Cuba plans to order 4 passenger catamarans, designed for 250 people each, made of composite material - carbon fiber - at the Sredne-Nevsky Shipyard (St. Petersburg).

« Negotiations took place with the Cuban company. They will order double-deck catamarans for 250 passengers. For the southern seas there is no alternative to the composite (carbon fiber does not corrode - approx.). Now we are talking about four courts“said Vladimir Seredokho, general director of SNSZ, adding that he is ready to begin production of catamarans next year.

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On September 20, 2017, on the Mytninskaya embankment in St. Petersburg, a presentation of the passenger catamaran “Griffin” with a capacity of 150 passengers took place; it will replace the “Meteors”, which have been carrying passengers along the Neva in St. Petersburg since the 1980s.

The catamaran of project 23290 "Griffin", the hull of which is made of composite materials using carbon fabrics of the RUSNANO portfolio company "Prepreg-SKM"*, is lighter than the "Meteor", which makes it an innovative product that has no analogues in Russia.

The use of composite materials makes it possible to build ships that are more reliable and economical to operate. In a number of structural properties, polymer composite materials are superior to traditional steel, titanium and aluminum alloys.

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The use of a composite in the project under consideration made it possible to improve the impact strength of the structure by 30% and fatigue strength by 200%. In addition, composite housings are much lighter than metal ones, which has a positive effect on energy consumption and fuel consumption, and are not subject to corrosion. Thanks to the use of composite material, a weight reduction of 1/3 is achieved.

The ship will make its first trip with passengers on October 20, 2017. All sea trials will be completed on October 15, and on October 20 the catamaran will sail from Shliesenburg to Peterhof and back.

The new Russian vessel, 26 meters long, with a capacity of 150 people, is designed to transport passengers over a distance of up to 1000 km (with a distance of up to 20 miles from the place of refuge) not only along rivers, but also in the coastal sea zone. The vessel can be operated in sea conditions up to force 4 without reducing speed characteristics. The vessel's operating speed is about 26 knots, maximum - 29.5, draft - up to 1.5 meters. Crew - 3 people.

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The catamaran was designed specifically for transporting tourists from large cruise ships arriving at the Seaport of St. Petersburg. The low superstructure allows it to pass under the Neva bridges at any time of the day. It is planned to use the catamaran to transport passengers during the 2018 FIFA World Cup. Starting next year, the plant will be ready for mass production of such vessels.

* “Prepreg-SKM” was established in 2009 and is engaged in the production of various denominations of technical fabrics and prepregs based on carbon, glass, aramid fibers for use in shipbuilding, aircraft manufacturing and construction. Production facilities are located in the Moscow technopolis and the Dubna special economic zone. The company has developed more than 200 types of fabrics and 25 articles of prepregs.

The company's products are already used in their products by companies from Italy, Germany, Hungary and Austria. In the Czech Republic, in the city of Kladno, there is a warehouse of products for deliveries to any EU country within 3 working days.

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The Marinek company supplied automation and communication equipment for the Griffon catamaran

Passenger catamaran "Griffin" project 23290

Company "Marinek" is proud to announce that the catamaran "Griffin" Project 23290 was launched and made its first passenger flight. The development and construction of vessels of the "Griffin" type is a step towards the gradual replacement of outdated vessels in the Neva waters. Project 23290 was implemented by the Sredne-Nevsky Shipyard, as well as a significant number of highly specialized contractors. Company "Marinek" took a direct part in preparing the catamaran for launching, providing the vessel with modern radio communication equipment, signaling and identification equipment.

A vessel automation system based on equipment was designed specifically for Project 23290. The heart of the catamaran is the on-board computer, which allows you to collect information from all ship systems and sensors thanks to installed devices for collecting and processing information, both analog and discrete. Company "Marinek" not only developed the project, but also carried out the installation and commissioning of the equipment.

