Addition with multiplication. Osk creates a shipbuilding cluster in the Crimea Ao osk Kolodyazhny Dmitry Yurievich

What are the main trends in modern shipbuilding?

— In my opinion, there are several main trends aimed at the development of shipbuilding, which, by and large, will transform the entire industry as a whole. They are reflected in our "Technical Strategy". First of all, this is an increase in the specific deadweight of ships and vessels. In a simple way, this means that the ship should carry payloads, and not itself. Secondly, this is an increase in the fuel efficiency of ships and vessels - to carry more payloads and less fuel. And thirdly, this performance characteristics— reduction of the cost of ownership of ships and vessels throughout their life cycle, safety of navigation, environmental friendliness.

In order to follow these trends in the civil sphere, we launched a serious transformation project "" in St. Petersburg. This will allow the release of ships of large dimensions.

- From a hundred and more thousand tons of displacement?

- Much higher. The main thing here is to be able to bring the ship through the depth of the sea channel. The peculiarity of the project is that it was initially focused on cooperative construction in large integrated blocks exactly in size. We will build not only large dimensions, but also several times faster.

- Now there is a great demand for reducing the cost of owning a vessel, as you said. How do we solve this problem?

— Cost-effective ownership of ships and vessels throughout their entire life cycle, from design, construction, operation, modernization and ending with disposal, is one of the main development trends. The 100% Digit program is aimed at reducing the cost of designing ships while increasing the quality of projects.

We plan to reduce the cost of construction through the use of the latest shipbuilding technologies: precision cutting, hybrid laser-arc welding, nautical surveys, prefabricated premises, cooperative construction of large integrated blocks exactly in size, and much more.

Operating costs are reduced as fuel efficiency increases. It primarily and very significantly increases with the optimal course, taking into account wind, wave, ice loads. To do this, projects should include appropriate sensory tools, the use of space monitoring and GPS data, and computing power for processing big data. The use of electric propulsion will give a lot. I really hope for closed cycle nuclear technologies. We simply have to put them on ships and take them out into the world's oceans.

Small crew, and behind it the complete unmanned ships is inevitable. In the future, it will provide an opportunity to abandon the add-on, but there is still a lot of work to be done.

Large-block construction from standardized sections and assemblies simplifies subsequent modernization work: the old block was cut out - the new block was inserted. "100% Digit" ensures full compliance of the real ship and its mathematical model throughout the entire life cycle. This means that the ship will be scrapped with a full set of specifications for recyclable and recyclable materials.

— So today the computerization of navigation is becoming an increasingly pronounced trend in domestic shipbuilding?

- The ship, and even more so the ship, is already a floating data center. All systems are coherent, integrated and should be maintainable or easily replaceable in the future. Computer technology is updated at a much higher rate than classical mechanical systems. Projects should be created according to the principle of "open architecture", modular solutions should be laid down, allowing with minimal cost and maximum short time to produce one or another modernization of ships "without autogenous".

What can be said about the safety of navigation in modern conditions?

“Today, there is a movement towards artificial intelligence systems and decision-making systems based on the ship’s and ship’s own sensor systems, as well as processing large amounts of space monitoring data.

- How do we deal with unmanned and small-crew systems?

- It's going well. Especially in relation to ships. As for ships, USC has an interesting project - Pioneer-M. This is a small research vessel for the Sevastopol University. In this project, small-crewed and unmanned technologies are being developed: a coastal navigation control center, an automated mooring wall, and other solutions will be created that will allow the vessel to be operated in unmanned, small-crewed and full-crewed versions. This will allow us to get the know-how that we will apply more and more in the future.

- It turns out that you have already abandoned paper drawings in the field of shipbuilding?

— Alas. Not yet. Now the Corporation, within the framework of the "100% Digit" program, is implementing a project to create a "single information design and production space". The implementation is going well. We plan to get significantly closer to the “paperless” coast.

On this way, we could be helped a lot by ordering and accepting design, working, operational and service documentation exclusively in electronic form.

- And yet, USC is still often called a metal welding corporation, isn't it?

