Soviet passenger hydroplanes and hovercraft

Initially I just wanted to re-do Soviet assault hovercraft I did some years back, but early in the process I thought that adding civilian ones could be a good thing. Then it quickly got expanded with hydroplanes... and then... I realized that for TOO MANY of them SB-relevant sources are practically non-existent, and even when there are some, many of them are just so small craft, that trying them in SB is not very practical. So in the end, after wasting lots of time, I decided to cut it down to passenger ones - and military ones, of course, but that will be a separate thread to be posted soon.

How it all started...

Although passenger hydroplanes made quite a career in the Soviet Union, their use for such duties was rather an afterthought, as initially main interest in such vessels had military nature and was in large part an effect of successes of Royal Navy's Thornycroft 55-ft CMB's agains Soviet Baltic Fleet, resulting in Soviet desire to build comparable vessels. Main centre of research in this area was TsAGI (Tsentralnyi Aerogidrodinamicheskiy Institut - Central Aerohydrodynamic Institute) with Nikolai Zhukovsky and Andrei Tupolev at the helm. First hydroplane vessel created there was ANT-1 or GANT-1 (to differentiate it from similarly named airplane) built in 1921 and tested on Moskva river. It had a 160 hp engine that gave it a speed of 78 km/h with 4 people onboard. It was followed by duraluminum-hulled ANT-2, completed in late 1923. Experiences gained with these two vessels eventually led (as was intended) to creation of ANT-3 Pervenets motor-torpedo boat and later to long series of G-5 MTB's, but was also fundamental for development of hydroplanes as potentially useful means of relatively low-cost (and potentially mass-used) transport in vast expanses of Russia lacking road network.

Soviet Union, ANT-1 (GANT-1), 1922
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Soviet Union, ANT-2 (GANT-2), 1923
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Passenger Hydroplanes

Most significant effort behind development of civilian hydroplanes was organized between 1927 to 1935 by Society to Promote Automobile Transportation and Construction of Roads Avtodor which, initially in somewhat decentralized, ad-hoc manner, and later at their OSGA (Opytnoye Stroitelstvo Glisserov i Aerosaney - Experimental Manufacturing plant of Hydroplanes and Aerosledges) workshops built some 70 hydroplanes of 24 types, and afterwards construction of small hydroplanes (and what was termed as "semi-hydroplanes" - "poluglissery") continued under NKL brand, with hundreds being built for years to come, for communications, military (border patrol, bridging/engineering units etc.) and also sports/recreational use.

While majority of Soviet pre-war hydroplanes were essentialy small motor boats (quite often powered by aircraft propellers) capable of carrying just several people, there were some larger designs, like Avtodor-2 capable of carrying 25 passengers, or (also built by Avtodor) hydroplane Imeni Baranova (Named after Baranov), but these were mostly one-offs. First to enter something resembling series production was Avtodor-10 / OSGA-1, of which at least several were built in various workshops, with great differences between them regarding engine and presence (or lack) of cabin. Next to be series-built was 11,7 metre long OSGA-9 of 1934, capable of carrying 20-22 passengers and built until the war in 3 slightly different batches.

Soviet Union, Avtodor-10 (OSGA-1), 1931
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Certainly the finest of pre-war Soviet hydroplane designs was OSGA-25 Ekspress designed and built between 1937 and 1938. Displacing 42 tons, 24,17 metres long and powered by 4 AM-34 engines (total power 2100-3000 hp), aided by 2 auxiliary GAZ-M1 motors of 50 hp each, she was capable of maximum speed of 96 km/h (though average operational speed was around 70 km/h). In 1939 this large (for its kind) hydroplane capable of carrying up to 150 people, entered trials and later was operated on Sochi - Sukhumi route (with stops at Gagra, Novy Afon and Gudauta) until the outbreak of war, when engines were removed to be installed on motor torpedo boats, and the vessel itself was destroyed when German troops were approaching Tuapse in 1942.
Unfortunately, the color of underwater hull is just a guess.