In addition to automation equipment, the Griffon catamaran was equipped with equipment from the A1 area, a system, identification signals of various types, as well as with aircraft and GDP. Communication devices and other related equipment installed on the catamaran are manufactured by well-known Russian and foreign companies: Zenitel

The Sredne-Nevsky Shipyard (part of the United Shipbuilding Corporation, USC) on October 19, 2017, within the framework of the III International Passenger Forum SmartTransport in St. Petersburg, presented the first passenger catamaran "Griffin" of project 23290 with access to the Neva waters, a PortNews IAA correspondent reported. .

The demonstration of the catamaran, the hull of which is made of composite materials, took place as part of a round table on the topic: “Development of interregional water transport routes”, the event was organized by the State Public Institution “External Transport Agency” (St. Petersburg Transport Committee).

At the event, issues of the state and prospects for the development of routes for transporting passengers by inland water transport and related infrastructure were discussed.

The development and design of the Project 23290 passenger catamaran was carried out by SNSZ.

The vessel is designed and built to the class of the Russian Maritime Register of Shipping, which allows the transportation of passengers not only along rivers, but also in the coastal sea zone. The vessel is designed to transport 150 passengers. The length of the vessel is 25.7 m, width - 9.03 m, draft - 1.5 m.

The design of the vessel was developed taking into account the specific features of operation in the water area of ​​the river. Neva and the Gulf of Finland, including taking into account the need to fulfill the requirement for the surface clearance, which is 5.5 m and ensures the passage of the vessel under bridges.

The vessel's cruising range is 1000 km. Maximum speed - 29.5 knots. The catamaran can be operated at a wave height of 2 m (seaworthiness 4 points). Due to the lack of experience in certifying ships of similar classes, the SNSZ, together with the Russian Maritime Register of Shipping, has developed requirements for materials and ships made from them. At the same time, during the design, composite materials and methods for testing them, rules for design and strength calculations were created, and the procedure for certification in the RS was worked out.

Catamarans have good maneuverability, maintain a stable course both forward and backward, are well controlled and resist pitching well on calm or rough water surfaces.

The competitive advantages of the vessel in comparison with the operating Meteor type vessels are: high seaworthiness, shallow (up to 1.5 m) draft, lower operating and maintenance costs, high speed, large passenger capacity, low noise level, maintainability, convenience, speed and safety of boarding and disembarking passengers, comfortable seating for passengers in the cabin, modern finishing standards, the possibility of placing a bar-kiosk on board, which provides additional income for the vessel operator.

JSC "Sredne-Nevsky Shipbuilding Plant" is the leader of composite shipbuilding in Russia and the only enterprise in the country that has mastered the construction of ships and vessels from 4 types of materials: composite materials, shipbuilding, low-magnetic steel, aluminum-magnesium alloys. The company has mastered modern technology for manufacturing structures from composite materials using the vacuum infusion method. For more than 100 years of operation, the Sredne-Nevsky Shipyard has built more than 500 ships and vessels, of which more than 200 units. These are sea and offshore minesweepers of various projects, including those exported to 13 countries. Since 1937, the plant has essentially been a monopolist in the construction of domestic mine defense ships.

JSC United Shipbuilding Corporation is the largest shipbuilding company in Russia. Created in accordance with the decree of the President of the Russian Federation in 2007 with 100% of the shares in federal ownership. The holding includes about 40 enterprises and organizations in the industry (main shipbuilding and ship repair yards, leading design bureaus). Currently, most of the domestic shipbuilding complex is consolidated on the basis of USC. The Russian market is the main one for the state corporation, which also exports its products to 20 countries.

