V.I. RED

SPECIAL OR SPECIALIZED?

Adjective special was first recorded in the New Interpreter of N. Yanovsky in 1806. Like many other adjectives of an abstract nature, it was borrowed from the Latin language. In all explanatory dictionaries of our time (starting with Ushakov's Dictionary), this word has two meanings. Here is the interpretation contained in BAS and MAS (in brackets, as before, we indicate the nouns used with this word in these two dictionaries):

1. Designed exclusively for smth.; having a special purpose, special C. machine tools, suit, train, task, order and etc.).

2. Relating to some. a separate branch of science, technology, art; designed for industry professionals (S. articles, education, educational institution, terms).

The above interpretation seems to us, on the whole, somewhat cumbersome, and the allocation of the second meaning is insufficiently justified and artificial, since the boundary between these meanings is very arbitrary. In our opinion, in this case we can rather talk about highlighting the shade of the main lexical meaning. Based on this, we propose to formulate the meaning of the adjective special as follows: “Special, intended for some. specific purpose; relating to a separate area, branch of something, inherent in a particular specialty ". Such an interpretation, in our opinion, is more accurate and compact and fully corresponds to the modern use of this word.
The adjective in question is combined with a very wide range of nouns, both concrete and abstract: bus, brigade, wagon, hotel, group, diet, magazine, task, order, law, tools, research, business trip, commission, correspondent, suit, course(currency exchange), treatment, event, mechanism, observation, service, clothing, operation, organization, subdivision, train, clinic, room, assistant, assignment, rules, representative, device, invitation, program, project, pass, section, permission, flight, plane, machine tool, parking, training, farm, company, foundation, school, expedition; education, educational institution, literature, course of lectures, seminar, symposium, methodology, terminology etc. Here are some examples:
Special Commission until she revealed all the military secrets of Baghdad (Today. 1994. June 16); For the full functioning of the agency, it is necessary special law(Results. 1999. No. 10); The participants of the performance were given special passes (G. Vishnevskaya. Galina); Parking the car on special parking, we entered a huge hall ( T. Polyakova. I am your troubles); were sent special expeditions in search of people in little-known places of the Karakum (Arguments and Facts. 1994. No. 27); Muklevich had special maritime and technical education(Today. 1994. June 7); Sinitsyn's office was crammed with shelving specialized literature and folders with documents ( M. Serova. To spite everyone).
As can be seen from the comparison of the above examples, any clear, “impassable” boundary between the main meaning of the adjective special and its shade does not exist, since the latter, as it were, overlaps with the former, dissolves in it. In essence, here it would make sense to speak only about the clarification in a number of cases of the indicated generalizing meaning and about the actualization of some of its hidden nuances.

It is interesting to note such a phenomenon. Many phrases with adjectives special, as well as combinations with the word tourist(see our article in the newspaper "Russian Language" No. 31/2000), due to semantic contraction, they turn into compound words, the so-called univerbs. However, if the formation of univerbs with the word tourist(For example, travel agency, travel agency) is an active process, characteristic of our days, then the emergence and functioning of numerous univerbs with a morpheme specialist. (special ration, special buffet, special staff, special clinic, special prison, special storage and many others. etc.) is a bright sign of the Soviet era. Most of these Sovietisms have moved from an active vocabulary to a passive one and become historicisms. The only exceptions are words in which the morpheme specialist. has the following meaning: "special, designed to perform special tasks or especially difficult tasks." This meaning is also relevant today. These include, for example, such complex words: special forces, special forces, special forces(special purpose detachment in the system of the Armed Forces of the Russian Federation, the Ministry of Internal Affairs and the FSB), special forces, special flight, special services. All these words are widely used in modern mass media. In addition, in modern colloquial speech, such very familiar abbreviations are often found: special course, special seminar(in universities), special training(training of students at the military departments of universities), overalls, special school(a school with in-depth study of a foreign language or other school disciplines, as well as a school for children with mental or physical disabilities).
Unlike an adjective special his paronym specialized(participle used as an adjective) appeared in Russian relatively late - it was first registered in the Ushakov Dictionary in 1940. BAS gives the following interpretation of this word: “Intended for work or use in some kind of one narrow area, industry; having a special, special purpose. The range of nouns associated with this word is much narrower than with the word special: agency, atelier, team, bakery, exhibition, magazine, edition, clinic, shop, workshop, enterprise, sanatorium, transport, academic council, farm, firm etc. For example:

Specialized bakeries they work, as a rule, from the sale (Mosk. Komsomolets. 1997. December 2); Need to carry out specialized exhibitions Siberian cats with a large number of participants (Drug. 1999. No. 1); "Expert" was originally a magazine rather economic, specialized edition(World for a week. 1999. No. 11); In 1993, there were already five trading companies specialized stores(Results. 1999. No. 44); photos of our pet (cat Lelik) were printed in specialized journals(Worker. 1998. October).
Despite some inevitable similarity in the interpretation of the paronyms under consideration, there is nevertheless a significant difference between them both in terms of their meaning and compatibility. Adjective special unlike his paronym specialized has a very wide compatibility with nouns (see above) and is used to highlight a person, object (in the grammatical sense of the word) or action from a number of their own kind. This refers to their intended purpose or belonging to a certain (but fairly wide) area of ​​human activity.
As for the paronym specialized, then it, having significant limitations in lexical compatibility, acts, as a rule, as a definition for nouns denoting the sphere of human labor activity (for example, shop, atelier, magazine and others), and in this case, this activity is necessarily characterized by a very narrow focus, i.e. specialization. That is why nouns that are easily combined with the word special(For example, suit, device, article, mechanism, pass, reporter, permission), cannot be used with an adjective specialized.
At the same time, another regularity should be noted: nouns combined with the word specialized, can usually be used with the word special, thus forming paronymic phrases. Let's compare several such phrases, the semantic difference between which is quite noticeable. So, for example, when we use the phrases special shop, special sanatorium, special studio, we mean that these institutions are of a closed nature and are intended for a select, privileged circle of people. On the other hand, phrases special shop And specialized studio mean that they sell or sew only a certain type of product - men's outerwear, women's dress, fur products, shoes, hats, etc. And the combination specialized sanatorium used when it comes to the treatment of diseases of a particular group - cardiovascular, gastrointestinal, urological.

In a similar way, one can distinguish between phrases (and, of course, the concepts behind them) special magazine(meaning: "periodical") and specialized magazine. Special magazine usually addressed to a wider audience than specialized magazine. Each reader chooses for himself one or another special magazine based on their interests and hobbies, and not narrow professional needs. Yes, published special magazines for children ("Murzilka"), for women ("Women's World", "Worker"), for men ("Men's Club", "Andrey"), for family reading ("Brownie", "Voyage and Recreation"), for lovers of the Russian language (“Russian speech”), for lovers of dogs and cats (“Drug”), etc. But there is also specialized magazines: "Issues of Linguistics", "Dentistry", "Metal Science", etc., intended for a relatively narrow circle of specialists.
Due to the semantic proximity of the adjectives under consideration, there are cases of erroneous use of the word specialized instead of special. Consider three examples from periodicals: “Children suffering from these rare diseases need specialized nutrition either for many years, or all my life ”(Izvestia. 1994. June 28); "In the West there are specialized institutes for the deaf, but they don’t have the same practice as we do” (Mir for the Week, 1999, No. 10); "Tried to get a job with the help of specialized publications publishing information about vacancies” (Itogi. 1999. No. 10).
In these sentences, it would probably be more correct to write: “need special nutrition" (by analogy: "need special diet”), “there are special institutes" (by analogy: "there are special schools”) and “using special editions, since the publications in question are not scientific and publish information not for specialists in any one narrow field, but for representatives of different specialties who are looking for work. However, the line separating such cases is very thin and not always obvious at first sight. We hope that the principles of delimitation of these paronyms proposed by us will help to avoid such errors.

