Onboard rescue boats. Collective life-saving equipment of the Lifeboat Project 00026

Collective rescue equipment

Collective ship life-saving appliances are means that can be used by a group of people and must provide reliable and safe rescue when the ship is listing up to 20° on any side and trim is 10°.

Boarding people into life-saving equipment and lowering them into the water in calm conditions should not exceed the following time:

10 minutes - for cargo ships;

30 minutes - for passenger and fishing vessels.

Lifeboats and liferafts should generally be stowed on the same deck, but liferafts may be stowed one deck above or below the deck on which the lifeboats are stowed.

A lifeboat is a boat capable of ensuring the preservation of the lives of people in distress from the moment they leave the ship. It is this purpose that determines all the requirements for the design and supply of lifeboats.

The number of lifeboats on board a ship is determined by the area of navigation, the type of ship and the number of people on board. Cargo ships with an unlimited navigation area are equipped with lifeboats that provide the entire crew on each side (100% + 100% = 200%). Passenger ships are equipped with lifeboats with a capacity of 50% of passengers and crew on each side (50% + 50% = 100%).

Rice. Lifeboats of closed and open types

All lifeboats must:

Have good stability and buoyancy reserve even when filled with water, high maneuverability;

Ensure reliable self-righting to an even keel when capsizing;

Have a mechanical engine with remote control from the cabin; be painted orange.

The lifeboat must be equipped with a compression ignition internal combustion engine:

The engine must run for at least 5 minutes from start-up in a cold state when the boat is out of the water;

The speed of a boat in calm water with a full complement of people and equipment must be at least 6 knots;

The fuel supply must be sufficient to run the engine at full speed for 24 hours.

If the ship has partially enclosed lifeboats, their davits must be equipped with a toprik with at least two life pins attached to it.

The boat's buoyancy reserve is provided by air boxes - sealed compartments filled with air or foam, the volume of which is determined taking into account that the heads of people sitting in the boat are above the surface of the water, even if the boat is completely flooded.

Information about the capacity of the boat, as well as its main dimensions, is applied to its sides in the bow with indelible paint, the name of the vessel, home port (in Latin letters) and the ship's number of the boat are also indicated there. The markings to identify the vessel to which the boat belongs and its number must be visible from above.

Strips of reflective material are glued along the perimeter of the boat, under the fender and on the deck. In the bow and stern parts, crosses made of reflective material are placed on the upper part of the closure.

Rice. Lifeboat markings

An electric light bulb is installed inside the boat. A battery charge ensures operation for at least 12 hours. A warning light with a manual switch is installed on the top of the closure, giving a constant or flashing (50-70 flashes per minute) light white. A battery charge ensures operation for at least 12 hours.

Lifeboats for oil tankers have a fire-resistant design, are equipped with a spray system that provides passage through continuously burning oil for 8 minutes, and a compressed air system that ensures the safety of people and the operation of engines for 10 minutes. The hulls of the boats are made of double hulls, they must have high strength, the deckhouse must provide all-round visibility, and the portholes must be made of fire-resistant glass.

To ensure the use of the boat by unqualified people (for example, passengers), instructions for starting and operating the engine must be provided in a clearly visible place near the engine controls, and the controls must be marked accordingly.

Weekly All lifeboats and liferafts, rescue boats and launching appliances are visually inspected to ensure they are always ready for use. The engines of all lifeboats and rescue boats must run for at least 3 minutes. Lifeboats, with the exception of free-fall boats, must be moved from their installation sites. The results of the inspection are recorded in the ship's log.

Monthly All lifeboats, with the exception of free-fall lifeboats, fall out of their installation positions without people in the lifeboat. Supplies are checked to ensure they are complete and in good condition.

Each lifeboat, with the exception of free-fall boats, is launched and then maneuvered on the water with a designated control team at least once every 3 months.

Launching the boat. Boats launched by mechanical means are installed horizontally on both sides of the vessel. A davit is a device designed to store a boat, having beams that tilt over the side, used when lowering and raising the boat.

Rice. Securing a lifeboat on board a ship

In the stowed position, the boats are installed on davits; for this purpose, the latter have one-sided keel blocks on which the boat rests. To ensure a tighter fit of the boat to the keel blocks, the latter are equipped with a felt cushion covered with canvas. The boat is secured with lashings, which must be released before launching.

Before lowering the boat you must first:

Deliver to the boat the equipment and supplies necessary for survival after abandoning the ship: a portable VHF radio station and a radar transponder, warm clothes, an additional supply of food and water, an additional supply of pyrotechnic alarms;

Remove the landing deck railing; prepare a storm ladder; give away the lashings; give away the davit stoppers.

The lifeboat must be equipped drain valve which is installed at the bottom of the boat for releasing water. The valve opens automatically when the boat is out of the water and automatically closes when the boat is afloat. When preparing the boat for launching, the valve must be closed with a cap or plug.

The boat falls out only under the influence of gravity and is carried out using boat hoists. Before starting the descent, the stopper on the davits is released and the hoist lever is smoothly released, for which the brake of the boat winch is gradually released. Uniform lifting of the bow and stern hoists is achieved by the fact that both lopars are attached to the drum of one boat winch. After the davit reaches its limit position, the vertical descent of the boat into the water begins.

Lopari - steel cables, attached to the boat at its ends and carried to a winch, intended for lowering and raising the boat. Lopars must be periodically tested

In order to exclude the possibility of lowering the boat until it falls completely overboard, the davit has a horn on which the shackle of the movable davit block is hung. The length and shape of the horn are chosen in such a way that the movable block falls from it only at the lower limit position of the davit.

The lowering of a boat on hoists can be controlled both from the deck of the ship and from the boat. This allows, under favorable conditions weather conditions do not leave a descent support team on board.

Rice. Launching the lifeboat Fig. Boat winch

After lowering the boat, the lower blocks of davits are laid out on the water. It is very important, especially during waves, to lay out both blocks at the same time. For this purpose, the boats have hinged hooks with a common drive. In this case, the simultaneous release of both hooks is carried out by turning the drive handle.

People are boarded using storm ladders. While underway and in rough seas, boats are usually lowered with people. In this case, people are boarded either in a boat mounted on keel blocks, or after lowering the boat to the deck level from which it is most convenient to land.

Rice. Boarding the crew and lowering the boat

Each boat in the area where it is installed has a landing ladder, the strings of which are made of Manila cable with a thickness of at least 65 mm, and the balusters are made of hardwood measuring 480x115x25 mm. The upper end of the ladder must be fixed in its normal place (under the boat), and the storm ladder itself must be rolled up, always ready for use.

After the last person moves from the ship to the boat, the painters are freed (in extreme cases, they are cut with axes located at the ends of the boat), and the boat departs from the ship. It is recommended to preserve the falini, because they may still be needed.

Boat supplies. Each lifeboat must be equipped in accordance with the requirements of the International Convention SOLAS-74, including:

On rowing boats there is one floating oar per rower, plus two spare and one steering oar, on motor boats there are four oars with oarlocks attached to the boat hull with pins (chains); two release hooks;

A floating anchor with a cable equal to three times the length of the boat and a guy attached to the top of the anchor cone; two painters no less than 15 meters long;

Two axes, one at each end of the boat for cutting painters when leaving the ship;

Food ration and supply drinking water 3 liters for each; a stainless steel ladle with a rod and a stainless steel graduated vessel; fishing equipment;

Signaling equipment: four red parachute flares, six red flares, two smoke bombs, an electric flashlight with a waterproof Morse code signaling device (with a set of spare batteries and a spare light bulb), one signal mirror - heliograph- with instructions for its use, a signal whistle or equivalent signaling device, tables of rescue signals;

A spotlight capable of continuous operation for 3 hours;

First aid kit, 6 seasickness tablets and one hygiene bag per person;

A folding knife attached by a pin to the boat, and three can openers;

Manual drainage pump, two buckets and a ladle;

Fire extinguisher for extinguishing burning oil;

Set of spare parts and tools for the engine;

Radar reflector or SART;

Binnacle with compass;

Personal thermal protective equipment in the amount of 10% of the passenger capacity of the boat (but not less than two).

