Border ship "Purga. "Purga" (1935) - the ship was intended to guard large ships of the fleet squadrons on sea crossings Pskr Purga years of service 1986 1989

The design of a frontier patrol ship capable of operating in ice began as part of the "large naval shipbuilding" program in 1936. In 1937 - 1938. TsKB-32 (now Baltsudoproekt), commissioned by the NKVD Marine Border Guard, developed project 52. On December 17, 1938, the ship of project 52 Purga was laid down at the Sudomekh plant (now the Northern site of the Admiralty Shipyards), and on April 24, 1941 d. he stepped onto the water. Its entry into service was planned in the same year. But with the start of the war, the construction of the patrol boat, which had a readiness of 28%, was stopped, and the unfinished ship was mothballed. The construction was resumed only in 1951 and lasted about five years. The icebreaking ship "Purga" entered service on March 31, 1957.

The ice qualities of the Project 52 Purga ship were ensured by the increased strength of the hull (for example, the thickness of the ice belt sheathing is 25 mm), the shape of the stem, the presence of bow and stern trim compartments and side heel tanks. Propellers, as usual for icebreakers, were made of high-quality steel and had removable blades.

In 1957 - 1959 service "Blizzard" was held in the North. During this period, the border ship detained several foreign vessels engaged in illegal fishing. In the summer of 1959, the Purga crossed the Northern Sea Route to the Far East and began to be based in Petropavlovsk-Kamchatsky. During the service, the ship traveled 411,386 miles and detained 26 foreign ships - border violators. On March 16, 1990, the flag and guis were solemnly lowered at the Purga. Veterans of the Maritime Border Guard offered to organize a museum on board, but nevertheless the well-deserved ship was sold for scrapping abroad.

Tactical and technical data of PSKR "Purga":
Displacement, t: standard - 3165, full - 3958;
Dimensions, m: length - 95.5; width - 15.1; draft - 5.7;
Power plant: 3x3200 l. s., electric motors, 3 VFSh;
Full speed, knots: 17;
Cruising range: 8500 miles (10 knots), 3467 miles (17 knots);
Autonomy, days: 35;
Armament: 4x1 100-mm B-34USMA (1094 rounds) - PUS "Sphere-50"; 6x2 37mm V-11M (14,000 rounds); 4 BMB-2 (70 GB); 30 min KB
Booking, mm: felling - 8;
RTV: Rif radar, Rym-1 navigation radar, state identification equipment - Nickel interrogator, Chrome transponder, Tamir-5 sonar;
Crew, people: 250

Service History patrol ships type " Hurricane' is inconspicuous at first glance. They did not have a chance to participate in classic naval battles, go into dashing torpedo attacks, destroy enemy surface or submarines. Bypassed them and high awards.

Eighteen patrol ships"bad weather divisions" fought in all four fleets, but remained in the shadow of their larger brothers. In the historical literature, patrol ships are rarely mentioned, giving the impression that these ships did not participate in the Great Patriotic War at all and most of the time they were defended in naval bases, but in fact it was not so. Patrol ships type " Hurricane"became real" workhorses "of the Soviet fleet, tirelessly performing difficult and dangerous work: they carried out sentinel service, guarded convoys, fired at enemy fortifications and repelled air attacks.

project 2 Hurricane-class patrol ships

On November 26, 1926, the USSR Military Council approved a six-year naval shipbuilding program of the first and second stages, which, in addition to submarines and torpedo boats, provided for the construction of 18 patrol ships for the Baltic and Black Sea Fleets. The purpose of these ships was to protect the formation from attacks and enemy aircraft, conduct patrol and reconnaissance services, lay minefields, and escort transport ships. In addition, the appearance of this type of torpedo armament on patrol ships significantly increased their combat stability when meeting with large enemy ships.

In November 1926, a group of shipbuilders from the Northern Shipyard in Leningrad took up the development of design and technical documentation for the lead patrol ship. The project manager was appointed Deputy Head of the Department of Military Shipbuilding V.A. Nikitin.

Patrol ships the first series were laid down at a shipyard in Leningrad on August 13, 1927 and in the same year, but on October 24 - at a shipyard in Nikolaev. Leningraders, taking into account the small launch weight of the hulls of these ships, were building on horizontal stocks with lateral launching on four tracks. In Nikolaev, the ships were laid down on longitudinal slipways, on which the legendary Novik class had once been built.

Head patrol ship « Hurricane» became part of the USSR Navy on September 12, 1931. During sea trials, this small ship demonstrated excellent seaworthiness. Its full speed was 26 knots. This opportunity was given to the ship by the latest steam turbine power plant developing power up to 6400 hp. With. During its development, Soviet shipbuilders for the first time used turbo gear units, including high and low pressure turbines with a rotation speed of up to 8400 rpm.

patrol ship « Hurricane"was armed with two 102 mm artillery guns, three semi-automatic 45 mm guns and a three-tube torpedo tube for launching torpedoes and depth charges. To ensure wiring through enemy minefields, patrol ships used two sets of the K-1 type.

patrol ship "Hurricane"

Patrol ship "Whirlwind"

Patrol ship "Purga"

As mentioned above, some of the patrol ships were part of the Baltic Fleet. They formed the Ladoga military flotilla. And undoubtedly, the most famous ship of this flotilla during the Great Patriotic War was patrol ship « Blizzard". In 1941-1942, under his protection, more than one million tons of cargo was delivered to besieged Leningrad and almost 900 thousand people were evacuated.

patrol ship « Blizzard"was considered the best patrol ship of the Soviet fleet. Thanks to its combat and technical characteristics, in 1941 the patrol vessel became the flagship of the Ladoga Flotilla. His task was to ensure the safety of the so-called Road of Life.

patrol ship "Purga" authentic photographs and illustrations

During the blockade, the fate of Leningrad depended on the Ladoga military flotilla. In the current situation, it was very difficult: from the Volkhovstroy station, the cars were delivered to the Gostinopolye pier. From there, the goods were delivered along the Volkhov by river barges to Novaya Ladoga, where they were reloaded onto lake barges bound for Osinovets on the western shore of the lake. Another transshipment took place here - from barges to wagons for delivery to Leningrad. On September 12, 1941, two barges arrived in Osinovets, delivering 800 tons of grain. This was the first cargo flight for the besieged city. On the same day patrol ship « Blizzard"delivered 60 tons of ammunition to Osinovets.