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Specialized vehicles

Such vehicles are adapted for the transportation of one or more homogeneous goods, which differ in the specific conditions of their transportation, and are equipped with various devices and devices that ensure the safety and quality of goods delivered to construction sites and comprehensive mechanization of loading and unloading operations. The use of specialized transport improves the efficiency and quality of construction, reduces the cost of transportation, minimizes the loss of building materials and semi-finished products, as well as damage to building products and structures, which are very significant when using general-purpose vehicles. At present, without the use of specialized transport, it is practically impossible to deliver many goods to construction sites. Most specialized vehicles are interchangeable trailers and semi-trailers for trucks, air-tired tractors and tractors, which allows more efficient use of the base machine.

In the conditions of urban construction, specialized automobile transport is widely used. Modern specialized vehicles for construction are produced in accordance with the “Type of specialized vehicles for construction” approved by the State Construction Committee and are designed to transport soil, bulk and lumpy goods (dump trucks), liquid and semi-liquid (bitumen carriers, lime carriers, concrete and mortar carriers), powdered ( cement carriers), small-piece and packaged cargo (container carriers), long-length cargo (pipe carriers, metal carriers, timber carriers), reinforced concrete structures (panel carriers, farm carriers, plate carriers, bulk carriers, block carriers, sanitary cabin carriers), technological equipment and construction machines (heavy carriers).

Dump trucks transport construction cargo in metal bodies with a trough-shaped, trapezoidal and rectangular cross-sectional shape, which are forcibly tilted during unloading using a lifting (tilting) mechanism back, to the side (one or two) sides, to the sides and back. By purpose, special mining and universal general construction dump trucks are distinguished. In the conditions of urban construction, universal dump trucks are used (Fig. 2.7) with a carrying capacity of 4 ... 12 tons, designed to transport soil, gravel, crushed stone, sand, asphalt, concrete mix, mortar, etc. Modern universal dump trucks are produced on the chassis of flatbed trucks general purpose (sometimes with a shortened base) and are equipped with the same type of hydraulic systems that provide quick lifting and lowering of the body, high reliability and safety.

The main components of such systems are an oil tank, a hydraulic pump driven by a car's power take-off, one or more (depending on the carrying capacity) single-acting telescopic hydraulic cylinders that directly affect the body, distributor or control valve, connecting pipelines and safety devices. Hydraulic cylinders of lifting mechanisms can have a horizontal, inclined and vertical arrangement and are installed on the vehicle frame under the front part of the body or on its front side (Fig. 2.7, a). The separator or control valve directs the flow of working fluid from the pump to the hydraulic cylinder (or synchronously operating hydraulic cylinders) when the body is overturned, connects the cavities of the hydraulic cylinders to the drain tank when the body is lowered, limits the pressure in the system and ensures that the body is fixed in certain positions (extreme or intermediate).

The most common in construction are dump trucks consisting of a dump truck and a dump trailer or a truck tractor and a dump truck semi-trailer (Fig. 2.7, b).

Rice. 2.7. Dump trucks

The dump truck is unloaded to the sides, and the dump trailer is unloaded to the sides and back. Dump trailers can have split (double) bodies, the front of which is unloaded on two (side) sides, and the rear - on three (side and back) sides. Modern dump trucks and dump trailers have a unified body, running gear, lifting mechanisms and are equipped with an automatic opening and closing system of the sides controlled from the driver's cab.

For the transportation of expanded clay and other bulk materials with a low density, specialized trailers and semi-trailers are used - expanded clay trucks with a carrying capacity of up to 12 tons, i.e. dump trucks with an increased body capacity.

When transporting small-piece and packaged goods (sanitary and ventilation equipment, finishing, insulating and roofing materials, bricks, window and door blocks, prefabricated reinforced concrete structures of small weight and size, etc.) to construction sites, containerization and packaging. For the delivery of containers and packages, flatbed vehicles, trailers and semi-trailers of general purpose and specialized vehicles - self-loaders and container carriers are used.

Self-loaders, along with the performance of transport functions, can load and unload the transported packaged goods, reload cargo onto nearby vehicles and trailers using hydraulic loading and unloading devices installed on the vehicle itself. Self-loaders are equipped with onboard manipulators, swinging portals, tail lifts and hinged load lifting devices.

Self-loaders with a swinging portal (side or rear location, Fig. 2.8, a) are designed for transportation, loading and unloading containers weighing up to 5 tons. angle up to 120° by two synchronously acting double-acting long-stroke hydraulic cylinders. Swinging portals are also used for loading and unloading swap bodies-containers. For the transportation, loading and unloading of containers with a large carrying capacity (20 tons or more), semi-trailers equipped with side hydraulic loaders are used (Fig. 2.8, b).

Self-loading trucks and container carriers are equipped with retractable and folding hydraulic supports 3, which act during loading and unloading operations and ensure the stability of the machine and the unloading of its running gear.

Self-loaders with onboard hydraulic manipulators carry out self-loading and self-unloading of the base vehicle and trailer, loading and unloading of other vehicles located nearby, and can also be used in small-scale construction and installation works.

A manipulator with a lifting capacity of 2.5 tons (Fig. 2.9) consists of a swivel column, articulated boom equipment, two outrigger hydraulic supports, a boom rotation mechanism in plan, two control panels and a set of interchangeable working equipment.

Rice. 2.8. Self-loaders and container trucks

Rice. 2.9. Car-loader with onboard manipulator

The boom equipment is mounted on a swivel column mounted on the chassis base frame and consists of a stick, lever, telescopic boom with main and retractable sections, control hydraulic cylinders, hook suspension or rotator. The rotator provides for the manipulation of the load in a horizontal plane through a rack and pinion gear and a double-acting hydraulic cylinder, the rod of which is the rotator rack engaged with the gear.

The set of interchangeable working equipment of the manipulator includes a manually extended boom extension, fork pickup, tongs for packaged goods and a grab for containers. Rotation of the boom equipment in terms of an angle of 400° is provided by a rack and pinion rotary mechanism, which includes two alternately operating hydraulic cylinders, a rack and pinion rigidly fixed to the shaft of the rotary column. The drive of the axial-piston pump of the hydraulic system of the manipulator is carried out from the vehicle engine through the power take-off. The manipulator can be controlled from any of the two control panels located on both sides of the vehicle.

The designs of domestic onboard manipulators are made according to a single concept and differ from each other in terms of cargo moment, load capacity, lifting and lowering height of the hook, weight, and overall dimensions. The layout diagrams for the placement of onboard manipulators on vehicles are shown in fig. 2.10.

