Onega shipyard put into operation the fourth dry-cargo vessel of DCV33 project
On June 25, 2010 Onega shipyard (Vladimir Mayzus is a general director) put into operation the multipurpose dry-cargo motorship "IVAN KUDRYAVTSEV" of DCV33 project (building No is of 204) with deadweight of 4500 tons.
Vessel's project (DCV33) 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 less than 3000. She has single cargo hold and maximal permissible deadweight for such type of vessels (about 4500 t).
Vessel of project DCV33 has unrestricted sailing region and she was not designed for operation on internal waterways comparable to another MEB coaster (i.e. project 003RSD04 of "Caspian Express" type).
The vessel is assigned for sea 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 cub. m. 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 tons per 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 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.
Non-standard 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.
Keel of head vessel of the series "EMI PROUD" (building No. is of 201) was laid down on 28.09.07. Launch was completed on 06.06.08. The vessel was put into operation on 26.11.08.
Keel of second vessel of the series "EMI LEADER" (building No. is of 202) was laid down on 18.03.08. Launch was completed on 12.09.08. The vessel was put into operation on 29.06.09.
Keel of third vessel of the series "DMITRY VARVARIN" (building No. is of 203) was laid down on 25.12.08. Launch was completed on 24.07.09. The vessel was put into operation on 24.11.09.
Keel of fourth vessel of the series "IVAN KUDRYAVTSEV" (building No. is of 204) was laid down on 30.12.08. She was launched on 04.12.09 and was put into operation on 25.06.10.
Keel of fifth vessel of the series "KARELIYA" (building No. is of 205) was laid down on 30.06.09. Launch was completed on 08.06.10.
Sixth vessel of the series (building No. is of 206) is under building at this moment.
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 ones. Principal dimensions of river-sea going vessels are defined due to internal waterways restrictions and that's why these vessels are not optimal for sea operation.