Russian Civil Shipbuilding Sector

Spin, spin and more propaganda spin. Anyone spouting off how Russia is over invested in offshore for its strategic needs is spreading
pure BS. Oh my, Russia is buying mundane things abroad, that must mean it is a total fail. Fail. Fail. Fail. Keep repeating and your
wishes will come true.

Even in the 70´s and 80´s floating docks (dry docks are on land) were bought in other countries, like Japan or Sweden.

The Mistral farce ended up being a boon for Russia. The delay is irrelevant since we see no particular reason to use them even in the
next few years. And Russia got valuable manufacturing experience since it made a big fraction of the hull as well as access to the
engineering plans I am quite sure. But instead of making knockoffs, Russia will apply its own experience to make Russian designs.

A dry dock is not worth all the discussion. If Russia was outsourcing its naval ships like the Mistrals, then there would be something to
fret over. NATzO idiots are like Ukr idiots and have limited strategic thinking capacity. They could have enticed Russia with more Mistral
like deals which would bring them money and make Russia dependent on imports, but instead they postured and got squat.

I have to agree. In the long term losing the Mistrals was better for Russia.
They got all their money back, plus the construction plans, the shipyards in St. Pete got experience building the modules.
They exported naval helicopters and combat systems to Egypt. Thus boosting what is likely to be a future Russian ally in the Arab world.

First of all, consider the time when this deal was made.
Back in 2008, Russia pushed forward several business cooperative projects with different EU members.
Superjet was built around European, mostly French, parts all along.
Mistrals were built at St. Nazire Chantiers d' Atlantique.
At the time we talk about the shipyard was already owned by Korean STX.
The very same STX, who already cooperated with Russia, and the deal to build Zvezda was just around the corner.
STX is a typical Korean chaebol structure, a giant syndicate that ownes&operates in several different spheres.
They not only have a close to $2bln deal for Zvezda but were building ships for Russian operators, trained the personnel, delivered specialized equipment, for an amount of approx. $4bln.
Functionally four-fold the volume of the Mistral deal.
This used to be a quite complicated combination of interests and goals, but in the end, there was only one loser of this deal.
France.
Koreans get what they wanted, and will cooperate with Russians for years to come, as they do for 30 years now.
Russians get all the technical documentation for Mistral - but this was not a big deal. They are built with civilian register and specs, so you could functionally buy any project of RORO ferry to get about the same result. Still, they were paid for a Sevastopol bow already built and delivered, get compensation from France for the entire project volume, and that was not the end! France repaid the training costs of 400 Russian sailors, repaid the infrastructure upgrades made in Russia to host the Mistrals, and last but not least, had to pay all the expenses of DCSM and St. Nazaire.
The total cost for Paris is calculated at approx. E2bln, which is almost double the initial project volume.
And let us keep in mind the time when that happened. It was done after a sharp devaluation of the ruble, so Russians get back approx. 40% more rubles back than paid
So we may say, that it was France who paid for the new generation of Russian LHDs, and I mean all of them.
The volume of rubels they get back in 2015 is enough to build 4 or more such ships in Russia.
Not a bad deal!

Forgot two more things
First, the derussification of Mistrals was supposed to cost E200mil, and all of that went directly to Russkies' pockets, as could not be done by unauthorized personnel. But that is already added to the E2bln overall cost tp France.
Second, the whole Ka-52 deal with Egypt, where we talk about 50 units with unconfirmed 30+ more, would not be inked if the Mistral saga would not happen.

Status of works at Zvezda, impressive as usual:

http://dcss.ru/upload/iblock/a5d/%D0%A4%D0%BE%D1%82%D0%BE%D0%BE%D1%82%D1%87%D0%B5%D1%82%2006.2021.pdf

Those blocks in the dry dock, I asume those are lider icebrakers (pr 10510)?

