"BARGE" on the Internet:
Nautical jokes
Two friends are traveling on an ocean liner. Going to bed, one puts on a women's shirt.
- Don't you have pajamas? another asks.
“Don't you know that in a shipwreck, women are first rescued ...
Our company is engaged in shipbuilding and design of the following cargo ships.
Barges
Barge Is a flat-bottomed, non-self-propelled vessel designed for the carriage of goods. Usually it does not have an engine, a tug is used to move, but there are also self-propelled barges with an engine. For domestic transportation on rivers, barges with a carrying capacity of up to 9.2 thousand tons are used.
River barges are divided into two types: dry cargo and tanker.
First of all, let's consider dry cargo barges. They are designed for the transport of dry goods. Dry cargo barges are divided into the following types:
- Bilge barge (open or closed). The cargo is transported in the hold. In such barges it is possible to transport mineral construction materials, ore, coal, timber, industrial salt, various cargoes that are afraid of getting dirty (they are transported in barges with closed hatches)
- Platform barge... Such cargo is transported on deck. There are platforms for the carriage of goods in bulk, car carriers, self-unloading, awning, etc.
- Lighter. A variant of a barge designed for unloading and reloading larger deep-seated vessels that cannot enter the port for any reason. The cargo can be: mobile equipment, pipes and timber, bulk and general cargo. Some lighters are equipped with their own cargo device. They have a more durable body.
Tanker barges are designed to transport liquid cargo, mainly oil products, hence their second name - oil tankers. Transportation is carried out in the hold or in special built-in containers. For the transport of viscous products, bulk barges are usually equipped with a heating system.
Tugs
So, we have classified the barges, now it is necessary to talk about such floating craft as tugboat.
Able to not only walk on its own, it also helps move large ships, barges and other types of ships. And it's all thanks powerful engine... Tugs can pull vessels with them and push them from behind. Most often, tugs move rafts, tank barges and, less often, dry cargo ships.
In the river fleet, the most widespread are pusher tugs. These are a kind of "engines" for non-self-propelled cargo ships. They are equipped with bow pads, which makes it possible to push vessels that need it in front of you and to tow them. Of the equipment, in addition to the nose pads, they have a towing winch or a hook.
By power and size, it can be divided into two types:
- Catamaran type. It can be transported in parts by car and collect at the point of use.
- With a water jet. Such a tug has a shallow draft, and its advantages include maximum maneuverability and high hook thrust.
About four tugboat projects are presented on our website, you can familiarize yourself with them in more detail.
Cargo ship
Cargo is also transported by cargo ships.
A cargo ship is a ship that is not a passenger ship. There are several types of cargo ships, namely dry cargo and tanker.
Dry cargo ships have spacious holds and, most often, two decks. There are refrigerated (for the transportation of perishable goods), container (i.e. the transported cargo is packed in special containers), trailer (the cargo is in wheeled trailers), timber trucks, ships for transporting cars, animals and bulk cargo (ore, grain, etc.). etc.).
Tankers are divided into tankers (for the carriage of oil, oil products, wine, drinking water, etc.) and gas carriers (for the carriage of liquefied natural gas, propane and butane).
Ferries
An example of a cargo-passenger ship is. A ferry is a vessel that is designed to carry passengers and Vehicle from one bank to the other. There are self-propelled and non-self-propelled ferries. Non-self-propelled ferries are cable cars, i.e. move along the cable, and others, using the flow of the river as a source of energy. There are special rail ferries that can be used to transport wagons. Ferries are popular for their ability to travel by road.
Scope of the product:
Mechanical engineering (technological equipment for various industries)
A non-self-propelled barge is a flat-bottomed cargo vessel used for the transport of goods by water. The movement of a non-self-propelled barge is possible only with the help of a pusher or tug.
Depending on the design and purpose, barges are subdivided into:
raid
river
systemic
The harbor barge is used for short sea voyages, for example, for the delivery of oil products to onshore oil depots from sea tankers, which, due to high draft, cannot come close to the coast or enter the mouths of shallow rivers.
Harbor barges have raised sides and reinforced hulls, designed for sailing in the open sea, and their displacement is 5-16 thousand tons.
