for the reconstruction of the river fleet and the production of new types of vessels.
The creation in the spring of 1939 of the Technical Department and the independent River Register of the USSR as part of the People's Commissar of River Fleet, and of the Technical Council under the People's Commissar, was aimed at increasing the level of development of the material and technical base of the industry and, first of all, the transport fleet. At the beginning of the five-year plan, the main directions for the technical reconstruction of the fleet were developed, providing for reducing the construction cost of ships, increasing their speed, introducing more advanced types of power plants, improving hull contours, etc. The task was set to increase the share of self-propelled cargo fleet, including screw vessels , as part of a non-self-propelled fleet - metal barges.
Since the end of 1939, the construction of river vessels at the factories of the People's Commissariat of River Fleet has been expanding. Total for 1938-1941 for river transport, 352 self-propelled vessels (including boats and gas ducts) with a total power of 47.7 thousand kW were built; the carrying capacity of the constructed non-self-propelled fleet was 810.5 thousand tons (85% wooden). However, in general, the level of development of the fleet has not yet fully met the challenges facing river transport.
The port and marina sector still held back the growth of transportation work. Further development of the ports and an increase in their mechanical equipment were required.
During the years of the third five-year plan, the construction of ports in Moscow, berths in Gorky and Stalingrad, the reconstruction of the Leningrad port, and the construction of a transshipment point in Voznesenye continued. At the end of 1940, preparatory work began for the construction and re-equipment of the ports of Kotlas, Arkhangelsk, etc.
In the southern basins, berths for bulk cargo were built in Kyiv, a transshipment point in Dneprodzerzhinsk, and a pier in Chardzhou.
In the regions of Siberia and the Far North, river berths were built on the Yenisei - in Igarka, Dudinka and Krasnoyarsk, cargo berths in Novosibirsk and on the Angara.
People's Commissariat of River Transport has expanded the production of mechanisms for reloading operations at its enterprises. Floating loaders, bilge lifts, and pneumatic grain loaders appeared. The technology of transshipment work was improved, mechanization was introduced in the transshipment of coal, salt, grain, and timber.
During the years of the Third Five-Year Plan, certain successes were achieved in the construction of ports, marinas and their equipment. However, a significant reduction in the gap between carrying capacity

Pusher-tug "Marshal Blucher" type:
power 2940 kW, speed with a train 15.7 km/h, purpose - pushing and towing heavy trains along the main rivers of the central basins