The main task of the technical base After graduating from the academy, I was sent to the Northern Fleet and soon arrived in Severomorsk. In the personnel department of the Northern Fleet, I was offered the position of a radiologist at the BTB - coastal technical base in the Iokanga naval base (Gremikha). Without the slightest idea about the base, or about BTB, or about Gremikha, I tried to get the necessary information from the personnel department. The personnel officer, putting on a mask of significance, was extremely laconic: “Work in accordance with specialization. Your training is specially considered: maintenance of nuclear submarines. Radiation safety and medical protection of personnel. The rest is in place." I must say that upon graduating from the academy, I was enrolled in a group where I underwent special training with my classmates. The certificate read: “Diving hygiene. Radiation pathology and radiation hygiene.” Despite the fact that more than twenty people were trained, the specialty was in short supply: the number of nuclear submarines entering service was increasing, and SRBs—radiation safety services—were created. The Academy very correctly assessed the prospect and trained doctors who combined knowledge of the clinic of radiation injury and techniques for preventing radiation exposure. Such a specialist was called upon to promptly carry out primary diagnostics, emergency therapy and comprehensive preventive measures of a radiation-hygienic nature. Comrades in the training group later said at meetings, in particular Borya Efremov and Kolya Smirnov, that such training allowed them to make the right decisions in the harsh conditions of radiation-hazardous work and accidents. Several dozen officers arrived at the coastal technical base at once: mainly engineering personnel - physicists, chemists, technical personnel and doctors. Location: Ostrovnaya village, in the tundra, five kilometers from Gremikha. The construction of the technical base has just been completed. Rocky soil, permanent structures and a huge dry dock. All this was called “Object” for short. The main task of the technical base is the repair and recharging of nuclear submarine reactors. The arriving officers were met and immediately announced: there was no housing. Bye. They stuck someone somewhere: in an abandoned barracks, in a clinic. My wife and I got a house where everything was destroyed except one room with a wood stove. Winter is fierce, the room is minus five degrees. They heated the water, warmed the water, and ate the remains of food for the road. There was a complete feeling that people were abandoned on a desert island. At night the room froze to minus seven degrees. A soldier's cot, two thin blankets. What saved us was a sheepskin coat, which we were required to serve in polar conditions, and two pairs of flannelette officer's underpants, which my wife and I pulled on. In the morning we couldn’t even wash ourselves: the water in the bucket froze. Arriving officers crowded around the office of the unit commander and political officer. There is only one question: “We know how to serve, but how can families continue to live?” The command popularly explained: two houses are being built, there will be enough apartments for everyone, but due to a lack of materials and labor, construction is being slowed down. The activists, taking their wives and children, turned to the political department of the Military Base. The base headquarters contacted the Northern Fleet command. A week later, construction material and a company of military builders were delivered to Gremikha on a cargo-passenger flight of the motor ship “Hakop Hakobyan”. And a month later the completed houses were occupied; Until this time, we were sheltered by the family of an old-time officer we knew. I endured all these troubles relatively easily - we were prepared for this for a long time and thoroughly. But it was difficult to overcome the painful feeling when you see how your wife, yesterday’s student, endures the same hardships. Lyudmila did not complain or cry. She immediately got a job at a local hospital, where she was welcomed with open arms: there was no gynecologist in a large location. On the northwestern coast of the Kola Peninsula there was a series of godforsaken fishing villages that were served by the hospital. They have already forgotten about qualified assistance from a gynecologist. In stormy conditions and cold, Lyudmila and other doctors often went around the villages on fragile watercraft. During the years of my service in Gremikha, my wife went to sea more often than I did, for which, in the end, she paid with her health. In the summer of 1967, after seven years of service in the Arctic, I was transferred to the Moscow region due to my wife’s health. A number of my classmates ended up in Gremikha: Seryozha Andreev, Yura Karetin, Misha Trofimov, Sasha Tretyakov, and after my transfer to Gremikha, Gena Otdelnov arrived. Twice a submarine came to the base in an emergency, where Boris Efremov was the doctor. When I took over the special clinic in 1964, Sasha Tretyakov was appointed head of the X-ray department there. The biggest attraction of Gremikha is the weather. A navigator I knew claimed that it was here that the wind rose was born, influencing the weather along the entire coast of the Kola Peninsula. Whether