River barges have weaker hulls and lower draft than roadstead barges. They are intended exclusively for the carriage of goods on navigable rivers. Their displacement usually does not exceed 3.5 thousand tons.
System barges are used to pass through dam and canal locks.
There are two large categories of barges, within which separate types and subspecies are distinguished:
dry cargo barges
tanker barges
Dry cargo barges have a carrying capacity of 100 to 4000 tons, they transport dry products. Non-self-propelled dry cargo ships are distinguished:
hold barges (cargo is transported in an open hold)
platform barges (cargo is transported on deck)
specialized barges for the transport of cars, cement, grain and other
The tanker barges have a lifting capacity of up to 11,000 tons; they transport liquid products directly in the holds or in special built-in containers. To maintain the required temperature of products during transportation, barges can be equipped with heating systems.
Among non-self-propelled tankers there are:
ships for transportation of oil and oil products
dry cargo-bulk
ships for the transport of liquid ammonia and gas
A typical non-self-propelled barge consists of the following main elements:
cargo deck
tank
Utah
stem
towing device
All non-self-propelled barges are developed using a special construction technology on water, taking into account all the rules and regulations of shipbuilding. Weighing tens and hundreds of tons, the structure has the properties of a ship - unsinkability, buoyancy and stability. These barges meet all environmental safety requirements.
Ineris designs and manufactures non-self-propelled barges that successfully combine strength, mobility and ease of operation, modernization, preventive maintenance and repair.
Our company manufactures non-self-propelled barges of any type and size, both according to standard designs and according to the customer's instructions.
The cost, production time and delivery conditions depend on the technical characteristics and are discussed on an individual basis, contact the specialists of our commercial service.
We listen to him: " The largest river ships.) " This is how everything is laconic ...
One of the oldest ways of transporting goods is transportation by river. Previously, some cargo that could stay afloat 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 cargo turnover is only 4% of the total cargo turnover in the country.
There are a lot of types of cargo transported by rivers, and, basically, these are cargoes that do not require fast or urgent delivery. These cargoes include grain, oil products, fuel (coal, coke), building materials (for example, river sand with delivery), that is, bulk and liquid cargo. However, river vessels can carry cargo in small containers and containers, however, this depends on the type of vessel and its capacity.
All river vessels can be divided into twoe large categories:
- Vessels equipped with an engine, i.e. self-propelled. This includes motor ships, steamers, boats, motor boats, etc.
- Vessels without an engine, that is, non-self-propelled. These are primarily cargo barges, as well as pontoons and other structures.
The main type of self-propelled vessel is a dry cargo ship. Dry cargo ships carry cargo in a hold located inside the ship's hull. As the name implies, dry cargo ships carry goods that are not desirable to be exposed to moisture, therefore dry cargo ships are equipped with special hatches.
Among dry cargo vessels, there are three types of vessels:
- Roller (ro-ro). This vessel is equipped with vertical loading, cars and other equipment are transported on it. Cars can enter the ship on their own through the hinged bow ramps.
- Bulk carrier. This type of vessel is designed for the carriage of bulk, non-containerized (and sometimes liquid) cargo. For example, if the cargo is river sand with delivery, then most likely it will be delivered on the bulk carrier.
- Bulk dry cargo ship. Such bulk carriers carry various types of liquid cargo, such as oil, ammonia, liquid fuel, etc.
If we talk about non-self-propelled ships, then the leader here is a cargo barge. There are several types of barges:
- Hold (closed and open),
- Bulk platforms,
- Tent,
- Self-unloading,
- Car transporters,
- Cement trucks,
- Other.
However, all these types belong to dry cargo barges, there are also liquid barges.
Advantages of river transport
- River transportation of goods has a fairly low cost, and this is a big plus for customers. Low cost possible due to the low speed of transportation and the presence of currents on the rivers.
- No need to build and, accordingly, repair transport routes, as is done for road and rail transport.
Disadvantages of river transport
- Paradoxically, what provides the main advantage is the main disadvantage. We are talking about the low speed of river vessels and, accordingly long terms delivery.
- Comparatively weak capacity in terms of traffic volumes.
