Once upon a time, foreign tourist cruises on the great river began in Kazan
River cruises are one of the types of tourism that, as they say, God himself ordered Tatarstan to develop. Volga, Kama, Vyatka... The length of waterways across the territory of the republic exceeds the distance from Kazan to Moscow. What historical and architectural masterpieces are located on the banks of the rivers, I think, there is no need to remind - Bolgar, Sviyazhsk, Elabuga alone are worth so much! Indeed, even twenty years ago, 14 local travel companies organized cruises on 22 ships per season. Today? Today - only two, Vyacheslav Samolin, full member of the National Academy of Tourism, Chairman of the Commission for the Development of Tourism and the Sanatorium Complex of the Chamber of Commerce and Industry of the Republic of Tatarstan, stunned me.
Vyacheslav Andreevich, how is it that in European countries the demand for river travel is steadily growing. But with us, it turns out that everything is the other way around? Has demand fallen catastrophically?
There is demand. This year, Tatarstan travel agencies regularly sold vouchers for cruises on the Volga, Kama and Don. But the organizers of these cruises, that is, tour operators, were Moscow, Samara, and Nizhny Novgorod companies. Kazan now had only two of its own ships. First. In previous years, we always had a dozen of our own tour operators, many routes began in the capital of Tatarstan, and trips to our cruise ships were bought by both residents of other regions and foreigners.
But to me, as a potential client, to be honest, it doesn’t matter who organizes the tour, a local company or an overseas one. The main thing is the level of service and price...
If you buy a tour not directly from a tour operator, but from a travel agent, the tour, subject to certain rules, will not become more expensive. But if the cruise is organized not here, but, say, in Moscow, you have less chance of purchasing a suitable ticket for a passing ship. And the tourism product created in the neighboring region “works” primarily to develop the tourism potential of its region. And if your ship sails past the wonderful island-city of Sviyazhsk without even noticing it, I would not be surprised.
And now the most important thing. If this year we had 14 tour operators in Tatarstan, like twenty years ago, who organized cruises on twenty-two ships, the republican budget would receive millions of rubles in taxes alone. In comparison with the mentioned amount, the taxes that were transferred to the budget by local companies that sold trips to neighboring tour operators are, excuse me, a cat’s tears...
The rules of economics are simple: there are income from sales, there are investments - the industry is healthy. No - that means there can be no talk of any development. So it is in tourism. I'm not even talking about lost jobs...
- Why did Tatarstan tour organizers move into the category of agents? Couldn't stand the competition?
Without government support, it is almost impossible to develop river cruises in the region. In Samara and Nizhny Novgorod, river tourism is supported, not in words, but in deeds. For example, they organize trips for children, veterans, etc. There are targeted programs that are implemented by the local executive branch. Therefore, today there are more than twenty ships on the Samara cruise market! Unfortunately, we do not have such programs in our republic. Of course, the industry needs to be supported on a competitive basis - untargeted subsidies are useless...
Today, companies themselves are striving to return to tour operator activities. But renting a ship, even if you have the funds for it, is a very big risk. Volga cruise ships were manufactured in Czechoslovakia, Hungary or the GDR decades ago. Navigation safety requirements have increased sharply, and huge investments are needed for the fleet to meet them.
In Tatarstan, I repeat, there are only two cruise ships. The fleet has long been distributed. It is concentrated mainly in shipping companies and large owners. If we do manage to rent a ship, it is in such a form that the tenant has to invest serious funds in its repair and reconstruction. And these costs do not guarantee anything, I know from the experience of the Volga Travel company, which I head.
Or maybe we are overdramatizing the situation and the current cruise market is fully in line with demand? Is it just now fashionable to relax not at home on the Volga, but in Turkey or Egypt?