Rice. 2.10. Placement of onboard manipulators on vehicles

To transport liquid binders (bitumen, tar, emulsions) in a heated state from manufacturers to places of production of road, roofing and insulation works, bitumen carriers and asphalt distributors are used. They are elliptical tanks, mounted on the chassis of cars or on semi-trailers for truck tractors, and are equipped with heating systems (to maintain the temperature of the transported material at least 200 ° C) and mastic dispensing. The capacity of tanks for asphalt distributors is 3500 ... 7000 l, bitumen trucks - 4000 ... 15000 l.

For the transportation of pipes with a length of 6 ... 12 m with a diameter of up to 1420 mm and welded sections of pipes (lashes) with a length of 24 ... 36 m, special road trains are used - pipe carriers and whip carriers. The pipe carrier includes an autotractor, a single-axle trailer with a rigid drawbar or a semi-trailer. The traction force on the loaded trailer-dissolution is transmitted from pipe carriers through a towing device and a drawbar, for lashers - directly by pipes (lashes) mounted on a tractor and a two-axle trailer-dissolution. The number of simultaneously transported pipes is set based on the carrying capacity of the road train. In multi-row laying, pipes are tied with a safety rope. For the transportation of insulated pipes in urban areas, specialized pipe semi-trailers are usually used with hydraulic unloading mechanisms that ensure the safety of the insulating layer and the pipe ends prepared for welding during transportation, loading and unloading.

Rice. 2.11. Road train for transportation of pipes

On fig. 2.11, a, a truck tractor with a semi-trailer-pipe carrier with a carrying capacity of t equipped with two (front and rear) hydraulic unloading mechanisms 2 is shown. The semi-trailer is equipped with front and rear metal safety shields 5 that prevent axial movement of pipes during transportation. The unloading mechanism consists of a telescopic boom (Fig. 2.11, c), extended by a built-in hydraulic cylinder, and two telescopic hydraulic cylinders for turning the boom with a cargo grip for pipes in a vertical plane. On fig. 2.11, b, c shows the positions of the boom, respectively, before unloading and at the end of unloading. The stability of the road train is provided by folding supports 6. The control panel for unloading mechanisms is located in the front of the semi-trailer. Pipe carriers and pole carriers are equipped with overall signals. The carrying capacity of automobile pipe carriers is 9 ... 12 tons, pole carriers - 6 ... 19 tons.

For the transportation of large-sized reinforced concrete structures and parts from manufacturing plants to construction sites, specialized trailers and semi-trailers are used: panel carriers, farm carriers, bulk carriers, plate carriers, block carriers and sanitary cab carriers. The choice of vehicle type is determined by the dimensions, weight and conditions of transportation of products.

Panel carriers (Fig. 2.12, a) are made in the form of semi-trailers for truck tractors and are designed to transport wall panels, ceilings, partitions, slabs, flights of stairs, etc. in a vertical or steeply inclined position. There are truss and frame semi-trailers-panel carriers. The supporting metal frame of truss panel carriers is made in the form of a spatial truss ("ridge") of trapezoidal (Fig. 2.12, b) or rectangular section or in the form of two flat longitudinal trusses interconnected by front and rear support platforms and horizontal ties (Fig. 2.12, V). The backbone truss is located along the longitudinal axis of symmetry of the semi-trailer, and the transported panels are in cassettes on both sides of it at an angle of 8 ... 12 ° to the vertical. The front and rear platforms of the truss have handrails for riggers. For panel trucks with flat trusses, the panels are arranged in several rows vertically in a cassette between the trusses. Some designs of panel carriers also have additional side inclined cassettes for transporting shortened panels in one row (Fig. 2.12, d), which makes it possible to better use the load capacity of the road train. For fastening the panels, screw clamps, clamping strips and ropes tightened with a hand winch are used.

Frame trailers-panel carriers (Fig. 2.12, e) have a frame that carries the cassette and takes the main load. The panels are installed inside the cassette on a wooden deck and are kept from lateral movement by clamping screws. The front part of the semi-trailers-panel carriers rests on the fifth wheel coupling of the tractor, and the rear part - on a single-axle or two-axle bogie with steerable or non-steerable wheels.

Rice. 2.12. panel carriers

In cramped conditions of urban development, panel carriers with steerable rear bogies are usually used, which improve the maneuverability of the road train. Modern panel carrier semi-trailers are equipped with separately controlled hydraulic supports with double-acting hydraulic cylinders operating from the vehicle’s hydraulic system and have an automatic coupling with a tractor, which allows mounting directly from the panel carriers (mounting from “wheels”), more efficiently using the base vehicle that can serve several interchangeable semi-trailers (shuttle method of operation) and carry out loading and unloading of the panel carrier on uneven ground. Carrying capacity of semi-trailers-panel haulers 9…22 t.

Truss and frame panel carriers can be converted into platform-type semi-trailers and used to transport slabs, beams, foundation blocks and other goods. This increases their versatility and mileage utilization by allowing the machine to be loaded while driving in reverse.

Long base truss semi-trailers are designed to transport trusses 12…30 m long, installed and fixed in a position close to the working one. Semi-trailers-farm locomotives have a truss or beam structure with a cassette platform and a two-axle bogie with twin wheels. In conditions of cramped construction sites, semi-trailers with a hydraulically controlled bogie are used, in which each wheel turns to the appropriate angle depending on the angle of the “folding” of the road train.

On fig. 2.13 shows a truss trailer for transporting trusses of any design up to 24 m long and up to 2.5 m high. 4. The wheels of the trolley are automatically controlled by a hydraulically driven servo system. The front mobile support of the semi-trailer is installed along the frame, depending on the length of the transported trusses, and is moved using a hand winch. The truss rests on the cargo platforms of the frame and is fixed in its upper belt with clamping screws. The carrying capacity of semi-trailers-farm locomotives is 10 ... 22 tons.

Rice. 2.13. Road train-farm locomotive

Semi-trailers-sanitation cabins and block carriers are designed for transportation of volumetric elements of residential and industrial buildings (unified sanitary cabins, block rooms, marches), technological equipment (sections of elevators, transformers, boilers, bunkers, tanks, etc.) and containers. By design, they have much in common with frame-type panel carriers and are distinguished by a low location of the cargo area and the absence of special means of fastening.

Rice. 2.14. Santekhkabinovoz

The semi-trailer-sanitation cabin carrier (Fig. 2.14) is a cassette-type frame welded from bent and rolled profiles, the front part of which rests on the fifth wheel coupling device of the tractor vehicle, and the rear part rests on a single- or two-axle bogie with steered or non-steered wheels. They are equipped with mechanical or controlled hydraulic support devices. Load capacity 4…30 t.

Semi-trailers-plate carriers are used for transportation of floor slabs and coatings in a horizontal position, as well as beams, columns, crossbars, lumber, etc. The supporting part of the loading platform of a slab carrier is a back frame with consoles for flooring and retractable side racks. Semi-trailers have a single-axle or two-axle rear bogie. Some designs of plate carriers are made with a sliding telescopic frame. Load capacity of slab carriers up to 22 tons.

Three-, four- and six-axle multi-wheeled trailers and semi-trailers with a carrying capacity of 20 ... 120 tons with a low-lying platform are used to transport heavy-weight large-sized equipment and construction vehicles. Trailers are transported by ballast automobile tractors, and semi-trailers - by truck tractors. Heavy-duty trailers and semi-trailers are equipped with hydraulic lifting mechanisms for lowering the platform during loading and raising it when transporting goods. For loading and unloading cargo, a winch is installed on the tractor, driven by the car's power take-off.