this is true or not, one thing is certain: part of my service was spent on constant struggle, or rather, on resisting this weather. A distinctive feature was that the change in weather conditions occurred instantly and, as always, unexpectedly. The blows of the wind and heavy snow charges were of monstrous force. One of the officers vividly and humorously described his first encounter with the local elements: “I arrived in Gremikha with my wife on the comfortable motor ship Vaclav Vorovsky.” Winter, cold, weak wind blowing. We calmly and nobly disembarked from the ship. And suddenly an unknown force lifted me up and pressed me with my butt to the pier. Everything around was clouded by the snow storm. The wife disappeared, and so did the suitcases. With the help of the sailors, he collected everything lost piece by piece; the wife was found whole, but without a hat. He moved mainly on all fours. Then everything stopped and became silent. “Well, hello, Gremikha,” I said. The weather presented surprises that were varied: short bursts of wind alternated with prolonged hurricanes, both of which could be accompanied by heavy snow charges. One day, after a business trip, Lyudmila was returning by boat from Murmansk. I met her. The pressure wind growled like an animal, not allowing the ship to dock, and it remained in the outer roadstead. This time I was “on duty” in Gremikha for more than a day in the room of the Trofimov family that sheltered me. The tiny room was well heated. Due to the lack of any other option, Misha made a bed for me on the floor under the door and admonished me with rude humor: “You will guard our peace.” We had to run out often to monitor its location using the lights of the ship. There was a lull, and the experienced captain quickly moored the ship. Lyudmila said that another day of roughness and there would have been starvation on the ship. But even in such a harsh environment, we managed to explore the tundra. One day, my neighbor on the landing, Lieutenant Muravyov, and I went hunting. We decided to try out the TOZ-16 small-caliber rifles, which were on sale at that time. A large number of ducks gathered in the intricate skerries of the bay. It was March. For them it was spring in time, but in fact it was the polar cold with a snow blizzard. The weather calmed down and luck smiled on us. The ducks were allowed within 30-50 meters and soon we caught three birds. In high spirits, the “hunters” hurried to the village. But it was not there. Within a few minutes we were overtaken by a hurricane. The forceful wind somehow purposefully tried to tear us away from each other; the likelihood of an unfavorable outcome from this increased - people died alone in the tundra more often. We grabbed each other and tried to walk. The wind knocked us down, the direction of movement was lost due to snow charges. We decided to bury ourselves in a snowdrift under a rock. I remembered the Indian wisdom: “One Indian in winter means death, two Indians means warmth.” Having unbuttoned our fur coats, we pressed ourselves against each other. For some time, the northern uniform came to the rescue: lamb fur coats, felt boots, warm hats and fur mittens. We were covered in snow. About an hour and a half later everything was quiet. Bearing in mind the treacherous weather, we quickly moved towards the village. The hurricane overtook us right at home. At the entrance we tried to shake ourselves off, but it didn’t work. The snow, under the influence of the piercing wind, was pressed into all the cracks of the clothes. When the wives came out onto the platform, Lyudmila did not fail to joke: “Penguins, who are you visiting?” One day, Misha Trofimov and I, taking small-caliber rifles and our wives, went into the tundra for a free hunt. It was a warm day during the short polar summer. There are hills all around, covered with grass and small bushes, and numerous clear lakes. Having zero experience in this matter, we vigilantly looked around to see if any animal would appear. The beast did not appear. When turning around the next hill on the shore of the lake, we saw large birds that looked like geese. I plopped down on the ground, pulled back the shutter button and fired. One bird fell. Misha was rising from the ground nearby. - Why didn’t you shoot? – I was surprised. – You didn’t shoot! – Misha was indignant. It turned out that both shots sounded with amazing synchronicity. They didn’t share the trophy: the “goose” turned out to be a cormorant. Then Misha and I for a long time felt a sense of guilt because of the unmotivated act of brutal murder of a representative of the wildlife of the Soviet Arctic. Taking advantage of the fact that naval fate brought us together in the uninhabited part of the Kola Peninsula, we often met at the Karetins, Trofimovs, and more often at the Tretyakovs. Officers walked three kilometers to the Object both in the sun and in a hurricane. Everything was taken for granted, difficulties were ground down by youth and hope for a bright future. This optimism was especially evident during the period of construction of developed socialism, which smoothly transformed into socialism with a human face. The facility came into operation, and the first boat began to recharge. Shortly before the start of work, I asked to be included in the training group to study the structure