Sociological research shows that there are significantly more people who want to go on a river trip than those who fulfill their desire. Some are not satisfied with the level of comfort. Others are not willing to pay a price comparable to what guests of four- to five-star hotels in Egyptian and Turkish resorts pay for a night on board. Such prices are not at all a consequence of the excessive appetites of tour operators. This is again the result of the use of an uneconomical fleet and, to a greater extent, the lack of a pricing policy in the domestic market. Even parking in any port becomes an expensive pleasure for cruise ships. For every meter of quay wall you need to pay twelve rubles per hour. Multiply this figure by the length of the ship - and you will understand why parking lots in cities are becoming shorter and shorter. But you have to pay not only for parking, but also for port services. Prices for it in Kazan, for example, are among the highest on the Volga. If we want to become a tourist country and seriously replenish the budget through inbound tourism, prices must be comparable to world prices. The service on our ships is comparable to WTO standards, but the prices...
What to do? Should we wait for Russia to start producing new economical ships and develop incentives for the development of river tourism?
I think that we have almost no time left for further waiting. Let's wait, and a Western tour operator will come to our rivers, with a modern, economical fleet and its own rules of the game. With the country's accession to the WTO, such a situation is quite possible. And then taxes will no longer just flow to the neighboring region, but outside the country.
But there is a way out. Tatarstan is a unique region. We have the Zelenodolsk Central Design Bureau, which, I know, has already designed modern cruise ships; we have a shipbuilding plant and two ship repair plants that can implement design plans and provide the necessary service. Finally, there are qualified personnel who are able to offer the market unique tourism products. If we use all the available potential, we can return to the position of twenty years ago, when Kazan, by the way, was the starting point of even foreign tourist cruises around the country: foreigners began traveling along the Volga to Moscow, St. Petersburg and
Rostov-on-Don is from the capital of Tatarstan.
The question is whether we have a travel company capable of ordering the construction of at least one modern cruise ship.
It is unlikely. Here all hope is for public-private partnership, for a well-thought-out program. I think it is in the interests of the state to develop a cooperation scheme that will make it possible to implement the idea through joint efforts. Let's say, a republic, some holding company acts as a customer of a vessel, and then leases it or leases it to a travel company or group of companies. I am convinced that the costs will be repaid many times over. It is also possible that the customer of the vessel will be a group of our budget-generating enterprises. There are options for solving the problem - if there is a desire. I'm not even talking about the fact that, having initiated the construction of modern cruise ships in Tatarstan, the republic will then be able to sell them throughout the country - there are no competitors yet, but potential demand exists.
Let’s say Tatarstan gets a modern cruise ship or even its own fleet. Where can it be used?
There are many options. It is possible, for example, to increase inbound tourism in Tatarstan significantly - interest in the third capital is growing rapidly. It is possible to create an original tourism product within the republic - the 215-kilometer section of the Volga and the 375-kilometer section of the Kama allows it to be created in various variations. How do you like, say, a cruise Kazan - the island city of Sviyazhsk - Bolgar - Elabuga - Kazan? I am absolutely sure that such a route, if properly organized, will be popular, and not only among Tatarstan tourists. And for short tourist trips with an excursion program, it is necessary to create a modern small fleet.
What do you mean by proper organization? Don't our historical gems in themselves guarantee success?
Of course they guarantee it. Provided that they can be approached by any motor ship, regardless of the water level in the Volga and Kama, and the quay wall will allow any motor ships to conveniently moor in any number. And yet, even in Kazan, cruise ships line up in front of the river station in four sides, which is extremely inconvenient for tourists. And even a three-deck motor ship cannot yet approach Sviyazhsk - the bottom needs to be deepened.
A quality cruise also means green parking. There aren’t any of them in Tatarstan yet... Imagine how great it will be if three or four parking lots appear. Let’s say there is one in a Russian village, one in a Tatar, a Mari, a Chuvash village... And at each such stop we will introduce tourists to the original culture of each people. With Sabantuy, folk festivals, food, etc. But even here, the tourism industry alone cannot cope with the task.
We have directly modeled the tour for the guests of the Universiade. The only pity is that it will hardly be possible to implement it in the remaining time.
The Universiade is not the last large-scale event to be held in Tatarstan. There will also be world championships in water sports and football... And guests will always have a demand for quality cruises. Our duty is to satisfy this demand. And it’s quite possible to prepare new routes and green parking areas in the remaining time. Of course, through joint efforts, with the help of all interested parties. For this purpose, by the way, we are resuming the work of our club for lovers of Volga travel. Anyone who cares about river tourism and who would like to co-author the development of new routes can become a member.