the fleet and the capacity of ports and marinas did not change. The level of development of this branch of the river transport economy was still low. In 1940, with a total length of the berth front of 114 km, permanent berths (reinforced concrete and stone walls) amounted to only 6.9 km.
In 1939, more than half of the waterways of the central basins were provided with telephone intercom. Almost all shipping company departments had telephone exchanges. At the end of 1940, the Communications Directorate of the People's Commissariat of River Fleet developed a broad program for the further development of communications, according to which work began on the Volga on the suspension of bimetallic chains, allowing for multi-channel high-frequency communications all the way from Moscow to Astrakhan; on the Dnieper, the same work was carried out on the Kyiv-Kherson section. All main radio lines were transferred to simultaneous transmissions in two opposite directions. However, despite significant work on the development of communications, in many shipping companies there were not enough of them.
Work was carried out to rationalize transportation. Elements of a route transportation system were introduced, which provided for the formation of trains according to the type of cargo and the draft of the vessels in order to ensure non-transshipment traffic from the point of departure to the point of destination. The route system required strict adherence to ship schedules and schedules and significantly simplified dispatch management. By the end of navigation in 1939, the route system was introduced for the transportation of oil along the Volga, and then other bulk cargo - bread, coal, cement.
During the navigation of 1940, non-stop maintenance of the transport fleet on the move began to develop - supplying fuel, lubricants, equipment, etc. using self-propelled auxiliary vessels. This contributed to improving the use of the fleet and increasing its carrying capacity.
In the pre-war years, the dispatch system for managing the transport process became clearer and more effective; the Regulations on the organization and dispatch management of the movement and operation of the river transport fleet were introduced (1939). Strict adherence to schedules and traffic patterns has become the main task of river transport workers.
Since 1939, there has been a significant increase in transportation. River transport mainly met the needs of the national economy; cargo transportation in mixed rail and water transport increased, which in 1940 reached 5.7 million tons. The structure of transportation changed significantly.
In general, the share of dry cargo ships, especially mineral construction materials - sand, gravel, stone, as well as cement, increased, which was associated with the large scale of industrial and civil construction.
The number of passengers transported by river transport increased from 1937 to 1940 by 15.8%, and passenger turnover by 18.7%. Passenger service has noticeably improved.
During the years of the pre-war five-year plans, the length of the exploited waterways increased significantly, their equipment with a technical fleet increased, the depths on the main rivers increased significantly, and a number of artificial waterways - canals were created that connected the basins of individual rivers. The transport fleet was significantly replenished - the number of self-propelled vessels increased by 2.4 times compared to 1928, and non-self-propelled ones by almost 3 times.
Ports have been established in a number of large coastal cities; The share of mechanized cargo processing has increased 14 times over the five-year plans.
The use of the fleet has improved significantly, which was facilitated by new forms of labor organization, the initiative of advanced teams of ships, and the development of socialist competition.
The material well-being of river workers increased: labor supply bodies were created, housing and cultural construction expanded; the wage system has been revised, etc.

Pusher-tug for rivers of the eastern basins:
power 1765 kW, speed with a train 15 km/h, purpose - pushing and towing trains weighing up to 18 thousand tons on the Ob, Irtysh, Yenisei, Lena, Amur rivers

Much work has been done to train engineering and technical personnel, and the training of qualified personnel for mass professions has improved.

The river arteries of the Far North were developed: Yana, Indigirka, Kolyma, Khatanga, and the mouth of the Lena. Transportation in the Ob and Yenisei river basins has increased.

Navigation was expanded in remote basins: on the Amur, Ili, Amu Darya, Selenge, Upper Irtysh, Ural, Pechora rivers, on Balkhash and Issyk-Kul lakes.

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The largest river vessels.)"

So everything is succinct...

One of the oldest methods of transporting cargo is river transportation. Previously, some cargo that could float could be transported by rafting; they were simply dumped into the river and caught downstream. Today, river transportation of goods is carried out using a developed network of river transport. Although the entire territory of Russia is penetrated by large and small rivers, river freight turnover is only 4% of the total freight turnover in the country.There are quite a lot of types of goods transported along rivers, and, basically, these are goods that do not require fast or urgent delivery. Such cargoes include grains, oil products, fuel (coal, coke), building materials (for example, river sand with delivery), that is, bulk and liquid cargo. However, river vessels can transport goods in small containers and containers, however, this depends on the type of vessel and its capacity.

1. All river vessels can be divided into two
2. e large categories:

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

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

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

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

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

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

Advantages of river transport

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

Disadvantages of river transport

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

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

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

During construction, the vessels were repeatedly modified:

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

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

Projects 1565, 1565M - closed holds, modern superstructure

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

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

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

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

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

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

PROJECT RSD44

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

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

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

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

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

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

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

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

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

The RSD44 project was developed by the Marine Engineering Bureau.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The first vessel of the RSD44 project, “Captain Ruzmankin,” was laid down on 02.24.10. Launched 11/23/10. Put into operation on 05/20/11.
The second vessel of the RSD44 project, “Captain Zagryadtsev,” was laid down on April 27, 2010. Launched 04/12/11. Put into operation on 06/16/11.
The third vessel of the RSD44 project, “Captain Krasnov,” was laid down on June 26, 2010. Launched 05/05/11. Put into operation on 07/14/11.
The fourth vessel of the RSD44 project, “Captain Gudovich,” was laid down on August 26, 2010. Launched 05/27/11. Put into operation on 08/10/11.
The fifth vessel of the RSD44 project, “Captain Sergeev,” was laid down on September 29, 2010. Launched 07/15/11. Put into operation 09/07/11.
The sixth vessel of the RSD44 project, “Captain Kadomtsev,” was laid down on November 29, 2010. Launched 08/16/11. Put into operation on 10.10.11.
The seventh vessel of the RSD44 project, “Captain Afanasyev,” was laid down on December 28, 2010. Launched 09/14/11. Put into operation on 11/10/11.
The eighth vessel of the RSD44 project, “Captain Yurov,” was laid down on December 28, 2010. Launched 10/14/11. Put into operation on 11/18/11.
The ninth vessel of the RSD44 project, “Captain Shumilov,” was laid down on 05/05/11. Launched 11/22/11. Put into operation on 04/29/12.
The tenth vessel of the RSD44 project, “Captain Kanatov,” was laid down on June 22, 2011. Launched 01/18/12. Put into operation on 04/29/12.

(data as of September 2012)

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

And we move on to passenger ships:

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

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

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

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

List of vessels of project 92-016

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

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

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

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

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

Mark Twain named wheeled steamships, floating down the mighty Mississippi River as "floating wedding cakes." At the end of the 20th century, a ship appeared that became the largest wheeled steamship in the history of shipbuilding. Although it is carefully hidden, but vessel literally packed with surprises river cruise. This modern steamship, whose roots are hidden in the past. 150 years after dawn steamships on the Mississippi River, " American Queen"gives its passengers a unique vision of the world.

Course work.

Completed:

student gr. I-42 ___________________ Kostyuk Yu.A.

Scientific adviser:

Senior Lecturer _____________ Byshik V.I.

Gomel 2004.

The course work consists of pages. To write my course work, I used literature titles and sources.

Key words are: river transport, river fleet, ship, vessel, waterway, canal, port, cargo, berth, carrying capacity, USSR, river, barge.

The purpose of my course work is to study the technical and economic development of river transport in the USSR during the specified period of time, as well as the participation of Ukrainian river transport in eliminating the consequences of the accident at the Chernobyl nuclear power plant.

Introduction 4

Chapter 1. Historiography. 6

Chapter 2. River transportation. 9

Chapter 3. Main types of river fleet vessels. eleven

Chapter 4. Participation of the river fleet in eliminating the consequences of the accident at the Chernobyl nuclear power plant. 18

Conclusion. 23

List of sources and literature. 26

Introduction.

River transport is an important link in the unified transport system of the USSR.

Transport as a branch of material production plays a very important role in the economic life of the country.

Despite the seasonality of work, the river fleet has a number of advantages compared to other modes of transport. River transport is highly economical when transporting bulk cargo due to the large carrying capacity of its rolling stock. Thus, a Volgo-Don type motor ship with a capacity of 1800 hp. With. transports 5 thousand tons of cargo. To transport such a quantity of goods by rail, four trains and four locomotives with a capacity of 1,500 hp are needed. With. every.

The efficiency of using traction means of river transport compared to railway transport is very indicative. For example, productivity is 1 l. With. in ton-kilometers on the Volga is higher than on the Kuibyshev railway parallel to it, when transporting dry cargoes by about 10 times, oil cargoes by 24 times.

One of the most important indicators of transport quality is the speed of cargo delivery. Until the 60s, it was significantly lower in river transport than in railway transport. After the 60s, new cargo ships provide the same delivery speeds as trains. When determining the advantages of certain types of transport, along with reducing the delivery time of goods, the cost of transportation is of great importance. The average cost of transporting goods, for example, along the Volga is 2-2.5 times lower than along railways running parallel to waterways. The cost of delivering goods in mixed rail-rail-water transport is also lower than in direct rail

The cost of track work on rivers is also lower: 1 km of track requires 3.5-4.5 times less capital investment than on railways, and about 6 times less than on roads.