- Pronounced seasonality of transportation associated with short navigation. In other words, the rivers freeze over in winter and the ships are at rest.
- Different depths and widths of rivers in different places and 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 the carriage of bulk cargo (coal, ore, grain, crushed stone, etc.) along large inland waterways. Built from 1960 to 1990, one of the most massive series of Soviet river vessels (in total, up to 225 ships of various series were built).
During construction, the ships were repeatedly modified:
Projects 507 and 507A - first modifications, open hold-bunker without bulkheads
Project 507B - installed machines of lower power (1800 hp instead of 2000 hp)
Projects 1565, 1565M - closed holds, superstructure of modern form
Project 1566 is a composite vessel with a self-propelled part and a non-self-propelled attachment barge.
Open holds. The only ship was built in 1966 under the name "XXIII Congress of the CPSU".
The further development of the project was the Volzhsky type motor ships. In the 1990s, some Volgo-Don vessels were converted to the river-sea type, which allowed them to enter inland seas and make voyages, for example, to Great Britain.
The reconstructed ships are shorter, have a higher bow and more advanced hold equipment. Ships of projects 507, 507A, 507B and 1566 were built at the Navashinsky shipyard "Oka", Project 1565 and 1565M - in the same place and at the plant Santierul Navale Oltenita, 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, the width is 16.6-16.7 m, the draft is 3.5-3.6 m. The power of the main engines is 1800-2000 hp, the empty speed is 21-23 km / h. Vessels of the Volga-Don type have been actively exploited and continue to operate 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 project for the construction of a series of RSD-44 vessels is carried out under a leasing scheme for state support domestic shipbuilding: joint financing by the state-owned United Shipbuilding Corporation (85%) and the future owner of the ships - Volzhsky Shipping Company (15%) on the basis of government subsidies 2/3 of the refinancing rate of the Central Bank of the Russian Federation.
Carrying capacity of vessels of the RSD44 project in comparison with dry-cargo vessels "Volgo-Don" is higher by 500 tons and amounts to 5.5 thousand tons; the overall height of the new vessels is 8 meters (almost 2 times lower). The motor ships will be as automated as possible and will be equipped with modern propeller-driven rudders, which will provide high maneuverability and good controllability.
Dry cargo ship Kapitan Ruzmankin was laid down at Okskaya Shipyard on February 24, 2010 and handed over to the customer in 2011 after sea trials. The ship is named in honor of the Volga captain Pyotr Fedorovich Ruzmankin, who died at Stalingrad in 1942.
Multipurpose dry-cargo vessel with deadweight of 5458 tons of "Volgo-Don max" class
Dry-cargo vessel "Volgo-Don max" of RSD44 class "Captain Yurov" made a unique voyage from Ladoga to the Southern port of Moscow with a load of rubble. At the first stage, the vessel took on board 5,400 tons of cargo; upon arrival at the Northern Port, part of the cargo was unloaded. With on board 3,680 tons of crushed stone and a draft of 2.80 m, Captain Yurov, with a length of 140 m, sailed along the Moscow river with its small radii of curvature under the low-size Moscow bridges (surface gauge 8.6 m) to the Yuzhny port.
The Kapitan Yurov vessel was built at the Oka shipyard (director Vladimir Kulikov): bookmarked on 12/28/10, descent on 10/14/11, commissioned on 11/18/11.
During navigation 2012, Volzhskoe Shipping Company (director Alexander Shishkin) put into operation 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, after and in memory of whom 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 the deadweight in the river with a draft of 3.60 m (5540 tons based on the results of inclining of the lead vessel and weighing of the second) and speed on tests (average speed downstream 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.
Russian River Register class - + M-PR 2.5 (ice 20) A.
New dry-cargo vessels of RSD44 project "Volga max" of class (length 138.9 m, width 16.5 m, side height 5.0 m, coaming height 2.20 m) are intended for transportation on the inland waterways of the Russian Federation of general, bulk, timber and bulky cargo, grain, lumber, potash and mineral fertilizers, sulfur, coal, paper, building materials, metal products, as well as up to 140 containers.