The main directions for the development of specialized vehicles are: expanding their mass production and range with a simultaneous decrease in the number of standard sizes, creating multi-purpose vehicles, improving cargo securing mechanisms, supporting, clamping and handling devices, increasing unit load capacity and wide unification of vehicles.

The need to create specialized vehicles is associated with a variety of transported goods. This applies primarily to the transportation of construction cargo: large-sized building structures of various configurations, bulk non-metallic materials and other types of cargo necessary for industrial and civil construction. For the transportation of industrial, commercial and agricultural goods, a variety of specialized rolling stock is required: container carriers, container carriers, timber carriers, pipe carriers, metal carriers, cars equipped with self-unloading devices, etc. Inventors and rationalizers of Leningrad automobile enterprises and car repair plants, as well as designers and developers and create new models of specialized vehicles that contribute to the mechanization of loading and unloading operations and ultimately increase labor productivity in road transport.

The T-325A model dump trailer is designed to work as part of road trains with Tatra-148SZ, Tatra-815SZ dump trucks and is used for transporting bulk materials. The trailer consists of a welded frame made of channels No. 14 and 12. A coupling device is located in the front part of the frame, brackets for mounting the hydraulic lift are mounted in the middle part, rear axle suspension brackets are welded in the rear part of the frame.

The trailer platform is a welded structure of rolled and bent profiles, its internal dimensions are 3224X2350X618 mm. The platform tilts to the sides. Side boards are suspended on the top hinges, locks of boards - lever type. Trailer axle suspension is made on longitudinal semi-elliptical springs. Wheels are diskless, with onboard and locking rings.

The pneumatic drive is carried out according to single-wire ("Tatra" -148СЗ) and two-wire ("Tatra" -815СЗ) schemes. The parking brake has a manual mechanical drive only on the rear axle pads; a ratchet device is used to fix the drive.

The trailer is equipped with a telescopic hydraulic lift from a dump truck MA3-503.

A-978 model semi-trailer (Fig. 1) is intended for transportation of sanitary cabins with overall dimensions not exceeding 2700X1600X X2600 mm, as well as silt, blocks and containers. This low loader semi-trailer has three loading platforms (one cabin is installed on the front and rear, three cabins on the middle one).

The platform of the semi-trailer is a welded structure of a stepped shape with longitudinal bearing beams. The support and wheel frames have three-sided protection. The axle with wheels and springs as an assembly is borrowed from the MA3-93801 semi-trailer. The pneumatic drive of the brakes is carried out according to a single-wire circuit.

The MAZ-5429 (MAZ-504) or K.amAZ-5410 tractor is used as the main truck tractor.

A cassette-type semi-trailer model A-490-P2 (Fig. 2) is used for transportation of building reinforced concrete flat wall panels and three-dimensional products. The semi-trailer frame has a welded structure, made of channel No. 20, in the upper part along the entire length it is closed by the upper truss belt, and in the middle part - by the lower truss belt. Side farms form a cassette in the middle part of the semi-trailer.

Rice. 1. Semi-trailer-sankabinovoz model A-978

Rice. 2. Cassette-type semi-trailer model A-490-P2

Rice. 3. Semi-trailer dump truck model 84A2-PS-2

Rice. 4. Semi-trailer dump truck model 84A2-PS-3

The supporting device, suspension and axle are borrowed from the MAZ-5245 semi-trailer. The supporting device consists of two screw jacks hinged to the frame of the semi-trailer. The suspension is made on two longitudinal semi-elliptical springs. The ladders and upper platforms of the semi-trailer have guards for the safe work of riggers. The main tractor of the semi-trailer is the MAZ-504A truck tractor.

The cassette-type semi-trailer was manufactured at the car repair plant of the Lenavtoremont production association according to the drawings of the Glavlenavtotrans design and technology bureau.

Semi-trailer dump truck model 84A2 is available in three modifications: 84A2-PS-1 - for transportation of bulk building materials with a large specific gravity; 84A2-PS-2 (Fig. 1.3) - for the transportation of ordinary bulk building materials; 84A2-PS-3 (Fig. 1.4) - for the transportation of long building products and materials.

The supporting device of the semi-trailer is unified with the supporting device of the A-483 and A-490 semi-trailers and consists of two screw jacks hinged on the frame. The axle with wheels and suspension assembly is taken from the semi-trailer MA3-93801.

The semi-trailer is equipped with two hydraulic cylinders from a ZIL-MMZ-555 dump truck. It is possible to install hydraulic cylinders from ZIL-MMZ-4502 and MAZ-5549 cars.

The main tractor of the semi-trailer-dump truck is a MAZ-5429 truck tractor with hydraulic equipment or a KamAZ-5410 tractor with hydraulic equipment.

A tractor with a lifting fifth wheel based on the ZIL-130 model A-824 is used in the territories of transshipment bases, freight stations and other cargo-generating facilities, where there is a constant need to transport semi-trailers over short distances to places of loading and unloading. To perform these operations, auto enterprises use shunting tractors with a lifting fifth wheel based on a standard ZIL-130 vehicle. The design of the tractor, made at the suggestion of innovators of the design and technological bureau of Glavlenavtotrans, eliminates the need for mechanical lifting of the semi-trailer road wheels and frees linear vehicles from unproductive work on cargo areas.

Re-equipment of a standard ZIL-130 vehicle into a shunting tractor is not particularly difficult and can be performed in a car company. To do this, a lifting frame is installed on the frame of the ZIL-130 car, the front end of which is hinged to the bracket, and the rear end to the hydraulic lift rods. Hydraulic lifts (2 pieces) were used from the ZIL-MMZ-555 car. A saddle device, borrowed from the ZIL-130V1 tractor car, is mounted on the lifting frame. Saddle lift height - 300 mm. The frame spars are interconnected by a base plate, in the front part of which there are guide slides to facilitate the coupling of the tractor with the semi-trailer.

The fifth wheel coupling is connected to the lifting frame by a brake chamber, which serves to open the fifth wheel lock. The lifting frame in the raised position (for unloading hydraulic cylinders) is held by support shoes; the rotation of the shoes is carried out through the second brake chamber mounted on the cross member of the lifting frame. The brake chambers are controlled through pneumatic actuators from the cab.

The entire installation of the lifting and coupling device is carried out without dismantling or any modification of the chassis of the ZIL-130 car. Wiring of signaling and lighting devices is carried out according to the electrical circuit of the ZIL-130V1 tractor.

Rice. 5. Potato Car

The potato carrier shown in Fig. 5, made on the basis of the GAZ-53 car.

The existing methods of transporting potatoes (in flatbed trucks, vans, containers, pallets, various containers) do not provide proper mechanization of loading and unloading operations and the safety of potatoes in the cold season. .

The main equipment of a potato carrier is a special bunker body with a retractable belt conveyor. The bunker body of the frame type has

U-shaped base. Outside, the body of the bunker is sheathed with sheet iron. Inside, the lining is wooden, protecting the potatoes from impacts and at the same time serving as a heat insulator. The vertical walls of the bunker are covered with heat-insulating material sheathed with plywood.

There is a loading hatch in the roof of the bunker, which is opened and closed with a handle through a system of blocks on the rear wall of the bunker. The unloading hatch is closed by a slide gate, above which a tedder lever is mounted in the socket. The lever is driven by a handle on the left side of the hopper. For free rolling of potatoes, the unloading hatch over the skin is covered with an aluminum sheet. To monitor the loading and unloading of potatoes, a viewing window is provided in the left wall of the bunker.