Onega shipyard will receive a contract for the construction of project 23620 icebreakers

bmpd
July 7th, 22:47
According to the web resource "Media Deck" , JSC "Onega Shipbuilding and Ship Repair Plant" (Petrozavodsk, the enterprise has been part of FSUE "Rosmorport" since 2014) won the competition for the construction of two innovative dual-fuel icebreakers with a capacity of 12-14 MW of project 23620 for FSUE "Rosmorport". Such information follows from the data of the public procurement portal. The contract value will amount to 18.5 billion rubles. The ships must be handed over until 2024. Model of a dual-fuel icebreaker of project 23620 on liquefied natural gas (LNG) with a capacity of 13 MW developed by the Central Design Bureau "Baltsudoproekt" for FSUE "Rosmorport" (c) sudostroenie.info


In May this year FSUE “Rosmorport” announced a tender for the construction of two vessels. Among the potential contenders for the victory were then named PSZ "Yantar" in cooperation with other shipyards, the site of the PSZ "Pella" Pella Sietas, where an 18 MW icebreaker is already being built for Rosmorport, Helsinki Shipyard Oy (former Arctech Helsinki Shipyard, which commissioned the icebreaker in 2016 for LNG Polaris.

But in the end one application was submitted for the tender - from JSC Onega Shipbuilding and Ship Repair Plant.

The application was recognized as meeting the requirements. "To conclude a contract with JSC OSSZ at the price proposed by the participant of the tender," - says the final the procurement protocol.

The technical design of the two icebreakers was developed by the Baltsudoproekt Central Design Bureau, which is part of the Krylov State Scientific Center. The icebreakers must be equipped with two 6.5 MW rudder propellers, have an unlimited navigation area and operate year-round in the Baltic, White and Barents Seas, as well as in the Pacific Basin.

In the summer-autumn period - in the seas of the Arctic Ocean and river mouths. Length - 95.6 m, width - 22.5 m, draft - 8 m, ice class - Icebreaker7, ice passability - 1.5 m, speed - at least 16 knots. Autonomy for diesel fuel reserves - at least 20 days, for LNG reserves - at least 5 days.

This is the first Russian project of an icebreaker with a power plant capable of operating on LNG, vessels of this type have not yet been built in Russia, the Rosmorport noted. They also add that these will be the world's first LNG icebreakers with the DYNPOS-2 dynamic positioning system.


On the part of bmpd, recall that in 2020 it was reported that the Baltsudoproekt Central Design Bureau, part of the Krylov State Scientific Center (KGNTs), completed the development of a technical design for a dual-fuel icebreaker of project 23620. This is the first Russian project of an icebreaker with a power plant capable of operating on a liquefied natural gas (LNG).

The project was developed as part of the implementation of the Comprehensive Plan for the Modernization and Expansion of the Main Infrastructure, which provides for the construction of two icebreakers with a capacity of about 12-14 MW ice class Icebreaker7 for the seaport of Arkhangelsk and seaports of the North-Western (Baltic) basin. New icebreakers are needed to ensure year-round operation of the freezing seaports of Russia, as well as to replace icebreakers that have reached their end of life.

By order of FSUE "Rosmorport" specialists of the Central Design Bureau "Baltsudoproekt" developed a technical design of an icebreaker operating on two types of fuel (diesel and LNG), with a capacity of 13 MW, project number 23620. Representatives of the customer, a potential manufacturer of LNG equipment and Russian Maritime Register of Shipping.

Project 23620 is notable for being the first Russian icebreaker with an LNG-powered main power plant. The Finnish Polaris is currently the only operating LNG icebreaker in the world. Project 23620 is also the world's first LNG-powered icebreaker with the DYNPOS-2 dynamic positioning system.

The auxiliary icebreaker of project 23620 is designed for icebreaking support of winter navigation, icebreaking operations in port and near-port waters, berthing areas and auxiliary operations when mooring ships. Also, the icebreaker can be used for independent pilotage of ships and vessels (ship caravans), including in the summer-autumn period in the seas of the Arctic Ocean and in river estuaries, towing ships and other floating structures, participation in emergency rescue operations and in rendering assistance to ships in distress in ice conditions and on clean water. In addition, the vessel can be used to transport cargo, passengers and special personnel, to provide underwater technical work using crane equipment, a small-sized remote-controlled underwater vehicle and a diving complex,

The vessel has an unlimited navigation area with year-round operation in the Baltic, White, Barents and Pacific seas. It can be operated in the seas of the Arctic Ocean in the autumn-summer period.

To ensure reliable operation in various operating conditions with redundant capacities, the main power plant of the icebreaker includes four main diesel generators, one parking diesel generator and one emergency parking diesel generator. For the storage of LNG in the main hull of the vessel, there are two tanks of type "C".

The propulsion complex of the project 23620 icebreaker includes two Azipod propellers with a total capacity of 13 MW. In the bow there are two tunnel-type thrusters. The pulling force of an automatic double-drum towing winch with a cable-laying machine reaches 110 tons. In the aft part there is a cargo deck, which can accommodate 10- and 20-foot containers. In the bow there is a platform for receiving cargo from helicopters.

