Project 305
Motor ship "Bashkortostan" project 305 on the Volga in Sosenki
"Danube"(project 305) - a series of medium-sized river cargo-passenger motor ships designed to operate on tourist and transport lines. Built in Hungary at the Obuda Hajogyar Budapest plant by order of the USSR in 1959-1967. A total of 49 vessels of project 305 were built. Vessels of this type were named after the rivers of the USSR, but later some of them were renamed.
At the beginning of the XXI century, some of the ships continue to operate, while some have already been decommissioned. Some vessels have been converted for use as hotels.
The ships of project 305 are almost identical to the ships of project 860 (type "Erofey Khabarov").
Passenger accommodation conditions
Initially, the vessels of this project had one-, two-, four-, as well as six- and eight-berth cabins, including equipped with washbasins, two restaurants, two saloons and a room with seated passenger seats (which was most often used as a cinema). In the course of the subsequent modernization of these ships, the cabins of large capacity were eliminated, instead of them, premises for bars were equipped, etc. Since the 90s, work has been carried out on most ships of this type to improve the level of comfort, for example, individual cabins were equipped with individual bathrooms.
Spreading
Motor ships of the "Danube" type were used on the Volga, Kama, Belaya, Don, Oka, Moskva River, Northern Dvina, Ob, Irtysh. These vessels served the routes Moscow - Oka - Nizhniy Novgorod - Volga - Moscow, Moscow - Ufa, Moscow - Perm and others in the Volga basin; Arkhangelsk - Kotlas; Novosibirsk - Omsk, Novosibirsk - Barnaul.
Initially, the following shipping companies were operators of the Project 305 vessels: Volzhskoye, Kamskoye, Belskoye, Moscow, Severnoye, Volgo-Donskoye, West Siberia, Ob-Irtyshskoye. Since the 1990s, some ships of this type have been sold to various private travel companies.
Two vessels of this type were built for Eastern Europe: one for Hungary (SZOCIALISTA FORRADALOM) and one for Slovakia (DRUŽBA). Originally built for the USSR, the Don ship was later sold to Hungary and renamed Europa.
Specifications
- River register class: О
- Estimated / overall length: 74.6 m / 77.91 m
- Estimated / overall width: 10.5 m / 15.2 m
- Height from main line: 12.25 m
- Average draft: 1.36 m
- Displacement with cargo, passengers and full stores: 800 tons
- Dock weight 620 tons
- Total passenger capacity: 311 people, of which
- 79 in cabins of the first and second categories
- 136 in third category cabins
- 96 seats in the fourth category
- The restaurant could accommodate 94 people
- Crew seats: 55
- Carrying capacity: 80 tons
- Engines: diesel four-stroke compressorless reversible 8NVD36 or 6NVD36, two units with a capacity of 400 hp. (294 kW)
- Deep water speed: 20 km / h
Links
| Serial passenger river ships of the USSR and Russia (post-war period) | |
|---|---|
| Distant | Joseph Stalin / Ryazan| Russia | Baikal | Leo Tolstoy | Homeland | October Revolution| Lenin | Erofey Khabarov | Danube| Cupid | Volga | Maksim Gorky | Vladimir Ilyich | Valerian Kuibyshev| Anton Chekhov | Ukraine | Dmitry Furmanov| Sergey Yesenin |
| Local (river trams) | Moskvich | K-80 | OM | PS (PT) and PP| C | MO | VTU | Projects 222, 222V, 222U| Project 1083 | Project 930 | Project 236 | Neva | Moscow | Fontanka | Chestnut | Volga | Moscow | Perseus |
| Notable non-serial ships | Catamaran Recreation |
| River buses | |
- Ships of project 305 on the site "Russian River Passenger Fleet"
Wikimedia Foundation. 2010.
- Project 301
- Project 588
See what "Project 305" is in other dictionaries:
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At one time, Hungarian enterprises built several wheeled passenger ships for the USSR. These walked along rivers where the water is always flat, but on lakes and reservoirs due to strong winds and unrest became difficult to control. Therefore, the Hungarian shipbuilders ordered propeller cargo-passenger ships.
Designers of the shipyard " Obuda Hajogyar Budapest»Developed passenger ships project 305 and on December 4, 1957, it was approved by the Ministry of River Fleet, and in 1959 the head vessel entitled " Danube».
A total of 47 ships of this project were built. Passenger motor ships gave the name of the rivers, which were later renamed. In particular, the ship " Dniester"Since 1976 it has been renamed" Pavel Yudin».
passenger motor ship "Grigory Pirogov" project 305
River motor ships project 305 - medium-sized passenger ships designed to operate on the lines of river tours. Due to their shallow draft, passenger ships are optimally suited to work on rivers with shallow depths.
In a double-deck superstructure motor ships there were cabins with berths for passengers - 49 soft, 136 hard and 96 seats on the main deck. Below them, in the hull, there are six and eight-berth cabins. All of them were ventilated and heated in cold weather. For the sake of economy, the bathrooms were shared on each deck, which was rather inconvenient. On the main deck there was a restaurant for 58 guests, and on the middle deck for 36 people. Each had a food storage facility with a refrigeration unit. There was also a cinema on one of the decks.