Rice. Lifeboat inside

Free fall boats. The boat's hull has a more robust design and well-streamlined, smooth contours that prevent strong impacts when the boat enters the water. Since overloads occur when hitting the water, the boat is equipped with special chairs with shock-absorbing pads.

Rice. Free fall boat

Before the boat leaves the ramp, the crew must securely secure themselves with seat belts and a special head restraint. Free fall lifeboats guarantee the safety of people when falling from a height of up to 20 meters.

Free-fall lifeboats are considered the most reliable life-saving means for evacuating people from a sinking ship in any weather conditions.

Duty lifeboat. This is a type of lifeboat designed to rescue people from the water (fallen overboard or found at sea) and to recover lifeboats and rafts.

Rice. Rescue lifeboat

The advantage of a rescue boat is the speed and reliability of launching and re-boarding while underway in light seas. A powerful stationary or outboard motor allows you to quickly examine the area where a person has fallen overboard, lift him and deliver him to the side of the ship. The rescue boat is capable of performing rescue operations in stormy conditions and with limited visibility. Rescue boats are in constant readiness. The preparation and launching of the boat takes 5 minutes.

The boat provides space for transporting the rescued person in a supine position. The engine power provides a speed of at least 8 knots, and the fuel reserve is enough for 3 hours of full speed. The propeller is protected to prevent injury to people at sea.

The ship's working rescue boats, which were supposed to take place on the deck of universal rescue ships, were subject to requirements that were dictated by the conduct of rescue operations. These were quite stringent requirements for seaworthiness, which meant the possibility of carrying out rescue operations and transporting goods and people in sea surface conditions of up to 6 points and rescuing people in unlimited sea conditions. Not to mention the guaranteed stability of this essential quality of any watercraft, the boat must be unsinkable, even if it is completely flooded with water, and the motor unit must operate without failure. Such a boat must have a towing hook designed for the significant traction forces that the motor installation must provide. It must also have special devices for carrying out emergency rescue operations. These special devices should ensure that cables or conductors are placed on grounded watercraft and released if they get caught under rocks on the ground or get caught on something. Devices

Ship rescue boat project 7394/1 (77L1, S.6t, 2x 60l, s., 9 kts)

And the boat's equipment should allow people to be removed from ships in distress in stormy weather, and to rescue floating people in any condition of the water surface.

Our fleet did not yet have such boats, and they began to be created in the early 60s at the TsKB-5 branch under the leadership of chief designer N. A. Makarov.

Based on the technical specifications received at the beginning of 1961, the zero stage of the project was developed. At the zero stage, two versions of the boat were presented. The development of two options was caused by the fact that rescue ships of projects 527 and 532 were already under construction, and the task ahead was to “fit” the new boats into the already finished projects vessels, including project 530 of the ship-lifting vessel "Karpaty". The first version of the boat, 11 m long, satisfied all the requirements of the technical specifications, but when installed on projects 527 and 530, it required changes in the general layout, development and manufacture of new launching and lifting mechanisms and devices. The second option, 9 m long, fit better into the projects, but it had deviations from the requirements of the technical specifications for traction and seaworthiness. After reviewing the results of the zero stage, the customer approved the first version of the boat, 11 m long, for further design.

In December 1962, the technical project 1394 was ready.

The Project 1394 boat met all the requirements for rescue boats and reflected in the design specifications.

According to the technical design, it was an open boat with a light alloy hull, with contours ensuring good seaworthiness and stability when performing towing operations.

The open type facilitated working conditions during rescue operations, providing free access to the sides along the entire perimeter. This was necessary when removing people from the water and placing them in the boat, receiving and transferring cargo, when working with mooring lines and conductors, when using rescue equipment and devices.

Unsinkability was ensured by waterproof compartments located on the sides, at the ends and under the platform. The waste scuppers were designed to pass six cubic meters of water per minute, which ensured self-draining

Working hold in 2.5 min. With any combination of damage to the waterproof compartments, the boat remained unsinkable.

Particular attention was paid to the local strength of the hull in areas of possible impacts during rescue operations. In addition to local reinforcement of the hull structures, two fender beams were provided on each side with vertical fenders and elastic shock-absorbing fittings.

A two-shaft mechanical installation in a watertight compartment could provide a traction force on the hook of 1000 kg at speeds of up to 4 knots.

The propeller elements were calculated for towing operations, but this calculation was made in such a way that there would be no significant reduction in speed during freewheeling and would guarantee engine operation without overload, thereby increasing its service life.

The thrust developed by the propellers allowed the boat to move in any sea condition, wind direction and strength.

The open helm station created excellent all-round visibility and ensured direct contact between the helmsman and the working rescue team.

The boat could carry 20 passengers or two tons of cargo; in calm water - 50 people. To protect people, a removable awning was provided in the bow.

In April 1963, the technical project was approved with minor proposals regarding the configuration and structural addition of some devices and systems. But what was significant was that the customer wanted this boat made of fiberglass.

By this time, the company had mastered the construction of plastic housings and, taking into account the higher performance qualities of plastic housings compared to housings made of light alloys, recognized the customer’s desire as appropriate.

//stopping the pontoon on a barrel with a project boat /3944

In July 1963, an abbreviated technical design for a ship's working rescue boat made of fiberglass was developed. This project received the number 1394A.

The project was entirely identical in layout and configuration to its metal predecessor, but was 280 kg heavier, which changed the basic tactical and technical elements of the boat practically little.

In April 1965, the ship's lead working rescue boat of Project 1394A was presented to the state acceptance commission. The boat was tested on the outer roadstead of Sevastopol Bay.

The commission confirmed that the results obtained during the tests correspond to the technical specifications, and the speed and thrust on the hook exceed the specified ones.

In addition to the standard tests required for any watercraft, the boat was tested to perform all operations required for a rescue boat. The boat was also tested in emergency situations, such as a broadside impact in waves up to three points against the side of the ship, against a roadside barrel and against a ship-lifting pontoon, as well as at a speed of three knots with the stem against the pier wall. Based on the results of these tests, no damage to the boat was found.

In addition to the main tests of the boat, special tests were carried out. It was necessary to check the possibility of using Project 1394A for servicing seaplanes of various types as rescue, work and traveling ones. During these tests, the boat demonstrated its full suitability for use as a rescue and work vessel. And when using it to board people on a seaplane and receive them from the plane, the height caused concern

Testing of the Project 7394/1 boat on the Urny Sea, //rode under the wing of a seaplane.

/Project 7394 Sater/) takes a seaplane in tow

Fencing of the control post, since when the boat passed under the plane of the aircraft in rough seas, damage to the plane was possible.

All test participants recognized that the Project 1394A boat is a fundamentally new type of boat both in terms of architecture, hull material, and its equipment with a set of standard and special devices, has high performance characteristics and fully meets its purpose.

After conducting comprehensive tests of the lead boats in the Northern and Black Sea fleets in conditions close to operational ones, recommendations were presented for their improvement, after the implementation of which the project documentation was transferred for the construction of a series at the Lazarevskaya shipyard of the Navy.

Even when the zero design stage was being developed, the question arose of how to understand the unlimited seaworthiness of the boat. To avoid different interpretations, it was agreed that by unlimited seaworthiness of a boat we mean its ability to stay afloat with a load of 20 people in any state of the sea surface and have a minimum speed. The concept of “unlimited seaworthiness” does not include the ability to launch and lift the boat on board the ship, since this depends on the characteristics of the boat device and the training of the crew. But regardless of the state of the sea surface, the launch and ascent of the boat will be carried out without the crew and their luggage.