Transportation on the lake took place in incredibly difficult conditions. Ladoga, quiet and harmless in clear weather, becomes unrecognizable in autumn: the wind sometimes reaches force 10, raising huge waves, dangerous even for lake-type ships. For transportation on the lake, all the ships that could be assembled were hastily collected.

In total, during the autumn navigation of 1941, more than 20,000 soldiers and officers were delivered to the eastern shore of Lake Ladoga, and more than 33,500 people were evacuated from Leningrad. About 60 thousand tons of various cargoes were transported to the western shore of Lake Ladoga, including 4,500 rifles, 1,000 machine guns, about 10,000 shells and other weapons.

On August 31, 1942, the captain of the guard Ivan Gorovoy received an unusual order - the crew must ensure the artillery preparation of the left bank of Ladoga for the Sinyaven operation. patrol ship « Blizzard arrived in the specified area. He carried out shooting in the indicated square and went to the Zheleznitsa bank area for an overnight stay. On the morning of September 1, the ship went back, heading for the Osinovets naval base, but after half an hour the warship was attacked by the Junkers. Two powerful aerial bombs exploded near the sides, and the third one hit the central part of the deck, which exploded, practically splitting the ship into two parts. In a few minutes, the legendary guard disappeared under water, taking with him the lives of eleven crew members. The survivors were picked up by a gunboat Nora».

ABOUT patrol ship « Blizzard” and his team are written in almost all historical reference books, but only recently Russian researchers managed to make a discovery that disproved all known information about the ship. It turns out that it still lies at the bottom of Ladoga, although for many years now all historians believe that the TFR " Blizzard was raised from the bottom of the lake.

For a long time, all naval historians were convinced that after the death, the guard was raised, and its weapons were dismantled and sent for remelting. However, modern researchers have found documents that say that the warship still lies at the bottom of Ladoga. To finally confirm this, an expedition was organized to the lake.

Scientists from St. Petersburg on a research vessel Kartesh"set off in search, having traveled about 50 miles from the mouth of the Neva to the place of death of the guard near the Osinovetsky lighthouse. It is here, according to the maps, that the Purga TFR lies. After examining a given square with a sonar, scientists managed to find a sunken ship on the screens, but it was just the remains of a self-propelled barge of a standard design, on which ammunition was transported for the ground forces. Disappointed, the researchers had already left the area, but suddenly the sonar on the screen showed another object. The divers immediately examined the bottom, and almost immediately the light of the lanterns fell first on the anchor, and then on the bow of the patrol ship. This time there was no doubt. All the details of the hull corresponded to those on the Project 2 patrol boat - a high side and a sharp nose.

The wreckage of the patrol ship is scattered over an area of ​​about 1 hectare. The hull of the patrol ship "Purga" is in such a state that the researchers did not find a single room that would have preserved the elements of the room. Only the bow and the captain's bridge are well preserved. The mangled skeleton of the ship, the remains of ship machines, pieces of pipes, in a word, a pile of debris - this is what a patrol ship looks like " Blizzard" Today.

For almost 70 years, most documents claimed that the Purga patrol ship was raised, but the underwater expedition proved it. that the ship is still at the bottom today. How could this happen? There is an explanation for this.

Indeed, in 1943 the ship was raised, or rather, the surviving units and weapons were dismantled from its side. Moreover, the divers managed to raise the stern of the vessel to the surface and tow it to the port. The rest of the ship was left lying on the bottom. The power plant and some mechanisms of the Purga patrol were transferred and installed on the ship of the same type. Vortex from the Bad Weather Division.

Military experts say that dozens of military vessels with the remains of ammunition and weapons still lie at the bottom of Lake Ladoga, most of them are flooded in the area of ​​the Road of Life, and only now underwater researchers are beginning to carefully study all these objects. Perhaps the research will lead to the fact that humanity will be able to take a fresh look at the defense of Leningrad.

Technical characteristics of the patrol ship "Purga":
Displacement - 400 tons;
Length - 70 m;
Width - 7.1;
Draft - 1.9 m;
Power plant - steam turbine;
Travel speed - 29 knots;
Armament:
Gun 102 mm - 2;
Automatic machine "Vickers" 40 mm - 3;
Heavy machine guns - 3;
Torpedo tube 450 mm - 1 (three-pipe);

PSKR "Purga" project 52

The design of a border guard ship capable of operating in ice began as part of the “large naval shipbuilding” program of 1936. The project was in 1937-1938. developed TsKB-32 (now Baltsudoproekt) commissioned by the NKVD Marine Border Guard. On December 17, 1938, the ship was laid down at the Sudomekh plant (now the Northern site of the Admiralty Shipyards), and on April 24, 1941, it went ashore. Its entry into service was planned in the same year. But with the start of the war, the construction of the patrol boat, which had a readiness of 28%, was stopped, and the unfinished ship was mothballed. The construction was resumed only in 1951 and lasted about five years. The icebreaking ship "Purga" entered service on March 31, 1957.

The ice qualities of the ship were ensured by the increased strength of the hull (for example, the thickness of the skin of the ice belt is 25 mm), the shape of the stem, the presence of bow and stern trim compartments and onboard heel tanks. Propellers, as usual for icebreakers, were made of high-quality steel and had removable blades.