Passenger ships project 305 were equipped with two diesel engines of the " 8NVD-36"With a capacity of 400 liters. with. each equipped with a hydraulic remote control system from the wheelhouse. They set in motion two steel four-bladed propellers. Also on all river vessels there were auxiliary installations - two diesel engines " 4DV224"With generators" DGB-17/8».
Hungarian shipbuilders installed on passenger ships two semi-balanced suspended rudders, shifted by an electric machine. There was also an auxiliary hand wheel. The anchor device consisted of two bow systems "", weighing 700 kg and 500 kg with a windlass, and 250 kg with a spire in the stern.
To rescue passengers and crew members, a motorboat and a boat of the SShP-3 type were intended, which could fit 16 people. In addition, 8 ten-seat rafts, 12 lifebuoys and 366 chest sets were provided. Disadvantage river vessels project 305 had a large sail.
passenger ships of project 305 photo
passenger motor ship project 305
river motor ship "Salavat Yulaev"
Passenger ships project 305 was successfully operated on rivers, canals and reservoirs, delivering passengers and small consignments of cargo. Over time, they were organized and the ships began to transfer to tourist flights, with duration tour 21 day.
in the suite
In the 90s, many river ships began to transfer to private enterprises, and they, in turn, converted them into floating hotels. After modernization on the passenger motor ships of project 305, the level of comfort has significantly increased. One of the three and four-berth cabins was made into a deluxe one. They were equipped with a bathroom, an air conditioning system and a bar. Interior decoration and furnishings were designed in style. Naturally, new shipowners acquired not only passenger ships, they received the captains and the entire crew. The reason is obvious - high wages.
Today river fleet ships of project 305 are successfully operated, carrying out cruises on the rivers Volga, Kama, Don, Oka, Moscow, Northern Dvina, Ob, Irtysh, Belaya and Danube. Passenger ships project 305 are considered one of the most successful and massive series river ships built for the USSR.
Technical data of the cargo-passenger motor ship of project 305 "Danube":
Length - 77.9 m;
Width - 15.3 m;
Draft - 1.4 m;
Displacement - 800 tons;
Marine propulsion system- two diesel engines "8NVD-36";
Power - 800 hp with.;
Speed - 20 km / h;
Number of decks - 2;
Number of passengers - 311 people;
Crew - 35 people;
Historical Series
According to the project 305
At one time, Hungarian enterprises built several wheeled passenger ships for the Soviet Union. These ships sailed along rivers where the water was always flat, but on lakes and reservoirs, due to strong winds and waves, it became difficult to control. Therefore, Hungarian shipbuilders order. ™ propeller-driven cargo-passenger ships. The designers of the Obuda plant developed motor ships of project 305 and on December 4, 1957 it was approved by the Ministry river fleet and in 1959 the lead ship Danube was handed over to us. Then they built about two dozen more vessels of the same type, which were given the names of rivers, for example "Bug", "Daugava", later some were renamed. In particular, "Dvestr", which I commanded since 1976, became "Pavel Yudin" for 8 years in honor of the former head of the Moscow River Shipping Company.
Its two-story superstructure housed cabins with berths for passengers - 49 soft, 136 hard and, on the main deck, 96 seats. Below them, in the hull, there were 6- and 8-berth cabins. All of them were ventilated and heated in cold weather. Initially, all the cabins were going to be equipped with separate sanitary facilities, but then someone decided to save money and arranged common floor-by-floor, as in some hotels, showers and toilets, which, of course, was not very convenient.
On the main deck there was a restaurant for 58 guests, and on the middle deck there was another, smaller one, for 36 people. Both had storage facilities for food and drinks, including refrigerators. There was also a cinema.
At the disposal of the captain, navigator and watchmen were the "Ocean" radio station, the B2E-1/9 radar and the "Reka" echo sounder. Not much today, but 50 years ago it was considered sufficient.
Ships of project 305 were equipped with two 8NVD-36 engines with a capacity of 400 hp each, equipped
remote hydraulic control system from the wheelhouse. They were launched with compressed air supplied by a compressor or from cylinders, and set in motion two steel 4-blade propellers rotating in opposite directions.
Like other ships, Paata Yudin had auxiliary units - two 4DV224 diesel engines with DGB-17/8 generators, which generated 220 V electric current, and a spare - emergency, which turned on automatically when the main ones stopped for some reason.
All power plants were provided with a supply of liquid fuel and machine oil. The tanks for them were located between engine room and a cargo hold with a volume of 300 cubic meters with two hatches and a pair of elevators designed for a load of 1 ton each.
My motor ship, like other ships of this type, was equipped with bow and stern ballast tanks with a capacity of 8 and 25 cubic meters, respectively, with their own bilge pumps.
Hungarian shipbuilders supplied Project 305 ships with two semi-balanced suspended rudders, shifted by an electric machine. There was also an auxiliary hand wheel.