The belt conveyor has drive and tension drums. The drive is an electric motor with a power of 1.3 kW. The electric motor is powered from the city network 220 V.

An electric motor with a drive drum is located at the front of the conveyor under the hopper. The rear part of the conveyor with the tension drum in the transport position partially protrudes beyond the bunker. When unloading, it can be raised to the required height (up to 2300 mm) from the surface level of the car parking area. In the working and transport positions, the conveyor is fixed with a locking device. The conveyor control panel is located in a cabinet on the rear wall of the hopper.

When unloading the bunker, the potato carrier is installed with the rear end of the conveyor against the storage room at a distance of at least 2 m from the wall of the building, the conveyor is raised to the desired height to the place of receiving the cargo, and the electric motor is turned on using the connecting cable. Upon completion of unloading, the conveyor is set to the transport position, then the power supply of the electric motor is turned off. With the loading hatch and slide gate closed, the vehicle is ready to move.

The potato carrier provides for air heating of the bunker due to heat removal from the exhaust pipeline. Air circulation is carried out by a fan of the driver's cabin heating system.

The technical documentation for the car-potato-cart is in the design and technology bureau of Glavlenavtotrans.

Semi-trailer-panel transporter model A-483 of the spinal type is designed for transportation of house-building panels up to 7.5 m long. The panel transporter is a welded frame structure that provides transportation of panels in an inclined position. The semi-trailer-panel carrier works in conjunction with the MAZ-5429 tractor.

The semi-trailer was developed in the design and technological bureau of Glavlenavtotrans.

A semi-trailer for the transport of building products in a vertical position (Fig. 1.6) provides transportation of various types of building products, including structures that need to be transported in a suspended state, such as T-shaped frames. The semi-trailer consists of a welded frame made of two longitudinal trusses. The trusses are connected by crossbars, which form a closed cassette in the middle part, which serves to transport wall panels. For transportation of structures such as T-shaped frames in a suspended state, movable transverse beams with rollers and locking devices are installed on the upper chords of the longitudinal trusses. To prevent transverse movement of building structures, the movable beams are equipped with side vertical rollers.

m

Rice. 6. Semi-trailer for transportation of building products in a vertical position

The semi-trailer is towed by a truck tractor made on the basis of the KrAZ vehicle.

Van model 84A15 is designed for transportation of industrial and food cargo. It is installed on the chassis of LPG vehicles GAZ-52-28 or GAZ-53-27. The van is made of metal, its frame is made of a rectangular profile, the outer casing of the frame is made of a steel sheet 0.8 mm thick. On the front and side walls of the van there are wooden lattice-type bars. There is a double door in the rear wall, securely locked with a special rod lock with a device that ensures the safety of the seal from damage. For ease of entry and exit from the van, a retractable folding ladder is located at the rear door, which is mounted under the floor of the van in the transport position.

The body-van model 79A2, designed for the transportation of bakery products in containers, is installed on a GAZ-52-01 car. The body has a welded frame made of rectangular tubes. Outside, the frame is sheathed with sheet metal 0.8 mm thick, inside the ceiling and walls are upholstered with plywood, the floor is made of boards 25 mm thick, the top of the frame is covered with galvanized sheet.

For the convenience of loading and unloading containers, there are two guides from an unequal corner with stops, fastened with pins to the base of the van, and two clamps that press the containers to the front wall of the van and protect them from longitudinal displacement.

The van has five doors - four doors on the right side and one in the back. The doors are welded, double-leaf, equipped with internal upper and lower locks, sheathed with sheet steel on the outside, plywood on the inside.

The van has natural ventilation, fenders and a drain. Ventilation hatches are located in the front and rear walls of the van.

Rice. 7. Trolley for towing defective light vehicles

The van body was developed by the design and technological bureau of Glavlenavtotrans and manufactured at the car repair plant of the Lenavtoremont production association.

A trolley for towing faulty light vehicles (Fig. 7) is designed for towing vehicles NYSA, ZHUK, ErAZ, UAZ, etc. The axle of the trolley is made of a thick-walled pipe with a diameter of 130 mm. Hubs from the NYSA -522 car are mounted on the axle. The bogie wheels are used from a UAZ car. Wheel track width - 1400 mm.

The bogie axle passes through a box section drawbar made of 10 mm thick sheet steel. A towing loop is welded to the front of the drawbar, the rear of the drawbar is a support platform, on which a hydraulic jack with a lifting capacity of 5 tons is installed. Two vertical posts 240 mm long are welded to the middle part of the drawbar, interconnected by a steel jumper. Details are made of channel No. 10.

TO Category: - Transporting and handling machines

Following the development of mass production of universal trucks, it became necessary to produce specialized vehicles on their basis, that is, vehicles specially adapted for transporting certain types of goods: dump trucks for bulk goods, tanks for liquids, isothermal vans for perishable goods, etc. Equally, the national economy of the country showed demand for the so-called special cars-machines, the chassis of which was not used to transport any goods, but to transport various special equipment: fire fighting, construction, and utility services.

Dump trucks made up the most numerous group among the specialized ones. During the years of the second five-year plan, the scope of construction reached a scale at which it was impossible to do without the mechanization of work. Soil removal, delivery of crushed stone, concrete and other bulk materials - the scope of dump trucks. Heavy-duty machines are the most cost-effective. Therefore, the role of a pioneer in the production of dump trucks went to the Yaroslavl Automobile Plant.

The design of our first dump truck YaS-1 with a Hill-type lift on the chassis of the YaG-4 truck began in August 1934. Its wooden body with a volume of 5 ml was tilted back at an angle of 50 "by two hydraulic cylinders. Oil was supplied to them under pressure by a gear pump driven by the cardan shaft from the gearbox.The pump is made in a block with hydraulic cylinders - all hydraulic drives operating under a pressure of 20 kgf / cm 2, in the form of drillings in a common crankcase.Thus, the possibility of fluid leakage through the connecting fittings of external hydraulic lines was excluded. The body lift took 20 s, descent - 18.

Of course, additional dumping equipment made the car heavier. The curb weight of the YAS-1 was 5640 kg - 890 kg more than the YAG-4. Therefore, the load capacity of the dump truck did not exceed 4 tons.

Serial production of YaS-1 began in January 1935. Already that year, 261 dump trucks left the gates of YaAZ, in 1936 - 700, and then an average of 1000 trucks per year. Thus, the plant produced almost half of its cars with dump bodies. With the transition to the basic cargo model YaG-6 in May 1936, its dump modification YaS-3 also appeared, also with a carrying capacity of 4 tons. With the development of the YaG-7 production, it was planned to make the YaS-4 dump truck, but it remained a prototype.

Another dump truck produced in the prewar years by our industry is the GAZ-410. It was manufactured in Gorky on the GAZ-AA chassis by the Sverdlov plant. This machine unloaded due to the rotation of the loading platform around a horizontal axis under the action of the load. For overturning, it was enough for the driver to release the stoppers that fix the loaded platform in a horizontal position. Since the mass of the tipping mechanism was 270 kg, the load capacity of the dump truck did not exceed 1300 kg.