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 ships is also envisaged along the Volga-Don shipping channel (VDSK), the Volga-Baltic channel, in the Sea of Azov to the port of Kavkaz and in the Gulf of Finland. The passage under the Nevsky bridges in the region of St. Petersburg and under the Rostov railway bridge (Rostov-on-Don) is supposed to be carried out without their routing (the 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) allow for the operation of vessels through the VDSK, including through the "old" branch of the Kochetovsky lock without the "special pilotage" mode.
Double bottom and double sides along the entire length of the "box" cargo holds (dimensions of holds: hold N1 37.8 mx 13.2 x 6.22 m, hold N2 49.8 mx 13.2 x 6.22 m) and fuel, oil and waste tanks allow to ensure the convenience of loading and unloading cargo, high operational reliability of the vessel, and also guarantee protection environment and reducing the risks associated with environmental pollution in the area of operation of the vessel.
The propulsion unit consists of two full-turn propeller-driven propellers that combine the properties of the propellers and controls in a single complex, which makes it possible to significantly improve the maneuverability of the vessel in cramped river conditions. The vessel is equipped with two medium-speed diesel engines, each with a capacity of 1200 kW, running on heavy fuel.
The shape of the hull of the ships, made as technologically as possible to ensure the 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 operating speed of 10.5 knots.
To ensure a sufficient view of the water surface from the steering position, the wheelhouse is located at the bow of the vessel. When passing narrows and sluices, the ship is controlled from on-board control panels installed on the open deck from each side in the wheelhouse area.
The vessels are equipped with a 120 kW propeller-in-tube bow thruster.
In connection with the need to ensure the possibility of passage of ships under the Nevsky bridges and the Rostov railway bridge without their layout, single-storey residential wheelhouses are provided in the aft part of the vessels.
The ships provide all the necessary conditions for a comfortable stay of the crew on board, including a developed climate control system, the use of anti-vibration and anti-noise coatings inside the premises.
Crew - 8 people, the captain and chief engineer are accommodated in block cabins, the rest in single cabins.
It is interesting to note that, at the suggestion of the Volga Shipping Company, the total number of seats is 16, which will make it possible to take on board cadets, specialists who carry out Maintenance equipment, as well as family members of the crew (wives). The latter can be a serious advantage when recruiting personnel to work on a new series.
Market demand for domestic transport services water transport in 5-10 years it will be impossible to satisfy due to the rapid aging and the prospect of the fleet being decommissioned. Railway it will also not cope with the growth in demand in the transport market, since it is already working at the limit of carrying capacity. In this regard, the problem of renewing 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 acquires particular relevance the average age is about 37 years, project 1565 - 33 years, project 05074M - 22 years).
The deadweight of the vessel pr. 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 (pr. 05074M).
The surface gauge in ballast of the proposed vessel is only 5.4 m (even less loaded), which, unlike the Volzhsky, will allow it to pass under the bridges across the Neva River and under the Rostov railway bridge without laying them out. As a result, the vessel will save time waiting for the queue to draw bridges, which is up to 20 days per navigation.
The volume of cargo holds of the RSD44 project is 21% more than that of Volzhsky, which will allow it not only to transport bulky 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 RSD44 dry-cargo vessel has a lower side height, as a result of which its module is 8% less than that of the Volzhsky type vessels, which will save up to 8% of the total costs of port and navigation dues.
Thus, the vessels of the RSD44 project, which were serially built by the Oka shipyard, represent a unique engineering complex that combines dimensions that are optimal for inland waterways with modern equipment and navigation technology, which has significant advantages over existing analogues.
Keel of the first vessel of RSD44 project “Captain Ruzmankin” was laid down on 24.02.10. Launched on 23.11.10. Put into operation 05/20/11.
Keel of the second vessel of RSD44 project "Captain Zagryadtsev" was laid down on 27.04.10. Launched on 04/12/11. Put into operation on 16.06.11.
Keel of the third vessel of RSD44 project "Kapitan Krasnov" was laid down on 26.06.10. Launched 05.05.11. Put into operation 07/14/11.
Keel of the fourth vessel of RSD44 project "Captain Gudovich" was laid down on 26.08.10. Launched on 27.05.11. Put into operation on 10.08.11.