In 1957 - 1959 service "Blizzard" was held in the North. During this period, the border ship detained several foreign vessels engaged in illegal fishing. Summer 1959

"Purga" crossed the Northern Sea Route to the Far East and began to be based on Petropavlovsk-Kamchatsky. During the service, the ship traveled 411,386 miles and detained 26 foreign vessels violating the border. On March 16, 1990, the flag and guis were solemnly lowered at the Purga. Veterans of the Maritime Border Guard offered to organize a museum on board, but nevertheless the well-deserved ship was sold for scrapping abroad.

It was the successful experience of designing, building and operating the "Blizzard" that became the motive for creating a series of project 97P border patrol ships.

PSKR "Purga" had the following performance characteristics:

Full displacement - 3819 tons.

DWL length - 95.3 m, DWL width - 15.1 m, draft at normal displacement - 5.37 m.

The total power of the six main engines is 12,000 liters. With.

The maximum speed with three propellers is 17 knots.

The cruising range during the economic course is 12,500 miles.

Crew - 250 people.

Armament: 4 - 100 mm (B-34USM); 12 - 37 mm (B-11); 4 bombers (BMB-2).

The project was based on the terms of reference approved by the Navy and MMF. Sketch study was not carried out; the technical project was preceded by a zero stage, which made it possible to identify the possibility of combining the requirements of the technical assignment.

As a result of the study, the main dimensions of the vessel were determined: length according to design waterline - 62 m; width according to design waterline - 17.5 m; side height - 8.3 m; draft - 5.5 m;

displacement - about 2730 tons. The designers opted for an icebreaker of the "American" type, with one bow propeller. Screw diameter: stern - 3.5 m; nasal - 2.7 m.

The towing and self-propelled tests of the model showed that the maximum speed in clear water should be 13.5 - 14 knots. The expected ice penetration was estimated at 60 - 70 cm of ice.

The autonomy of the main mechanisms with full power is 18 days. Cruising range - 6800 miles at a speed of 13.5 knots.

Unsinkability was ensured when any one compartment was flooded. At a later stage of design, measures were taken to ensure unsinkability in case of flooding of the two extreme bow or stern compartments.

The ship was divided into six watertight compartments and had a short forecastle, turning into a superstructure. The following compartments were located in the hold: 1st - bow trim; 2nd - department of the bow electric motor; 3rd - department of auxiliary diesel generators; 4th - department of main diesel generators; 5th - department of stern electric motors; 6th - stern trim.

Office space was located on the lower deck. All living quarters were moved to the superstructure.

In the originally completed project, the control posts for electric propulsion and the main diesel engines were carried to different rooms. In an additional version of the project, these posts were combined, and special mines were also provided, which made it possible to unload auxiliary diesel engines completely and the largest parts of the main diesel engines during repairs.

Completion of personnel: for the ships of the Ministry of the Navy - 39 people, for the ships of the Navy - 45 people.

The mechanical installation included three main diesel generators of the ZD100 type with a capacity of 1800 hp. each with double anchor generators and three propeller motors.

The auxiliary installation consisted of three diesel generators of 200 kW each, one parking 100 kW and one emergency 25 kW.

The electric propulsion system provided for the possibility of transferring all power to the stern propellers.

Power plant - on alternating current 220 V.

The strength of the ice belt was assumed to be sufficient to ensure trouble-free operation in ice; the material of the ice belt sheathing is steel SHL-4 and 09G2, however, in the final version, it was considered expedient to stop only at SHL-4, thus adopting a single steel for the entire ice belt: 16 mm in the middle part and aft and 18 mm in nasal. For other, less critical structures, it was supposed to use steel grade ST4s.

The roll system made it possible to obtain a roll of up to 6 ° in 1.5 - 2 minutes; trim - trim more than 1 m in 12 minutes.

According to the project, the conclusions of 12 organizations associated with the construction and operation of ships of the Arctic fleet (including: the Arctic Research Institute, the Central Research Institute of the Marine Fleet, the Main Directorate of the Register of the USSR) were submitted.

On August 12, 1958, a meeting of the Technical Council was held to discuss the icebreaker project. In addition to the members of the council, representatives of the Northern and Murmansk State Arctic Shipping Companies, the Leningrad Sea Port, the captain of the Lenin icebreaker P.A. were invited to it. Ponomarev, representatives of the Navy.

The discussion of the project was quite stormy. Most of those present agreed that combining the requirements of military and civilian sailors is a very difficult task. There was also an urgent need to create a port icebreaker.

A number of representatives of the navy expressed doubts about the advisability of combining the functions of a port icebreaker with the possibility of long-distance crossings and using it as a sea tug. So, the chief inspector V.M. Stulov said: “Is it a delight that we have finally achieved a new icebreaker that will perform all the tasks as a port icebreaker, as a long-distance tugboat?! I don't know. We have already built freaks not without your [meaning the members of the Technical Council - N.K.] participation - 800-horsepower [we are talking about Finnish-built tugboats of the Apollo type] and 1200-horsepower [meaning tugboats of the types " Kochubey" and "Strong", built by various factories in the USSR and socialist countries]. There are 11 of them. They can tow long distances, but they only have 10 days of fuel. [There is] a 1200 hp line tug, but we experience horror when we go long distances because it has a supply of 10 days. We always want to put everything we think into one type.” However, the chairman of the Technical Council, Deputy Minister of the Navy A.S. Kolesnichenko and military sailors.

Discussion was caused by the angle of inclination of the stem. Initially, it was supposed to be 30 °. Chief designer of TsKB-15 A.N. Vasilevsky reported on this: “If we look at this angle of inclination, which the stem has in existing icebreakers, then it ranges from 23 to 30 °. Our icebreaker is not a linear icebreaker. This is a port icebreaker that will work, and its main purpose is not to go into the ice, and therefore the bow angle is completely unnecessary. Representative of the Murmansk Shipping Company M.Ya. Horny and captain P.A. Ponomarev expressed the opinion that the stem angle of 25 - 27 ° is optimal, since it is this value that makes it possible to provide the best conditions for ensuring the survivability of the nose screw. At the same time, Ponomarev noted that for the Arctic it is necessary to build ships with two or three bow propellers.