The Soviet Union had the world's largest network of inland waterways, about 150 thousand rivers with a total length of approximately 3 million km, of which more than 500 thousand km could be used for navigation. .

The object of study of my course work is river transport of the USSR in the period from the early 60s to the end of the 80s. The research method is comparative-historical.

The purpose of my course work is to study the technical and economic development of river transport in the USSR during the specified period of time, as well as the participation of Ukrainian river transport in eliminating the consequences of the accident at the Chernobyl nuclear power plant with the help of literature and sources that were available to me.

There are many works on the history of river transport, both historical and works that reveal the technical side of river transport. But none of the works that I used in the process of writing my course work completely covered the time period I was considering. Only the combined use of these works allowed me to consider this period of time in the history of the development of river transport in the USSR.

1. Historiography.

To write my course work, I mainly used literature.

In the “Great Soviet Encyclopedia” I took material for the introduction - this is information about the place of river transport in the transport system of the USSR, as well as information about how profitable this type of transport is than other types of transport.

A lot of material for my course work is contained in the books “River Transport for 50 Years of Soviet Power” and “River Transport for 60 Years of Soviet Power”. These two books contain a lot of similar information, which made working with this literature difficult. From these books I used information about: what ships were built and when; that large construction projects such as the BAM contributed to the increase in cargo flows along waterways; how much and what kind of cargo was transported along various rivers and shipping canals; how, where and how port facilities were improved and new river stations were built; that new passenger ships and new icebreakers were entering service; information on the length of waterways of the USSR; new types of watercraft, both self-propelled and non-self-propelled, were created, which was of great importance for the growth of carrying capacity and the increase in cargo flows along the rivers; what innovations occurred in river transport in the 60s - 80s (the emergence of new types of ships on air cushions and hydrofoils; equipping ships with new means of communication; equipping river vessels with drinking installations of the “Ozone 4” type; new types of berths; new propulsion and steering complexes; new materials for building ships); systems were created to prevent pollution of rivers and lakes by ship waste; During this time, the ships were equipped with new electrical and radio navigation equipment; conditions for crews on board ships have improved.

In addition to the literature, I used data that I found on the Internet on the ww website. ri. , about the length of waterways in 1977, about the increase in the number of tankers by 5 times in the period from 1960 to 1970, as well as information about the commissioning of 11 km. berth front, 245 portal and 113 floating cranes.

To write chapters containing the technical characteristics of various ships, as well as containing a description of the principles of movement of hydrofoils, hovercrafts and gliders, I used the following literature: Fukelman V.L. “Life of a Ship”; Shapiro L.S. “The fastest ships”; Syrmai L.G. "Ship. Its past, present and future.” ; Yakovlev I.I. “Ships and shipyards.” ; Linko S.I. ""Ship's story""; Krivonosov L.M. “What kind of ships are there?” Shkuratov V.G., Vershinina V.G. “Ways of technical development of river transport of the BSSR”; Central Research Institute of Shipbuilding Technology. // Issue 135. “Shipbuilding.” M. 1973. ; Lipilin V.G., Krylov A.N. .

In the book by Fukelman V.L. “The life of a ship.” I used information about the principles of motion of gliders and information about skeg-type hovercraft.

From the work of Shapiro L.S. “The fastest ships.” I used information that the Blue Bird glider set a speed record of 237 knots in 1958, as well as the process of hydrofoiling and the general principles of operation of various types of hovercraft.

In the work of Syrmaya L.G. "Ship. Its past, present and future.” contained information about tankers, the stability of hydrofoil ships, and the dependence of speed on the mass of the ship to reach the planing mode.

From the book by Yakovlev I.I. “Ships and shipyards.” I used information about the general principles of movement of gliders and hovercraft.