Keel of the fifth vessel of RSD44 project “Captain Sergeev” was laid down on 29.09.10. Launched on 15.07.11. Put into operation 09/07/11.
Keel of the sixth vessel of RSD44 project "Kapitan Kadomtsev" was laid down on 29.11.10. Launched on 16.08.11. Put into operation 10.10.11.
Keel of the seventh vessel of RSD44 project "Kapitan Afanasiev" was laid down on 28.12.10. Launched 09/14/11. Put into operation on 10.11.11.
Keel of the eighth vessel of RSD44 project "Kapitan Yurov" was laid down on 28.12.10. Launched on 10/14/11. Put into operation on 18.11.11.
Keel of the ninth vessel of RSD44 project “Kapitan Shumilov” was laid down on 05.05.11. Launched on 22.11.11. Put into operation 04/29/12.
Keel of the tenth vessel of RSD44 project "Kapitan Kanatov" was laid down on 22.06.11. Launched on 01/18/12. Put into operation 04/29/12.
(data as of September 2012)
The ships were built under a leasing scheme, according to which 85% of the funds were provided by the United Shipbuilding Corporation (USC) within the framework of state support for the domestic shipbuilding industry, and 15% was financed by the Volga Shipping Company. The terms of the scheme are government subsidies for 2/3 of the refinancing rate of the Central Bank of the Russian Federation.
And we are moving 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 ships of project 92-016 for our country was carried out at the Czechoslovak shipyard "Slovenske Lodenice Komarno" in the city of Komarno. During the construction it was planned that the motorships of this project will replace the motor ships of the project 26-37 on the "fast" Volga lines. The lead ship of project 92-016 "Valerian Kuibyshev" was laid down on the stocks in 1975. The construction of the series was carried out until 1983, a total of 9 motor ships of project 92-016 were built.
The ships of project 92-016 delivered by the shipyard were put at the disposal of the Volzhsky and Donskoy Shipping Companies (the vessel of the Donskoy Shipping Company had a serious accident in 1983, after which it also entered the balance of the Volga Shipping Company). The ships were operated on the Volga tourist routes. To date, most of the ships are used on the North-West cruise line, they make flights between Moscow and St. Petersburg, short-duration cruises from St. Petersburg. Some motor ships operate on the Volga tourist routes from Nizhny Novgorod and Samara, along the Volga, Don, Kama and Volga-Baltic waterway. Initially, the project on the motor ships provided for one-, two-, three-bed cabins, each of which is equipped with an individual bathroom, premises for two restaurants, cafes, salons and a cinema hall with a sliding roof.
During the operation of the ships, modernizations were carried out on almost all motor ships: the saloons were transformed into bars, the cinema halls on the sun deck were converted into bars and conference rooms. The cabins were partially altered, on some ships the number of luxury and junior suites was increased by combining several standard cabins into one. To operate in the North-West direction (Ladoga and Onega lakes), the motor ships are equipped with a large number of life-saving equipment (life rafts) to meet the requirements of class "M".
The main specifications vessels of project 92-016: Length of vessel: 135.8 m Breadth of vessel: 16.8 m Height of vessel (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 of the engines: 1000 l / s Class of the River Register: "O" (inland waterways, rivers and reservoirs, passage through Ladoga and Onega lakes 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 Mikhail Kalilin)
Motor ship "Mikhail Frunze"
Motor ship "Semyon Budyonny"
Motor ship "Sergei Kuchkin"
Motor ship "Fedor Chaliapin"
Motor ship "Felix Dzerzhinsky"
And the longest motor ship from this series Motor ship Valerian Kuibyshev- four-deck ship of project 92-016. Built in 1975 in the Czech Republic. It has a length of 137.5 m. Distinctive feature the ship is lacking passenger cabins on the lower deck.
Speed - 24-26 km / h. Passenger capacity - 321 people.
But there is also a motor ship that can compete with our project:
The American rear-wheel cruise ship American Queen (built in 1995) surpasses the ships of the project 92-016 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 more than 92-016 - 5 decks plus a sixth promenade)
Number of passenger cabins - 222
Number of beds - 436
Mark Twain named wheeled steamers floating on the mighty Mississippi River with "floating wedding cakes." At the end of the 20th century, a ship appeared, which became the largest by wheeled steamer in the history of shipbuilding. Although it is carefully hidden, but vessel literally packed with surprises river cruise... This modern steamer whose roots are hidden in the past. 150 years after dawn steamers on the Mississippi River, " American queen»Gives its passengers a unique vision of the world.