Various transport organizations and car repair plants in the pre-war period produced small batches of dump trucks on the ZIS-5 chassis, mainly of the inertial type (like the GAZ-410). There were also attempts to use hydraulic lifts such as YaS-1 or YaS-3. Among them, an interesting design was proposed by the Aremz Moscow car repair plant - a hydraulic dump truck with a tipping body on three sides, made on the ZIS-5 chassis. Unloading took 7-8 s.

In Leningrad, the 2nd ATUL car repair plant carried out small-scale production of dump trucks on the ZIS-5 chassis with a horizontal hydraulic cylinder - a kind of Wood type lift. The piston rod of its piston rested through the roller on the segment fixed on the bottom of the platform and, acting on it, overturned the body. High contact stresses in the "roller-segment" pair and oil leakage through the joints of the pipelines connecting the hydraulic pump driven by the gearbox with the hydraulic cylinder became an obstacle to the further spread of this scheme.

Trust "Mosavtogruz" equipped a batch of ZIS-5 chassis with tipper bodies equipped with a manual lift. This is a column of channels mounted between the cab and the cargo platform. By means of a cable wound on the drum of a manual winch and blocks installed on top of the column in 4 minutes. the body could be tilted back at an angle of 48 °.

On a small scale, specialized self-unloading machines for transporting bricks and cement were manufactured. Among them, the design of the Moscow trust "Mosavtogruz" should be singled out, which in 1937 equipped seven YAG-4 trucks for its transport needs (transportation of cement). These cement trucks had a bunker-type body with an auger placed in its recess for unloading cement. The auger was driven by a gearbox, and a double hatch in the roof of the bunker was used to load cement.

Gantry vehicles used to transport lumber, pipes, containers have been produced in our country since 1934. Their design is specific. The cargo, fixed with grippers, is transported under the frame of the car, raised high above the road. All wheels mounted on high racks have independent spring suspension. All four wheels are steerable, and a reversible gearbox is provided in the transmission to increase maneuverability.

The first Soviet portal cars of the SK-5 and SK-7 models began to be produced by the Severny Kommunar plant in Vologda. They were equipped with GAZ-AA engines and had a chain drive to the drive wheels. SK-5 could transport 4.5 tons of cargo in stacks or containers and reach a speed of 25 km/h, and SK-7, respectively, 7 j and 30 km/h.

In the history of the development of domestic automotive technology, the portal SK-5 is the first design with independent suspension of all wheels. The later model SK-7 is interesting with the installation of the engine in the rear of the car and the front (!) Drive wheels.

Since 1936, the entire production of cars of this type was transferred to the Solombala Machine-Building Plant in Arkhangelsk. His model "Solombalets-5-S-2" with a carrying capacity of 5 tons, like the SK-7, has front drive wheels with a chain drive and a rear-mounted power unit from the ZIS-5. In 1939-1940. the plant created the car "5-S-Z" with a gas generator, as well as "5-S-5" with the ZIS-5 engine located in front.

For the transportation of petroleum products, tanks with a capacity of 3000 liters were widely used, which since the mid-30s. produced on the ZIS-5 chassis by the Leningrad plant "Primet". They were equipped with a manual pump for refueling, pistols for dispensing fuel. Many enterprises, which, alas, remained nameless for history, not to mention the indices of their specialized vehicles, made tanks on the YaG-4 chassis for watering the streets with water, built specially equipped tanks on the ZIS-5 chassis for transporting live fish.

A rather large group of specialized vehicles consisted of bread trucks, vans for the delivery of ice cream, meat products, and butter. They were also made by small scattered body shops using artisanal technology: a wooden frame sheathed with steel sheet, mounted on a truck frame. Apparently, it was possible to produce centrally at one large enterprise all these specialized all-metal, more durable and cheaper bodies with mechanized production. At the same time, a wide unification of fittings, corner curly panels and other elements would become possible. This question was repeatedly raised in special magazines in those years, but the automotive industry could not solve it.

The production of semi-trailers was not organized, which would allow the most cost-effective solution to the problem of specialized transport.

Attempts to create truck tractors date back to the beginning of the 30s. These are AMO-7, released in 1932, and Ya-12D, designed by NATI specialists and built in 1933 in Yaroslavl. From the basic cargo model I-5 with an onboard platform, the latter differed in a fifth wheel coupling, an increased final drive ratio and a shortened base. I-12D could tow a single-axle semi-trailer with a carrying capacity of 10 tons, and AMO-7 - 6 tons.

the stop of the Council of People's Commissars of the USSR, issued in January 1937, ordered the factories of Narkomtyazhmash, Narkomvnudel, Narkomles and Narkommestprom to organize the production of 27 thousand single-axle and two-axle trailers, as well as semi-trailers and a thousand ZIS-10 truck tractors. This program was only partially completed...

ZIS-10 was a modification of the ZIS-5 truck. Its curb weight was 27,800 kg, it retained the same wheelbase as the ZIS-5, but the main gear ratio was increased from 6.41 to 8.42, and the top speed was reduced from 60 to 48 km/h. The corresponding universal single-axle trailer NATI-PPD could carry 6 tons of cargo and had mechanical brakes. These tractors and trailers then existed in very limited quantities.

Thus, in the pre-war period, specialized bodies were carried out in overwhelming numbers on the chassis of trucks, and not trailers or semi-trailers. Their production was carried out at small, sometimes handicraft-equipped enterprises.

k, the production of grain vans on the AMO-3 and ZIS-5 chassis in Moscow for many years was carried out by the Aremkuz plant. He had extensive experience in bodybuilding, since since 1928 he had been making new bus bodies on the Leyland, Ya-6, AMO-4 and ZIS-8 chassis. Moreover, in the early 30s he mastered luxury bus bodies on chassis ZIS-8, sedan body on the GAZ-A chassis, and until the end of 1935 produced a total of 750 different bodies.

In the production of grain trucks, Aremkuz competed with the body plant of the Transport Reconstruction Plant (KRT) in Moscow, which in 1935 sharply increased the production of outwardly attractive luxury vans on the ZIS-8 and GAZ-AA chassis for transporting bread, as well as flour, fabrics , dishes, finished dress. By the middle of 1935, KRT had produced 295 grain vans, including 68 luxury streamlined ones, and by the end of 1935 it was supposed to reach the milestone of 600 bodies.

Since the automotive industry could not provide the meat processing plants with the necessary specialized transport for transporting finished meat products to retail outlets, the auto depot workshops at these plants themselves undertook the construction of the bodies they needed. So, in 1935, the workshops of the auto depot of the Mikoyan Meat Processing Plant (MAB MKIM) in Moscow mastered the manufacture of small batches of very beautiful delivery vans on the ZIS-8 and GAZ-AA chassis for meat products. The first model with a carrying capacity of 1800 kg had an isothermal body, where there were 64 boxes for finished products in four compartments, the second one had three compartments for 45 boxes.

In turn, the Leningrad meat-packing plant in 1934 began to make isothermal meat vans with cork-insulated walls.

Even the manufacture of isothermal vans in the early 30s. presented a well-known problem, since there was no practical knowledge on the insulating properties of various materials, and often the majority of enterprises opted for felt. Lightweight aluminum-based insulating material - thermofoil - was still a rarity.