Side view of the icebreaker "Ilya Muromets", built by order of Germany in Sweden in 1942 and originally called "Eisbar" (it was his hull that was taken as the basis for the theoretical drawing in the development of project 97.): 1 - forepeak; 2 - cargo hold; 3 - living quarters; 4 - engine room; 5 - boiler room; 6 – tiller; 7 - afterpeak

Side view and top view of the head icebreaker of project 97A "Vasily Pronchishchev"

Another important point raised in the discussion was the large value of the metacentric height, which causes extremely gusty pitching during transitions in clear water (about 7 s). A.N. Vasilevsky explained this fact as follows: “When considered at TsNII-45 [now TsNII im. Academician A.N. Krylov] an error crept into our calculations and later, when the project was sent to all organizations, we checked what this error was connected with. She did not go to the reserve, but on the contrary, from reducing the metacentric height to half a meter, which means that all the previous conversations and the conclusions that we came to regarding pitching, we are forced to acknowledge with regret that they are wrong, now the pitching will be greater. To this A.S. Kolesnichenko answered quite in Russian in his closing remarks: “Pavel Anisimovich [Ponomarev] remembers that on the old American icebreakers [of the North Wind type], the pitching period was 7 seconds and there was no heroism here.” I must say that pitching in clean water turned out to be one of the main problems of all icebreakers of the project under consideration.

It was also noted that the design of the icebreaker did not take all measures to ensure the reduction of noise levels and, in accordance with this, the improvement of the habitability of residential and service premises. Head of the Department for Fleet Orders N.G. Bykov very sharply expressed his complaints about this: “We got rid of riveting, from wood grouse people, and now highly equipped noisy machines have appeared to make wood grouses. If you do not lead the fight against noise, you need to be sent to sail on the Dneproges [we are talking about the first post-war series of dry cargo ships with a deadweight of 7250 tons] so that you keep watch. You say - felt, perforated iron. Questions with noise are worked out unsatisfactorily.”

Attention was also drawn to the insufficient study of the issue of automation of ship control and mechanization of ship operations, as a result of which the crew of a relatively small icebreaker consisted of 39 people. The project also lacked an electric propulsion scheme.

The decision to use a single power plant for all customers that meets the requirements of the USSR Register was of significant importance. Subsequently, during the construction of new modifications of this type of icebreaker, which had a two-shaft scheme (without a bow propeller), the power plant was preserved without any changes.

Military sailors put forward their demands and actively defended them. Their proposals boiled down to the following: reserving space on the deck for the installation of not only anti-aircraft, but also universal weapons; strengthening of the towing device; the possibility of receiving fuel in both roll and fuel tanks (there was disagreement with the last proposal of the Central Design Bureau, but such a possibility was allowed).

The problem of using a nose screw looked very ambiguous. If it was necessary in the Baltic and other non-Arctic seas, then in the Arctic its use was not always possible. As a result, it was supposed to install the nose screw and shaft in such a way that they could be dismantled. In the future, it was supposed to install a hydro-washing device on one of the ships, the project of which was proposed to be developed by representatives of the Arctic Research Institute.

As a result of the discussion, it was decided to approve the project, taking into account the fact that the Central Design Bureau undertook to eliminate the comments, the main of which were the following:

- due to the increase in the length of the vessel, reduce the angle of inclination of the stem to 25 °, extend the inclined part of the stem to a draft of about 6 m;

- to improve the protection of the stern propellers, bring them closer to the diametrical plane and further deepen them;

– take measures to reduce the metacentric height as much as possible;

- take the necessary measures to ensure unsinkability in case of flooding of the two extreme aft compartments;

- install a fuel intake system in the roll compartments;

- take measures to reduce the noise level, in particular, consider the possibility of air intake for the main diesel engines from the open deck.

Most of these and other comments were later taken into account in the construction of Project 97 icebreakers and its modifications. Although some problems, in particular - a long pitching period, remained unresolved.

Project 97 icebreakers (all modifications) were built at the Leningrad plant named after A. Marti (currently the state enterprise Admiralty Shipyards). By order of the Navy, three icebreakers of project 97 were built (the lead one was Dobrynya Nikitich). In 1961 - 1971 14 icebreakers of the 97A project, built by order of the Ministry of the Marine Fleet, went into the water (the lead one was Vasily Pronchishchev). Their main difference from the original project was the division of the vessel into eight unsinkable compartments using watertight bulkheads, ensuring unsinkability in case of flooding of any main compartment. In 1966 - 1967 by order of the German Democratic Republic, an icebreaker of project 97E "Stefan Janzen" was built, similar in basic technical data to projects 97 and 97A. The main builders of icebreakers pr. 97, 97A and 97E were A.G. Madera and V.M. Mokeev.

The production of Project 97 icebreakers was carried out at a rapid pace. In 1962 - 1971 the plant handed over to customers two ships (in 1965 - three) a year, and sometimes various modifications. The hulls were formed on an inclined slipway, simultaneously with a tanker or a fishing base being built in the same place. The technical readiness of the vessel during launching was 60 - 80%.

During the construction of icebreakers, new methods of technology and organization of construction were used: analytical coordination of hull contours, preliminary straightening, cleaning and priming of all sheet and profile metal before launching into production, enlargement and saturation of sections and blocks at special assembly sites, creation of aggregated assembly units of equipment, combination pipe-copper and mechanical assembly work with work on the formation of the hull.