The pre-war fleet, operating on inland waterways, was distinguished by a great variety and variety, which significantly complicated its use.
In this regard, in 1944, standards for river vessels were developed, which indicated the main data of the vessels. The state standard provided for only eight different types passenger and cargo-passenger river vessels. Since that time, everything has changed. The functionality of river vessels is growing and now they are subject to the same traditional classification to which both warships and civilian navies are brought, with some differences.
TYPES OF RIVER SHIPS
River vessels are classified according to several main features: the principle of keeping on water, the principle of movement, the area of navigation, the type of the main engine, the type of propulsion device, the material and shape of the hull, and the purpose.
on the principle of keeping on water
river vessels with hydrodynamic support principle
According to the principle of keeping on water, vessels with a hydrodynamic principle of holding are distinguished: hovercraft, hydrofoils and planing vessels.
Hovercraft are of the skeg type, in which the air cushion is bounded from the sides by rigid skegs immersed in water, which are a continuation of the sides, and the amphibious type, where a flexible air cushion enclosure is made around the entire perimeter of the hull. These types of vessels are maintained above water in both cases by an air cushion. low pressure... The river vessel can move in the desired direction using an aircraft type or. In hydrofoils, the hydrodynamic support forces arise when the hydrofoils move relatively quickly in the water.
Planing vessels have a flat bottom with insignificant deadlift, which creates a force of hydrodynamic pressure during relatively fast movement. As a rule, they are built of small size, since a very significant specific engine power is required for movement in the planing mode.
river vessels with hydrostatic support principle
With the hydrostatic principle of maintenance, there are displacement river vessels and. Displacement vessels with a hydrostatic support principle are the most common. Among them, two-hull vessels should be distinguished -. Vessels with supercritical speeds, with a design speed of 30 km / h and more with an air cavity, can be considered an almost new type of vessels, since after some oblivion they again received the right to exist.
on the principle of movement on water
By the nature of the movement, river vessels are divided into self-propelled, with a power plant, non-self-propelled, moved with the help of pusher tugs, and rack-mounted, which, according to the working conditions, stand in place: landing stages, pontoons.
sailing area
According to the navigation area, the vessels are divided into inland navigation, mixed river-sea navigation and sea vessels. Inland navigation vessels - vessels on short voyages and intended for operation on inland waterways, intracity and suburban lines. A vessel of mixed (river-sea) navigation, a vessel of mixed navigation - a vessel intended for operation on inland waterways and in sea areas, having the class of the Maritime Register of Shipping or River Register.
by type of main engines
By the type of main engines, motor ships are distinguished with an engine internal combustion, diesel-electric ships, in which the propeller is driven by an electric motor. In the river fleet, nuclear-powered ships and turbo-ships are not used.
by the nature of the mover
By the type of propulsion system, ships are subdivided into propeller driven, wheeled, water-jet, with vane propellers, with propellers - hovercraft.
by type of material
By the type of material used in the manufacture of the hull, ships are distinguished from metal, plastic (fiberglass), wooden and reinforced concrete hulls. The last type of river vessels is used in the rack-mounted fleet - landing stages, floating berths.
by appointment
However, the main distinguishing feature of a river vessel is traditionally its purpose, the types of which will be discussed in this article. By designation, inland navigation vessels are subdivided into transport river vessels and technical vessels.
RIVER TRANSPORT SHIPS
Transport ships, which make up the main core of the river fleet, are designed to carry passengers and cargo. They are subdivided into passenger, cargo and towing.
river passenger ships
According to the duration of the voyage and purpose, passenger ships are divided into groups.