Russia, OSGA-25 Ekspress, 1939
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In the immediate post-war years Soviet interest in designing passenger hydroplanes seemed to have waned for a time being, but in 1960 TsNII im. akademika Krylova (Tsentralnoy Nauchno-Issledovatelskiy Institut imieniya akademika Krylova - Central Scientific-Research Institute named after academic Krylov,TsTKB (Tsentralnoye Tekhniko-Konstruktorskoye Byuro Minrechflota SSSR - Central Technical-Design Bureau of Ministry of Riverine Fleet of the USSR) and LIIVT (Leningradskoy Institut Inzhenerov Vodnogo Transporta - Leningrad Institute of Engineers of Water Transport) began a development work on such vehicle, capable of carrying some 60 - 80 passengers. Vessels' project was devised in 1962 and it contained number of cutting-edge technologies (for the time) including wide application of fiberglass (although they also had their drawbacks, first and foremost a very high fuel consumption). In 1964 the prototype, named Opytnyi (Experimental) was built (in 1967, after the series production was started, also Opytnyi-2 was built to test certain refinements) and following the successful trials, in 1965 the mass production of the Pr. 946 Zarya has started. In the initial configuration these vessels had hull bottom shaped at the ends like catamaran (turning into single flat-bottomed hull for most of the length), were 22,2 meters long, displaced 19,8 (empty) to 30 (full) tons and had speed of 45 km/h provided by M-50 engine powering a pump-jet. These were followed in 1970 by Pr. 946A model with M-400 engine and by Pr. 946AM with M-401 engine from 1973. Baseline Zaryas were made until around 1981, but already in 1969 a development has started on modified variant with trimaran-ended hull, designated P-83 Zarya-R, which entered production in 1971 (lasting until 1985). These were slightly longer (23,9 meters) and heavier (21 to 31 tons of displacement). Altogether as many as 556 (!) Zaryas of all variants were made, and they played a revolutionary role in Soviet water passenger transport, allowing to extend regular transport connections to many remote localities along rivers too shallow for major "conventional" vessels and also lacking berths and similar installations, thanks to the hull shape allowing beaching as routine procedure.

Prototype Opytnyi was built in 1964 and after trials spend several years in normal service with Severo-Zapadnoye Rechnoye Parohodstvo, homeported in Nizhny Novgorod, until she was scrapped in 1972.

Soviet Union, Opytnyi, 1964
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Pr. 946 Zarya type

First series-produced of the type, Zarya-1 was built in 1966 and until 1986 served with Moskovskoye Rechnoye Parohodstvo, homeported in state capital.

Soviet Union, Zarya-1, 1966
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Zarya-10, built in 1967, was also operated in Moscow area, but homeported in Kalinin until 1986 when she was withdrawn and year later scrapped.

Soviet Union, Zarya-10, 1972
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Zarya-98 was built in 1972 and was homeported at Serpukhov.

Soviet Union, Zarya-98, 1982
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Zarya-101 was built in 1972, originally was homeported in Engels, but around 1995 was transferred to the far north and based in Norilsk, where around 2010-2012 underwent major overhaul.

Soviet Union, Zarya-101, 2012
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After the fall of Soviet Union, many Zaryas ended up serving newly-independent countries. Zarya-03 was built in 1975 and being homeported in Mogilev, she became property of Belarus.

Belarus, Zarya-03, 2013
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Zarya-01 was built in 1967 and sent to Tartu in Estonia. After independence, in 1993 she was renamed Kulgu and operated until 2002.

Estonia, Kulgu, 1999
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Little is known about this Kazakh Zarya-5, except that it was operated by Semipalatinsk Shipyard.