This is how Project 1394A was developed; the descent and ascent on board the carrier vessel of a fully loaded boat with a full supply of fuel was calculated without the crew and their luggage.

We had to remember this because in the 80s, design work was carried out to create a ship-lifting rescue vessel "Baikal" of project 05410 for lifting cargo weighing up to 100 tons from great depths and a new rescue vessel "Hindu Kush" of project 05430 - a carrier of underwater vehicles. These vessels were to be equipped with rescue boats with dimensions and the ability to perform work that fully corresponded to Project 1394A boats.

Additional requirements for the boat for project 05430 were: sharpening floating objects to lift them on board the ship in rough conditions, lowering and raising the boat in force five waves with crew and passengers on board. As the designer determined, the creation of such a boat was possible. He developed project 13942, which met all the put forward requirements, but required a legalized methodology for calculating permissible stresses, safety margins and design forces of both hull structures and hoisting devices. In this case, the launching and lifting devices of the carrier vessel remained the concern of the designer of this vessel.

In 1989, the task was again set to create a similar boat for project 05410. The requirements for the boat repeated the requirements for the project boat

13942 with some additions, namely, lifting with a boat 20 people passengers or 14 people and 500 kg of cargo, or cargo with dimensions of 1.6 x 0.6 x 1.2 m.

In the developed project 13944, all issues were resolved, except for strength calculations, as in project 13942. And, as in the previous project, the issue remained unresolved, since both ship projects were not implemented. Project 05410 was stopped at the design stage, and project 05430 was stopped at the construction stage in the city of Nikolaev.

The development of astronautics has led to the need to create complexes for tracking the flights of spacecraft, determining their flight trajectories and receiving various information from satellites. In oceans where it was impossible to place these complexes, ships of measuring complexes were used. In addition to the main task of tracking satellites, these ships were engaged in the search and rescue of manned spacecraft. The urgency of this task led to the need to create search and measurement complex ships of the Project 1918 type and search vessels of the Project 596P type.

In 1967, the Navy Search and Rescue Service was formed, which was entrusted with the tasks of search and rescue support for spacecraft flights. This intensified work on creating and equipping means for searching and rescuing space objects on water.

At the end of the 70s, the Central Design Bureau "Baltsudoproekt" began the development of the Project 1914 measuring complex ship "Marshal Nedelin". In addition to the main task of working with spacecraft, this ship was intended to search, rescue and evacuate crews and descent vehicles of spacecraft that had landed in the ocean. If the search was assigned to the ships of the measuring complex, then the direct task of rescue and evacuation was assigned to the ship's boats.

The first onboard boat of such a complex was the Project 1394B boat “Drozd”, a modification of Project 1394A, chief designer V. A. Melzininov.

The ship's rescue boat of Project 1394A had almost all the necessary qualities of an onboard rescue boat for a ship of a measuring complex of the Project 1914 type, but needed to be modified for the specific conditions of working with landing spacecraft. These modifications were made during the development of the Project 1394B ship rescue boat “Drozd”.

The boat's hull, propeller-rudder complex, engine installation with control station and boat systems were taken unchanged from Project 1394A. The aft section underwent structural changes; a crinoline was installed there for mooring the descent spacecraft (capsule). The rear part of the aft platform was raised to the level of the upper deck and protected by rails, which made it possible to conveniently service the moored capsule. A closed superstructure was built over the rest of the stern platform. This superstructure was intended to accommodate astronauts and provide them with the necessary assistance.

For this purpose, this room was equipped with beds and the necessary medical equipment. The bow of the boat did not undergo structural changes; only household equipment was installed there, intended for the working group to stay while searching for the capsule.

Additional supplies were placed on the boat, determined by the specifics of the work being performed.

After determining the estimated landing point of the spacecraft, the vessels of the search and measuring complex were supposed to go to this place. After the spacecraft splashed down, a helicopter flew out to search for it and a rescue boat went out. When a capsule was detected, a signal was sent from the helicopter to the boat with a bearing on the floating capsule. Next, the helicopter was engaged in pointing the boat at the floating object until visual contact was made. The boat approached the floating capsule and, using a special device, grabbed it and pulled it to the berth crinoline. Having secured the capsule to the crinoline, the working group helped the cosmonauts leave it and go to the superstructure room, where the cosmonauts fell into the hands of

Transfer of an astronaut from a capsule to a Project 7394B boat

Medics. At this time, the boat towed the capsule to the side of the mother ship and handed it over to the ship’s personnel. This completed the boat’s functions in searching and rescuing the crew of the spacecraft’s descent module.

Tests of the Project 1394B rescue boat were successfully carried out in the mid-70s off the Black Sea coast of the Caucasus.

After this, the corrected documentation for the construction of the boats was transferred to the Lazarevskaya shipyard. Further construction of these boats was carried out at the request of interested parties without notifying the boat designer about this.

Concluding the story about the rescue boats of the ships of the measuring complex, it should be remembered that in 1988, at the request of the customer, based on general technical requirements, design studies were carried out for a special rescue boat for rescuing crews and transporting spacecraft descent vehicles. These studies included three versions of the boat with a length from 10 to 26 m. The project had the number 16590, but it did not receive further development.

The design of the Project 1393 ship rescue boat was carried out in parallel with the design of the Project 1394 working rescue boat and largely repeated the design stages of the latter.

The chief designer of Project 1393 was D. A. Chernoguz.

The architectural type of the boat was based on a light alloy tanker motor lifeboat USATM 30 for the Project 1552 tanker "Sofia" type, designed and built by a branch of TsKB-5.

Ship rescue boats of Project 1393 were to be installed on auxiliary ships of the Navy and the same universal rescue ships on which working rescue boats of Project 1394A were installed. These boats, unlike the Project 1394A boats, were supposed to rescue only people who could be on the surface of the water, on board the emergency vessel or on life rafts and boats.

Accordingly, such a boat was subject to increased requirements for stability, unsinkability, seaworthiness and appropriate equipment with technical means and supplies, which would make it possible to save people in unlimited sea conditions.

Ship rescue boat of project 7393/1 (Ya, 5 m. 5.3 t. 25 h.p. .. 7 kt)

/(ater of project 73944

SHAPE \* MERGEFORMAT

TOC o "1-5" h z Total displacement, t 8.6

Length, m 11.0

Width, m 3

Side height at midship, m 1.5

Draft, m 0.8

Crew, people 3

Travel speed, knots approx. 9.0

Seaworthiness, score 5

Cruising range, miles 200

Engines 2 diesel engines 6ChSP9.5/11

Rated power, l. With. 2 x 60

Speed, rpm 1800

After the development of the zero stage of the project, the customer had no comments, and in December 1962 a technical project was developed and presented to interested parties for review and approval.

In April 1963, the technical design was approved with the main elements obtained. The customer made comments and suggestions regarding the configuration and structural addition of some devices and systems, on replacing the 4ChSP 8.5/11 diesel engine with a D37 tractor engine and on switching to a new body material - fiberglass instead of light alloy.

In July 1963, an abbreviated technical design for a ship's rescue boat made of fiberglass was developed. This project received the number 1393A.

Such a short development period for the abbreviated technical project is explained by the fact that it completely repeated the 1393 project in layout and configuration, but was 300 kg heavier, which made it possible to maintain its main dimensions and changed the main tactical and technical elements practically little.

According to the technical design, it was a closed boat with a fiberglass hull, with contours that ensured good seaworthiness and stability.

The closed wheelhouse was located in the stern of the boat. This arrangement of the deckhouse freed up the deck for the free movement of people during rescue operations and the use of rescue equipment and devices.