Believe my experience: Volga cruises have wonderful prospects in the republic. And they can bring in no less income to the treasury than other innovative projects - the world practice of tourism development proves this. And from the point of view of popularizing Tatarstan and its beauties, achievements in the country and in the world, river tours are generally a unique product. It is only important that those in charge realize this. They will understand - there will definitely be a result.
RT, RP, BTT- a universal designation for river pusher tugs and raft tugs built in the USSR since the 1950s according to several different projects.
- RT is an abbreviation that stands for R permanent T olkach.
- RP is an abbreviation that stands for R permanent P lottery owner
- BTT is an abbreviation for B uxirno- T holler T eplohod.
The full designation of the vessel is an abbreviation consisting of letters indicating the purpose of the vessel (RT, RP, BTT) and three numbers, the first of which indicates the power of the main engines, and the next two - the vessel number assigned by the shipping company.
For example:
- RT-381- power 300 l. village, vessel number 81;
- RT-457- power 450 l. p., vessel number 57;
- RT-611- power 600 l. p., vessel number 11;
- RT-711- power 740 l. p., vessel number 11;
The RT designation was assigned to vessels of the following projects:
- 911 and its modifications 911B, 911V, 911L (the BTT designation is also applied to ships of this project)
- R-14A
- 1741, 1741A
The RP designation was assigned to vessels of the R-14 and R-14A projects.
Story
Until 1957, river tug-steamers were built en masse in the USSR (the latest series was Project 732). However, after the 20th Congress of the CPSU adopted a decision in 1955 to stop the construction of steam locomotives, the decision of the Council of Ministers to stop the construction of steamships was soon followed. Tugboats were produced in the USSR before, but these were either unique ships built in a single copy (for example, Anastas Mikoyan), or very small and low-power boats like Kostromich and the like. Under these conditions, it was necessary to create a project for a new vessel that could be built en masse both at shipyards that previously produced steamships, and at various repair and operational bases of the fleet during the inter-navigation period. As a first solution, it was proposed to launch the production of wheeled motor ships in Project 732 hulls, replacing steam engines with diesel engines with final drives. Two projects were prepared: number 1518 - with one engine (like a steamship) and number 1721 - with two. This decision had obvious advantages. The shipyards had all the necessary equipment for the production of steamship hulls. The condition of the USSR's waterways at the end of the 1950s left much to be desired, and wheeled tugs had significant advantages. However, by the end of the 1950s, Project 732 was already outdated and did not meet the increased technical and sanitary-hygienic requirements (for example, the latrine on ships of Project 732, traditionally for ships of this type, was located on the outskirts and was essentially a hole in the deck). During the same period, the USSR began to master the progressive method of driving barges by pushing, for which Project 732 was not particularly suitable. For this reason, it was decided to develop a new vessel with a progressive type of propulsion - a propeller in a rotating ring attachment. Such a propulsion system provides good maneuverability of the vessel and protects the propeller in shallow water. The project of such a pusher tug, number 911, was developed by the Central Design Bureau of the USSR Ministry of River Fleet and approved in November 1959. Despite the fact that the ship turned out to be structurally simple, it met all the requirements of that time. In 1961, the lead ship, designated RT-301, was built at the Limenda Shipyard. This vessel project became the main one on the rivers of the USSR for many years. Later, on its basis, structurally similar projects of tugboats R-14 and R-33 were developed, which were later also converted into pushers. Interesting fact: rejected in 1958 in favor of the future of the Republic of Tatarstan, the project of a tugboat of Project 1721 on the basis of a steamship of Project 732 was nevertheless brought to life, and since 1973, vessels of the type shallow-draft wheeled tug-motor ships BTK were built for the Irtysh and Lena.
By the mid-1970s, pusher tugs of Project 911 and its modifications no longer met the ever-increasing requirements for both power and living conditions on board. Therefore, new pusher tugs of Project 1741, which had increased power of the power plant, were put into production.