Kazakhstan, Zarya-5, 1993
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Quite a few of the type were operated in independent Ukraine. One of them was Lastivka (Swallow), built in 1975 as Pavlik Morozov and initially homeported in Dnepropetrovsk, but in 1996 transferred to Kharkiv and given new name. Unfortunately in August 2005 she burned down (arson was suspected), though few years later the wreck was purchased by individual who converted it to a floating holiday home.

Ukraine, Lastivka, 2005
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As many as 8 Zaryas were exported to East Germany between 1973 and 1976. Hanse Frankfurt (P-072) was homeported at Frankfurt an Oder and in early 1990s became someones floating home Goyatz and/or Beeskow. Eisenhüttenstadt (P-073) was based in the city after which she was named, after reunification became tour boat Fritz Reuter at Krakow am See. Schwedt (P-074) based in eponymous city was scrapped in 1985. Tallin (P-077) was homeported in Schwerin but was scrapped already in 1982/1983. Fürstenwalde (P-078) sailed on Scharmützelsee and later became tourboat Antje, in 2013 being in rather poor condition. Eberswalde/Finow (P-079) sailed on Senftenberger See and in 1980s was renamed Aktivist before being scrapped already in 1989. Newa (P-259) was based in Dresden and was eventually scrapped in Hannover (by then as Krebstein). Finally, the Moskwa (P-262) was also based in Dresden and later in her life, as Domfelsen was involved in surveying work (after a very deep reconstruction), before being scrapped in 1999.

East Germany, Eisenhüttenstadt, 1980
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East Germany, Tallin, 1980
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Germany, Antje, 2013
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Quite likely 1 or 2 Zaryas were exported to Czechoslovakia, but I couldn't find anything about them.
At least 4 Zaryas were used in Poland. 3 of them were purchased already in 1970s - Jawor (Sycamore) used on Solina reservoir in Bieszczady mountains, Małgosia (Maggie) sailed with tourists between Puławy and Płock, and later was transferred to Masurian Lakes between Giżycko and Mikołajki, Zefir (Zephyr) sailed on Odra river. Poor fuel efficiency of the type meant that they didn't survived the post-1989 austerity, but in 2006 one second hand vessel, ex-Zarya-87 was purchased by private operator to Masurian Lakes as Faryj II (and it seems to be still in use, although it no longer resembles her former self).

Poland, Zefir, 1976
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P-83 Zarya-R type

Zarya-149 was first series-made vessel of P-83 type (she was preceeded by Opytnyi-3 prototype), completed in 1973, initially used by Volzhskoye Obyedinonnoye Rechnoye Parohodstvo, but in 2004 was sold to private user, transferred to Nero lake (Yaroslavl oblast), where it burned down in 2012.

Soviet Union, Zarya-149, 1973
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Zarya-239R was built in 1979 for Eniseyskoye Rechnoye Parohodstvo, homeported in Kyzyl (capital of Tuvan Autonomous Soviet Socialist Republic) until 1998 when she was retired and scrapped 7 years later.

Soviet Union, Zarya-239R, 1981
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Zarya-257R was built in 1979 for Lenskoye Obyedinonnoye Rechnoye Parohodstvo and was homeported in Belaya Gora in Yakutia, on Indigirka River. In 2002 was still in operation, but current status is unknown.

Soviet Union, Zarya-257R, 1983
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Zarya-315R was built in 1981 and initially operated with Moskovskoye Rechnoye Parohodstvo, homeported mainly in Rybinsk, but around 2010 was sold to operator in Petrozavodsk. By now she's out of service

Russia, Zarya-315R Karelia, 2011
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Several P-83s were/are used by Russian Coast Guard, mostly to ferry personnel to/from remote outposts in the Far East. Interestingly, they are all classed as PSKA - Pogranichnyi Storozhevoi Kater - roughly Border Patrol Cutter, even though they are hardly "front-line" vessels. Known vessels are PSKA-50 and PSKA-62

Russia, PSKA-50, 2005
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Details about how many Zaryas (of all variants) were used in other USSR republics than Russia, and therefore how many were passed to independent states are very sketchy. Belarus had some, but I could find info (and no pics) of just one. Only about one Lithuanian I could find info as well - original designation is not known, but under lithuanian flag she carried name Deima, in 2019 changed to Benas, and she seems to be still in use in Kaunas.