Behind the wheelhouse, a platform was provided for carrying out rescue operations to tow rafts and boats and, if necessary, for stowing cargo. To allow the victims to be transferred inside the boat, a special hatch was provided in the aft wall of the cabin.

To quickly evacuate people from a ship in distress, when lifting people from the water and quickly placing them inside the boat, two folding shots were provided, one on each side. The shots were equipped with lines with floats to capture people from the surface of the water and then lift them to the stern of the boat.

To facilitate the exit of people from the water on board the boat and the selection of people who have lost consciousness from the water, three portable ladders and wide opening of the entrance hatches were provided. Inside there were places for twenty rescued people and four crew members. Removal of water that entered the interior was provided by a drainage pump driven by the propeller shaft. To prevent injury to people swimming in the water, the propeller was placed in a tunnel and covered with a nozzle.

On board the boat there was an inflatable life raft and other supplies for rescue operations.

Unlimited seaworthiness was ensured by a closed design consisting of a durable hull and waterproof closures.

Capturing floating people with a line and floats using shots on a boat of project 73934

Unsinkability was ensured by waterproof end compartments and air boxes filled with foam. The boat remained stable and unsinkable even if it was completely flooded.

When calculating stability, all cases of influence of external forces on the boat were taken into account, namely, a squall, a lateral jerk, a crowd of people on one side and when lifting people using a shot.

The designer studied the possibility of installing a D37M tractor engine, subject to the possibility of its conversion into a marine one, and was convinced that this engine today will be inferior in its performance qualities to the serial diesel engine 4ChSP 8.5/11. And the final question of using the D37M engine can only be resolved after the creation of the engine, its bench tests and comprehensive testing of a lifeboat or boat under natural conditions.

The two lead boats were built at the pilot production of the TsKB-5 branch.

In September 1964, the lead ship rescue boat of Project 1393A was presented to the state acceptance commission. The boat was tested successfully, and the commission confirmed that the test results obtained met the requirements of the technical specifications.

The commission recognized that the Project 1393A boat is a new type of boat, both in its architecture, hull material, and in its equipment with a set of standard and special rescue devices.

The Northern and Black Sea fleets carried out comprehensive tests of boats in conditions close to operational ones.

Based on the comments of the operators, the documentation was adjusted and transferred to the Lazarevskaya Navy Shipyard for construction of the series.

Everyone liked the Project 1394A rescue boat, but it could not overcome the zone of fire and high temperatures, and it was necessary to rescue people and provide assistance to emergency tankers when oil products were burning on the water. And this issue was resolved by the employees of TsKB-5 by creating a ship-based fireproof work boat of Project 1395.

This boat was built by order of the Navy and was intended to disembark emergency parties and provide assistance to the crew and passengers of burning ships. In addition to this purpose, the boat was installed on tankers. In this case, it was intended to save the crew in case of a fire on a tanker, if oil products were burning on the water. This boat was subsequently converted into a USATMK fireproof lifeboat.

The study and development by man of the World Ocean and its minerals also included human penetration into the depths of the oceans and seas. For this purpose, deep-sea diving complexes (DSC) were created - complex engineering structures that ensure that a person can stay under pressure for many days in a gas and water environment and are intended for deep-sea diving. There are GVK most different designs, but in in this case We will talk about deck GVK. These GVK are integral part vessels supporting underwater technical, research, rescue and other deep-sea operations. For such GVKs, a hyperbaric rescue boat is also an integral part of the complex.

A person's many-day stay in a high-pressure gas and water treatment facility in complete isolation from an air environment with normal pressure is a guarantee of his safety when performing work at great depths. The transition of a person to a normal pressure environment must be preceded by a long process of decompression. In the event of an emergency leading to the death of the GVK carrier vessel, people located in the residential chambers of the complex under pressure are doomed to death. To rescue these people and evacuate them, there must be a hyperbaric rescue boat.

The hyperbaric rescue boat of Project 10480 for GVK carrier ships of Project 16270 was created in 1985 on the basis of an order of the Minister of Shipbuilding Industry.

The bot was an onboard craft with a light alloy hull, a two-shaft mechanical installation and a pressure chamber designed for eight people.

In addition to the standard systems and devices that ensure the normal operation of the bot and its technical means, life support systems for the pressure chamber were provided, including a hot and cold water supply system. cold water and power supply system. As for the provision of compressed air, helium, nitrogen, oxygen and other gases, the boat had to be equipped with a device for receiving them from the GVK carrier ship when the boat was parked in its regular place.

In an emergency, divers from the residential chambers of the complex through a special hatch had to move into the pressure chamber of the rescue boat, while contact with the environment was normal. atmospheric pressure was completely excluded. It was possible to lower a boat with divers in a pressure chamber into a zone of fire, smoke and high temperatures and pass through this zone. Then, within 72 hours, the divers had to be delivered to the nearest craft or coastal base, equipped with pressure chambers for the subsequent transfer of rescued divers to them.

The implementation of this interesting project was completed at the preliminary design stage.

Collective ship life-saving appliances are means that can be used by a group of people and must provide reliable and safe rescue when the ship is listing up to 20° on any side and trim is 10°.

Boarding people into life-saving equipment and lowering them into the water in calm conditions should not exceed the following time:

10 minutes - for cargo ships;
30 minutes - for passenger and fishing vessels.

Lifeboats and liferafts, as a rule, must be stowed on the same deck; liferafts may be stowed one deck above or below the deck on which the lifeboats are installed.

A lifeboat is a boat capable of ensuring the preservation of the lives of people in distress from the moment they leave the ship (Fig. 1). It is this purpose that determines all the requirements for the design and supply of lifeboats.

Rice. 1 Lifeboats of closed and open types

All lifeboats must:

have good stability and buoyancy reserve even when filled with water, high maneuverability;
ensure reliable self-righting to an even keel when capsizing;
have a mechanical engine with remote control from the wheelhouse;
be painted orange.

The lifeboat must be equipped with a compression ignition internal combustion engine:

the engine must run for at least 5 minutes from start-up in a cold state when the boat is out of the water;
the speed of the boat in calm water with a full complement of people and equipment must be at least 6 knots;
The fuel supply must be sufficient to operate the engine at full speed for 24 hours.

If the ship has partially enclosed lifeboats, then their lifeboats must be equipped with a toprik with at least two life-saving pendants attached to it.

Information about the capacity of the boat, as well as its main dimensions, is applied to its sides in the bow with indelible paint (Fig. 2), the name of the vessel, home port (in Latin letters) and the ship's number of the boat are also indicated there. The markings to identify the vessel to which the boat belongs and its number must be visible from above.

Along the perimeter of the boat, under the fender and on the deck, stripes of reflective material are glued. In the bow and stern parts, crosses made of reflective material are placed on the upper part of the closure.

Rice. 2 Lifeboat markings

An electric light bulb is installed inside the boat. A battery charge ensures operation for at least 12 hours. A signal light with a manual switch is installed on the top of the closure, giving a constant or flashing (50-70 flashes per minute) white light. A battery charge ensures operation for at least 12 hours.

Lifeboats for oil tankers have a fire-resistant design, are equipped with an irrigation system that ensures passage through continuously burning oil for 8 minutes, and a compressed air system that ensures the safety of people and the operation of engines for 10 minutes. The hulls of the boats are made of double hulls, they must have high strength, the deckhouse must provide all-round visibility, and the portholes must be made of fire-resistant glass.

All lifeboats, rescue boats and launching appliances are visually inspected weekly to ensure they are always ready for use. The engines of all lifeboats and rescue boats must run for at least 3 minutes. Lifeboats, with the exception of free-fall boats, must be moved from their installation sites. The results of the inspection are recorded in the ship's log.

