Keel of lead multi-purpose dry-cargo vessel of DCV33 prj. was laid down
On September, 28, 2007 at the Onega shipyard which is included in ORIMI concern (Natal'ya Samoylova is a general director) keel of lead multi-purpose dry- cargo motorship "EMI PROUD" of DCV33 prj. with deadweight of 4570 tons was laid down.
First vessels of the series will be built for "Eestinova OU" company (Oleg Malishev is a general director, Nikolay Sharonov is a fleet manager).
It supposed to built following two vessels for "Orimi ship" company (Sergey Kolonistov is a general director).
DCV33 prj. is designed by the Marine Engineering Bureau (MEB).
German Lloyd class notation is of:
Hull: 100 A5 E2, G, DBC, SOLAS II-2, Reg.19, Multi Purpose Dry Cargo Ship, Equipped for Carriage of Containers;
Machinery: MC E2 AUT.
The vessel belongs to euro coaster class that satisfies commercial and port requirements, accepted for transportations between ports of EU; with conventional length up to 85 m, with gross tonnage up to 3000,with single cargo hold and with maximum permissible deadweight for such type of vessels (about 4500 tons).
It supposed to launch the lead vessel of the series (building number is of 201) at Onega shipyard (Vladimir Mayzus is a general director) in August, 2008, and to put into operation in middle of November, 2008.
Vessel of project DCV33 has unrestricted sailing region and she was not designed for operation on internal waterways comparable to another MEB coaster (project 003RSD04, "Kaspian Express" type).
The vessel is assigned for transportation of general, bulk, scrap, grain, coal, timber, heavy and large-sized cargoes, 20' and 40' ISO containers (height up to 9'), dangerous goods of 1.4S, 2, 3, 4, 5, 6.1, 8, 9 classes of IMDG Code and cargoes of category B of BC Code.
High ice category E2 (analogue of LU3 due to RS classification) allows vessel to be operated in Baltic and White Seas in winter. Hull's theoretical forms, ice passability and hull's strength, main engine capacity fully satisfy the newly requirements of Finnish- Swedish ice regulation.
Summer freeboard draught in sea is of 5.812 m. Overall length is of 89.99 m, breadth is of 14 m, depth is of 7.15 m.
Cargo hold capacity is of 5610 m³. Hatch covers are of removable type served by gantry crane providing opening, closing and removing of the sections.
Vessel is single-screw, with variable pitch propeller with diameter of 3.0 m, cruising speed is no less than 11.5 kn, main engine capacity (medium speed) is of 1950 kWt. Basic fuel viscosity is of IFO380. Bow thruster capacity is of 170 kWt. Autonomy is of 30 days. Crew consists of 11 persons (12 places).
Hull framing system is of longitudinal type in the middle part, middle part frame-spacing is of 600 mm, longitudinal frame-spacing is of 550-575 mm. The double bottom is designed for distributed load intensity of 12 t/sq.m. Basic material of hull constructions is of steel of category GL-A and GL-D with a yield limit of 235 MPa, longitudinal coamings are made of steel of category GL-D36 with a yield limit of 355 MPa.
Vessel has the coamings with height of 2.20 m, hatch breadth is of 82% of vessel's breadth, double bottom height is of 1000 mm, side tanks' breadth is of 1250 mm.
Original arrangement of ballast tanks with cross-flows provides fulfillment of SOLAS requirement due to probability index with taking in mind additional requirements of GL to the vessel's intact stability.
Power plant consists of single shaft generator with capacity of 300 kWt, two diesel-generators with capacity of 180 kWt each and single emergency diesel-generator with capacity of 90 kWt.
Due to following link one may see brief description of DCV33 vessel project.
Vessels of such type are of interest of private shipping companies that are included into European trade without river voyages.
It is necessary to mark, that vessels of such type are more effective in coasting conditions of EU, than more traditional for our ship-owners river-sea going type of the vessels with principal dimensions designed due to internal waterways restrictions. That's why river-sea going vessels are not optimal for sea operation.
Opinion of MEB specialists is that in the nearest future we can expect the significant increase of European coaters' building at Russian shipyards.