Lithuania, Deima, 2015
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At least 6 P-83 were used by post-independence Kazakhstan.

Kazakhstan, Zarya-6, 2000
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Number of P-83s were operated in the Ukraine, including this heavily modified Bukovina

Ukraine, Bukovina, 2010
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3 P-83s were built 1975-1977 for Czechoslovakia: Delfin, Jiskra and Liptov. First 2 of them were used on Lipno reservoir in Czechia, last one on the Liptovská Mara reservoir in Slovakia (where it ended up after dissolution of the federation).

Czechoslovakia, Jiskra, ca. 1980
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At least one (possibly even 3) P-83s were exported to Romania.

Romania, Tineretul, ca. 1980
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One P-83 was used in Yugoslavia as Sarajevo

Yugoslavia, Sarajevo, ca. 1985
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Passenger Hovercrafts

In the post-war period, interest in hovercraft was initially expressed by the Soviet Navy, which saw them as potetntially very useful tool in amphibious operations (these being basically the only kind of operations in which VMF could be claimed to be genuinely successful, and not only in last year of WW2), but in parallel the civilian design programme was initiated in several institutions. First civilian post-war Soviet hovercraft was Raduga (Rainbow) built at Krasnoye Sormovo shipyard. Although really a small experimental vessel, it was capable of carrying 5 people with a speed up to 70 km/h.

Soviet Union, Raduga, 1962
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The first hovercraft capable of carrying passengers in commercialy-viable numbers (at least in theory) was built in 1962 in Leningrad, as a joint effort of TsTKB (Tsentralnoye Tekhniko-Konstruktorskoye Byuro Minrechflota SSSR - Central Technical-Design Bureau of Ministry of Riverine Fleet of the USSR) and TsAGI (Tsentralnyi Aerogidrodinamicheskiy Institut - Central Aerohydrodynamic Institute) and LIBT (Leningradskoy Institut Vodnogo Transporta - Leningrad Institute of Water Transport). The craft, designated Project 50 Neva, was 17,5 meters long, 6,5 meters wide, weighed 12,5 tons and was capable of carrying crew of 2 and 38 passengers with a speed of 32 knots. It entered trials in September 1962 and was used in variety of trials (including some passenger cruises) both on inshore and coastal waters until 1966 when it was retired and scrapped.

Soviet Union, Neva, 1962
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In 1968 Krasnoye Sormovo shipyard designed another "conventional" passenger hovercraft, also of one-off type, the Pr. 1872 Sormovich, completed in 1970. Slightly over 29 meters long and with full displacement of 37 tons, it could carry a crew of 3 and 50 passengers with a speed of 50 km/h, provided by Ivchenko AI-20K turbine engine (adapted from turboprop airliners). It was assigned to Volzhskoye Obyedinonnoye Rechnoye Parohodstvo for operational trials on Gorki - Cheboksary route (274 km). Relatively high maintenance demands meant that Sormovich wasn't as successful as it was hoped and in 1974 hovercraft was retired and scrapped in 1978.
Unfortunately, the only drawing I could find was almost completely useless, so the drawing below is largely free hand, which means that it can't be as accurate as I'd like.