To improve the living conditions on the ship, premises for various purposes are provided, including a conference room, a salon, a sports and recreation complex. To ensure the delivery / rescue of people, including in ice conditions, the icebreaker is equipped with a hovercraft and collective survival kits. The vessel is also equipped with a pneumatic device with an inclined ramp and a platform for carrying out rescue operations and lifting rescued people from the water.

During the development of the project, the specialists of FSUE "Krylov State Scientific Center" carried out a full range of model tests on their own experimental base, including blowing in a wind tunnel. Icebreaking characteristics, including the ability to overcome continuous flat ice 1.5 m thick, are confirmed by duplicate tests of the Federal State Budgetary Institution "


Icebreaker of project 23620 - information

RS class - KM (*) Icebreaker7 [2] AUT1-ICS EPP GFS BWM (T) DYNPOS-2

Maximum length - 95.6 m
Maximum width - 22.5 m
Depth amidships - 12.0 m
Draft at design waterline - 8.0 m
Icebreaking capacity - 1.5 m
Full speed - 16 knots
Autonomy in terms of fuel reserves - 25 days.
Crew / special personnel - 22/12 people.

https://bmpd.livejournal.com/4347054.html

Nizhny Novgorod plant "Krasnoe Sormovo" launched a cargo ship of the RSD59 project "Alpha Aquilon".

This is the ninth and final vessel in the series of dry cargo ships that the shipyard is building for the Alfa transport company. The plant has already started construction of a new series of RSD59 motor ships consisting of 11 vessels.

The cargo ship "Alfa Aquilon" became the 29th motor ship of the RSD59 project, which descended from the slipway of the enterprise. Sormovskaya Shipyard has become a leader among Russian shipbuilding enterprises in terms of the number of dry cargo ships built for this project.

Reconstruction plan of the Onega shipbuilding and ship repair yard

According to the web resource "Media Deck", about 5 billion rubles will be allocated from the federal treasury to the digital shipyard of the Onega shipbuilding plant in Petrozavodsk [JSC "Onega shipbuilding and shiprepairing plant", since 2014 is subordinate to FSUE "Rosmorport"]. The head of Karelia Artur Parfenchikov announced this at a meeting of the government of Karelia on July 16, 2021. According to him, a supervisory board has already been created, which includes competent people. Design image of the reconstruction option for JSC "Onega Shipbuilding and Shiprepairing Plant" in Petrozavodsk for 2019 (c) St. Petersburg State Marine Technical University (SPbGMTU)



On July 27, together with the Security Council of the Russian Federation, a meeting will be held in Moscow on the creation of a digital shipyard in Karelia. It will be the first in Russia.

The first tranche - 500 million rubles - will be received in the second half of the year.

Recall that in August 2019, the estimated cost of the reconstruction of the Onega shipbuilding and ship repair plant was estimated at 5.3 billion rubles. This was stated in the procurement documents for design work.

"Creation on the territory of JSC" OSSZ "of a modern, high-tech, compactly located, environmentally friendly special complex for the construction, modernization and repair of ships, as well as the infrastructure of digital support for the construction of ships of the annual calculated production program. <...> The estimated estimated cost of the construction of the facility is 5.3 billion rubles in prices of the respective years (including VAT), including the cost of design and survey work, "- said in the procurement documents.

The project will be implemented in the period from 2021 to 2024. In parallel, an integrated digital production information system will be created at the plant, which will unite all the shipyard's divisions and transform their business processes. The goal of the system implementation is the transition to highly efficient shipbuilding management, as well as training personnel to work in digital production.

It is planned that after the completion of the modernization and digitalization of the enterprise, its productivity will increase several times, and the high-tech shipyard project itself can be replicated at other enterprises of the Russian shipbuilding industry.

The project documentation was developed by the St. Petersburg State Maritime Technical University and JSC "Center for Shipbuilding and Ship Repair Technology" (St. Petersburg). The development was financed by FSUE "Rosmorport".