Every month, all lifeboats, with the exception of free-fall boats, fall out of their installation sites without people in the lifeboat. Supplies are checked to ensure they are complete and in good condition.

Each lifeboat, with the exception of free-fall boats, is launched and then maneuvered on the water with a designated control team at least once every 3 months.

In the stowed position, the boats are installed on davits (Fig. 3). The boat rests on one-sided keel blocks, which, to ensure a tighter fit of the boat to the keel blocks, are equipped with felt cushions covered with canvas. The boat is secured with lashings and hooks, which must be released before launching.

Rice. 3 Securing the lifeboat on board the ship

Preparing the boat for launching:

deliver to the boat the equipment and supplies necessary for survival after abandoning the ship: a portable VHF radio station and a radar transponder (Fig. 4), warm clothes, an additional supply of food and water, an additional supply of pyrotechnic signaling equipment;
spread the boat painters as far forward and aft as possible and securely fasten them to ship structures (bollards, cleats, etc.);
remove the landing deck railing;
prepare a storm ladder;
give away the lashings;
give away the davit stoppers.

Rice. 4 Radar transponder (SART) and portable VHF radios

The lifeboat must be equipped with a release valve, which is installed in the lower part of the bottom of the boat to release water. The valve automatically opens when the boat is out of the water, and automatically closes when the boat is afloat. When preparing the boat for launching, the valve must be closed with a cap or plug.

Boarding the boat. Depending on the design of the vessel, boarding the boats is carried out either at their installation sites, or after they are dumped and lowered to the landing deck (Fig. 5).

Boarding a lifeboat is carried out only by order of the commander of the lifeboat or another responsible person in the command staff. People board the boat, observing the order established by the captain of the boat. First of all, members of the launching team, assigned to assist in boarding the lifeboat and ensuring descent, enter the boat. Then people who need help landing cross: the wounded and sick, children, women, the elderly. The commander of the rescue vehicle takes his place last.

To board, you need to use the bow and stern hatches of the boat. The boat commander directs the placement of people so that their weight is evenly distributed over the entire area of the boat. Those escaping must take their places in the boat, fasten their seat belts and follow the commander’s instructions.

To ensure the boarding of people using a storm ladder, each boat in the area where it is installed has a landing ladder, the strings of which are made of Manila cable with a thickness of at least 65 mm, and the balusters are made of hard wood measuring 480 x 115 x 25 mm. The upper end of the ladder must be secured in its normal place (under the boat), and the storm ladder itself must be rolled up, always ready for use.

Rice. 5 Boarding the crew and lowering the boat

Launching the boat. The boat falls out only under the influence of gravity and is carried out using boat hoists (Fig. 6). By command:

release the folding parts of the rotating keel blocks (if they are intended for installing the boat in a stowed position) and the lashings holding the boat;
release the davit stoppers, which protect against accidental lowering of the boat;
using the hand brake of the boat winch, they move the davits, take the boat overboard and lower it to the level of the landing deck;
fasten the running ends of the davits' davits, install the pulling device and, with its help, press the boat to the side;
choose a tight falini and secure them.

Uniform lifting of the bow and stern hoists is achieved by the fact that both loppers are attached to the drum of one boat winch (Fig. 7). The boat should be lowered so that it lands in the depression between the waves. When the boat is on the crest of the wave, you need to separate it from the hoists using the lifting hook control device.

Lopars are steel cables attached to the boat at its ends and passed to a winch, intended for lowering and raising the boat. Lopars must be periodically tested.

The lowering of a boat on hoists can be controlled both from the deck of the ship and from the boat. This allows, under favorable weather conditions, not to leave a descent support team on board.

Rice. 6 Lowering the lifeboat: 1 - davit; 2 - Lapp; 3 - dinghies; 4 - painter

Rice. 7 Boat winch

The lifeboat release mechanism is a device by which the lifeboat is connected to or released from the landing gear when being lowered or taken on board. It includes a hook block and a drive mechanism (Fig. 8).

Rice. 8 Disconnect devices

The mechanism must provide isolation in two ways: normal (without load) and under load:

normal - the hooks are released only when the boat is completely on the water, or when there is no load on the hooks, and manual separation of the davit shackle and the hook toe is not required. To prevent disconnection when there is a load on the hooks, a hydrostatic locking device is used (Fig. 9). When the boat is lifted from the water, the device automatically returns to its original position;
under load (emergency release) - the hooks are released by repeated, deliberate and prolonged actions, which must include the removal or bypassing of safety interlocking devices designed to prevent premature or unintentional release of the hooks. This method of overcoming blocking must have special mechanical protection.

Rice. 9 Lifeboat release mechanism with hydrostatic locking device

The crew members remaining on board the ship are lowered into the boat using a storm ladder, pendants with musings or a net. At this time, the boat is held at the side of the ship by painters.

After all people have boarded, you need to:

close all hatches from the inside and open the ventilation holes;
open the fuel tap and start the engine;
give the falini (as a last resort, they are cut with axes located at the ends of the boat), and the boat departs from the ship. It is recommended to keep the fali-ni, because... they may still be needed.

If lowering some of the life-saving equipment is impossible, the commanders of the lifeboats and rafts will organize the redistribution of people so that the remaining lifeboats and rafts are evenly loaded.

Supply of boats (Fig. 10). Each lifeboat must be equipped in accordance with the requirements of the International Convention SOLAS-74, including:

on rowing boats there is one floating oar per rower plus two spare and one steering oar, on motor boats there are four oars with oarlocks attached to the boat hull with pins (chains);
two release hooks;
a floating anchor with a cable equal to three times the length of the boat and a guy attached to the top of the anchor cone;
two painters no less than 15 meters long; two axes, one at each end of the boat for cutting painters when leaving the ship;
food ration and supply of drinking water 3 liters per person;
a stainless steel ladle with a rod and a stainless steel graduated vessel;
fishing equipment;
signaling equipment: four red parachute flares, six red flares, two smoke bombs, an electric flashlight with a device for Morse code signaling in a waterproof design (with a set of spare batteries and a spare light bulb), one signal mirror - a heliograph - with instructions for its use , signal whistle or equivalent signaling device, tables of rescue signals;
a spotlight capable of continuous operation for 3 hours;
first aid kit, 6 seasickness tablets and one hygiene bag per person;
a folding knife attached to the boat by a pin, and three can openers;
manual drainage pump, two buckets and a ladle;
fire extinguisher for extinguishing burning oil;
a set of spare parts and tools for the engine;
radar reflector or ;
binnacle with compass;
individual thermal protective equipment in the amount of 10% of the passenger capacity of the boat (but not less than two).

Rice. 10 Lifeboat inside

Free fall boats (Fig. 11). The boat's hull has a more robust design and well-streamlined, smooth contours that prevent strong impacts when the boat enters the water. Since overloads occur when hitting the water, the boat is equipped with special chairs with shock-absorbing pads.

Rice. 11 Design of a free-fall boat

Free-fall lifeboats are considered the most reliable life-saving equipment that ensures the evacuation of people from a sinking ship in any weather conditions.

Rescue lifeboat (Fig. 12). This is a type of lifeboat designed for rescuing people from the water and for collecting lifeboats and rafts.

The advantage of a rescue boat is the speed and reliability of launching and re-boarding while underway in light seas. A powerful stationary or outboard motor provides a speed of at least 8 knots and allows you to quickly examine the area where a person fell overboard, lift him and deliver him to the side of the ship. The rescue boat is capable of performing rescue operations in stormy conditions and with limited visibility. The rescue boats are in constant readiness. The preparation and launching of the boat takes 5 minutes.

The boat provides space for transporting the rescued person in a supine position. The propeller is protected to prevent injury to people at sea.

Rice. 12 Rescue lifeboat

Life rafts

A life raft is a raft capable of ensuring the survival of people in distress from the moment they leave the ship (Fig. 13). Its design must be such as to withstand the influence of the environment afloat for at least 30 days under any hydrometeorological conditions.