Soviet Union, Sormovich, ca. 1970
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Next class to be developed (and series-produced) was a surface effect ship (sidewall hovercraft) Pr. 1435 Zarnitsa (Summer Lightning). Like the Pr. 946, she was designed to be used for passenger transport along shallow, undeweloped rivers, and in fact, despite fundamental differences, shared some components with Zaryas, such as steering and electrical equipment, fuel and oil systems and some engine parts (although this time the main engine was 3D6N-235 diesel of 240 hp). Craft was designed at Tsentralnoye Konstruktorskoye Byuro Volgbaltsudoproyekt (Central Design Bureau VolgaBaltShipDesign) and (except for the prototype), the production was undertaken by Sudostroitelno-Mekhanicheski Zavod Imeni Uritskogo (Shipbuilding-Mechanical Plant named after Uritski) and Sosnovskoy Sudostroitelnyi Zavod (Sosnovka Shipbuilding Plant), with at least 71 (some sources mention that total number exceded 100) built between 1972 and 1983.

Gorkovchanin was the prototype of the Pr. 1435 class, built in 1969 at Gorkovskoi Institut Inzhenerov Vodnogo Transporta (Gorki Institute of Engineers of Water Transport). The craft was used in operational trials on Oka, Klyazma and Sura rivers and afterwards in limited passenger service until 1980 when she was scrapped.
Unfortunately, the length of the vessel is something I'm not entirely sure of.

Soviet Union, Gorkovchanin, 1970
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Zarnitsa-6 was built actually second series-produced example of the series, built in 1972 for Volzhskoye Obyedinonnoye Rechnoye Parohodstvo in Gorki, and later at Sursk, where in 1976 she was renamed Sura and in 1976 to Alatyr in Chuvashia, where she served until 1987, when she was scrapped.

Soviet Union, Zarnitsa-6, 1972
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Zarnitsa-7 was built in 1972 at Sosnovskoy Sudostroitelnyi Zavod for Irtyshskoye Rechnoye Parohodstvo and was homeported in Tyumen. In 1987 she was moved to reserve and year later retired and scrapped.

Soviet Union, Zarnitsa-7, 1980
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This Zarnitsa-11 was built in 1975 at Sudostroitelno-Mekhanicheski Zavod Imeni Uritskogo for Moskovskoye Rechnoye Parohodstvo, homeported in Kalinin, then Ostashkov and finally in Moscow where she managed to survive at least until around 2010. Around 2013 she was out of service, though.

Russia, Zarnitsa-11, 2010
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Number of Zarnitsas was used in other Soviet republics than just Russia, but following them - and even worse: finding pictures - is extremely difficult. One of the few examples that certainly were operated there and survived past 1991 is this Altair used in Belarus at least until 2012.

Belarus, Altair, 2012
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One-off seagoing SES Pr. 1879 Chaika (Seagull) was built in 1975 at Sosnovskoy Sudostroitelnyi Zavod and sent for experimental operation to Yevpatoria on Crimea (with Chernomorskiye Morskiye Parohodstvo) until 1981.

Soviet Union, Chaika-01, 1975
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Another mid-1970s sidewalled hovercraft intended for riverine operation was Pr. 1746 Orion. In comparison to earlier models, more attention was paid to passenger comfort, including moderation of vibration and noise. 5 such vessels were made between 1974 and 1980 at Sosnovskoy Sudostroitelnyi Zavod and all vessels were used on rivers of central Russia, last of them being retired in 1993. Two 520hp diesels permitted to carry crew of 2 and 80 passengers with a speed of 50 km/h.

Soviet Union, Orion-03, 1976
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Orion was a base for a prototype of a vehicle for (to quote official description): "high-speed delivery of self-propelled and portable fire equipment and personnel to fight forest fires in the coastal areas of rivers and discharge reservoirs". Single example of Pr. 17461 Plamya (Flame) was built in 1981.

Soviet Union, Plamya, 1981
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Next class introduced into production was Pr. 14351 Luch (Ray of light) introduced in 1983. Total of 56 (or 47 - sources vary) were built until early 1990s in Sudostroitelno-Mekhanicheski Zavod Imeni Uritskogo in Astrakhan and at Moskovskoy Sudostroitelnyi Zavod (Moscow Shipbuilding Plant). In mid-1990s 2 more craft of updated design Pr. 14352 were made.