Description
All pusher tugs RT, RP, BTT are motor ships. They are built according to a twin-screw design, each propeller is driven by its own main engine. The engine room is located approximately in the middle of the vessel, a little closer to the stern. The superstructure is also located approximately in the middle of the vessel, a little closer to the bow. The hull at the front may have bow stops for pushing barges and cargo trains. For quick coupling with a pushed barge, vessels can have an automatic coupling and two mooring winches in the bow. An electrically driven towing winch and two mooring winches are installed in the stern. Propellers in combined rotary nozzles are used as propellers.
Device
Project 911 vessels
Project 911B RT pusher tug
The largest number of ships that received the designation RT belong to this project, or more precisely to the 911B project. The project included several modifications, differing in the shape of the superstructure, the power of the main engines and the type of control system.
911A and 911B
These ships had a roller steering system with a wheel in the wheelhouse. Automation of ship control was not provided for by the project. The vessels of the original design did not have navigational instruments and could only be operated under conditions of visual observation of navigational signs and other vessels. During the conversion process, some of the vessels were partially automated and supplemented with navigation equipment that allows movement in fog. Minimum crew - 5 people. The ladder leading to the wheelhouse is open.
Project 911A and early Project 911B vessels have a 110V DC electrical system powered by a generator driven by the main engine. These ships do not have a separate diesel generator. Later, Project 911B ships received a 220/380V AC power supply with a separate diesel generator.
The ships were built at five factories.
911B
Project 911B pusher tug RT
Development and deep modernization of the 911B project. They have a modified superstructure with an enlarged wheelhouse. The ladder to the wheelhouse is located inside the superstructure. The steering gear is hydraulic, there are navigation devices: compass, log, echo sounder.
The vessels have a three-phase onboard AC power supply. Voltage 220/380V. They have a diesel generator that provides the vessel with electricity when the main engines are not running.
Project R-14 vessels
Pusher tug RT project R-14A
The vessels are designed for northern and Siberian rivers based on Project 911. They have a reduced superstructure height and lower draft, as well as ice reinforcements for the hull. The main engines have increased hp to 450-600. With. power. The vessels of the original R-14 project are not pushers, but tugs, since they do not have supports for pushing. These vessels mainly have the designation RP, which was retained in a number of shipping companies for the pushers of the R-14A project.
Project 1741 ships
Project 1741 vessels were developed for work on the river. Irtysh, Ob, Yenisei, Lena in conditions of strong current. The vessels are equipped with an automatic coupling device of the UDR-50 type. They have a main engine power of 600 hp. With. These vessels were built at the Tyumen Shipyard shipyard (Russia, Tyumen). River register class: R.
RT, RP, BTT - universal designation for river pusher tugs and raft tugs built in the USSR since the 50s according to several different projects.
RT is an abbreviation for River Pusher.
RP is an abbreviation for River Rafter.
BTT is an abbreviation for Tug-Push Motor Vessel.
The full designation of the vessel is an abbreviation consisting of letters indicating the purpose of the vessel (RT, RP, BTT) and three numbers, the first of which indicates the power of the main engines, and the next two - the vessel number assigned by the shipping company.
All pusher tugs RT, RP, BTT are motor ships.
They are built according to a twin-screw design, each propeller is driven by its own main engine.
The engine room is located approximately in the middle of the vessel, a little closer to the stern.
The superstructure is also located approximately in the middle of the vessel, a little closer to the bow.
The hull at the front may have bow stops for pushing barges and cargo trains.
For quick coupling with a pushed barge, vessels can have an automatic coupler and two mooring winches in the bow. An electrically driven towing winch and two mooring winches are installed in the stern.
Propellers in combined rotary nozzles are used as propellers.
The motor ship RT-300 is shown in Fig. 2.
Figure 2. RT-300
The characteristics of the RT-300 are given in Table 2.
Table 2. Characteristics of RT-300
The RT-300 device is shown in Fig. 3-8.
Figure 3. Towing winch
Figure 4. Stern anchor device
Figure 5. Nose pads (modification without automatic coupler)
Figure 6. View of the stern of the ship
Figure 7. Wheelhouse.
Figure 8. Radar installed on the roof for driving in low visibility conditions.
The pusher tug RT-300 is shown in Fig. 9.