of the reactor and the technological stages of recharging. In the future, this was very helpful, as it made it possible, without additional consultations with engineers, to develop practical recommendations and hygienic requirements that correspond to each technical operation and when the radiation situation changes. When developing optimal protection techniques, I often recalled with gratitude the teachers and the well-designed course of special training at the Department of Naval and Radiation Hygiene. The principle at the academy was fully operational: teach what will be useful in practice. There were no exposures in excess of the maximum permissible doses during the three recharges performed. Preventive examinations were carried out in a timely manner, test results were assessed for contamination with radioactive substances, and radiation safety requirements were met. Everything was going too well and, according to the law of meanness, this could not continue for long. And then a submarine arrived with an emergency reactor. There was nothing special about it. The experience of other recharges only indicated that it was necessary to prepare for additional protective measures and, if necessary, change the temporary operating parameters. When assessing the situation, a reasonable decision was made to recharge not in two weeks, as in normal conditions, but in three or four. And then the scenario began to develop according to Yaroslav Hasek, in accordance with the aphorism of the soldier Schweik: “Everything was fine until the General Staff intervened.” An order came from the technical department of the Northern Fleet to carry out reloading as soon as possible. And there was nothing new or scary here: with proper organization of work in general and radiation safety in particular, it was quite possible to do without violating dose standards - the relevant experience was available. But here the notorious human factor worked negatively. The reloading manager, appointed for the duration of the work, had broad powers; the command tried not to interfere in the work process, which was justified by practice. Typically, there was a well-established business relationship between the recharge manager and the radiation safety specialists—dosimetrists and radiologists. In a difficult environment, this made it possible to make optimal decisions both in the interests of the work itself and in matters of personal safety. The personal qualities of the appointed manager, and he was noticeably distinguished by some arrogance and arrogance, and the received instructions about strict deadlines for work, created an atmosphere of nervousness and haste. The manager ignored all the requirements and recommendations on radiation safety, trying to speed up the progress of work as much as possible. Already at the stage of removing the biological protection of the reactor, exposures began that could have been avoided. Ahead were recharging stages that were more dangerous in terms of radiation. Even minimal technical training led me to understand that it is possible to use organizational and technical techniques that reduce radiation doses without reducing the quality of work. However, the reloading leader acted like a bear in the province. Already in the first days, the number of completely unjustified exposures exceeded a dozen. I warned the manager that his actions led to a direct violation of radiation safety standards, but I only encountered rudeness. Then the dosimetrist engineer immediately reported the situation to the head of the radiation safety service, and I submitted a written report to the unit commander, assessing the manager’s actions as irresponsible. After analyzing the situation, the reaction of the command was harsh: the manager was removed from work and given a severe reprimand in the order. This is how I got a “sworn friend”. A new manager was appointed. The recharging was completed in a timely manner and in compliance with all safety measures. About a year after this incident, fate again brought me and the unlucky reloading manager together under more dangerous and tragic circumstances. The unit formed a group to reload the reactor on an emergency boat on the road, in Severo-Dvinsk, at the Zvezdochka plant. The same character was appointed as the leader. By this time, the penalty against him was lifted, and he received another military rank. When compiling the list, he insisted that I be included in the group as a radiologist. At the same time, he allegedly said: “If Lavrov is so smart, then let him show what he is capable of, and if he screws up, he will get what he deserves.” In fact, everything turned out exactly the opposite. During the dismantling work, we came to a crucial moment: lifting the reactor cover. It was well known that there was one subtlety in this operation. The thrust rod of the KR, the compensating grid, passes through the hole in the massive reactor lid. It is by raising the CR that the reactor is launched to a given power. When reloading, to prevent this from happening, they protect themselves by temporarily installing a stop that does not allow the rod with the grille to rise along with the lid. When lifting the cover by 100-150 millimeters using a crane, when it becomes clear that the rod does not move, the stop is removed and the cover is removed. Everything was