Yes. For now, it is. Welding accounts for about 60% of the labor intensity of building a ship. We are working on increasing the performance on these operations by an order of magnitude. We have projects on hybrid laser-arc welding, robotics, naudometrics. The sum of technologies will give us a breakthrough result. The task is to switch to technological accuracy of +/- 1 mm. When I say this, many look at me with doubt, but this is necessary for cooperative construction and is quite possible.

- Well, today you take measurements not with a ruler and not with a caliper, I suppose?

— At 25% of the need, the Corporation is staffed modern means laser metrology (scanners, trackers, total stations), and the rest, alas, is your list for now. The project "Sudometrics" is aimed at correcting this situation. It ensures the achievement of the declared technological accuracy and allows you to completely avoid fitting operations.

- As they said before, fit in place.

- Yes. Exactly. Two huge blocks are being finalized with a “file”. Now we are moving away from this.

If you buy a bolt in one store and a nut in another, they will connect without any problems. This is the goal of our "Technical Strategy" for blocks weighing up to 1800 tons.

— Do you use additive technologies?

— We are faced with the task of developing competence — marine engineering. The technologies of our specialized university - the St. Petersburg "Korabelka" (SPbGMTU - "Gazeta.Ru") - allow complex parts of any size to be made about 10 times faster and about five times cheaper. Of course, we are interested in this, and we are implementing this technology. And the use of bionic design also allows you to reduce the weight several times.

Why bionic?

Because there are analogues in nature. For example, a woodpecker's beak or some human bones, which, on the one hand, have a porous structure, but at the same time have quite powerful strength characteristics. Accordingly, creating, for example, thrusters, it is possible, on the one hand, to lighten their mass, and on the other hand, to calculate those power elements that will be inside, i.e. create a conditionally porous structure with specified mechanical characteristics.

- Now the problem of unification of products, especially components, is very acute in the industry. How is this problem solved for you?

- Having a huge variety of varieties, it is quite difficult to automate production processes. Therefore, another project is now being launched - “Ship Engineering”, within the framework of which work will be done on unification.

Let's take a simple flange - a ring and four or six holes for attaching bolts. We consume hundreds of thousands of them. If each flange is unique and differs even by a millimeter from each other, naturally, the cost of such a flange will be very high.

If unification is carried out, then we will use hundreds of thousands of identical flanges. With such a quantity, I will order a punching die in preparation for production, which will punch six flanges at once from one sheet with one blow. And their cost will be completely different.

Has anything already been done in this direction?

“For additive cases, we will get a car next year. Next year we will have the first implementations related to laser-hybrid welding. The sudometry is already in full swing, our enterprises are equipped with both hardware and software, methodology. The 100% Digit program is progressing by leaps and bounds. The first ship is scheduled for construction, which will be built from blocks with the cooperation of three shipyards at once.

— What do we have with ship engines?

- There is a clear program with the United Engine Corporation for the model range. We need to have a consistent type order of complete solutions. That is, an engine plus a generator or an engine plus a gearbox. And this principle is laid down in joint work with. We are supplied with bench-tested complete systems, which we put on the ship and dock with pre-installed wall lines.

- Do you somehow solve environmental problems, which are probably quite relevant in your field of activity?

- I will not start with ecology, but I will gradually move on to it. The current USC business model is based on just two types of contracts or covers two stages of the life cycle. This is the design of ships (vessels) and their construction. Further participation in the repair and modernization component today is small.

What we have ahead of us affects all stages of the life cycle, i.e. design, construction, operation, modernization, disposal. For us, recycling is not just scrapping a ship, but a really serious process.

Everyone knows that many of our facilities (both civilian and military) have a nuclear power plant. And it's impossible to just throw it away or cut it.

This direction in USC is developing quite actively. Today, all of our vessels are designed and built according to the zero discharge principle. There are also a number of projects aimed at restoring the environment.

— What can be said about the shipbuilding development vectors in the near future?

— I would like to say that the sum of technologies included in the "Technical Strategy" of the corporation: "100% digital", "Sudometry", "Laser industrial technologies”, “Robotics”, “Cooperative large-block construction with integrated blocks” will, in my opinion, in the relatively near future provide a higher technological level of shipbuilding than, for example, in South Korea.

