“It is quite obvious that the large Russian rescue tug Nikolay Chiker likes to be off the coast of Florida, especially now that the crisis in Eastern Ukraine has entered its most intense phase,” the author of the article writes.

“This ship of the Russian Navy performs interesting maneuvers. In mid-February, the Chicker left Gibraltar and quickly reached the Caribbean islands. On board there are 50 people, a team of underwater specialists, modern equipment, a platform for a helicopter, a spacious hold, in which reserves are stored to ensure long-term autonomous navigation of the ship. "Chiker" is a powerful beast, a tugboat whose height allows it to operate in Arctic waters. The ship participated in many complex operations, including the lifting of the submarine "Kursk". , submarines are familiar shipmates: the tug provides them with support, accompanies them like a shadow. According to many experts, the tug provides support for at least two submarines that Moscow has sent to the shores of the United States. The tug also works with other ships. spies. This is exactly the kind of activity that has been carried out in recent weeks,” the correspondent reports.

“After a stay near the Caribbean islands, the tug arrived at a square in the area of ​​Kings Bay, the base of American nuclear submarines of the US 7th Fleet. They say that the Chicker was not alone there: the Viktor Leonov, a reconnaissance ship, was cruising nearby. Appearance of the Russians ships coincided in time with the first phase of the crisis in Crimea. After this, the tug visited the Cape Canaveral area, then made another call to the Caribbean, and in the second week of April the ship again reached the cosmodrome area on April 15. This episode coincided with the aggravation of the situation in Ukraine, the transfer of columns of military equipment and threats,” the author notes.

“Yesterday morning, the Chicker stopped south of the NASA test site, as if taking up an observation position. There are many theories about the Nicholas Chicker off the beaches of Florida. Starting with the most obvious: performing reconnaissance missions. Other experts believe that we are talking about a meeting with a Russian nuclear submarine. Or even a meeting with the reconnaissance ship "Viktor Leonov", which has been in this region for a long time. Strange movements in the Caribbean Sea suggest some kind of underwater work. Finally, we can talk about surveillance. space center at Cape Canaveral, perhaps about collecting classified information,” the publication concludes.

Nikolai Petrovich was born on August 9, 1910 at Siverskaya station, Gatchina district, Leningrad region, in the family of a paramedic. Russian. Father - Pyotr Ivanovich Chiker (1875 - 1954) served as a soldier until 1902. From 1902, he lived continuously at Siverskaya station (Fedorovskaya Street, building 20) until his retirement due to old age. He worked as a paramedic at a railway station, in the volost executive committee, on a state farm, in kindergartens and a school. Mother - Zinaida Vasilievna Chiker (nee Ananyeva) (1889 - 1936). Russian. Housewife.

Years of study

In 1929, Nikolai Petrovich graduated from the 9th grade of the Siverskaya colony school, where he simultaneously studied turning and metalworking skills. In 1930 - 1931 he studied at the evening Workers' Faculty at the Leningrad Institute of Railways (LIIPS).
After graduating from the Workers' Faculty, he entered the first year of LIIPS in 1931. From the 1932 academic year he transferred to the evening department of the Leningrad Shipbuilding Institute (LKI). In 1935, in connection with the completion of the theoretical course in the evening department, LKI was transferred to the full-time department and enrolled on a scholarship. In January 1936, he successfully defended his diploma with an “excellent” grade and was released from the LCI with the qualification of a shipbuilding engineer.