Rafts are made with a capacity of at least 6 and usually up to 25 people (rafts with a capacity of up to 150 people can be found on passenger ships). The number of rafts is calculated in such a way that the total capacity of the life rafts available on each side is sufficient to accommodate 150% of the total number of people on board the ship.

Rice. 13 Installation of PSN on board the vessel

On ships where the distance from the bow or stern to the nearest raft exceeds 100 m, an additional raft must be installed. At least 2 vests and 2 wetsuits must be stored nearby, and there must also be landing aids on each side (on high-sided vessels - boarding ladders, on low-sided vessels - rescue pendants with musings).

The total mass of the liferaft, its container and equipment must not exceed 185 kg, unless the liferaft is intended to be launched by an approved launching device or is not required to be carried from side to side.

According to the method of delivery to the water, life rafts are divided into those launched by mechanical means (using rafts) and dropped. Launch rafts are installed mainly on passenger ships, since boarding in them is carried out at deck level, which is a great advantage when rescuing passengers who may find themselves in a wide variety of physical and mental conditions.

Due to their compactness, inflatable rafts (PSN - inflatable life raft) have become the most widespread.

The main elements of a life raft are (Fig. 14):

buoyancy chamber (provides buoyancy to the raft);
bottom - a waterproof element that provides insulation from cold water;
awning is a waterproof element that provides insulation of the space under the awning from heat and cold.

Rice. 14 Inflatable life raft

The buoyancy chamber of an inflatable raft consists of at least two independent compartments, so that if one compartment is damaged, the remaining compartments can provide positive freeboard and keep the regular number of people and supplies afloat. Typically, the compartments are arranged in rings, one above the other, which allows not only to provide sufficient buoyancy, but also to preserve the area to accommodate people if one compartment is damaged.

To ensure the possibility of maintaining working pressure in the compartments, valves are installed for manual pumping with a pump or bellows.

The problem of thermal insulation of the under-awning space is usually solved by installing an awning consisting of two layers of waterproof material with an air gap. The outer color of the awning is orange. To install an awning in inflatable rafts, arch-type supports are made that inflate automatically along with the buoyancy chamber. The height of the awning is made such that a person can be in a sitting position in any part of the space under the awning.

The awning should have:

at least one viewing window;
rainwater collection device;
radar reflector mounting device or SART;
stripes of white reflective material.

A signal light is installed on the top of the awning, which automatically turns on when the awning is opened. A battery charge ensures operation for at least 12 hours.

An internal light source with a manual switch is installed inside the raft, capable of continuously operating for at least 12 hours.

A lifeline is attached along the outer perimeter of the raft’s buoyancy chamber to help get to the entrance. A rescue rail is also installed along the inner perimeter to help keep people safe during a storm.

The entrances to life rafts are equipped with special devices that help people climb out of the water into the raft. At least one of the entrances must have a landing platform at water level. Entrances that are not equipped with a landing platform must have boarding ladders, the bottom step of which is at least 0.4 meters below the waterline.

On the bottom of the inflatable raft, pockets filled with water are installed around the perimeter. They are bags hanging down with holes in the top. The holes are made large enough so that within 25 seconds after the raft is in the open state on the water, the pockets are filled to at least 60%.

Pockets serve two functions:

provide stability, which is especially important during a storm, when the open raft is on the water without people;
the opened raft has a very large surface windage compared to the submerged part, which leads to strong wind drift. Pockets filled with water significantly reduce the wind drift of the raft.

To inflate the raft, a non-toxic gas cylinder is attached to its bottom, closed with a special launch valve, which opens when the launch line attached to it is pulled. When the start valve opens, gas fills the compartments within 1 - 3 minutes.

The length of the starting line is at least 15 meters. Start line:

used to open the valve on a gas cylinder;
used to hold the raft against the side of the ship.

Installation of PSN. On the ship, the PSN (inflatable life raft) is stored in a plastic container consisting of two halves, hermetically connected and secured with bandage tapes (Fig. 15).

The strength of the tapes, or the links connecting the ends of the tape, is calculated for breaking from internal pressure gas when inflating the raft.

The container with the raft is installed on a special frame, pressed to it with a lashing, wound on a recoil device.

Rice. 15 Scheme of fastening the PSN to the vessel: 1 - lashings; 2 - verb-hack; 3 - starting line; 4 - hydrostat; 5 - weak link; 6 − bandage tape

The launching device of life rafts must ensure the safe launching of the raft with a full complement of people and equipment at a list of up to 20° on any side and a trim of up to 10°.

Installing the raft provides two ways to release the lashings - manual and automatic.

To manually free the raft from the lashing, it is enough to remove the fixing link from the hook. There are devices in which the lashing is released by turning a special handle, as a result the pins holding the root ends of the lashing are pulled out. This device is used when several rafts are placed on one frame one after another. This design provides for both sequential release of rafts and release of all rafts by turning one handle.

To automatically release the raft when the vessel is submerged under water, a hydrostat is activated in the release device - a device that releases lashings at a depth of no more than 4 meters.

According to the principle of operation, hydrostats are of disconnecting type and cutting type.

In a cutting-type hydrostat, in the initial state, the spring-loaded knife is held by a locking pin mounted on a spring-loaded membrane (Fig. 16). The space above the membrane is hermetically sealed, so when immersed in water, the pressure begins to increase only under the membrane. The stiffness of the spring holding the membrane is calculated so that at a depth of up to 4 meters, external pressure will press the membrane and release the knife. The compressed spring of the knife, after being released, sharply straightens, and the blow of the knife cuts the rope loop holding the lashings.

Rice. 16 Cutting type hydrostat

Disconnecting type hydrostat (Fig. 17). The housings of disconnecting type hydrostats are quite varied, but they all use mechanical principle disconnect when reaching set pressure to the sensitive element. The body of this hydrostat is divided by a membrane into two chambers, one of which is sealed, and the second can receive water during immersion.

The release head, to which the lashing is attached, is held from the inside by a locking device mechanically connected to the membrane.

The stiffness of the spring holding the membrane is designed so that under water pressure the detachable hydrostat head will be released, which will lead to the release of the raft from the lashings.

Rice. 17 Design of a disconnecting type hydrostat

When the vessel is submerged, the container with the PSN floats up, and the launch line is pulled out of the container. The connection of the launching line to the vessel is carried out through a weak link. The tensile strength of the weak link is sufficient to pull the launch line out of the container and open the release valve. With further tension, the weak link breaks and the raft is released from its attachment to the side of the ship.

There are designs where the weak link is part of the root end of the starting line itself. The strength of the weak link is too small to hold the raft against the side in conditions of strong wind and seas. Therefore, when releasing manually, the first thing that needs to be done before releasing the lashings is to select a small section of the starting line from the container and securely tie it above the weak link to the structure of the vessel (isolate the weak link). If the launch line is not tied in an area of normal strength, the raft will be torn off and carried away.

The weak link is visually easy to distinguish: it may be a thinner insert in the starting line or a cut in the line.

Launching and boarding life rafts

Brief instructions for bringing the raft into working condition and boarding it are placed on the raft container and near the installation site.

Before boarding an inflatable life raft, the raft commander removes knives, screwdrivers and other piercing and cutting objects from those escaping.