I group- long-distance transit vessels with a voyage duration of more than 24 hours in one direction;
II group- local vessels, the duration of the voyage - no more than 24 hours in one direction;
III group- suburban ships, voyage duration - no more than 8 hours in one direction;
IV group- intracity traffic vessels, the duration of the voyage is no more than 4 hours in one direction. This subdivision of ships into groups largely determines their general architecture, since all kinds of standards for the design of passenger ships (the presence of special rooms, norms for the area of premises, lighting, ventilation, water supply, and so on) depend on the group of these ships. However, it should be noted that the division of serial passenger ships into groups I, II, III and IV is somewhat arbitrary, since river vessels can operate both on suburban lines and on local lines.
River passenger ships, built in recent years, have increased comfort and are designed to carry more than 12 passengers. They, in turn, are divided into: a) tourist(excursion, small cruise, pleasure craft); b) ferries; v) houseboats (wonbots).
Ferries are designed for the regular transport of land vehicles and passengers between coastal points located on opposite banks. By design, these are platform ships with special bridges - ramps, which are lowered onto the shore when loading and unloading vehicles and other equipment. Ferry passengers are accommodated in the superstructure.
The architectural type of the ferry depends on the accepted method of loading cars on its deck. On the crossings, the most common methods of loading are onboard, while landing stages, pontoons or barges are necessarily used. With this method of loading, the fluctuation of the water horizon in the river is not reflected at the junction of the ferry with the landing stage. All changes in the position of the landing stage associated with the fluctuation of the water horizon are compensated for by the slope of the coastal similarities; with large fluctuations of the horizon, the landing stage (pontoon) is transferred to another place. In addition, a longitudinal loading method is used, with the cars entering the ferry from the bow and leaving the stern. This method is more convenient than the first one. Currently, the so-called shuttle ferries operate on the rivers, both ends of which are the same.
Passengers boarding the ferry is carried out either by cargo ramps after loading the vehicles, or by special passenger ramps lowered from the sides of the vessel. Passenger ladders for the entry of passengers into the hold rooms and into the rooms of the superstructure are arranged along the sides in closed rooms or vestibules so as not to occupy roadway main deck.
Often, the deck of the ferry is covered with a wooden flooring up to 100 mm thick, or a metal flooring with a thickness of 8-10 mm is made on the deck. Sometimes ferry decks are covered with bitumen or cemented. When designing ferries, great importance is attached to their stability, since the main load from the transported goods is above the deck. The ferry is counting on sudden heels when the vehicles are located on one side.
river cargo ships
dry cargo ships (dry cargo ships)
self-propelled dry cargo ships
River cargo ships form the backbone of the river transport fleet. They account for more than 60 percent of the freight turnover. Cargo ships are divided into dry cargo and tanker, which in turn are subdivided into self-propelled ships and non-self-propelled ships (barges).
Dry cargo ships are used to transport timber, piece or bulk cargo. Specialized dry cargo vessels are also in operation: cement carriers, ore carriers and refrigerators. Based on this, self-propelled river vessels of this type there are: open or closed hold, car carriers, platform ships, cement carriers, refrigerators.
Modern self-propelled dry-cargo ships are commonly called cargo motor ships in operation. Currently, cargo ships are being built for classes M, O, R of the River Register, as well as for mixed river-sea navigation. The construction of class L cargo ships was almost abandoned. For the carriage of goods on small rivers, barges and tugs with shallow draft are mainly used. The architectural type of modern cargo ships has the following features: a forecastle is made in the bow end of the hull and a forepeak is made under it, where anchor chains and ship supplies are placed; cargo holds are located behind the forepeak to the engine room; behind the cargo holds in the aft end, the engine room is located and behind it - the fuel compartment; in the stern - afterpeak with tiller compartment; superstructures and deckhouses of a motor ship with living and service rooms for the crew are placed in the stern of the ship above the engine room. Depending on the size of the vessel and the number of crews, the residential superstructures of cargo ships are one- or two-story. A wheelhouse is located above the upper floor of the superstructure. The engines are controlled remotely from the wheelhouse. Most of the cargo ships of the M and O classes, as well as mixed navigation vessels, are built with a double bottom, which is used to take up ballast water when it is empty. In recent years, all vessels of classes M and O and vessels of mixed navigation have been built with a double bottom, and many of them with double sides. For the carriage of goods that are not afraid of getting dirty - timber (in logs), coal and mineral building materials (gravel, rubble, stone) through the reservoirs of the O category in the central basins, the above vessels with a double bottom and double sides are built with cargo holds open on top and such ships are called cargo ships of the open, or box-type.