Start of work

He began his independent working life in 1929. In 1929 and 1930 he worked as a loader in the Sever artel in Leningrad. Then, according to the labor exchange orders, he was sent to work as a mechanic, and then as a turner at the Leningrad Institute of Metals, where he worked until 1931. After graduating from the Workers' Faculty in 1931, he went to work at the Sudomekh shipbuilding plant in Leningrad, where he worked until 1933 as the head of the planning bureau of the hull shop, and subsequently as the head of the plant's order desk. In 1933, he was transferred to the ship repair plant of the Lenvodput trust in Leningrad, where he worked as head of the production department until 1934. Then he moved to the Baltic Plant in Leningrad, where he worked until mid-1935 as the head of the hull group of the bureau of standardization of the production department.
In November 1931, he married Nadezhda Andreevna Novikova, born in 1912, a native of Leningrad. From 1931 to 1934 she studied at the Leningrad Institute of Chemical Technology in the special department. With the birth of her son Yuri in 1934, she dropped out of school. At various times she worked at factories in the shipbuilding industry in Leningrad. In 1946 she completed foreign language courses in Moscow. In 1949 – 1951 she worked at the PSB Research Institute of ACS of the Navy in Leningrad as a technician. After that it didn't work. Nikolai Petrovich’s son, Yuri Nikolaevich Chiker, graduated from LCI. Worked at the Central Research Institute named after. A. N. Krylova. Died in 1975.

In service at EPRON

Nikolai Petrovich (after graduating from the LCI) voluntarily joined the Navy in March 1936 with the military rank of commander of the RKKF category 7-T (since 1939 - military engineer 3rd rank) and was sent to serve in the Caspian Expedition EPRON as a naval engineer - head of the technical department. In the second half of 1938, Nikolai Petrovich Chiker served in the same position in the EPRON Baltic Expedition - until September 1939.
During his service at EPRON, Chiker successfully supervised a number of rescue and ship-lifting operations. Lifting of the tanker "Soviet Armenia" in the open sea abeam the city of Makhach-Kala in 1937; steamship "Pushkin" on the open sea near Oblivnaya Island in 1938. In both cases, Nikolai Petrovich was the commander of the rescue group, the supervisor of the work and the author of the lifting projects. There, in the Caspian Sea, under his leadership, work was carried out to rescue (remove from the rocks) the icebreaker “Molodets” in the Makhach-Kala area (1936), the tanker “Rabochiy” in the Makhach-Kala shipping canal (winter 1936 - 1937) , tanker "Lunacharsky" (winter 1936 - 1937) and a number of other works. During a business trip to the Northern Fleet (in 1937), he supervised the transfer of an emergency English trawler from Murmansk to Norway.

A unique operation - lifting the Chelyuskinets transport

In the Baltic, Nikolai Petrovich supervised the raising of the cruiser "Oleg" (1938 - 1939); removing from the stones the Chelyuskinets transport, which broke into two parts as a result of the storm (with a load of machine tools and metal with a total weight of 6132 tons). The bow part of the transport was removed from the Tallinamadal bank (Revelstein), and the stern, which remained afloat and was thrown onto the rocks during a drift in a stormy sea, was removed from the Usmadalik bank (5 miles from Tallinamadal). The work was carried out in severe storm conditions on the high seas. To remove the bow from the stones, in addition to unloading and sealing holes, it was necessary to build a prefabricated wood-metal bulkhead in the hold, capable of withstanding impacts from force 9 waves. Nikolai Petrovich was the head and chief engineer (and author of the work project) of the transport rescue expedition. The expedition reached the site of the disaster on the icebreakers “Truvor” and “October” on March 27, 1939. To unload the heavyweights and deliver them to Leningrad, the floating base “Trefolev”, the transports “Pinega” and “Luga”, and the steamship “Dickson” were given to help the expedition. . Both parts of the Chelyuskinets transport were towed to Kronstadt, where they were connected at the dock at the Marine Plant. After restoration, the transport sailed for many years in various areas of the World Ocean. This unique operation aroused a sense of admiration not only among Soviet but also foreign specialists. In the Baltic, Nikolai Petrovich also supervised the rescue of the M-90 submarine with personnel (in the same 1939).