The procedure for launching the PSN into the water and landing in it involves the following actions:

free the lashings;
push the raft overboard. For a high-sided vessel, it is not recommended to release the raft when the list is over 15° from the side out of the water. In this case, jumping to the water without touching the side is unlikely, and sliding down a board that has come out of the water and is overgrown with shells can lead to serious injuries;
pull the starting line out of the container and pull strongly;
Pull the opened raft to the side and secure the line;
If the raft is opened with the bottom up, then there are special straps on the bottom of the raft, by holding them with your hands and resting your feet on the edge of the bottom, you can turn the raft over to its normal position. Since the raft has a large windage, before turning it over it must be turned so that it is on the leeward side. In this case, the wind will help turn the raft over;
move into the raft, trying to get into it dry;
you can jump onto the raft from a height of up to 4.5 meters if you are sure that there are no people in it;
you can go down the storm ladder;
you can go down the rescue pendant with musings;
you can jump into the water next to the raft, and then climb into the raft;
help other survivors get into the raft (use a rescue ring with a line from the raft’s emergency supplies).

After all those escaping are on the raft or in the water (Fig. 18), but holding on to the lifeline of the raft, it is necessary to move away from the sinking ship to a safe distance, for which you need to:

cut off the starting line. The knife is in a pocket on the raft's awning at the point where the line is attached;
select sea anchor;
tighten the water pockets, for which you need to pull the pin, which is attached to the bottom of the pocket, then squeeze the water out of the pocket, press the pocket to the bottom and secure the pin in this state;
use emergency oars.

Rice. 18 In a life raft and on the water

Being near a vessel is dangerous for the following reasons:

the formation of a funnel when a vessel is submerged under water;
possibility of explosion in case of fire;
surfacing of large floating objects from a sinking ship;
the possibility of the vessel falling on board.

After retreating to a safe distance, all life-saving equipment must unite and remain in the place where the ship is lost. Combining life-saving equipment allows:

distribute people, water, food, etc. evenly;
use signaling means more rationally;
more rationally distribute human resources to perform work (watchkeeping, fishing, etc.).

The organization of the search and rescue operation will begin from the coordinates of the place where the ship was lost, therefore, to reduce wind drift, it is necessary to set floating anchors and lower water pockets.

Life raft equipment:

2 floating oars;
drainage means: floating scoop and 2 sponges;
2 floating anchors, one of which is permanently attached to the raft, and the second is a spare one. Immediately after deployment of the drop-type raft, the attached drogue deploys automatically;
special non-folding knife without a piercing part with a floating handle. The knife is in a pocket near the place where the launch line is attached to the raft;
a rescue ring with a floating line at least 30 meters long;
repair kit for repairing punctures: glue, plugs and clamps;
3 can openers;
scissors;
hand pump or bellows for pumping up the raft;
canned drinking water at the rate of 1.5 liters per person;
food ration based on 10,000 kJ per person;
first aid kit;
seasickness tablets with a duration of action of at least 48 hours per person;
one hygiene bag per person;
fishing equipment;
heat protective agents in the amount of 10% of the estimated number of people, but not less than 2 units;
instructions for preserving life on life rafts.

Signaling means:

radar beacon - transponder (SART);
VHF portable radio;
4 red parachute flares;
6 red flares;
2 floating smoke bombs;
electric waterproof flashlight;
signal mirror (heliograph) and signal whistle.

Auxiliary life-saving equipment

Storm ladders. A landing ladder must be provided at each descent point or at every two adjacent descent points. If another approved lifeboat or liferaft access device is installed at each lifeboat launching point, there must be at least one ladder on each side.

Marine evacuation system (MES) is a means for quickly moving people from the landing deck of a ship to lifeboats and rafts located on the water (Fig. 19).

The marine evacuation system is stored packed in a container. It must be installed by one person. Bringing it into working condition is similar to the actions with the PSN - dropping or launching; pulling and jerking the starting line; fastening on painters at the side.

The system consists of a guiding device such as an inflatable chute or ramp and an inflatable platform that functions as a floating pier. Having gone down the ramp to the platform, people move onto a raft or boat moored to it.

The full number of people for which the system is designed must be evacuated into life rafts from a passenger ship within 30 minutes from the moment the signal to abandon ship is given, and from a cargo ship - within 10 minutes.

In general, MES is not a mandatory life-saving device.

Rice. 19 Marine evacuation system

Line throwing devices (Fig. 20). Each vessel must have a line-throwing device that would ensure that the line is thrown with sufficient accuracy. The kit includes:

at least 4 rockets, each of which ensures throwing a line over a distance of at least 230 meters in calm weather;
at least 4 lines with a breaking force of at least 2 kN;
a gun or other device for launching a rocket.

Rice. 20 Line throwing devices

Detailed description:

Speedboat Konan 650P. Project 50472 crew boat "Konan-650P" is designed for rapid response in emergency situations at sea, to ensure maritime laws in coastal waters, rescue operations and port security. It can be used as a side-mounted boat on ships due to the presence of a single-point cargo and towing hook, which provides the boat with emergency ascent and descent from the side of the vessel while underway. Body material - fiberglass. The boat is unsinkable and, unlike RIBs - boats with inflatable sides of a similar class, does not lose its operational qualities even when receiving hundreds of through bullet holes, because equipped with polyurethane foam buoyancy blocks. When flooded with water, the boat drains itself. Hull weight: 2.8 tons. Speed: 48 knots. Length: 6.5 m. Width: 2.5 m. Capacity: 12 people.

Lifeboat projects 00373 00026 00036. Fiberglass lifeboats are designed for installation on sea vessels of unlimited navigation area. The specified lifeboat designs are permitted for installation on fishing vessels and for replacing similar lifeboats on all types of vessels. Length: 7.62 m. Width: 2.52 m. Capacity: 37 people.

Working boat Crimea 338M. Designed for installation on ships and vessels, as well as for supplying bases and ports as a coastal vessel. Used for transporting goods. Length: 8.7 m. Speed: 7 knots. Capacity: 18 people. Load capacity: 2t

Pleasure boat Crimea 4. The planing hull is made of fiberglass. The reversible steering device made of stainless steel ensures high maneuverability and ease of operation. The boat can be configured in various versions: open, with a closed deckhouse, closed with an awning. The boat can navigate shallow water areas up to 0.5 m. Range with a full load and waves of 1 point is about 200 km. Body weight: 950 kg Speed: 45 km/h. Capacity: 5 people

Pleasure boat Crimea 4P. A high-speed boat with an outboard engine is convenient both for servicing water sports events and entertainment, for travel and recreation on the water, and for service purposes on rivers, lakes and the coastal strip of the seas. The planing type hull is made of fiberglass. It has an open awning with extensive glazing. There are 2 in the cockpit soft chairs and an aft sofa for 3 people. On the transom, on the left side, there is a ladder with handrails for exiting the water onto the deck. The boat's fuel tank has a volume of 100 liters. When completely filled with water, the boat with the engine floats on an even keel. Body weight: 650 kg
Speed: up to 70 km/h. Capacity: 5 people

Working boat RShPM 5.5. Designed to equip sea vessels with unlimited navigation area. Used on rivers and lakes, in the coastal zone of the seas for transporting goods, people and fishing. Length: 6.1 m. Speed: 6 knots. Capacity: 8 people Load capacity: 1300 kg.

Rescue rescue boat project 50471. Length: 4.5 m. Capacity: 6 people. Displacement: 0.9 t.

Pleasure rowing boat Bychok 2. Installation of an 8 hp outboard motor is provided. The boat hull is made of fiberglass. Length: 3.80 m.
Width: 1.50 m. Side height amidships: 0.50 m. Capacity: 3 people. Weight: 64 kg.