In Linko S.I. “Ship's story.” the shapes of the bottom of the gliders that were most convenient for these ships were described, the general characteristics of the largest hydrofoil ship of that time, which was called “Sputnik,” and, also, the principles of operation of hovercraft with a nozzle design were described.

From the work of Krivonosov L.M. “What kind of ships are there?” I used information that clean planing is possible on small boats such as scooters; information about the principles of hydrofoil propulsion and information that in 1943 the first hydrofoil boat was built at the Krasnoye Sormovo plant.

In the work of Shkuratov V.G. and Vershinina V.G. “Ways of technical development of river transport of the BSSR.” contained information about the insufficient seaworthiness of gliders, about the increase in speed of hydrofoil ships and about the principles of controlling hovercraft.

In the magazine “Shipbuilding.” I learned that a lift force acts on hydrofoils and the greater the speed of the ship, the stronger the lift force acts on the hydrofoils; I also learned about the stability of hovercraft.

I know nothing will come back
An evil heart beats in the clock.
Only sometimes he will respond,
The sun, something eternal in us.

I remember the year 85. Novorosiysk, the motor ship "Ivan Franko" is at the pier. To me, a five-year-old boy, then it seemed simply huge in comparison with river ships.
Now there is no “Ivan Franko” - like most of the Soviet naval fleet, he ended his life on the “Beach of the Dead” in the Indian Alang, some in Pakistan or Turkey.
This post is a memory. About the fleet that we once had. And I really want to hope that beautiful liners flying the Russian tricolor will sail across the seas again. But for now - alas - these are dreams. Someone will say - all over the world ships are cut for metal. I do not argue. But instead of those who leave, new ones appear. But we are still deaf. There aren't even any used ones. This is sad.

The motor ship "Ivan Franko" leaves Alexandria, 1993

The ship "Mikhail Lermontov" arrives in Tilbury, 1985. Sank off the coast of New Zealand on February 16, 1986 (while on freight there). 1 person died.

In total, there were five such ships in Sovtorgflot. The first ones are Ivan Franko, Alexander Pushkin, Shota Rustavelli and Taras Shevchenko
- built in series from 1964 to 1968. Lermontov stood alone here - it was built in 1972, according to a partially modernized project. The fate of the ships in the series is as follows - Ivan Franko, Shota Rustavelli and Taras Shevchenko were cut up for scrap metal in 1997, 2003 and 2004, respectively, Mikhail Lermontov sank in 1986, only one ship remains alive - Alexander Pushkin (built in 1965) - now he called Marco Polo. But its prospects are vague, since the ship does not comply with SOLAS-2010 standards, and the required modification to these standards, although insignificant, is very expensive.

ASSEDO (formerly Shota Rustavelli) in the Kiel Canal, 2003

turbo ship "Maxim Gorky"

One of the last veterans. Now it has almost been dismantled for metal in Alang, India. The history of the ship is as follows - it was originally built as a transatlantic liner. But he didn’t really manage to work on the transatlantic line - almost immediately the Hamburg (that’s what the ship was originally called) became available for cruises. Built in 1969, the ship was acquired by the Soviet Union in 1973. Almost immediately the ship begins working with tourists in different parts of the world. In the 90s, the ship returned to Germany and operated under the wing of Phoenix Reisen. Already in the 2000s, problems with turbines and boilers began. And the rising cost of fuel. They tried to sell the ship more than once, and at the end of 2009 it was sold for scrap. There were repeated attempts by German enthusiasts to buy it back (with the return of the old name) and install it in Hamburg as a museum ship. But alas, in December 2009 the ship arrived at its last stop. At the moment, cutting is at the final stage.

turbo ship "Fedor Shalyapin"