Service in the ACS during the war

In September 1939, on the recommendation of Academician A. N. Krylov (member of the scientific and technical council of EPRON), Nikolai Petrovich was enrolled as a student at the Naval Academy. K. E. Voroshilov, which he successfully completed in December 1941. He defended his diploma with excellent marks. While a student at the academy, in October-November, by order of the People's Commissar of the Navy, he was temporarily recalled from the Military Academy and supervised the escort of several submarines on pontoons and in docks along the Volga from the Stalingrad area to the Astrakhan raid on the Caspian Sea.
From January 1942, Chiker served for several months in the Department of Watercraft and Harbors of the Navy as a senior naval engineer, and then was transferred to the ACS of the Navy to the position of head of the 1st Department of the 2nd Department (emergency rescue and ship-lifting operations). From March 1943 to July 1948, Nikolai Petrovich was the head of the 2nd department of the Navy ACS.
While serving in the ACS of the Navy from mid-1942 to the end of the Great Patriotic War, in various periods, on instructions from the head of the ACS of the Navy, he provided assistance to the ACS of the Black Sea Fleet in emergency rescue support of landing operations (Gelendzhik - Novorossiysk, Chushka - Kerch, Taman - Eltigen) , for the recovery of sunken warships and vessels: the destroyer "Bditelny", the tanker "Vanyan-Couturier" and the captured 5000-ton dock. By occupation, he supervised the organization of emergency rescue services and ship lifting during the war and in the first post-war years in all fleets and flotillas. He was also involved in ensuring the implementation of ship-lifting work on the Caspian Flotilla (lifting the oil tanker fleet in the Astrakhan roadstead), a number of ships and vessels in the Baltic, on the Kuban River, and the Sea of ​​Azov. After the surrender of Romania and Bulgaria, by order of the People's Commissar, the Navy organized the recovery of sunken ships and vessels of the German fleet in the waters of these countries.
In 1942, with the direct participation of Nikolai Petrovich, the Navy organized the production of new rescue, ship-lifting and diving equipment at its plant in Moscow and in a number of other cities. A research division was created in the ACS Department. A systematic publication of the “Collection of ACC of the Navy” has been organized for the exchange of experience in conducting rescue and ship-lifting operations.
To solve the personnel problem, in September 1942, short-term courses for training specialists in emergency rescue and ship lifting were organized in Moscow, which received the name “Chicker Academy” in the ACC units in the fleets. Officers-engineers from ships and fleet units who wished to transfer were enrolled in them. in ACC. During the war years, the courses trained dozens of excellent specialists who successfully demonstrated themselves in combat and practical work.
In 1942, Nikolai Petrovich became a member of the CPSU. In 1945, Voenizdat published the “Reference Book on Rescue, Ship Lifting and Diving”, created by the ASU team with the direct participation and largely under its leadership, in three volumes. This work served as a leading guide for naval rescue ship lifters for almost twenty years.
As the ports and naval bases annulled by the Germans were liberated, the ACC of the Navy organized a record and survey of sunken ships and vessels, and destroyed hydraulic structures. Nikolai Petrovich Chiker participated in the work of commissions of the State Defense Committee to establish the scope of activities related to the restoration of liberated ports and naval bases. During this period, Nikolai Petrovich, vested with the powers of the Commander-in-Chief of the Navy, with his direct participation and leadership, organized work on the creation of new ACC units in the fleets, their logistical support, determination of locations, staffing, carried out the selection of command and engineering personnel and other specialists in the Baltic and Black Sea fleets.

Restoration of the Navy ACC

In June 1948, Nikolai Petrovich was appointed Deputy Head of the Navy Research Institute for Scientific Research. He served in this position until August 1949, and then (after a break to complete a special assignment in Germany) from January 1950 to January 1956. As Deputy Head of the Navy Research Institute for Research and Development, Nikolai Petrovich did a lot to establish the Institute and turn it into a full-fledged research unit of the Navy. He was involved in organizing research work, planning and carrying out research and development work, equipping laboratories, experimental workshops, equipping detachments of ships of the Institute in Leningrad and Poti, a test group on Ladoga, organizing the work of the scientific and technical Council of the Institute, the editorial and publishing division, scientific technical library, staffing the Institute with trained specialists, organizing interaction and cooperation with other Institutes of the Navy and the USSR Ministry of Defense, the USSR Academy of Sciences, as well as with institutes and industrial enterprises, the Scientific and Technical Committee of the Navy, the Navy Administration and Ministries.