Figure 9. Pusher tug RT-300 project 911B
Vessels RT-300 911B
These ships had a roller steering system with a wheel in the wheelhouse. Automation of ship control was not provided for by the project. The vessels of the original design did not have navigational instruments and could only be operated under conditions of visual observation of navigational signs and other vessels. During the conversion process, some of the vessels were partially automated and supplemented with navigation equipment that allows movement in fog. Minimum crew - 5 people. The ladder leading to the wheelhouse is open.
Early Project 911B ships have a 110V DC power supply, powered by a generator driven by the main engine. These ships do not have a separate diesel generator. Later, Project 911B ships received a 220/380V AC power supply with a separate diesel generator. The ships were built at five factories.
Description of m/v Volgo-Don project 1565
Main dimensions.
Purpose of the vessel: transportation of general, bulk, bulk, timber cargo, as well as heavy cargo.
Navigation area: motor ships of this project are operated in the inland waterways of the Russian Federation, as well as between the ports of the Baltic North and Mediterranean seas.
Motor ship Antaries, Volgo-Don type project 1565 is shown in Fig. 10.
Figure 10. Motor ship Antaries, Volgo-Don type project 1565
The characteristics of the motor ship Antaries, type Volgo-Don project 1565 are given in table. 3.4
Table 3. Characteristics of m/v Antaries, type Volgo-Don project 1565
Table 4. Overall dimensions of m/v Antaries, type Volgo-Don project 1565
Vessel class “O-M, M-SP, M-PR” of the Russian River Register.
Vessel type: twin-screw dry cargo m/v with bow thruster.
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RT- a universal designation for river pusher tugs built in the USSR since the 50s according to several different projects.
RT is an abbreviation that stands for R permanent T olkach.
General scheme for the formation of the full designation of the RT-ABB vessel, where A is a number indicating the power of the main engines, BB is a number indicating the vessel number.
For example:
- RT-336- power 300 hp, vessel number 36;
- RT-457- power 450 hp, vessel number 57;
- RT-690- power 600 hp, vessel number 90;
- RT-804- power 800 hp, vessel number 4;
The RT designation was assigned to vessels of the following projects:
- 911B, 911V
- R-14, R-14A
- 1741, 1741A
Description
All pusher tugs of the Republic of Tatarstan are motor ships. They are built according to a twin-screw design, each propeller is driven by its own main engine. The engine room is located approximately in the middle of the vessel, a little closer to the stern. The superstructure is also located approximately in the middle of the vessel, a little closer to the bow. The hull has two bow stops in the front for turning barges. For quick coupling with a pushed barge, the vessels have an automatic coupling and two mooring winches in the bow. An electrically driven towing winch and two mooring winches are installed in the stern.
Project 911 vessels
Project 911B RT pusher tug
The largest number of vessels that received the designation RT belong to this project. As part of the project, there were several modifications, differing in the shape of the superstructure and the power of the main engines. They have a cable steering system with a steering wheel in the wheelhouse. Automation of vessel control is not provided for in the project. The vessels of the original design did not have navigational instruments and could only be operated under conditions of visual observation of navigational signs and other vessels. During the conversion process, some of the vessels were partially automated and supplemented with navigation equipment that allows movement in fog. Minimum crew - 5 people.
Project R-14 vessels
Pusher tug RT project R-14A
The vessels are intended for Siberian rivers. The height of the superstructure has been reduced (to allow passage under low bridges in high water). The propellers are installed in ring attachments (to increase the thrust and protect against damage from stones and broken ice). The hull has ice reinforcement. The vessels of Project R-14 are not pushers, but tugs, because do not have (in accordance with the original design) push stops. Late production ships were equipped with stops and some earlier ones were re-equipped. The vessel is controlled remotely, partially automated, which allows it to have a minimum crew of three people.
Project 1741 ships
Project 1741 vessels were designed to operate on Siberian rivers in strong current conditions. The main engines have a power of 600 - 720 hp. The ship's control is automated. The ships were initially equipped with an echo sounder, radar, and long- and short-range radio communication stations. Vessels are allowed to move in fog and through reservoirs out of sight of coastal landmarks.
Pusher tug RT project 1741
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