Solemn resumption of Onega Shipyard activity
On June 6, 2015 the solemn resumption of Onega Shipyard (Vladimir Mayzus is a director) activity took place. The shipyard becomes a part of FSUE Rosmorport.
The shipyard was founded in 2002 on the basis of Petrozavodsk Repairing Fleet Base of Belomor-Onega Shipping Company. For all the working period the shipyard constructed 18 vessels, including multipurpose 005RSD03 river-sea dry-cargo vessels of the Karelia series with river/marine deadweight 3330/5490 t and 6 multipurpose DCV33 dry-cargo vessels of the unrestricted navigation area with deadweight about 4500 t.
All the vessels constructed by Onega Shipyard were designed by Marine engineering Bureau.
005RSD03 vessels are multipurpose dry cargo river-sea going vessels with marine/river deadweight 5490/3330 tons. Vessels are assigned for transportation of general, bulk, timber, grain and large-sized cargoes, 8'.5 and 9' ISO containers, dangerous goods of 1.4S, 2, 3, 4, 5, 6, 8, 9 classes and cargoes of category B of BC Code.
005RSD03 series finely proved itself at Caspian Sea works due to cargo capacity 5000 t at Caspian draughts. Vessels have summarized cargo holds capacity 7840 cub.m. while vessel's length is only 102.2 m; such length ensured less building cost, port charges and operational expenses comparing with competitors.
Vessels are used on internal waterways of the Russian Federation's European part (river deadweight is 3320 t while draught is 3.6 m), including Volga-Don Canal and Volga-Baltic Way, and also in sea areas according vessel's class, including operation in Baltic, North, Black, Azov, Caspian and Mediterranean Seas.
Vessels' Russian Maritime Register of Shipping class notation is of KM Ice2 R2 AUT3.
Overall length is 108.3 m, length between perpendiculars is 102.2 m, breadth is 16.5 m, depth is 5.5 m.
All holds are box-shaped, smooth-wall, convenient for carrying out the freight works and cargo placing without stowing. The cargo holds' sizes are of 21.45?12.7 m (hold No. 1), 27.3?12.7 (hold No. 2) and 26.55?12.7 m (hold No. 3) while the height is of 8.3 m.
Hatch covers are of removable type.
Crew consists of 9 persons (11 places).
Cruising speed is of 11.5 knots. Capacity of main engines is 2x1020 kW. Maine engines (medium-speed diesels) work on heavy fuel with viscosity till 380 cSt (masout).
Movement and manoeuvrability of the vessel is provided by two stern full-turn rudder propellers with variable-pitch propeller in nozzles. The drive from main engines to rudder propellers is carried out through mechanical Z-gearing.
Designed vessel hull' life term is of 24 years. The ship steel of category RSD with a yield limit of 235 MPa was accepted for basic hull constructions.
The double bottom is designed for distributed load intensity of 7.5 t/sq.m. that allows using bucket grab with cargo-lifting capacity 16 tons.
Marine/river autonomy is 20/15 days.
||Shipyard, building No.
||Keel laying date
||Onega Shipyard, 001
||Onega Shipyard, 002
||Onega Shipyard, 003
||Onega Shipyard, 004
||Onega Shipyard, 005
||Onega Shipyard, 006
||Onega Shipyard, 007
||Onega Shipyard, 008
||Onega Shipyard, 009
||Onega Shipyard, 010
||Onega Shipyard, 011
||Onega Shipyard, 012
DCV33 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).
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.
DCV33 vessel has unrestricted navigation region and 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 5.812 m. Overall length is 89.99 m, breadth is 14 m, depth is 7.15 m.
Cargo hold capacity is 5610 cub. m. Hatch covers are of removable type served by gantry crane providing opening, closing and removing of the sections.
Vessel is of single-screw type, with variable pitch propeller with diameter 3.0 m, cruising speed is no less than 11.5 kn, main engine capacity (medium speed) is 1950 kW. Basic fuel viscosity is IFO380. Bow thruster capacity is of 170 kW. Autonomy is 30 days. Crew consists of 11 people (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 235 MPa, longitudinal coamings are made of steel of category GL-D36 with a yield limit 355 MPa.
Vessel has coamings with height 2.20 m, hatch breadth is of 82% of vessel's breadth, double bottom height is 1000 mm, side tanks' breadth is 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 kW, two diesel-generators with capacity of 180 kW each and single emergency diesel-generator with capacity of 90 kW.
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 marine operation.
||Shipyard, building No.
||Keel laying date
||Onega Shipyard, 201
||Onega Shipyard, 202
||Onega Shipyard, 203
||Onega Shipyard, 204
||Onega Shipyard, 205
||Onega Shipyard, 206