Captain 1st rank
K. A. Tsybin

(To be continued)

How to safely tow an oil tanker or bulk carrier with a displacement of 100 thousand tons or more to the harbor if it cannot move for technical reasons.

In the event of a collision, such a cargo ship can cause very great damage. Not even every tug can handle this. Therefore, this requires one of the most powerful sea tugs in the world " FOTIY KRYLOV"("Fotiy Krylov"). Its goal is to rescue ships and vessels that have serious problems in the ship's installation or tow large-capacity vessels located far out to sea, since the height of the waves does not allow its fellow port tugs to do this.

sea ​​tug « FOTIY KRYLOV " refers to special ocean-going vessels, and was built at the shipyard " ", Finland in 1989. Such a unique vessel is not the only one in the world; a year earlier it was built “NIKOLAY CHIKER».

Some ships have incredible power, others have amazing precision. U sea ​​tug « FOTIY KRYLOV“There is both. It uses its power and phenomenal maneuverability. The rudder propellers of a special vessel demonstrate amazing capabilities. Sea tugs are secured to the towed vessel using a rope. It is thicker than an arm and made of a material called stillider.

sea ​​tug « FOTIY KRYLOV» creates a huge traction force. It's not just diesel engines that provide propulsion. Each three-meter screw is placed in an open cylinder, which directs the action and creates the amount of thrust produced. This means that the sea tug is subject to both traction and rotation forces. It is the traction force that literally “bites” into the water, which is why its power is so great. Power is determined by mooring tests. Tug " FOTIY KRYLOV" showed 250 tons. This is a record among tugs.

the world's largest tugboat in action

sea ​​tug "FOTIY KRYLOV"

sea ​​tug "NIKOLAY CHIKER"

towing the aircraft carrier "Admiral Kuznetsov"

tug "FOTIY KRYLOV" in the port

All traction force is displayed on the navigation bridge monitors. Controlled by two simple joysticks. The mass of the towed vessel has a huge inertial force, so sea tugs need enough power to control it.

For your faithful naval service sea ​​tug « FOTIY KRYLOV"owned by several companies and had different names" TSAVLIRIS GIANT"from 1992 to 1995, when it belonged to the Greek " Tsavliris Salvage International"; since 2003 belongs to the joint-stock company " Sovfracht"and is located in Vladivostok, but unfortunately, has been stationary since 2005, as it is undergoing maintenance.

Several years ago, the Indian Navy aircraft carrier Vikramaditya left Severodvinsk. Initially, it was the aircraft-carrying cruiser "Admiral of the Fleet of the Soviet Union Gorshkov", but after modernization, which was carried out at the Severodvinsk enterprise Sevmash, the ship turned into an aircraft carrier. I still have a lot of photographs from that time, and only now I started sorting them out.

In the summer of 2013, the aircraft carrier Vikramaditya had to undergo the second stage of sea trials in the White and Barents Seas. It was planned to bring the power plant to maximum speed, flight tests and much more. But in order to begin all the tests, you need to be at sea, and this is not easy for such a ship.

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The ship cannot get out of the narrow water area of ​​the Severodvinsk enterprises on its own, so the sea tug “Nikolai Chiker” came to its aid from Severomorsk - the largest tug in the world, which is listed in the Guinness Book of Records for its size.

Some ships and vessels have incredible power, others have amazing precision. The sea tug "Nikolay Chiker" has both. Thanks to its power and phenomenal maneuverability, the ship turned the aircraft carrier 180 degrees in a matter of minutes. The towing flotilla of the Zvezdochka and Sevmash enterprises helped him in this.

4.

The sea tug of the Northern Fleet "Nikolai Chiker" is a special ocean-going vessel and was built at the Finnish shipyard "Rauma" in 1989. Earlier in the same year, the same tugboat was built for the Pacific Fleet - Fotiy Krylov.

As you can see in the photo, the operation was so complex that sometimes the tug itself required the help of tugboats. The picture below shows the moment the ship turned towards the Severodvinsk Canal.

5.