This is already from the British trotter breed. Cunard realizing that even though the old queens will still come out at the expense of prestige, the future does not belong to such giants. Still, the British still hoped that the transatlantic would survive. Boeing and others like them have squashed their hope. The fate of Cunard's "small three" - the liners Ivernia, Frankonia, and Carmania - is in question. Two liners - Ivernia and Carmania - were bought by the USSR in 1973-1974. Our transport workers came to our court - especially in the Far East - Ivernia went there, becoming “Fedor Chaliapin”. Then he was transferred to the ChMP. Carmania (formerly Saxonia) went to the Black Sea under the name "Leonid Sobinov". Chaliapin was dismantled in 2004, Sobinov in 1999.

turboprop "Leonid Sobinov"

In general, it should be noted here that the main focus of the work of the Soviet maritime fleet was mostly transport rather than cruise. This was especially evident in the Far Eastern Shipping Company. Another feature of the passenger fleet of the USSR was its heterogeneity - in contrast to the river fleet, which in the 50s began to be actively updated with serial ships (at the same time, until the mid-late 60s there were many old non-serial steamships left). A significant influence here was exerted by the small number of shipyards in the USSR that could build sea vessels. The shipyards were mostly loaded with orders for cargo and military fleets. Construction abroad was not cheap, since the shipyards of the socialist countries, again, were in large numbers either on rivers where it was impossible to carry large ships, or were loaded with orders from the Ministry of River Fleet. Construction at capital country shipyards was very expensive. To a large extent, the workload of naval shipyards (especially in Vladivostok and the Black Sea) was also due to the very difficult repair of old naval captured ships. In the Far East, the “libertos” - sea transport ships of the Liberty type, built during the war in the United States - were turning up the heat. A simple and unpretentious vessel, but it was essentially a “disposable” vessel. After the war, they were brought to the shipyard, and the metal on the skin was almost completely changed. Until recently, one Liberty was still alive - the cargo steamer "Odessa", which was stationed in one of the harbors of Vladivostok and was used as a floating ship.
In general, until the mid-70s, the passenger fleet clung quite strongly to pre-war ships - this was the trend throughout the world. Cheap fuel, well-maintained ships and lines - all this made it possible to sail on the “old ones”.

steamship "Admiral Nakhimov"

This photo is unique (in general, thanks to marine enthusiast Vitaly Kostrichenko, on shipspotting you can now find a lot of quite unique photographic material on domestic ships) in that it was taken in Wismar, Germany, during the reconstruction of the steamship.
The steamship was built in 1925. Original name "Berlin". The ship was lucky as a drowned man in the literal sense. Like many large ships of that time, the Berlin was built for the transatlantic line. But unlike its colleague “Bremen” (which went to the British and was mercilessly sawn into nails), its task was not to set records for the Atlantic blue ribbon. It was a ship for transporting simpler clients across the ocean. After the Nazis came to power in Germany, the ship was removed from the transatlantic line and began to work under the auspices of the KDF (analogous to our trade unions). During the war, Berlin becomes a transport hub. In 1945, it was sunk in shallow water by its crew. After the division of the fleet, the ship was transferred to the USSR. After lifting, it was sent to Newcastle, where hull repairs were made, after which the ship was transferred to Wismar to the Matias Tessen shipyard. Repairs of the ship continued until 1955. Initially, the ship was supposed to go to the Far East, but at the very last moment its fate changed and it joined the Crimean-Caucasian line of the Black Sea Shipping Company. And “Asia” went to the Far East. The ship had to put on a military peacoat again during the Caribbean crisis - it made several voyages to the shores of Cuba. The Admiral Nakhimov died abeam Cape Doob while leaving Novorossiysk on August 31, 1986. The cargo ship "Peter Vasev" hit him on the side. You can read more about the disaster here - http://admiral-nakhimov.net.ru/stat.htm
There were 897 passengers on board at the time of the disaster. 359 people died.

