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16.12.14 17:18
"Neva-Leader" type RSD49 vessels and modernized "Volzhskiy" type ones were actively used by North-West Shipping Company for lightering grain transport

According to the statement of press-service of OJSC "North-West Shipping Company" (NWSC), multipurpose river-sea dry-cargo vessels of "Neva-Leader" type (RSD49 prj.) and modernized "Volzhskiy" type ones (05074M prj.) with increased hatches' coaming due to Marine Engineering Bureau project, were actively used by the shipping company for grain transportation from river terminals to the port roads' transshipment complexes near Caucasus port with further grain reloading onto marine vessels (i.e. so-called "lightering"). Summarized capacity of such grain transportation due to NWSC contracts became 876 thousand tons (more by 46% than previous tear result).
Within the total amount of grain cargo intended for lightering, cargo part transported by the own NWSC fleet reached 646 thousand tons (1.4 times more than at previous year). This amount includes 485 thousand tons of wheat (52% increasing), 161 thousand tons of barley and other grains (10% increasing). Cargo amount of 230 thousand tons were transported by vessels of Volga Shipping Company under NWSC freight. Due to preliminary forecasts, in 2014 grain amounts for lightering will occupy more than 50% of all grain cargoes transported by NWSC in export-import direction and between foreign ports. This segment increasing within NWSC structure is determined by significant grain harvest in 2014 and big efficiency of transportation towards end ports of the Africa and Near East by high deadweight marine vessels.
In 2015 NWSC is going to increase amount of grain transportation from river ports toward port roads' transshipment complexes by using a wide spectrum of river-sea vessels.
The head vessel of RSD49 series was accepted for operation on 26.11.2012, the seventh one was accepted for operation on 23.12.2013. Three more vessels are under construction.
Neva Shipyard is a builder.
RSD49 prj. was designed by Marine Engineering Bureau.
RSD49 vessels refer to the "Volga-Don Max" type due to MEB internal classification. They have maximum possible dimensions for Volga-Don Canal. Vessels of the series can be operated for transportations of general, bulk, timber, grain and large-sized cargoes, 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. Sailing regions are Mediterranean, Caspian, Black, Baltic, White, North Seas, including voyages around Europe and to Irish Sea in winter.
RSD49 vessel's feature is a big middle hold of 52 m long as diversity from all other "Volga-Don Max" type projects designed by MEB. This hold allows to transport large-sized cargoes in direct voyages from Europe to Caspian Sea; such point should significantly increase economic effect of vessels' operation.
Vessel was designed for Russian Maritime Register of Shipping class notation of KM Ice2 R2 AUT1-C.
RSD49 vessels are the biggest ones among the dry cargo vessels that satisfy Volga-Don canal dimensions for today such as prototype RSD19 vessels.
With characterized draught of 3.6 m in Volga-Don Canal deadweight is about 4520 t, maximal marine deadweight with draught of 4.70 m is 7143 t.
Overall length is 139.95 m, overall breadth is 16.70 m, breadth without side fenders is 16.50 m and depth is 6.00 m. Summarized capacity of cargo holds is 10920 cub. m.
Four dry cargo vessels "Volzhskiy-40", "Volzhskiy-44", "Volzhskiy-47" and "Volzhskiy-50" (05074 prj.) were modernized due to Marine engineering Bureau project in 2010-2011. After modernization vessels received Russian Maritime class KM L4 R2-RSN.
Vessel's re-equipment is based on idea of usage high (3.5 m taking into consideration existing coamings) continuous longitudinal hatch coamings that allow due to significant section height increase to enhance simultaneously standard of general strength of vessel's hull (by 56%), cargo holds' capacity, deadweight in accordance with requirements of International Load Lines Convention. Existing coamings and previous upper deck were the most loaded elements that worked out their fatigue resource. These elements appear now in the zone closed to the neutral axis of the equivalent beam, so they are excluded from the general hull bending; such situation allows to keep them as hull elements. Inertia moment rise of the high transverse section (while keeping bottom thickness) increased bottom section modulus by 42%.
Forecastle height was increased for 1.7 m to improve seaworthiness qualities. Moreover, sides' shell between decks in aft area was mounted, so full scale poop superstructure was generated.
Conventional vessel's deadweight was increased from 4350 tons up to 6067 tons (by 1717 tons or by 39%), cargo holds' capacity rose from 6441 up to 9404 cub. m (by 2963 cub. m or by 46%).
There is a list of main works fulfilled by shipyard:
• mounting of the new longitudinal cargo hatch coamings (height increasing of the existing ones by 2.5 m) with new main deck mounting;
• generation of poop superstructure;
• forecastle height and length increasing;
• in dry compartment (PS, 96-106 frames' region) carbon dioxide compartment is constructed (for fire extinguishing in cargo holds) with ventilating exit shaft forwarding to opened upper deck.
After re-equipment vessels became cargo double-screw type ones with 4 cargo holds, with double bottom and double sides, with forecastle and poop, with ER and living superstructure located aft. They are assigned for transportation of the general, bulk, timber, grain and large-sized cargoes, ISO type containers, dangerous goods and coal.
Vessels' principal particulars are, as follows:
• overall length is 138.30 m;
• breadth is 16.50 m;
• depth is 5.50 m;
• draught (river/sea) is 3.60/4.10 m;
• deadweight (river/sea) is 4761/6067 t;
• hold's number is 4;
• summarized cargo holds' capacity is 9404 cub. m;
• summarized ballast tanks capacity is 3082 cub. m;
• ballast draught is 2.87 m;
• hatch covers are of "piggy back" type.
Modernized dry-cargo vessels of "Volzhskiy" type have technical and economic characteristics that significantly exceed same ones before re-equipment; such enhancing allows these vessels to be successfully operated in the conditions of the river-sea and marine transportations.