On the part of bmpd, we recall that in early July it became known that JSC Onega Shipbuilding and Shiprepairing Plant received a contract in the amount of 18.5 billion rubles for the construction of two innovative dual-fuel icebreakers with a capacity of 12-14 MW of project 23620 for FSUE Rosmorport, with delivery in 2024. Obviously, getting an order for the construction of two icebreakers is closely linked to the plans for the reconstruction of the enterprise.

https://bmpd.livejournal.com/4351981.html

I simply love the compactness of new yard facilities
All the yards I know, are waste complexes with lots of unused space and extended communication lines.
All of them are simply big. That makes them less effective.
New objects, like Pella or this one, are small, compact, space-optimized, with all the core processes located in one place.
There are no unnecessary transportation issues, for example at STX in St. Nazire, the welding workshop that makes the sections of liners is located about 1km in a straight line from the slipway. One has to transport those sections weighing 40 or more tons, with special lorries, all over the yard. Transportation is a process itself.

In St. Petersburg, the motor ship Viktor Astafyev was laid for navigation on the Yenisei. 

The passenger ship Viktor Astafyev was laid down on Friday at the Sredne-Nevsky Shipyard (part of the United Shipbuilding Corporation) in St. Petersburg, a TASS correspondent reports. This is the second vessel of the A45-90 project.2, which will be used for navigation on the Yenisei, after the Andrey Dubensky laid down last year.

"Exactly one year ago, we started construction of a series of vessels for Krasnoyarsk of the A45-90 project.2. Today we are laying the second vessel of the project - "Viktor Astafyev". We are confident that in 2023 we will already pass the Yenisei on Dubenskoye, and in 2024 - on Viktor Astafyev, " said Vladimir Seredokho, General Director of Sredne-Nevsky Shipyard, at the ship-laying ceremony.

The shipyard under a contract with the State Transport Leasing Company is to build two passenger vessels of the river-sea class: Andrey Dubensky and Viktor Astafyev. Such motor ships are designed to carry 245 passengers over a distance of up to 5 thousand km. The vessels will operate on a socially significant route for the Krasnoyarsk Territory - from Krasnoyarsk to Dudinka and back.

According to the Russian River Register, now the average age of passenger ships on the Yenisei is about 30 years, and the largest (motor ships "Alexander Matrosov" and "Valery Chkalov") - more than 60 years. In September 2019, the private motor ship Maxim Gorky was driven to the Yenisei from the Volga, which began operating tourist flights at the end of July 2020.

Source: 

On August 3, 2021, the R. E. Alekseev Ship Hydrofoil Central Design Bureau launched the lead vessel of the Meteor 120R model.

The length of the "Meteor 120R" is almost 36 meters, and the width is about 10 m. The average speed of the vessel is 65 km / h, the range is 600 km, the maximum duration of the voyage is 8 hours. The new Meteor will be able to accommodate up to 120 passengers with a crew of only six people.
https://pravda-nn.ru/news/golovnoe-sudno-meteor-120r-spushheno-na-vodu-v-nizhegorodskoj-oblasti/

So, at present we have a revived production of hydrofoils from the Alekseev Central Design Bureau:

Valdai-45R,

Meteor-120R,

Comet-120M.
In the indexes, the number means the number of passengers, and the letter means the class of the vessel. R for "river" and M for "marine (sea)".

This beauty is also expected in the future:

Cyclone-250M

Not sure about you, guys, but I had the privilege to travel hydrofoils a lot of times.
Kometa class was used to transport tourists from Szczecin to Świnoujscie, and at the peak, more than a dozen vessels were attached to do the job.
It was an ordinary thing to travel 70km/h 90 km along the river, load out at sea, and have a picnic just on the beach on summer weekends.
It used to be complicated/costly just as buying a bus ticket ...
Of course, as WarPac and RWPG collapsed, there was no need to continue that, because "no economic need in that" ...
Still, the hydrofoils we owned, sold to Greece, operated a decade or more with no issues. Maybe they owned different economics

Hungary is apparently interested in buying the Valdai-45R. I'd imagine Slovakia might be as well as a couple of other countries that still operate the Soviet-era Meteors/Comets

The Comet-120M BTW will be used for a Sevastopol-Sochi route

Personally my dream is to see an even larger class than the Cyclone, or rather a longer-ranged one.
Imagine a hydrofoil that can travel from St. Petersburg to Stockholm. Or Vladivostok to Busan or Yuzhno-Sakhalinsk. Set off in the morning and you're there by supper. Instead of the current 2-3 day ferries.
As it stands the Cyclone-250M will have a range of about 800km; which might be just enough for the former route, and short by 150-200km for the later routes

Russian_Patriot_ wrote:In St. Petersburg, the motor ship Viktor Astafyev was laid for navigation on the Yenisei. 

