News of our company

Archive of news


06.06.08 13:47
Launching of lead dry-cargo vessel (DCV33 prj.) was carried out at Onega shipyard

On June 6, 2008 at the Onega shipyard which is included in ORIMI concern (Natal'ya Samoylova is a general director) launched first in the series multi-purpose dry-cargo motorship "EMI PROUD" of DCV33 prj. with deadweight of 4570 tons.
First two vessels of the series ("EMI PROUD", "EMI LEADER") 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).
It supposed that Onega shipyard (Vladimir Mayzus is a general director) will build more than 10 vessels in the series in total.
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. Her conventional length is of 85 m, gross tonnage is of 3000. She has single cargo hold and maximal permissible deadweight for such type of vessels (about 4500 tons) at present day.
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, 8'.5 and 9' ISO containers, 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/m2. 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 oа 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.
Keel of head vessel of the series "EMI PROUD" (building No. is of 201) was laid down in 28.09.07. Launch is completed on 06.06.08.
Keel of second vessel of the series (building No. is of 202) was laid down on 18.03.08. It is suppose to launch in August 2008.
Vessels of such type are of interest for 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.
It is necessary to build sea dry-cargo vessels that are different from river-sea going vessels for permanent sea operation. They must have increased standard of hull strength, increased main engine capacity, improved sailing hull forms, decreased hull's block coefficient and "sea" proportions of principle particulars.
It does not mean that we have to refuse from Russian fleet of river-sea going vessels, amount of which is more then 1500 vessels. It supposes to realize rational approach. This approach supposes river-sea going vessels' usage within the limits of their function, and sea small- and medium-capacity dry-cargo vessels for their function. Breaking of sailing regions (with classes IISP and less) is dangerous. The older vessels are, the less standard of hull strength they have, so risk of "unlimited" sea operation of river-sea going vessels increases.
Besides, in World Trading Fleet on 01.01.2005 among 12691 universal dry-cargo vessels (average age 22.6 years), 8635 (68%) with deadweight up to 5000 tons, 2278 (18%) - from 5000 up to 10000 tons, 1145 (9%) - from 10000 up to 20000 tons. At the beginning of 2003 from 4575 European multi-purpose dry-cargo vessels with deadweight up to 10000 tons 58% were older than 20 years, and 42% were older than 25 years.
That is why, opinion of MEB specialists is that in the nearest future we can expect the increase of building of sea dry-cargo vessels with deadweight up to 10000 tons.