Someone will think that a canal is an artificial water artery designed to shorten water routes or to redirect the flow of water, that is, a narrow strip of water and stone-brick walls on the sides, but the Severodvinsk Canal is something completely different.

In the White Sea there are practically no great depths, and in the Severodvinsk area it is completely rotten - just shallow water. Therefore, a canal was dug from the Severodvinsk enterprises with the help of a dredging vessel, going towards great depths. But there are pitfalls here too. The aircraft carrier is huge, which means its windage is high. Without the help of tugs, it could be “blown away” aground.

During the withdrawal of the aircraft carrier, the entire group of tugs led by Nikolai Chiker passed by two Project 941 nuclear submarines TK-17 Arkhangelsk and TK-20 Severstal. These are the world's largest submarines. One of them, “Arkhangelsk” (left), was brought to Severodvinsk from Nerpicha Bay (Murmansk region) in 2009 by the tugboat “Nikolai Chiker”. It is possible that Chiker also helped Severstal, but I can’t say for sure.

8.

I completely forgot to say. The process of photographing the aircraft carrier and its group was carried out from the territory of the Belomorsk naval base, and then from a patrol boat. In the photo below I am on the bow of a patrol boat.

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I apologize in advance for errors in the text. If you see nonsense, write about it in the comments and I will correct it. I wrote this all in a hurry in 20 minutes.
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The rescue tugboat "Nikolai Chiker" (formerly "SB-131") is the lead in a series of two rescue sea tugboats of the P-5757 project, which was built at the Finnish shipyard "Rauma" for the USSR. Later, ships of this series were reclassified as rescue tugboats.

The rescue tugboat "Nikolai Chiker" under the name "SB-131" was laid down on May 28, 1987 (building number 268). Launched April 19, 1988. Commissioned on April 12, 1989. Also in 1989 it was renamed “Nikolai Chiker”. Joined the Northern Fleet.

Main characteristics: Standard displacement 5289 tons, full displacement 7542 tons. Length 97.6 meters, beam 19.42 meters, draft 7.2 meters. Full speed 18.1 knots. Cruising range 11,000 miles at 16 knots. Autonomy 50 days. Crew 51 people. The number of people being rescued is 20.

Powerplant: 4x6120 hp, 12V32D diesels, 2 CV propellers in the nozzle, 1 bow thruster, 2 1120 kW diesel generators, 2 600 kW diesel generators, 1 300 kW diesel generator

Armament: runway for Ka-27 helicopter.

RTV: 2 navigation radars MR-212/201 “Vaigach-U”.

Special equipment: 1 diving complex (1 pressure chamber) – 60 m, 4 monitors, 500 m3/h each.

According to a message dated December 13, 2013, to the sea training ground of the Barents Sea to participate in training to provide assistance to an emergency vessel that had lost speed. According to a message from December 19 to the Russian-Norwegian search and rescue forces (SRS) exercise “Barents-2014”.

According to a message dated April 29, 2014, together with a communications ship for the first time in the international anti-drug exercise “Storm-2014”, held in the Caribbean Sea.

October 15, 2016, as part of a carrier aircraft group, to the areas of the northeastern Atlantic and Mediterranean Sea. On February 8, 2017, to the main base of the Northern Fleet of the Russian Federation - Severomorsk, where on February 9 a ceremonial meeting of the crew took place. On May 30, as part of the search and rescue support forces of the Northern Fleet, involved in the Russian-Norwegian exercise "Barents-2017", from the main base of the Northern Fleet in the city of Severomorsk.

According to a message dated June 17, 2017, a heavy nuclear-powered missile cruiser and a missile cruiser, which entered the Barents Sea to practice interaction as part of a formation. July 24 to the Gulf of Finland, accompanying a submarine that is heading to the Russian Navy Day in Kronstadt, where a naval parade will take place.

On February 26, 2019, as part of a detachment of ships of the Northern Fleet in the Barents Sea, he headed for the Atlantic. On March 20, the ships moved from the Mediterranean to the Red Sea through the Suez Canal. April 23