Our enterprise has started the process of m/v “St. Constantine” refurbishment to increase gross register tonnage by building additional hold as 36 –meters long raft body.
Despite that this project involves the extension of two tiers of aft superstructure and tank, so as manufacturing of hatchway cover kit with additional kinematic configurations.
Technologically the process of refurbishment is organized in cooperation with «Ship Repair Enterprise «Danube Ship-Service» LLC.. The manufacturing of raft body solid sections is carried out by «Danube Ship-Service». «Ship Repair Enterprise «Danube Ship-Service» LLC. is responsible for building-commission facilities for raft body and its water transfer to assembling point, so as for the rest of the hull-construction, plumming, piping and wiring works, described in the project.
Organization of refurbishment process comprises of parallel work by two enterprises in order to achieve the results in shortest time possible. Along with refurbishment ‘Dunaysudoremont” is conducting ship repair works to confirm vessel classification.
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Manufacturing and launching of cylindrical insert
In April 03, 2017 the cylindrical insert for mv «St. Constantine» was launched. The draught was made up 0.6m that specified by theoretical calculation. This cylindrical insert was muffled by temporary bulkhead on stern, but on bow part is watertight floor. Before cylindrical insert launching from external part of sides the special traps were installed, whose purpose is to lighten insert joining with body. Next step foresees the cylindrical insert towing to place of stockpile assembly of hull, where currently works on cutting are going.
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Cylindrical insert mounting
In April 05, 2017 the complicated two-way procedure on cylindrical insert installation was made on dock for further mounting.
Process includes:
- Mounting of temporary rail tracks with subsequent installation of sixteen stockpile trucks on dock floor of Floating dock №4.
- Hull lifting in dock. Hull position – stern first.
- Setting of temporary supports under stern to minimize movement after fore end separation.
- Hull cutting around the perimeter within 54-55 frames.
- Fore end transport on stockpile trucks and movement to stern dock for process clearance making.
- Fore end launching. It must be said about the decision not to install double bottom plugs not only in after end but in fore end too. Preliminary calculation of fore end boarding showed that in case of double bottom compartment flooding the expected draughts in bow and stern parts will be a little more than 1,2m.
- Thereby a low barrier was installed on tank top plating in preventing of water into hold. Real draughts amounted: bow-1,45m, stern-1,28m.
- Dock emersion and lifting with preliminary cylindrical insert alignment after stockpile truck adjustment. Final hull alignment and splicing will be made on dock after deck edge marking.
Results of performed works confirmed the correctness of adopted technological solutions that will significantly save time and materials in preparation for dock operations.
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