In the process of production and commissioning of ships, technological and organizational methods for performing work were improved, aimed at reducing labor costs, reducing the consumption of materials and energy resources, and improving the performance and reliability of icebreakers. The advanced technology of sheet metal processing was used on cutting machines with program control, the use of aggregated assembly units (aggregates, modular blocks, units and panels) and progressive devices was expanded on each subsequent icebreaker. The system of network planning was developed. The production of pipes was carried out in reserve simultaneously for two or three vessels. The one-time construction of several vessels on one slipway was implemented. The capacity of the tanks was determined by the calculation method (instead of the previously used calibration by pouring water). Unstressed straightening of hull structures was used. A scheme was developed to provide high-quality cooling water with recirculation during adjustment and testing of a diesel-electric propulsion plant in the conditions of the plant's water area. The processing of supporting surfaces for the foundations of mechanisms directly in the workshop was proposed and implemented. The technology of manufacturing and assembling the superstructure with aluminum-magnesium alloy blocks in the system of minimum allowances was introduced. The use of boards lined with laminated plastic was expanded in the modular system for furnishing residential and office premises. When finishing them, synthetic and polymeric materials and paints were actively used. The loading of mechanisms on the slipway was introduced during the formation of blocks and sections of the ship's hull.

Improvements were constantly made to the design of icebreakers. So, during tests in the ice of the Vasily Pronchishchev, it was found that the ice boxes and grids of the overflow filters were clogged with fine ice and sludge (accumulations of loose ice). This led to a disruption in the flow of sea water to cool the main mechanisms. Based on the experience of operating the nuclear icebreaker "Lenin", a cooling water recirculation system was used, which made it possible to eliminate these shortcomings. Similar work was carried out on previously commissioned icebreakers - Dobrynya Nikitich and Purga. Subsequently, a new and improved design of ice boxes was introduced on all ships.

One of the ships of project 97P under construction at the plant named after A. Marty

Name of the object of improvement

Measures to improve the operation of the facility

Dewatering system for engine room holds

Sewage wells, according to tradition, were installed at the stern bulkheads, which, when drafted on an even keel, created a threat of sinking mechanisms. To drain wells without trimming the icebreaker, additional drainage pipes with a water jet ejector were installed on the stern, powered by a fire-fighting water line

ice boxes

According to the experience of the nuclear icebreaker "Lenin" in the design of ice boxes clogged with sludge and small ice, which prevented the flow of sea water to cool the main diesel generators and other mechanisms, a sea water recirculation system was introduced

In-ship ventilation and air conditioning system

Debugging temperature and humidity sensors in automatic mode

Balancer type thrust bearings

Due to the imperfection of the oil cooling system, the bearings heated up to 70 ° C, therefore, they provided individual lubrication and an evenly distributed load on the thrust pads over the entire surface of the flange

propeller shafts

For anti-corrosion protection, synthetic fibers and resins were used according to a new technology for cladding

Deadwood gland packing

Developed a device that allows you to change the stuffing afloat without the help of divers

Sterntube bearings

We introduced rubber-metal inserts, which saved expensive backout, simplified the design of the bearing, and increased the service life of the bearings

Foundations for mechanisms and units of the engine room

The desire to reduce the dimensions of the engine room led to the creation of optimal designs of a typical foundation for mechanisms and units operating with a load

Oil tank and muffler designs

We have re-developed the designs of fire-retardant grids, made additional holes in the diaphragms to ensure fire safety

Starting with the icebreaker "Vasily Pronchishchev", the supply of fresh water was increased, which significantly improved living conditions. On the icebreaker "Semyon Dezhnev" (hereinafter the names are given in accordance with the spelling in the Register) a hydrodynamic system "propeller - nozzle" was installed to clean the channel from broken ice.

The main managers of the work on the construction of a series of icebreakers at different times were engineers: A.G. Madera, B.I. Artemiev, K. V. Verakso, S.I. Karpov, N.S. Krasyuk, E.N. Pitonov, V.M. Mokeev, I.V. Pilyukov, D.A. Valyavin, N.D. Dvornikov, I.S. Drapkin, A.A. Kontorin, I.E. Pitonov, Yu.A. Polyakov, V.N. Romanov, M.A. Sibirtsev, V.A. Talanov.

The commissioning captain of most of the icebreakers was sea captain V.P. Esin; the heads of the test batch - R.P. Galin and P.P. Pronichev. Participated in the construction of ships Hero of Socialist Labor P.S. Artsibasov.

The work of TsKB-15 during the construction of the series was led by V.I. Neganov, A.V. Carriers, V.Ya. Demyanchenko.

Military acceptance of orders was carried out by Captain 3rd Rank A.E. Yakovlev (project 97 icebreakers) and Major VN Nesterov (project 97A and 97B icebreakers).

Representatives of this type were designed as icebreakers-tugs designed for escorting ships in the ice conditions of ports and near-port waters, their frags, towing, canting and mooring.

The purpose of the icebreaker predetermined high requirements for its maneuverability and the need to limit draft, which affected the main dimensions of the vessel, the design of its propulsion system, weight indicators, etc.

The Project 97 icebreaker is a ship with two continuous decks, an elongated and elevated forecastle, a wheelhouse shifted forward and an engine room located in the middle part.

Hull design

The body is entirely welded. All of its connections are designed taking into account the requirements of the USSR Register Rules for category I ships for class ULR 4 / 1 C (icebreaker). The body has a transverse dialing system; intermediate frames of the same profile as the main ones are installed along the entire length.

The spacing between the 13th and 87th frames is 600 mm, forward from the 13th frame and aft from the 87th - 680 mm. At the ends of the vessel, the main and intermediate frames are set normally to the side.

The ice belt has a thickness of 16 mm in the middle part and aft end, and 18 mm in the bow. Material - alloy steel. The side kit is also made from it. Ice loads sustained by the side are characterized by the values ​​given in the table.

Hull braces not subject to ice loads are designed in accordance with the Register requirements and are made of steel grade 09G2 or St.4s. The stem and sternpost are cast-welded construction.