Ships-platforms (motor ships-platforms)
The requirements for accelerated loading and unloading led to the creation of such types of vessels as motor ships-platforms (platform vessels), intended for transportation on an open deck of bulk cargo (timber, coal, ore). They make it possible to provide best conditions carrying out cargo operations, convenience for placing bulky cargo, the use of a progressive horizontal method of loading and unloading.
The strength of the ship's hull must ensure the loading and unloading of the entire cargo by one machine in one layer (from stern to bow or vice versa), or simultaneously by several machines (based on one machine per 15-20 m of hold length or per hold). In some cases, this requirement leads to the fact that the overall strength of the ship's hull is higher than necessary for navigation in a given area.
The dimensions of the cargo deck of the platform vessels, as well as the holds and hatch openings of the hold vessels must be multiples of the dimensions of containers, large piece and timber cargo, if the carriage of these cargoes is envisaged. terms of reference for ship design. The cargo capacity of platform vessels is determined by the height of the stacks of timber or containers, which are stacked so that they do not obstruct forward visibility from the wheelhouse. In the projects of platform vessels for the transportation of tracked or wheeled vehicles, it is necessary to provide for the possibility of using a transition bridge (ramp) for loading and unloading this equipment and the entry and exit of reloading machines.
non-self-propelled dry cargo ships (barges)
Non-self-propelled dry cargo ships have a carrying capacity of 200 to 4500 tons. Both bunker barges and platform barges are widely used to transport coal, crushed stone, gravel, sand, ore and many other goods. Great prospects for the construction of a non-self-propelled fleet opened up to shipbuilders after the completion of tests of coupling locks for pushed trains.
Sectional dry-cargo barges consist of two or more sections and are produced to the "O" class of the River Register. Each of the sections is open, with a double bottom and double sides, and has one hold without transverse bulkheads. The nose section is made with sheer in the nose, the nose is spoon-shaped, the stern is transom. The stern section is made with a transom bow and a sled sled. The sections do not have living quarters and are connected to each other by transoms. In the aft section, a transom bulkhead is installed with aft stops for pushing the train by a pusher-tug using an automatic coupler.
Non-self-propelled dry cargo ships (barges) are: open and closed type, awning, platform barges, self-unloading barges and bunker barges.
The open-type dry cargo barge has a forecastle and poop. Double bottom hull with sloped double sides, with transom bow and stern for pushing. There are push stops on the bow of the barge, and an automatic coupler at the stern. One cargo hold has no bulkheads. The barge is designed to transport timber, coal and mineral construction materials. Instead of rudders, vertical flat stabilizers are installed in the stern of the barge.
Dry-cargo awning barges were built in large series in Romania at one time. The tarpaulin barge has a double bottom and is equipped with double sides, with a superstructure for the crew and a wheelhouse aft. The walls of the awning are metal, corrugated. In the side walls for unloading general cargo, double-leaf gates are made, four on each side, and in the roof of the awning there are four closing hatches. The barges are designed for the transportation of goods that are afraid of getting dirty (general cargo, grain, etc.). The barge has two semi-balanced rudders.
Dry-cargo platform barges on domestic rivers are the most common vessels designed for the carriage of bulk cargoes that are not afraid of getting wet. In the hull of these barges, a diametrical longitudinal bulkhead and one or two rows of pillars between keelsons and carlings are installed, depending on the width of the hull. The ends of such barges are made with sledging, the bow and stern are transom, adapted for pushing, with stops and an automatic coupler. Instead of rudders, the barges have stabilizers in the stern, sometimes two in width.
Self-unloading barge - a dry-cargo barge with a forecastle and a poop, has devices for unloading by inclining.
Bunker barges - a special type of barges with a bunker embedded in the hull, the metal walls of which are inclined; the bunker is designed for transportation of timber and gravel extracted from the bottom of the river by special dredgers. Push barges are made with transoms in the bow and stern, with push stops. Stabilizers are installed instead of rudders. Living quarters are not provided.