1945 This is how “Berlin” went to the Soviet Union

"Admiral Nakhimov" in the port of Novorossiysk

steamship Der Deutsche. As a result of the division of the fleet, it ended up in the USSR and was renamed "Asia". Cut up for scrap in Japan in 1967

steam turbine ship "Soviet Union"

This ship was rightfully considered the flagship of the Far Eastern Shipping Company. Built in Germany by order of the HAPAG company in 1922 and named after the first president and founder of the company, Albert Ballin. Ballin committed suicide in 1918 on the day of Germany's surrender. HAPAG had an Atlantic blue ribbon to its credit before the First World War. The turboship "Deutschland" literally snatched it from the British.
Albert Ballin became the fruit of a different doctrine. Realizing that it was unrealistic to immediately snatch the Blue Ribbon from Britain, the company followed the principle - Comfort and size over speed. In speed, the new ship was of course inferior to the queens, but in comfort and carrying capacity it even surpassed them. A total of four such vessels were built. After Hitler came to power, the ship was renamed Hansa. After the war, Hansa goes to the Soviet Union along with the same type airliner Hamburg. It must be said that the ships have been modernized several times in Germany. THE most radical modernization was carried out in the winter of 34/35, when the bows of both liners were lengthened by 10 meters. This, coupled with the adjustment and modernization of turbines and boilers, resulted in an increase in speed to 19 knots. Hansa became the "Soviet Union" and went to the Far East as a passenger liner (accepted by the shipping company in 1955), and Hamburg became the whaling base "Yuri Dolgoruky"

"Soviet Union" being led into the harbor

The ship operated as part of the Far Eastern MP until 1980. It underwent another modernization of the machine in Hong Kong in 1971. At the end of the 70s, the ship became a training vessel. Butchered in Japan in 1982-1983.

"Soviet Union" in Kamchatka, 70s

turbo ship "Baltika"

The history of this vessel began in 1939. The USSR government ordered two vessels of the same type from the Netherlands for the Baltic Shipping Company - "Vyacheslav Molotov" and "Joseph Stalin". Already in the first days of the war, the ships were mobilized and turned into military transport. During the evacuation from the Hanko Peninsula, both ships came under fire. "Stalin" lost speed and control. The current carried the ship to the shores of Estonia, where it was sunk by German battery fire. According to another version, the ship was blown up by a mine. In 1945, the ship was raised and towed to Tallinn. According to various sources, in the same year it was butchered in Tallinn, according to others - in Polish Gdansk.
After the war, "Molotov" initially joined the Leningrad - New York line, then it was replaced by the "Russia" d/e. For some time, Molotov worked first in the Far East, and then in the Black Sea, after which it returned to the Baltic.

off the coast of Kamchatka, 1955

turboship "Vyacheslav Molotov" on the Black Sea

In 1957, the ship was renamed “Baltika”. In the same years, N.S. Khrushchev made a visit to Great Britain on it.

turbo ship "Baltika" near Rendsburg, Kiel Canal, 1967

Already under the rule of L.I. Brezhnev, the ship fell into some kind of “disgrace” - Khrushchev’s visit had an impact. After this, the ship mostly operates on internal Baltic routes. In 1984, the Baltika turboship was taken out of service, and in 1987 it was cut up for scrap in Denmark.

motor ship "Abkhazia" in Yalta, 1940

"Abkhazia" sets sail

June 1942, Sevastopol

As a trophy, the USSR received the unfinished motor ship MARIENBURG, the construction of which began in 1939. In 1955, it became part of the Cheromorsk Shipping Company under the name "Lensovet", and in 1962 - another renaming - now "Abkhazia". Initially, the ship was built to operate in the Baltic Sea as a ferry between the ports of Germany and East Prussia. Cut to metal in 1980 in Barcelona, ​​Spain