The hull of the captured German icebreaker "Ilya Muromets" (built by order of Germany in Sweden in 1942 and originally called "Eisbar") was taken as the basis of the theoretical drawing. To reduce ice resistance, the ship's contours are made without flat sections.

The icebreaker has three steel propellers with removable blades: one bow and two stern. The diameter of the nose screw - 2.7 m; feed - 3.5 m; the step ratio is 0.65 and 0.70, respectively.

The ship is divided into eight main watertight compartments. In addition, longitudinal watertight bulkheads were installed in the engine rooms, creating a "second side". The icebreaker is equipped with heel and trim tanks.

To reduce noise in residential and office premises, all main diesel generators are located in a separate compartment, and auxiliary mechanisms serving them are mainly moved to the auxiliary diesel generator compartment. The change in the number of revolutions of the main diesel engines is carried out from the central control station, which made it possible to place a watch in a relatively “quiet” compartment of auxiliary diesel generators and reduce the crew by six people, since a constant watch in the compartment of the main diesel generators is not required. On the lower deck, between the diesel generator compartments, there is a central control post, where the main switchboard, switchboard and electric propulsion panel are installed.

The team is accommodated in double cabins on the upper deck, the officers (13 people) are assigned single cabins on the forecastle and the first bridge. The captain's and chief mate's cabins consist of an office, a bedroom and a bathroom.

The wardroom and the premises of the senior officers are finished with hardwood plywood (beech, oak), and the premises of the rest of the officers are finished with decorative DOP plywood or laminated plastic.

Staple glass felt (glass wool) is widely used for thermal insulation of the icebreaker's premises instead of the previously used expansite (cork gasket).

An interesting fact: the designers chose furniture from samples developed for the Lenin nuclear icebreaker.

In residential premises, artificial forced ventilation and winter air conditioning are provided, which provide the specified air parameters at an outdoor air temperature of up to -35 ° C.

On the second bridge there are radio, navigation and navigation cabins. The wheelhouse extends from side to side.

Travel speed in clean water - 13.5 - 14 knots. The fuel reserve ensures 17-day operation of the main and auxiliary diesel generators at full capacity. The cruising range of the ship at a speed of 13.5 knots. reaches 5600 miles. With the operation of two diesel generators for two stern propellers, the speed is about 13 knots, and the cruising range increases to 7800 miles.

Unsinkability is ensured when any one compartment is flooded. The icebreaker remains afloat, having a positive freeboard and emergency stability when two extreme bow or stern compartments are flooded.

The midsection of the icebreaker "Vasily Pronchishchev"

Power plant

The main power plant is a three-shaft diesel-electric DC power plant. Rowing electric motors receive energy from three main diesel generators.

The main diesel generators 13D100 consist of diesel engines of the D100 type, manufactured at the Kharkov Locomotive Plant named after V.A. Malyshev, and two two-anchor generators PN-145 with a capacity of 625 kW each at a voltage of 400 V.

The power supply scheme allows you to provide the following modes:

– operation of one of the two diesel generators for the bow propeller motor;

– operation of any two diesel generators for two stern propulsion motors;

- the operation of three diesel generators for two stern propeller motors;

- the operation of any diesel generator for two stern propeller motors.

For the first time in the domestic shipbuilding industry, an automated direct current electric propulsion system with new principles for regulating the operation of propulsion motors was created on the icebreakers of project 97.

The stem of the icebreaker "Vasily Pronchishchev"

Aft end of the ship project 97P "Ruslan"

The peculiarity of the adopted motion system was that the level of possible use of the power of the main DC diesel generators was set in advance by a step of 610, 710 or 810 rpm. Further regulation of the speed and set speed of the propulsion motors was carried out either from two control posts located in the wheelhouse, or from the central post of the power plant. In any case, the rotational speed of the main diesel generators remained unchanged, which, when the power of the installation was changed, did not lead to a change in the rotational speed of the primary engines and favorably affected the preservation of their engine life, especially with frequent reverses during maneuvering in ice. The system turned out to be very effective, therefore, subsequently, many of its principles were successfully applied on diesel-electric ships of the Amguema type and second-generation nuclear icebreakers.

The vessel is also equipped with three auxiliary AC diesel generators DGT 200/1 with a total capacity of 600 kW with 6h 25/34 engines. In the parking lot, the power supply is provided by a parking diesel generator with a capacity of 100 kW.

To reduce noise during the operation of the main diesel generators, air is taken not from the room, but from the outside, in addition, noise-absorbing insulation made of nylon fiber is laid along the ceiling of the compartment.

Ship systems, devices and equipment

The heeling system provides automatic transfer of ballast from side to side in about 2 minutes, while the angle of heel is at least 5 °.

The trim system makes it possible to change the draft by bow or stern by at least 1 m in 12 minutes. Management of both systems is centralized.

To provide fire-fighting assistance to other ships or coastal facilities, there are three fire monitors installed on the navigation bridge.

The remaining systems are made in accordance with the Register Rules.

The icebreaker is equipped with a streamlined rudder, which is a cast-welded solid frame sheathed with sheet steel. Steering machine electro-hydraulic REGZ-6 with manual drive. In the stern there is a towing cutout equipped with fenders and fenders.

For towing ships, a double-drum automatic electric winch with a pulling force of 25 tons on the main and 10 tons on the auxiliary drums is provided.