carried out, it would seem, in normal mode, but when, after removing the stop, they began to lift the lid, a thick snow-white cloud of steam blazed out of the reactor, accompanied by a powerful low hum. An experienced crane operator, who was slowly lifting the lid with a microstroke, dropped it back instantly. As it turned out later, he prevented a serious accident. I was on board the landing stage, located 8-10 meters from the side of the boat, in a room with radiometric instruments, the sensors of which were located at the bottom and at the top of the reactor compartment. When a cloud of steam passed over the landing stage, I noted the dose rate: 280 R/h. It must be said that, in violation of the current instructions, in the compartment, despite my protests, instead of three specialists, there were six more people. Among them was the head of the chemical service of the Fleet, Rear Admiral G. M. Potanin. I knew the admiral well: we met several times at meetings and conferences devoted to radiation safety problems. Along a high vertical ladder, people flew out of the compartment with circus agility. The time has come for me to take action. I gave the command to everyone to go to the sanitary checkpoint. The instructions were carried out clearly and unquestioningly: such relationships were worked out and dictated by the practice of radiation accidents. With some embarrassment, I turned to Potanin: “Comrade Admiral...” “Doctor, do your job.” Now is your time to command. After collecting the dosimeters, thorough sanitary treatment was organized with radiometric monitoring of residual body contamination. Considering the release of radioactive steam, gastric lavage was performed and part of the rinsing water was taken from everyone; selected samples are packaged and labeled. I conveyed the necessary information to the military hospital by phone and forty minutes later all those exposed were in the therapeutic department. The head of the department, Lieutenant Colonel Baleyev, whispered to me: “I have not encountered radiation pathology, help me, captain.” I helped carry out repeated gastric lavage and recommended that everyone be given increased doses of sorbents for internal use. He ordered a clinical blood test and samples of secretions and rinses to check for radioactive contamination. Potanin endured all procedures stoically. Then I asked Baleev to open the safe and look for the instructions from the Central Military Medical University on the diagnosis and treatment of radiation injuries. Found the instructions. I shared my thoughts with Baleev: “You won’t really need it now.” According to individual dosimetry, those admitted received radiation doses from 5 to 12 roentgens. After observation, you will discharge them on the second or third day. Internal contamination is unlikely to be detected - we worked in P-1 respirators, the protection factor of which, according to the description, is 100. Late in the evening I returned to the PKZ, where the officers of our unit were located. The work was suspended, and the manager gathered the officers for a meeting, because the cause of the emergency release from the reactor was unclear. Each specialist expressed his thoughts. There were many guesses and opinions, but none of them explained the reason for what happened. With the courage of an amateur who knew only the general design and operating principle of the reactor, I confidently stated that if there was a release of steam, then this could only happen while the reactor was running, and the start-up of the reactor could only occur when the compensating grid was raised. There was dead silence. The recharge leader broke the silence: “Doctor, mind your own business, you’re good at it.” How could the grille be raised if we used the KR thrust stop? - But the emphasis was removed! The manager just waved his hand. Having not come to any conclusion, we decided to continue work tomorrow. This time I insisted that the required minimum number of people be in the danger zone. The previous situation and its consequences were repeated with pinpoint accuracy. Four people were taken to the hospital with radiation doses ranging from 3 to 4.5 roentgens. Despite the fact that I was at a certain distance, I received a dose of 5.5 roentgens in total for both episodes. This was most likely explained by the fact that the cloud of steam passed close to the landing stage both times. Work was suspended again. An arriving group of specialists from the Technical Directorate of the Northern Fleet established: “A skew of the KR thrust rod was detected in the hole in the reactor cover. When the lid was lifted, there was a simultaneous lifting of the compensating grid and a short-term activation of the reactor.” At night, for an unknown reason, a fire broke out in the reactor compartment. The compartment was completely burned out and could not be restored. It was later cut out and sunk somewhere. Organizational conclusions were made immediately: the leader was demoted in rank and presented for dismissal from the ranks of the Navy. But if the emergency compartment sank, then the former reloading manager turned out to be unsinkable: by some miracle he managed to persuade the command to keep him in service. Later, apparently having overcome his painful ambitions with difficulty, he began to shake my hand. Vitaly Berdyshev