Sensory, big data, artificial intelligence, hydrogen and nuclear power plants, electric propulsion, new steel grades (for example, nitrogenous), unmanned ships, hydrodynamics of the hull and propeller, "eternal" anti-corrosion coatings - this is a promising order from USC to fundamental and applied science.

Import-outstripping Russian software products, Russian technologies, Russian equipment, Russian materials are our order to business.

OSK in practice tested the possibility of using in its production additive technologies and intends to actively implement them in the near future. Already this year, the United Shipbuilding Corporation (USC) plans to receive the first domestically produced additive machine. Dmitry Kolodyazhny, Vice President for Technical Development of the corporation, spoke about how USC intends to introduce additive technologies. - We are an industry that works mainly with metal. Therefore, for us, additive technologies at the current level of development are, first of all, everything that is connected with the creation of metal products. Your journal is familiar with the name Turichin, Gleb Andreevich. (See "Russian Additive Breakthrough", No. 12 for 2017. - "Expert") For us, this is the rector of our specialized university - Korabelka. On the other hand, I know him as one of the world's scientists in the field of laser and welding technologies. Therefore, I also associate the introduction of additive technologies in our industry with his last name. This is a person who has already realized the possibility of using additive technologies in the format that is of interest to us as an industry. There are enough on the market a large number of equipment that allows you to grow very complex, very high-quality products, but the size of a fist. A classic example: now VIAM grows a number of parts for PD-14 engines using the additive technology method. The technology is in demand there, a product with such details is undergoing flight tests. We mainly work with large parts. In our country, the dimensions of ship engineering products are sometimes measured in meters. Therefore, where we see the use of additive technologies, machines with a small working area, which are currently on the market, are not always applicable. Now the size of the working area on average is no more than 50 by 50 by 50 centimeters. This is not exactly what we need. - Do you need ... - We need sizes from a meter and more. Turicin's installation has no restrictions on the size of the part being grown. The size of the parts obtained using this technology is determined by the movement system laser head, which can be, for example, an ordinary robot, and they come with a very large working area. We are primarily interested in metal. Working with specific alloys, especially titanium alloys, requires a protective environment. This machine has a protective sealed casing, the cultivation takes place in a protective gas environment, there is a cooling system that allows you to work for tens of hours, growing very complex and very large products. We are quite satisfied with what Gleb Andreevich has done, and we see the future behind his technology of heterophase powder laser growth. - And where do you see its application? - The first product is, of course, a screw. We are now making fairly high-quality propellers, which are in fierce competition with Western ones in terms of cost. To make a high-quality, competitive screw, you need to have a very precise workpiece, for the production of which you need very exact form for casting. The blank in this case is a casting of huge dimensions: from 0.6 meters for thrusters and up to 8 meters for the main screws, that is, it is a blank with a good room. Our technology for making molds is quite old. In order to "compensate" this technological backwardness, we put in increased tolerances for machining and get a workpiece that obviously requires a very large subsequent machining. As a result, we get a high-quality screw, but due to the complexity and length of its refinement, it becomes more expensive than our Western competitors. Using additive technology, we can create a hollow structure with a very precise geometry, with a wall thickness of approximately 0.8-1.0 millimeters, which will be the base of the mold. Further, this base for fixing is filled with molding sand and metal is poured into it. The technology makes it possible to obtain a casting with tolerances of literally two or three millimeters, which, after processing, turns into a high-quality, competitive screw. We have already made a test sample of this form. She showed the possibility of obtaining accurate geometry for much less money. If we talk about the quality of the metal obtained by this technology, then it not only surpasses the standard casting, the properties are close to forged products. - And why not immediately grow the screw itself using additive technology, bypassing the stage with growing the mold and then pouring it? - That's just the next opportunity. Today, the level of development of additive technologies makes it possible to grow a solid screw, but this will not be very cost-effective due to the cost of the powder. It's still quite expensive. Now additive technologies are aimed at replacing very complex casting and very complex machining. - That is, we are talking about piece products? - Yes, while about the piece. Gradually, with the growth in the use of the technology itself, the growth in the range of parts manufactured with its