The layout of the power plant of the icebreaker type "Vasily Pronchishchev" (a - compartment of the bow propeller motor; b - compartment of auxiliary mechanisms; c - compartment of the main diesel generators; d - compartment of the stern propeller motors):

1 - manual oil transfer pump; 2 - rowing motors; 3 - barring devices; 4 - thrust bearings; 5 - electric pump of the refrigeration unit; 6 - waste oil tank; 7 – condensate cooler; 8 - collection tank for condensate; 9 – sea water electric pump; 10 - electric pump for pumping condensate; 11 - electric pump for fire monitors; 12 - hanging desk; 13 - tank for measuring fuel consumption; 14 - starting air cylinders; 15 – outboard water pumps; 16 - fuel transfer pump; 17 - oil heater; 18 – fuel heater; 19 - fuel separator; 20 - air heater; 21 - auxiliary diesel generators; 22 - pumping electric pump; 23 - duty pump of boiler fuel; 24 - manual fuel pump; 25 - drainage pump; 26 - bilge water separator; 27-manual diesel oil tank; 28 - air heater; 29 - manual oil transfer pump; 30 - oil pumping electric pump; 31 - pump control station; 32 - trim pump; 33.34 - electrical switchboards; 35 – air coolers of generators; 36 – roll pump; 37 - boxes of resistance; 38 – electric pumps of air coolers of generators; 39 - main diesel generators; 40 - electric pump for filling expendable fuel tanks; 41 - coarse oil filters; 42 - fresh water coolers of the main engines; 43 - fine oil filters; 44 - air heater; 45 - oil coolers; 46 - anti-noise cabin; 47 - fuel filter pump; 48 - starting air cylinders; 49 - dehumidifying electric pump; 50 - trim pump; 51 – fresh water electric pump; 52 - sea water electric pumps

Main technical characteristics of the project 97 icebreaker

Maximum length, m 67 ,7

Length between perpendiculars,

Overall width / according to KBJI, m 18.06 / 17.5

Board height to main deck,

Empty displacement, t 2055

Displacement with full reserves at summer load line in 2935

sea ​​water, t

Gross tonnage, reg.t 2305

Light draft bow / stern / average, 4 ,75/4,41/4,58

Draft in full load according to the summer load line in sea water 61/5 35

bow / stern / middle, m "

Power plant power, h.p. 5400

Free running speed, knots 15

Navigation area unlimited

Cruising range at a speed of 13 knots, miles 5700

Full supply of diesel fuel, 512 ,5

Daily fuel consumption at parking / on the move, t 4/25

Autonomy of navigation, days 17

Crew, pers. 42

Placement of towing and mooring devices on the icebreaker YaVasily Pronchishchev” (a – forecastle deck; b – aft part of the upper deck):

1 - bale straps; 2 - straight mortise bollards; 3 - onboard cluses; 4 - straight bits; 5 - stoppers for transferring mooring cables; 6 - spiers; 7 - views; 8 – horizontal roller; 9 – towing fenders; 10 - diverting rollers: 11 - towing winch room; 12 – towing winch; 13 – towing winch crank; 14 - earrings; 16 - stopper for transferring the towing cable; 16 - towing cable stopper; 17 - clewse towing

Mooring operations are carried out in the stern with the help of turrets (side drums) of the towing winch, in the bow end - with anchor-mooring capstans. For loading provisions on the deck of the ship, as well as cargo weighing up to 3 tons into the cargo space (two holds with a capacity of 251 m 3 with hatches measuring 1.8x2.5 m) there are two electric winches and two cargo booms. The cargo means are booms with a carrying capacity of 1.5 tons, mounted on the front bulkhead of the superstructure.

The icebreaker is equipped with two light alloy motor lifeboats with 28 seats. Two four-oared yawls are provided for working operations. When lowering and raising watercraft, davits are used - rolling ShBS-3 (two sets). In addition to boats, the ship has two SPS-12 life rafts for 12 people each.

Icebreakers are equipped with two Hall anchors weighing 2240 and 2250 kg, one 600-kg stop anchor, a werp (300 kg) and two ice anchors weighing 150 and 100 kg.

Communication is provided by the following equipment:

- the main radio station - the transmitter "Blesna SV"; receiver "Wave K";

- operational radio station - transmitter "Blesna KVM"; receiver "Wave K";

- emergency radio station - transmitter "ASP-3-0.06"; receiver "PAS-3";

- dispatch transmitter: "Acacia" R-609m;

- boat transmitter "Sloop" (two pieces);

– autoalarm (device for giving emergency signals) APM-54p;

– automatic signal sensor APSTB-1;

- radio broadcast "Birch".

The icebreakers had navigation equipment that was quite advanced at the time of design:

- main compass UKP-M1, track - KM-MZ;

- gyrocompass "Kurs-4";

– direction finder SRP-5;

- radar "Don";

– echo sounder NEL-5;

- log MGL-25 (five pieces).

On the first three icebreakers of project 97, built by order of the Navy, artillery weapons were installed - one 57-mm two-gun artillery mount ZIF-31-B and one 25-mm two-gun mount 2M-ZM. Subsequently, this weaponry was dismantled.

The first experience of operating icebreakers of project 97 showed that they not only justify their purpose, but also go beyond the “port” framework. The Dobrynya Nikitich icebreaker successfully operated on the White Sea both in the winter season and during the opening of the Northern Dvina, when all kinds of measures were taken to combat ice jams and prevent flooding in the Arkhangelsk area. The ship took part in escorting ships from the Northern Dvina to the ice edge, which at times passed in the northern part of the White Sea between Capes Gorodetsky and Tersko-Orlovsky. The average length of the journey was 200 miles.

"Dobrynya Nikitich" with weapons installed Below: Project 97 lead icebreaker "Dobrynya Nikitich"

In the course of the posting, we repeatedly had to resort to the fencing of ships. Often, the piloting was carried out along a narrow channel 80–100 m wide in conditions of ice movement, when non-stop forward movement is especially important.

When working at safe depths, the delay in the movement of the icebreaker did not entail dangerous consequences. It was possible, using the bow propeller, the heeling system and periodic forays, to overcome the ice, in terms of its characteristics significantly exceeding those indicated in the icebreaker's logbook. The operation of the nose propeller had a positive effect on the speed of the icebreaker's continuous movement in the ice. For example, in the desalinated solid ice of the Baltic Sea 55 cm thick with a snow cover of about 20 cm, the icebreaker, operating with a power plant for three propellers at full power, advanced at a speed of about 1 knot, while at the same time, when transferring all power to only two stern propellers he was unable to move continuously.