The latest high-tech passenger catamaran "Griffin" was presented in St. Petersburg as part of the Neva forum, which will replace outdated watercraft.

“This ship will definitely remain in St. Petersburg. It will work on inland rivers, and we also plan to use it at the World Cup. What happens next will be decided by the Russian government,” said Vladimir Seredokho, general director of the Sredne-Nevsky Shipyard in St. Petersburg.

It was designed specifically for transporting tourists from large cruise ships arriving at the Seaport of St. Petersburg. The low superstructure allows it to pass under the Neva bridges at any time of the day. Passengers will be able to evaluate the ship in October. The catamaran will sail along the Neva and the Gulf of Finland.

It should be noted that the ship was built in partnership with Rusnano. The body is entirely made of composite materials, produced at a Russian enterprise. There, in a special matrix, like in a giant oven, the carbon fiber body is baked - this is fast, reliable and prevents rusting of the body.

The presented catamaran (project 23290) has the following characteristics:
- cruising range (cruising range) - 1000 kilometers (with a distance of up to 20 miles from the place of refuge);
- good seaworthiness and a comfortable interior (although there is a question about the air conditioning - it was placed somehow not very clearly);
- length of the vessel – about 26 meters;
- wide deck - 9 meters;
- accommodates 150 people;
- displacement - 75 tons;
- draft - 1.5 meters;
- crew - 3 people;
- develops a maximum speed of 29.5 knots – that’s almost 60 km/h;
- more durable, stronger and almost twice as light as its predecessors.
- can be operated at a wave height of 2 m (seaworthiness 4 points).
- carried out in order to develop new technologies by order of the Ministry of Industry and Trade.

By the way, the Cuban comrades already want to order 4 passenger catamarans, but designed for 250 people each, from the same composite material - carbon fiber - at the same Sredne-Nevsky shipyard in St. Petersburg.

“Negotiations took place (with a Cuban company, but the name is not specified). They will order double deck catamarans for 250 passengers. For the southern seas there is no alternative to the composite (since carbon fiber does not corrode). Now we are talking about four vessels,” said General Director Vladimir Seredokho, adding that The plant is ready to begin their production in 2018.

And the presented catamaran was the result of fruitful cooperation between USC and Rusnano. The hull of the vessel is made of composite materials using carbon fabrics of the Rusnano portfolio company - Prepreg-SKM. And during its presentation, Chairman of the Board of Rusnano Anatoly Chubais noted that the catamaran “is a technological breakthrough, this is the beginning of many different series” of ships made of composite materials.

“We will complete all the running on October 15, in time for the transport forum (Passenger Transport Forum), on October 20 we will complete the journey from Shliesenburg to Peterhof and back,” Seredokho clarified.

It should be noted that the Sredne-Nevsky Shipyard also produces other useful and necessary products: minesweepers "Alexandrite" project 12700, designed by the Almaz Central Marine Design Bureau, which have the world's largest body made of monolithic fiberglass.

General Director of the shipyard Vladimir Seredokho gave a tour of the ship for the Vice-Governor of St. Petersburg Sergei Movchan, Chairman of the Board of Management Company Rusnano Anatoly Chubais and Vice President of the United Shipbuilding Corporation (USC) Evgeniy Zagorodniy.

Vladimir Seredokho clarified that it is planned to use the catamaran to transport passengers during the 2018 FIFA World Cup.