Speedboat Konan 650R 700. These proposals are based on what was actually created, tested and transferred in April 2009. to the customer of two Konon-650P boats of project 50472. If necessary, the bow deck is equipped with a device for installing a machine gun. The boat is unsinkable and does not lose its performance even when receiving hundreds of through bullet holes, as it is equipped with polyurethane foam buoyancy blocks. When flooded with water, the boat drains itself through two automatic stern scuppers. It features a soft, shock-free ride in rough water and is capable of maintaining high speed on three-point excitement. Konan 650R is equipped with a bow and stern foundation for installing 2 machine guns with a caliber of up to 12.7 mm. The helmsman's position has armored fencing and bulletproof glass. The automatic control system for transom plates stabilizes the boat's roll during sharp turns, as well as during rough seas, thereby increasing shooting efficiency. Hull weight: 1.5 tons. Speed: 45 knots. Length: 6.5 m. Width: 2.5 m. Capacity: 15 people.

Service and traveling boat Crimea 338. The boat "CRIMEA-338" is intended for service and traveling purposes, as well as for walks in inland waters and coastal navigation. Can be used for light diving work with scuba gear.

Pleasure boat Crimean. Designed for recreation on the water with fishing, tourism, business purposes and others

The need of water recreation enthusiasts for displacement vessels suitable for multi-day tourist trips, unfortunately, is not yet satisfied by our industry. I recommend that residents of seaport cities adapt used lifeboats and yawls for this purpose. After appropriate modifications, they are quite suitable for use in inland waters and in the coastal zone of the sea. Considering that even the latest wooden boats (not to mention metal and plastic ones), as a rule, are equipped with a screw propeller with a manual or mechanical drive, installing engines of any brand and type on them does not represent big problems. I happened to become the owner of my second vessel, converted with your own hands from a lifeboat, so I dare to give some recommendations to those who want to build such a vessel.

I do not advise you to build the hull of a boat or yacht with a length of more than 7-9 m alone. It is more advisable to buy an old factory-made hull, repair it and cover it with fiberglass if it is made of wood.

It is better not to remove the air boxes that ensure the boat's unsinkability, although they constrain the living conditions and equipment of the vessel. As a last resort, you can remove two boxes in the engine compartment, compensating for this with foam.

You should not cut out all the cross banks, especially in wooden case, as this weakens the structure. It is best to cut out one can in the engine compartment and one in the passenger compartment.

Do not forget that the height of the superstructure, although it increases comfort, but reduces the stability and controllability of the boat.

Don't get carried away with powerful engines; a 12-25 horsepower engine is enough. Extra power does not add speed, but fuel consumption increases significantly.

Diesel is preferable to any gasoline engine for reasons fire safety, efficiency, etc. Air-cooled diesel engines are suitable, especially 16-25 hp from low-power self-propelled chassis. They only need to ensure a good flow of cooling air (for example, through a pipe from above) and an outflow of heated air (on the sides). A diesel engine needs to be covered with a soundproofed hood.

If you do not have a reverse gearbox, then on a boat 7-9 m long it makes sense to install the engine together with the gearbox. This makes it easier to select a propeller and required quantity rpm Motors and gearboxes of self-propelled chassis are more suitable for such an installation. You can also use gearboxes that convert the translational motion of rocking arms into rotational gearboxes with manual drive. To do this, they need to be connected to the engine shaft through a cardan shaft.

With the help of lifting hooks it is convenient to launch and lift boats into the water, so it is useful to provide removable ceilings for passing lifting slings during lifting.

Now briefly about my latest vessel, the Centaur, built on the basis of an old 40-person lifeboat with bakelized plywood sheathing. Body length - 8.2 m; width - 2.5 m; side height - 1 m.

The vessel is designed for a crew of four people. If necessary, a fifth berth can be equipped in the salon locker. For a short trip, you can take up to 12 people on board, this does not affect the performance at all. Four to five people can sunbathe on the deck of the Centaur.

The main work consisted of installing the engine, layout and execution of the superstructure, placement of equipment and premises, however, first of all, it was necessary to choose the overall architectural appearance of the vessel. It was difficult to photograph from life all the dimensions of the hull, the sheerness of the sides, the contours of the sides, etc. without a plaza or a level area. I got out of the situation in the following way. I photographed the body from the required angle, and then projected the image from the film through a photo enlarger onto paper so that the length of the body was 82 cm, which corresponds to a scale of 1:10. After that, I made three options for the superstructure layout. A version without a cockpit was accepted for production, since without it there is more free space on the ship; In addition, the open cockpit in Baltic conditions is a source of water entering the hull.

The drawings do not have details and exact dimensions of all components. They were needed to determine the main dimensions and basic design and planning solutions. Keeping to the scale, I transferred the main dimensions from the drawing and refined them locally.

The body is covered with three layers of fiberglass with an epoxy binder. Two cross cans are cut out and two air boxes are removed.

The entire structure of the boat's superstructure is made of construction plywood, covered with a heat-insulating layer of fiberglass and covered with sheet aluminum, also covered with fiberglass. A bulwark is installed in the bow, mainly for aesthetic reasons. The height of the superstructure, excluding the movable canopy, is made in the dimensions of the storm awning that stood on the boat. The stern is rounded.

Layout interior spaces next. In the bow there is a cargo hold with a hatch, which is used for storing cargo, anchors, ropes, etc. Behind the hold there is a sleeping cabin with a hatch through which passengers can go out onto the deck. A double berth is made across the ship above the first bank; you can only sit on it or only lie on it.

The salon occupies the space between the first and third cans (the second is cut out). Here along the sides there are two sofas (they also serve as bunks), a sliding table shifted to the left side, a fireplace and lockers for dishes and food. There are two ventilation hatches in the roof, through which, if necessary, you can go out onto the deck by standing on the bunk.

Aft of the salon there is a wheelhouse with doors on both sides. At the doors, on both sides, there are folding ladders attached, allowing you to climb on board both while parked and afloat. The pilothouse is separated from the salon by a soundproofing bulkhead. It has a sliding lantern through which you can climb up.

Through a hatch made in the roof above the aft part of the engine compartment, you can moor, throw out the stern anchor and fish with a spinning rod.

The engine is a four-cylinder diesel engine type RS-09 with a power of 26 hp. With. from an old foreign-made self-propelled chassis; the air-cooled engine has an 8-speed gearbox, its rotation speed is 150-3000 rpm. It is shifted to the left side by 120 mm due to the fact that the transmission power take-off shaft is shifted by the same amount from the axis to the right. In the figure, the dotted line indicates the dimensions of the removable part of the cabin roof above the engine, as well as the installation of the emergency outboard motor “Veterok-12”. In the aft superstructure on the left side (on the right in the figure) there is a side hatch through which you can install, start and secure this motor. True, I have never used it before: there was no need.

The Centaur's cruising speed is 10-11 km/h, maximum - 14 km/h; fuel consumption is about 3 l/h. Transmission to the gearbox and propeller shaft is carried out through a cardan shaft with two crosses, which greatly facilitated the construction of the foundation and alignment of the shaft line. The propeller has a diameter of 500 mm, pitch - 240 mm, rotation speed - 700-900 rpm. The steering wheel is mounted on the gearbox. All necessary engine controls are retained with some changes in the length and configuration of the levers. The diesel engine is covered with a hard hood, above which there is a steering seat; An air intake pipe is built into the hood.

The “dry” weight of the boat is 4.0-4.5 tons. The total weight of the superstructure, engine and all equipment is approximately 1.8-2.0 tons. The boat was designed for a load of about 3 tons, so a number of equipment available on it parts were intended to serve as ballast. For example, the concrete foundation into which the stove is mounted is mounted on the frame of the boat's lever transmission and weighs more than 100 kg together with the stove. To this we must add the weight of batteries, a 120-liter fuel tank, a 30-liter supply tank, a 40-liter water tank, tools, utensils, etc. There is no special ballast on the ship.

"Centaur" is already in operation for the fifth navigation on the Daugava (in Riga and its environs). Thanks to the presence of a stove, gas stove and other amenities, our season lasts from early May to mid-November. In the future I plan to make water heating with selection warm water from exhaust pipe coolers.

I. Viltsin, “KiYa”, 1985