"Abkhazia" in Sochi, 1972

1975 the Pobeda false pipe is visible on the right

"Victory" in Sochi, 70s. The ship was stripped for metal in 1977. We see “Victory” in the film “The Diamond Arm” - the hero of Yu. Nikulin boards the ship “Mikhail Svetlov” (in real life, the d/e “Russia”). And on the pier behind the “Russia” there is just the “Victory” - the former German Iberia (not to be confused with the Cunard “namesake” built in 1954)

motor ships "Tajikistan" and "Pobeda" (right) in Yalta, 70s

There is no need to present a photo of this vessel. “Mikhail Svetlov tu-tu”, “Russo tourist, face of morality”, “Our people don’t take taxis to the bakery” - of course - this is the diesel-electric vehicle "Russia". As already noted, episodes of the foreign cruise of the comedy film “The Diamond Arm” were filmed on board the ship. In the film, the ship was called "Mikhail Svetlov".
Of all the captured airliners of the USSR, Rossiya was received in almost perfect condition.
The liner was built in Germany in 1938. This is despite the fact that the keel of the liner was laid in 1937. 14 months passed from the moment of laying to the first voyage! The liner was named "Patria" (Motherland). It is the Motherland, not Adolf Hitler. The “duck” that was once released still roams the open spaces. But then, in 1938, Patria became the largest ship with a diesel-electric power plant - a very bold step for that time.

Patria in the Norwegian port of Hammerfirst. Photo from 1938 (from the collection of J. Pichenevsky)

In 1945, the ship was transferred to the USSR. Having worked for some time on the Leningrad-New York line (where she replaced Vyacheslav Molotov), ​​in 1948 Rossiya joined the Odessa-Batumi line.

1948 The boat is already painted white

The diesel-electric ship was decommissioned in 1984, in 1985 the ship was sold for breaking up, by the end of 1985 it arrived in Singapore, from where it went to Japan for cutting, where, apparently, it was dismantled by the end of 1986.

motor ship "Ilyich" - former German Caribia. In the Far East, its sistership, Rus (ex Cordilera), also worked as part of the Far Eastern MP. Rus was written off and sold for cutting in 1981, Ilyich - in 1983, butchered in Japan at the end of 1984 in Japan.

"Rus" in Vladivostok

motor ship "Kooperatsiya"

"Kooperatsiya" is one of the "last Mohicans" of the first merchant fleet of Soviet Russia. Built in 1928 in Leningrad, she first worked on the Leningrad-London line carrying passengers and cargo. During the war she became a military transport, in the post-war years she worked on different lines, repeatedly went to Beirut (these flights are described in the story by B. A. Remen “In a foreign port, far from home”) and Alexandria. In 1979, the ship was transferred to Interlichter and became a floating hostel. It stood on the site of the current port of Ust-Dunaisk. In 1987, the ship was sold for breaking up and by the end of 1988 it was cut up for metal in Egypt.

steamship "Emperor Peter the Great"

Built in 1913. During the First World War it was used as a hospital ship on the Black Sea. Subsequently, the steamer worked repeatedly in different basins. For some time he worked at the Far Eastern MP (at that time it was called “Yakutia”). After returning to the Black Sea, the ship was returned to its original name - "Peter the Great". Cut into metal in 1973.

In 1938, the Blom und Voss shipyard built two similar liners ordered by Romania - Basarabia and Transilvania. After Romania capitulated, its fleet was divided. Basarabia remained in Romania, and Transilvania was transferred to the Black Sea Shipping Company and renamed "Ukraine". The ship was decommissioned in 1987. In general, the 87th was the last for many old ships - it was affected by the Nakhimov disaster. Basarabia was cut into metal already in the 90s.

Transilvania in Yalta, 1972

steamship "Vologda"

Built in 1930 in Danzig. Worked on the North Sea. During the war - escort transport. In 1956, Wismar underwent modernization. Then he worked on the Murmansk - Gremikha line. In 1975 it was decommissioned and used as a hotel. Cut into metal in 1981.

after modernization in Wismar

Alas, of course not all the ships are here. Everything has its time.