However, it turned out that when the icebreaker was operating in raids in heavy solid and broken ice, the presence of a bow propeller was undesirable because of the high probability of damage to it. This necessitated, when operating in ice with a thickness of more than 1 m, the removal of the bow propeller and the operation of the icebreaker with only two stern propellers.

Once, a large transport, approaching the Dvina Bay from the sea, got stuck in the ice and began to be squeezed ashore. On a distress signal, the icebreaker went out to provide assistance. This happened in the last days of December, the ice was relatively young, but a long storm created a large pile of it. In the area where the transport was located, a bedding of more than 3 m was formed. A cofferdam with a length of about 20 kbt turned out to be especially difficult to pass. Despite such a difficult situation, the transport was safely brought to clean water.

It happened that in February, in the ice of the White Sea, using full power on three propellers and a heeling system, the icebreaker moved very slowly, but without stopping, in ice 70-75 cm thick with a layer of snow 25 cm and hummocks up to 1 m.

In the conditions of the White Sea, in contrast to the Arctic seas, the advantages of an icebreaker with a bow propeller were confirmed. For example, "Dobrynya Nikitich" even had to repeatedly pierce the much more powerful icebreaker "Ermak".

In late autumn, in October, Dobrynya Nikitich operated in the Arctic ice at the 80th parallel, when the drifting coarse ice above the water exceeded a thickness of 50 cm, and its total thickness reached 3 m. The steering device in heavy ice proved to be quite reliable. True, when giving full power to reverse, there were cases when the rudder shifted from the stop to the ice, but the limiters withstood short-term loads.

There were no episodes of a thorough jamming of the icebreaker even in very heavy ice. The heeling system in difficult conditions was relatively often used to improve ice penetration. However, there was a loss of control when towing closely. At times it was necessary to give a short length of the tug and again pull the transport close.

With a slight trim on the bow, the icebreaker easily overcame the ice, but creating a trim was associated with great difficulties - pumping fuel, which requires considerable time.

The strength of the hull of icebreakers of project 97 was generally recognized as sufficient and corresponding to the installed power, however, their operation in ice with a thickness of more than 0.8 - 1 m, and when working in raids and continuous running in the corresponding broken ice at a speed of more than 8 knots. considered unacceptable. This could lead to permanent deformations and damage to the hull structures.

As field tests showed, the icebreaker had satisfactory maneuverability when operating in ice and free water. The circulation diameter in free water was 300 m. Maneuverability in ice depended on the distribution of power between the propellers. So, at full power, the circulation diameter in solid ice with a working nose propeller in ice 55 cm thick is 300 m; in ice 15 cm thick - 200 m. When using only the stern propellers in ice 25 - 30 cm thick, the circulation diameter was 400 m.

The run-out of the ship in solid ice 25–30 cm thick when the main engines were stopped from “full forward” was 160 m, and in clear water - 1000 m. - 30 cm is equal to 55 m, and in clear water - 110 m. The time to reverse from "full forward" to "full back" does not exceed 8 s.

Indicators such as course stability, controllability and icebreaker piercing into the edge of the channel could be assessed as good. When towing large-capacity vessels close, when the cable was passed through the stern hawse, the icebreaker did not keep well on course. When towing ships close, when the cable is laid from the winch drum directly to the bow of the towed vessel, bypassing the hawse, the controllability of the icebreaker is satisfactory. This method of towing makes it possible to successfully escort transport ships in ice. The traction characteristics of an icebreaker have the most significant effect on its ice qualities, and therefore they can serve as an indicator of the efficiency of using installed capacity. To determine the traction and propulsion characteristics of the propellers, a number of special field tests of the icebreaker (mooring, dynamometric and running), as well as self-propelled and towing tests of the models, were carried out.

Their results showed that the thrust developed by the propellers corresponds to the calculated one and at full power is about 50 tons at the forward speed and about 40 tons at the rear when working with two stern or all three propellers.

Observations of the operation of the icebreaker propellers in ice have established that cases of complete jamming (stopping) of the propellers are extremely rare. Partial wedging (braking) of the propellers was repeatedly noted during the operation of the icebreaker by raids in heavy ice, and especially when navigating in a channel filled with heavy broken ice. As a rule, this does not lead to undesirable consequences in operation (deformations and breakage of the blades, operation of the protection, etc.). The failures of propeller blades that occurred on icebreakers of this type should mainly be attributed to operation in extremely severe ice conditions that are unacceptable for ships of this class (solid drifting ice exceeding a thickness of 1.2 m with the presence of residual ice, ice compression with a force of more than 2 points and etc.). In general, it was concluded that the icebreaker's propulsion system meets the purpose and class of the vessel.

The operating experience of Dobrynya Nikitich mainly testified to its positive qualities. Maneuverability in various ice conditions in forward and reverse was quite high. The icebreaker could make various types of sidings of ships stuck in the canal or standing at the pier, as well as independently carry out caravan escort of ships. The icebreaker in the open sea had to withstand storms of 10 - 11 points.

As we already wrote, the strong susceptibility to pitching remained a big problem. Here is how a correspondent of the magazine "Marine Fleet" described life on board in the mid-1970s: "The estimated metacentric height ... on icebreakers is such that it is just right to train cosmonauts for endurance here. Rolling overloads are high. Inclinometers with a breakdown of 55 ° go off scale constantly. And the heart "rolls over" too. Do not really eat - do not cook hot for days. Resting in a bunk that strives to throw you out does not work either ... In the seas and oceans, pitching cannot be avoided at any time. On a super-stable, like Vanka-Vstanka, icebreaker, it turns into hell.