First of the class, Luch-01, was built in Astrakhan in 1983 for Volzhskoye Obyedinonnoye Rechnoye Parohodstvo and around 2004-2006, sold to private user in Moscow, renamed Luch-10 and modernized. In 2018 vessel still existed, but probably out of service.

Soviet Union, Luch-01, 1984
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Luch-22 was built in 1994 in Astrakhan originally for Metaleks company in Krasnoyarsk, in 2003 passed to ownership of regional administration and in 2009 to Krasnoyarska Energeticheskaya Kompaniya (Krasnoyarsk Energy Co.), which operated her until scrapped in 2016.

Russia, Luch-22, 2014
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Luch-202 was one of just 2 Pr. 14352s built 1994-1995. This particular craft is used by Norilsky Nickel mining corporation to ferry employees.

Russia, Luch-202, 2012
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Luch-type hovercraft were exported, at least one to Hungary, and to Yugoslavia/Croatia (named Dora), but only of the Hungarian one, delivered in 1991 and named Sikló-I (Glider) until 2016 when she was written off, I could find photos.

Hungary, Sikló-I, 2012
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Developed in mid-1980s, the Pr. 19591 Barguzin (river flowing into Lake Baikal, as well as local wind) class were fairly large sidewall hovercrafts built in Sosnovskoy Sudostroitelnyi Zavod. Construction of 4 was started, but only first two were actually delivered to the Baikal (for operation by Vostochno-Sibirskoye Rechnoye Parohodstvo and later by successor companies) in 1989-1990. Barguzin-2 was retired after a fire in 2015 and Barguzin-1 for the same reason in 2018. Barguzin-3 was, upon finishing, sold to Panama where she was named Las 7 Perlas and used until 2005 when was hit by hurricane Katrina, drifted for number of hours and was finally abandoned on Contadora island. Work on last vessel, laid down in 1995, was suspended on relatively early stage due to dire financial situation of the shipyard and resumed only in 2004 to much altered configuration and under name Olkhon (after island on Lake Baykal). Year later she was completed and in 2008 sold to same operator as her 2 sisters (although reached homeport in Irkutsk after much difficulty only in 2010, when she was also renamed Barguzin-3) and remains in use.

Soviet Union, Barguzin-1, 1989
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Russia, Barguzin-2, 2010
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Russia, Barguzin-3, 2005
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(I was contemplating doing Las 7 Perlas, but ultimately decided against, because all pictures I found showed her already wrecked, in much derelict condition)

Pr. 15063 Irbis (Snow Leopard) was a small passenger hovercraft developed in late 1980s by TsKB Neptun, capable of carrying 28-32 passengers or 3 tons of cargo. First craft was built in 1989, with 3 more following, last being built in 2002. By now all are apparently out of service.

Soviet Union, Irbis-01, 1989
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This class is (chronologically) slightly outside the scope, because all vessels were built after the break-up of the Soviet Union, but design work commenced already in late 1980s, therefore I decided to included them. The Pr. 140200 Linda class are riverine passenger vessels utilizing air cavity system. They were developed by Alekseev OKB with intent to become a replacement for Zarya class, but financial situation prevented full scale production. In the end only 14 vessels were delivered from 1994 onwards, with 2 (possibly 3) being exported and remaining used in Russia, predominantly on Ob and Irtysh.

Linda-Surgut was built in 1996 and since then operates between Omsk and Khanty-Mansyisk.

Russia, Linda-Surgut, 2020
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Two Lindas were sold (probably brand-new) to Panama.

Panama, Linda-2, 2003
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Some miscellanous craft

Dozens of smaller (and not so small) hydroplanes and hovercrafts were designed and built in the Soviet Union, and for most of them finding meaningful sources is almost hopeless task, but I made drawings of several of these, even though they are rather outside the scope of this thread.