The anchor device consisted of two bows, the Hall system, weighing 700 and 500 kg with a windlass and a 250-kg stern with a spire.
To rescue passengers and crew in case of an accident, a motorboat and a boat of the SShP-3 type were intended, which could accommodate 16 people each, eight ten-seat rafts, 12 lifebuoys and 366 bibs. In general, there was enough for everyone on board. In addition, there was also an aluminum work boat for service trips.
Motor ships of project 305 were successfully operated on the rivers, Kana
lakhs and reservoirs, transported passengers and small consignments of goods. But the first were few, and the ships began to transfer to tourist flights, for example, from Moscow to Rostov-on-Don and back for 21 days.
My "Pavel Yudin" was a good boat, although not without flaws. In particular, in a strong crosswind, it behaved like a feather. - the large windage affected, because with a hull length of almost 80 m and a one and a half meter draft, its height from the waterline reached 13 m.
In the 90s. Many motor ships of this type were transferred to other swimming pools and to the newly formed private entrepreneurs, who converted them into "three-star" floating hotels: 2-3 cabins were combined into one extra class, they installed bathrooms, restaurants and bars were decorated in a modern style.
It is clear that private owners acquired not only ships, but also captains, navigators, mechanics and service personnel. In recent years, many experienced navigators have left the shipping companies for them, the rest are on the threshold of retirement age, and they are not expected to change. It is no secret that a course in industry educational institutions is not enough to train a qualified specialist; it will take years of work on ships to become a professional, and there are fewer and fewer of them in state shipping.
True, the ships of private fittings are far from the first youth, but the crews are paid much more. And, as you know, much, if not everything, depends on the personnel, which determines the efficiency of the domestic economy. Including water transport.
Georgy SHTEK, Deputy Head of the Directorate for the Safety of Navigation and Personnel Policy of the Moscow River Shipping Company
Rice. Mikhail SHMITOV
The motor ships of the 305th project have many fans. And because of the ability to carry out interesting routes on them that are inaccessible to other types of motor ships, and because of their small size and cozy "home" environment on board.
However, although this has already been said more than once, but I must say it again: in today's difficult conditions, aggravated by the last year's catastrophe of "Bulgaria", they most deeply sink into the "economic hole".
There are several reasons for this, I will list the main ones:
- The economic indicators, which were more or less tolerable according to the initial project, deteriorate sharply with the increase in the comfort of the cabins and the decrease in the passenger capacity. And it is impossible not to do this, since "native" cabins in the 21st century can be recognized as suitable for human habitation with great pressure.
- Low speed in comparison with other projects. In order to keep within a certain number of flight days, it is necessary to reduce the number of stops in the schedule. Or to increase the duration in days, which leads to an increase in the cost of the voyage in comparison with similar routes of a faster motor ship. And the longer the voyage, the greater the competitive gap with motor ships of other projects becomes. That is, if on the sections Moscow - Uglich, Myshkin, Tver, even Yaroslavl - you can still somehow compete, then on long flights a reduction in excursion parking or an increase in duration (cost) is inevitable.
- Oka. Everyone says, and rightly so, that the 305s can walk where others will not pass - Oka, Belaya and other similar rivers or river sections. But Oka is navigable very conditionally. Even in this, relative to the two previous rainy summers, the limiting depth at the lower threshold of the Kuzminsky lock does not allow passing the Oka. There is no water on Belaya either.
- The layout of the project also cannot be called successful. It is still sometimes called “behind the eyes” a “floating engine room”, since a large-volume MCO is located in the middle of the hull and is a noticeable factor of discomfort in the passenger area almost throughout its entire length (unlike other projects, vibration is felt even in the bow cabin).
- It is a 2-deck one, and it turned out to be a significant moment on the market in our time, again because of "Bulgaria". The consumer thinks something like this: "The car that had an accident had 4 wheels. This one also has 4, so I will not drive it." How many decks? Two? That is, like Bulgaria? Goodbye!
And it is impossible to convince the client, because in the overwhelming majority of cases he does not even enter into a dialogue with the seller, but simply ignores proposals that are dubious from his point of view.
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Today we are filming the four extreme voyages of Obraztsov, starting from Samarskoe, due to the unsatisfactory workload and non-navigability of the Oka. It so happened that the Samara flight was planned as a "circumnavigation" from north to south. Now there are about 35 tourists, if you remove the Oka, then half of them will remain, since it would be possible to choose another ship along the Volga to Samara there and back. And after the "Obraztsov" cruises were planned from the YRV - Murom, then Around the World ...
Calling customers are already in progress, a release is being prepared and will be published on the site in the next few hours.
And next year, adjustments will be made to the operating mode of motor ships of the 305th MTF project.
Pirogov also has a flight along the Oka, and we are "holding our fists" for it. But he has a final flight (around the world), and today the main problem on the Oka is the Kuzminsky gateway. In the extreme, the most extreme case, if he fails to pass it, the option of landing in Ryazan will remain, with bus excursion in Konstantinovo and transfer to Moscow.
Such are the sad things.