Three organizations at once became pioneers in the creation of refrigerated trucks: the All-Union Scientific Institute of the Refrigeration Industry (VNIHI), Giproholod and Glavmoloko. In 1932-1933. they built prototypes of vans on the Ford-AA chassis (VNIHI) and AMO-4 (the other two organizations). Dry ice or an ice-salt mixture served as a source of cold maintenance. The most successful was the Giprokholoda refrigerated truck, and, curiously, it turned out to be the first Soviet car that was blown in the TsAGI full-scale wind tunnel.

Then, in 1934, VNIHI developed two very successful auto-refrigerators on the GAZ-AA and ZIS-5 chassis, the production of which, since 1935, was launched by the Odessa plant "Frigator".

Refrigerators on the ZIS-5 chassis were also mastered in 1937 by the auto body plant of the People's Commissariat for Internal Trade (AKZ-NKVT), for which an annual plan of 400 vehicles was set. Their angular bodies could hardly compete with the Aremkuz grain carriers or the Frigator vans in the elegance of lines. In the AKZ-NKVT van with thermofoil thermal insulation and 0.8 mm thick steel sheet sheathing, there are two chambers cooled by two containers with an ice-salt mixture.

Our industry mastered isothermal milk tanks in 1934. For that time, their design was very progressive - an aluminum body (with a large shortage of this metal in those years) with reliable thermal insulation. The Leningrad dairy plant began to make them on the ZIS-5 chassis.

Specialized vehicles for transporting patients - ambulances began to be produced in the late 1920s. on the AMO-F-15 truck chassis.

According to the project of I.F. Herman, since 1932 such bodies began to be made in small batches by the ambulance car depot in Moscow. At the same time, changes were made to the design of GAZ-AA vehicles, on the chassis of which they were mounted. The front and rear springs were replaced with softer ones, both axles were equipped with hydraulic shock absorbers. Since the load (seven people, including the driver, the patient and the medical staff) was small, the rear axle was equipped not with twin, but with single wheels, and the cars stood out with a narrow rear track. These cars did not have any factory or production designation at all, therefore, to simplify references, we will conditionally assign them the index SP-32, that is, an ambulance of the 1932 model.

Since 1937, in the branch of the Gorky Automobile Plant (since 1939 it was called the Gorky Bus Plant), the production of the GAZ-55 medical vehicle began, the design of which was a further development of the SP-32 model.

Made on the GAZ-MM chassis, this car is of interest from a technical point of view due to the presence of a heater (heater) and a ventilation system in the cabin. GAZ-55 during the war years was widely used to transport the wounded: in its cabin it was possible to transport either four people on a stretcher (including hanging ones) and two on folding seats, or two and five people, respectively.

The curb weight of the GAZ-55 was 2370 kg, and the base and track remained the same as those of the GAZ-MM. The size, however, was different: length - 5425 mm, width - 2040 mm, height - 2340 mm. From 1938 to 1945, 9130 GAZ-55 cars were made.

A more advanced ambulance design, the SP-36, appeared in 1936 as a product of the same motor depot as the SP-32. A beautiful streamlined body and softer wheel suspension set it apart from other cars of the same type.

Along with the SP-36, we should also mention the medical modification ZIS-101, which was produced directly by the ZIS automobile plant, and the ZIS-16S medical bus. It was produced since 1939 and was a simplified modification of the ZIS-16 city bus, the body of which provided for the transportation of ten bedridden patients and ten seated ones. The car was equipped with a towing device at the rear and two tow hooks at the front.

The rapid development of the urban economy during the years of the pre-war five-year plans made not only increased demands on the development of transport for the delivery of food and goods, the transportation of patients, but also on the provision of cities with fire protection and public services.

The role of fire engines among other special vehicles in the 20-30s. was especially large. Not only in small towns, but also in such large ones as Moscow, Kharkov, Gorky, there were many wooden houses that were especially dangerous in case of fires, and water supply sources were not always at hand, especially in small towns without a water supply network. For these conditions, two main types of fire trucks were produced: a line with a crew of fighters, a ladder and other fire fighting equipment, a reel with a sleeve and a pump, and a tank with a sleeve and a pump. For large cities, ladders were also needed, but the need for them was incomparably less. The fire line remained the universal and most common type.

Initially, they were built on the basis of the AMO-F-15 truck, both directly at the AMO plant and at the Leningrad Promet plant.

Since 1931, the Miussky fire engine plant in Moscow has become a specialized enterprise for the production of fire fighting vehicles. It was a branch of the AMO plant (later ZIS), grew out of a small car repair enterprise and made fire trucks until the start of World War II. Then its production profile changed, and in the 80s. its dilapidated buildings, surrounded by modern residential buildings, were demolished.

The Miussky plant (until 1932 it was called Plant No. 6 VATO) from 1926 to 1929 produced 145 vehicles on the AMO-F-15 chassis. But the pump mounted on these low-powered vehicles did not provide sufficient water supply. Their production was curtailed as soon as the AMO-4 chassis appeared. From October 1931, the Miussky Plant began to build new fire trucks on its basis. They carried a combat crew of 12 people (on the line), a supply of 360 liters of water, ladders, 360 m of a fire hose, and, most importantly, their centrifugal pump could supply 1400 liters of water per minute.

At the end of 1932, the plant launched the production of PMG-1 fire trucks based on GAZ-AA, and in 1934, PMZ-1 based on ZIS-11. To increase the reliability and combat readiness of the PMZ-1, they were equipped with magneto ignition.

Tanks with a water pump located in the front of the frame were also mounted on the ZIS-11 chassis - these machines were called PMZ-8, as well as 45-meter Metz-type retractable ladders on a long-shaped three-axle chassis ZIS-6. Such ladders were also installed on YAG-6 vehicles.

Among the numerous special vehicles of the pre-war years, one can name jib rotary cranes and tanks with a capacity of 5000 liters on the YaG-4 chassis, equipped with sprinklers for watering the streets. There were also sweepers and snowplows made in small batches on the ZIS-5 chassis, asphalt trucks and cars with compressor units.

It is impossible to ignore the special variety of specialized cars, which in the 30s played a tragic role in the history of our country. These are the so-called "black crows" - vans on the GAZ-AA and ZIS-5 chassis for transporting arrested people. They were often camouflaged as grain trucks or isothermal vans.

The head of the administrative and economic department of the NKVD in Moscow and the Moscow region, ID Berg, has the dubious fame of the father of the "gas chamber". The proposed and AL van with the exhaust pipe brought into the body was first used for the destruction of convicts in 1936. In 1939, N. D. Berg was shot.

The name itself - special transport, implies the uniqueness of this type of vehicle. Almost any car used for special purposes differs from its “civilian” counterparts in internal content (special engine, interior, additional equipment), and some of the special vehicles also stand out for their unusual appearance.

We can give a formal definition of special transport:

Special vehicles are specially equipped vehicles designed to solve specific problems.

A classic example of special transport is a car that is used in the activities of the "power" structures of the state: law enforcement agencies, intelligence and counterintelligence services, rescue services and other paramilitary formations.

Types of special transport:

police transport

The first example of a special transport was a police railcar, designed in 1899 by engineer Frank Loomis. The customer of this unusual transport was the police department of the city of Akron (USA, Arizona). As a basis, a "civilian" trolley equipped with an electric unit was used. The power reserve of this device was 30 kilometers, and the maximum speed reached 25 km / h. As special equipment, stretchers were used, designed to transport injured (or especially violent) passengers from the scene to the police trolley.