Potential of hovercrafts to be used in utility work, especially in remote areas, did not escaped Soviet designers. For that purpose, in 1968 the Briz (Breeze) was designed - it was experimental craft, whose trials were to clarify the operational features of small hovercraft and their utility in national economy. Briz was 8,4 meters long (general dimensions being dictated by ability to be transported by rail) and weighed (empty) 3,1 tons, being capable of carrying 6 passengers or cargo load. Propulsion was provided by 3 engines - 220hp AI-14RS aircraft engine for thrust, and 2 MZMA-407 engines from Moskvitch 407 compact car. Trials of the vehicle commenced in 1969 around Leningrad, Ladoga Lake and Karelia (on water, ice and snow) and speed up to 82 km/h were reached (on ice - on water they reached 60 km/h). Tests proved general practicality of hovercraft in utility use, but also revealed certain shortcomings, like rapid wear of skirts, propellers and rudders (from water spray), high level of noise and directional issues, therefore Briz was not launched to production and instead the prototype was quietly retired, with final fate being unknown.

Soviet Union, Briz, 1969
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After developing the Gepard, designers from TsKB Neptun began work on larger multipurpose hovercraft, named Puma and developed in 3 variants: Project 18801 for medical evacuation, Project 18802 for up to 16 passengers and Project 18803 for 10 passengers and cargo (sources mention that some of these were provided to border troops and fire services, but I haven't found any photos specifically claiming to show any of these). Designed craft were 12,2 meters long, displaced 5,7 tons and could reach speed of up to 75 km/h provided by 2 ZMZ-5311 engines. First Puma (in 18801 variant) was built in 1984, Approximately 15 Pumas were built (last apparently in 2003), mostly in passenger variant, majority being used in the Far East and some 2-3 still remaining in service.

Soviet Union, Puma-1, 1986
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Soviet Union, Puma-2, 1988
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Experiences gained with Raduga-2 allowed designers from Krasnoye Sormovo to develop more mature hovercraft named Kras (generally just a shortening from Krasnoye..., but the world could also mean in English "karst"). It's intended uses were: mail delivery, medical assistance, geological exploration, patrol boat for water inspection and fisheries supervision, transporting crews to remote installations etc. The 10,6m long hovercraft, capable of carrying 10 people, utilized single fan (both for propulsion and creation of air cushion, powered by ZD-20 V8 diessel. Prototype was built in 1987 and tested until 1989. Although trials were considered successful, no decisions about series production were made and the prototype languished somewhere for number of years.

Soviet Union, Kras, 1987 (colors speculative)
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Another interesting group of Soviet civilian hovercraft were cargo carriers. First series-produced design was developed at LTsPKB MMF (Leningradskoye Tsentralnoye Proyektno-Konstruktorskoye Buyro Ministerstva Morskogo Flota - Leningrad Central Design and Project Bureau of Ministry of Seagoing (merchant) Marine) between 1977 and 1980, named MPVP-40. These were hovercraft barges/lighters (number stands for cargo-carrying capacity) for Northern Sea Route between Murmansk and Uelen (Chukotka). Their own engines provided only lift, and motion was to be provided either by tugboats or tractors (if on land), although if necessary, air nozzles could be directed aft, giving a speed of 2,5 knots over calm water or ice. At least 18 were built, 4 in Soviet Union, and 14 under Soviet orders by Wärtsilä as TAV-40, giving them nickname Finka (Finnish Woman).

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Further development of that concept was Pr. 17480 Bizon amphibious cargo hovercraft which was actually made of two vehicles - the "main" hovercraft, which could operate independently (with cargo-carrying capacity of 10 tons) or - as a pusher tug - together with dedicated hoverplatform (with 20 tons capacity). ( https://www.youtube.com/watch?v=xarseiWA8D4 )

Soviet Union, Pr. 17480 Bizon, 1986
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Shipbucket

Soviet passenger hydroplanes and hovercraft

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