The passenger ship Viktor Astafyev was laid down on Friday at the Sredne-Nevsky Shipyard (part of the United Shipbuilding Corporation) in St. Petersburg, a TASS correspondent reports. This is the second vessel of the A45-90 project.2, which will be used for navigation on the Yenisei, after the Andrey Dubensky laid down last year.

"Exactly one year ago, we started construction of a series of vessels for Krasnoyarsk of the A45-90 project.2. Today we are laying the second vessel of the project - "Viktor Astafyev". We are confident that in 2023 we will already pass the Yenisei on Dubenskoye, and in 2024 - on Viktor Astafyev, " said Vladimir Seredokho, General Director of Sredne-Nevsky Shipyard, at the ship-laying ceremony.

The shipyard under a contract with the State Transport Leasing Company is to build two passenger vessels of the river-sea class: Andrey Dubensky and Viktor Astafyev. Such motor ships are designed to carry 245 passengers over a distance of up to 5 thousand km. The vessels will operate on a socially significant route for the Krasnoyarsk Territory - from Krasnoyarsk to Dudinka and back.

According to the Russian River Register, now the average age of passenger ships on the Yenisei is about 30 years, and the largest (motor ships "Alexander Matrosov" and "Valery Chkalov") - more than 60 years. In September 2019, the private motor ship Maxim Gorky was driven to the Yenisei from the Volga, which began operating tourist flights at the end of July 2020.

Source: 

https://tass.ru/ekonomika/12025629

Scale model of the ship

Gazprom Neft receives vessel for refueling cargo and passenger ships with liquefied natural gas. 

Construction of the first bunkering facility for refueling cargo and passenger ships with liquefied natural gas has been completed. At the final stage of construction, Dmitry Mendeleev underwent tests of gas and cryogenic equipment, loading systems, pumps and compressors for storing and unloading LNG. In the near future, the vessel will start moving to the Baltic Sea to a place of permanent work.

The bunkering ship, named after the great Russian chemical scientist Dmitry Mendeleev, will provide ship-to-ship transportation and refueling of LNG in the ports of the Gulf of Finland and the Baltic Sea — in St. Petersburg, Ust-Luga, Primorsk, Kaliningrad and Vyborg.

The vessel is 100 meters long and 19 meters wide, can carry up to 5,800 m3 and will overcome annual ice up to 0.8 meters thick due to the reinforced hull of the Arc4 ice class.

The project uses the latest technologies of shipbuilding and LNG transportation, takes into account advanced environmental requirements for marine ship transport and gas engine fueling processes. "Dmitry Mendeleev" is also an eco-friendly transport, as it uses natural gas as fuel for the power plant.

The LNG bunkering equipment complies with the international MARPOL convention and is certified according to the ECO-S environmental standard. Thanks to the digital integrated system, the vessel can be operated by one person from the navigation bridge. 

Source: 

Zvezda shipyard lays keel of new gas carrier for Arctic LNG 2 project. 

A keel-laying ceremony was held at the Zvezda Shipbuilding Complex (Primorsky Krai) for a new icebreaking gas carrier ordered with the participation of Sovcomflot Group for servicing the Arctic LNG 2 project.

This is the first vessel out of 14 gas carriers ordered by SMART LNG LLC, a joint venture between Sovcomflot and NOVATEK.

In total, SSK Zvezda is building 15 such vessels. The pilot gas carrier is owned directly by the Sovcomflot Group, while the remaining vessels in the series are owned by SMART LNG.

Delivery of the vessel is scheduled for 2023. The keel was laid within the terms stipulated in the contract.

The new series of vessels is designed for year-round transportation of liquefied natural gas (LNG) in the Northern Sea Route. They are assigned the highest ice class Arc7. A distinctive feature of the series will be higher, compared to the first generation of such vessels (the Christophe de Margerie series), ice penetration and maneuverability. Putting new gas carriers into operation will accelerate the implementation of national plans to increase cargo traffic in the Northern Sea Route and ensure year-round navigation in its eastern sector.

IThe length of the new series of gas carriers is 300 m, width-48.8 m, cargo capacity-172.6 thousand cubic meters. m. The propulsive system includes three propeller-driven columns with a total capacity of 45 MW. All 15 vessels will operate under the national flag of the Russian Federation.

Source: 

Scientific ship for the arctic making progress.

Valdai-45R and Meteor-120R