Since then, almost all police (or militia) vehicles have inherited the main design principles of the first sample of special vehicles - the "civilian" basis of a special car, the presence of special inventory or equipment "on board" the car, the presence of color marking on the body that allows you to identify this vehicle vehicle like a police car (truck, snowmobile, motorcycle, bus and so on).

A modern police car, as a rule, is created on a reinforced platform of a civilian car. A special, "police" version is produced only by Ford and GM or similar giants of the auto industry. Of course, a civilian car requires fine-tuning the chassis, strengthening the engine and installing additional devices - long-distance communications, medical equipment, weapon mounts. Part of the cabin is reserved for a kind of bullpen on wheels. A considerable plus for a police car is a voluminous trunk that can accommodate additional equipment - means for blocking violators, special equipment for fixing violations.

A variety of vehicle classes can be used as a donor car - from a sports car to a heavy SUV or minibus. The latter option is preferred by the special forces of the police, since it is very easy to hide a hidden observation point inside a roomy minibus or simply use the voluminous interior to transport a group of special forces equipped with massive weapons or equipment to the scene of the incident.

The transport of structures responsible for counterintelligence activities (or intelligence) differs from police cars in external stealth in civilian traffic. Such machines are not distinguished by special markings or special signals, since they are intended for operations hidden from public attention. But this transport also belongs to the category of special vehicles, therefore, under the "ordinary" body, indistinguishable from the civilian counterpart, a special filling is hidden.

It is the special services that prefer exclusively internal fine-tuning of the car. Most often, a forced engine, means of communication and tracking are installed on a serial machine. Sometimes they carry out booking of glasses and hulls. Of all the samples of special vehicles, it is the cars of special services that have the most ordinary appearance. Very often, ordinary drivers do not even know which car is moving in the neighborhood, assuming that the cars of counterintelligence and spies look like this:

Rescue transport. Ambulance. Fire trucks.

Completely different tasks are solved with the help of vehicles of rescue and accident elimination services. Unlike cars of counterintelligence officers and spies, cars of the Ministry of Emergency Situations, the fire service, the ambulance and other similar structures shine in the general traffic flow like a Christmas tree. Screaming colors, an abundance of special signals, both visual and sound, demonstrate that these cars belong to a separate caste of vehicles used in special cases that do not tolerate delay and delay. But the special transport of the rescue services is distinguished not only by the colorful color of the paintwork - under the flashy colors of the durable body, very complex mechanisms and devices are hidden that can solve any problem.

It is these models of special vehicles that can be called truly unique. For example, "Ambulance" is an outwardly simple car that can be distinguished in the general traffic only by the special color of the body and the "chandeliers" of the special signal. But this simplicity is deceptive. Behind the standard body of the minibus is a special set of equipment that allows you to start treatment or a set of resuscitation measures already on the road.

Ordinary citizens do not even know that there are more than a dozen variations of ambulance vehicles, which differ in the types of assistance provided. There is a psychiatric, obstetric, neurological, pediatric, cardiological "Ambulance".

Vehicles of the Ministry of Emergency Situations and fire protection are equipped with no less special equipment. However, unlike the "Ambulance", in the transport of the Ministry of Emergency Situations all the "chips" of the design are visible from afar. For example, a fire ladder truck - this option of special transport cannot be confused with another car. After all, not a single military, civilian or police car has the main distinguishing principle - a huge sliding ladder.

The first samples of such equipment appeared in 1951. Modern ladders are able to "reach" up to a height of 60 meters. The basis for ladders, as a rule, are the chassis and frames of trucks.

A classic fire truck, equipped with a tank, a pumping station, a hydraulic barrel on a carriage and other devices designed to fight fire, has a no less original look.

This "monster", based on the chassis of a heavy, eight-wheeled tractor MAZ-543, is capable of transporting more than 10 tons of water and about a ton of special powder suspension.

Special trucks. Cars of collectors.

A separate category of special vehicles are armored trucks, buses or cars designed to transport extremely harmful and dangerous substances. The transport of collectors can be attributed to the same category.

Dangerous goods are transported in a specially prepared body, which excludes the contact of a harmful substance (or a container with a harmful substance) and the environment. Therefore, the most interesting part of special trucks or tractors is such a body (or trailer). There are covered cargo compartments, tanks, thermal containers and more.

The main task of these containers is to protect the environment from their contents.

Cars of collectors are intended for a diametrically opposite purpose - to protect the contents from the environment. To do this, they use prepared chassis from minibuses and a special - "armored" body.

Special armored vehicle AS-1925 "ONEGA". There is even air conditioning inside.

By and large, the car of collectors is a hybrid of a mobile safe and police transport. Inside the armored corps, separated from the driver's part, a group of armed people is always on duty. Therefore, in addition to the place "under the safe" in the car of collectors, places "for passengers" should also be provided, which increases the volume of the body. In terms of technical support, the car of collectors is not inferior to other police cars. In such a specialized vehicle, communications equipment, a satellite beacon, and special equipment activated in emergency situations are necessarily present. It is this feature of the "structure" of the cash-in-transit vehicle that makes us talk about it as an ideal special vehicle.

Vehicles are devices designed to move people, various goods and various equipment installed on a vehicle from one place to another. Modes of transport are classified depending on the environment in which the vehicle operates and transportation is carried out. There are water, land, air, underground and space vehicles. There are also combined vehicles capable of moving in several environments - amphibians, airplanes, some types of hovercraft.

Types of water vehicles

Water modes of transport include vehicles that carry out transportation on water - rivers, oceans, canals, seas, reservoirs and lakes. The main mode of transport for water is the ship. Depending on the depth of the reservoir, water transport is divided into the following types:

• river - ferries, barges, river trams, hovercraft;
• maritime - cruise liners, heavy trucks, tankers, container ships.

The disadvantages of water vehicles include their low speed, seasonality of navigation and the possibility of direct intercontinental communication, and the pluses are their large capacity and low minimum cost of transportation.

Types of cargo vehicles

Freight transport can be considered a vehicle moving in any environment. There are cargo planes, cargo ships, freight trains, and a variety of ground-based wheeled freight transport. The following types of land trucks are distinguished:

• Trucks combined with a body - flatbed trucks, vans, temrovans;
• Self-propelled tractors designed for towing trailers and trailers;
• Trailers without their own engines, which are intended for coupling with a tractor as part of a road train;
• Semi-trailers with a coupling device - tarpaulin, flatbed, platforms, trawls, refrigerators, dump trucks.

Types of special vehicles

The category of special vehicles includes vehicles used for purposes other than civilian ones, or having special equipment. There are the following types of special vehicles:

• Cars, motorcycles and buses of operational police services;
• Ambulances;
• Machines of urban communal services - snowplows, watering machines;
• Troop transport (armored personnel carriers, combat vehicles, etc.);
• Emergency Ministry vehicles, fire trucks;
• Intra-production transport used in large enterprises.

Main types of vehicles

In addition to the environment of movement, transport differs in functionality. There are general transport (public), personal transport and special-purpose transport (technological and military). Also, vehicles can be classified into several different types according to the energy sources used into the following categories:

• transport with an electric motor;
• transport with a heat engine;
• vehicles with a hybrid engine;
• transport without its own engine - sailing and driven by muscle power.

Modern and promising modes of transport include vehicles on a magnetic cushion and automatic transport without a driver.