help, the growth in powder consumption and the growth in its production, the powder itself will become cheaper, and, as a result, the cost in additive manufacturing will also decrease. However, from the point of view of the production of thrusters, there is already a significant economic effect and prospects for the application of this technology. I'll explain why. The heavier the propeller, the greater the moment of inertia, and when taxiing, the ability to provide quick stops of the propeller and enable the reverse rotation mode is very important. - Reverse? - Yes, reverse. Therefore, for steering, the mass of the propeller plays an important role. This is where bionic design comes into play. Borrow solutions given by nature itself for implementation in technology. Classic examples of bionic design from the natural world that are often cited are the beak of a woodpecker or the row of bones in a human skeleton. All of them are porous inside, while quite rigid and elastic. See what kind of load the skeleton carries or how this bird copes with wood. Today Computer techologies make it possible not only to design porous structures, but also to create computational-simulated micro-truss structures that allow us to reduce the mass by several times and at the same time not lose the properties we need. Until recently, the question was how to make such products. The technology of heterophase powder laser growth makes it possible to do this. Moreover, it is possible to grow in any direction, and not only from the bottom up, as in classical additive technologies. - In layers... - Yes, in layers. And here, since the particles are fed in a stream of air under low pressure, there is no difference in which direction to grow the product. This makes it possible either to reduce the amount of equipment (technological supports), or to avoid them altogether. Let's say a screw. This is, in fact, a sleeve to which several blades of complex geometric shape are attached. It is possible to grow the blade at an angle, thereby not organizing vertical supports, which would be if this propeller was grown using the classic layered technology. The next significant application of the same technology for us is ship repair. Ship repair technologies open up great prospects for us to increase revenue and attract new customers. I will not reveal the secret that many shipowners, especially private ones, consider money, the cost of operating the vessel and the work associated with its repair. Therefore, it is important for owners to choose between replacing a worn part with a new one or restoring an old one. With the help of heterophase laser metallurgy technology, great prospects are opening up for the restoration of ship parts. For example, shafts and shaft lines that wear out and can be welded on and then machined. - The technology of laser surfacing of shafts has been used for a long time, since the late nineties, in my opinion ... - The question of the cost of processing is important here. Yes, a shaft is a classic body of revolution. And it is clear that there are technologies for surfacing with wire and electrodes. These are old technologies. But there are products where you need to restore very complex geometry, and there is geometry of the second and higher orders, if we talk about surfaces. We take the same restoration of screws. These are complex surfaces, and the new technology in many cases makes it possible not only to restore some kind of notch, but even to grow a part of the blade. We have carried out studies that demonstrate very good adhesion to the screw base material. What is more interesting, the technology is based on a laser beam. For us, a laser beam is a number of technologies accompanying heterophase metallurgy, which, in one installation, allow us to perform a number of other operations either with a grown or repaired object. We understand that any increase in productivity in additive manufacturing drastically reduces the quality of the surface: the roughness increases. But here you can find a balance in the development of technology. A rapidly grown product can be finished using laser polishing technology, that is, with the next beam pass, simply smooth out some of the roughness. The laser power is enough to provide cutting, welding, surfacing, and growing. The laser that powers all these technologies is the same. - But we change the head? - No. We change the mode or the control program, that is, the powder supply is turned off, and then the work of the laser beam itself takes effect. But that's not all. Consider the analogy with black and white and color inkjet printer. What is a black and white printer? There is one type of ink - black, which is fed into the nozzle, and it, moving, forms an image on a sheet of paper. What is a color printer? These are several types of ink. They are fed from cartridges to nozzles, and they form a color image. In the same way, this installation can subsequently use several types of powders at once. This gives two types of possibilities. The first is born with discrete control of the supply of each type of powder according to the principle "there is a powder - there is no powder." The second type is obtained by smoothly controlling the supply of each type of powder, in fact, by mixing one powder into another in one or another proportion. In the first case, it is possible to obtain “skeletal” structures, where the “skeleton”, or skeleton, is made of one material, and the body, which has some other properties, is made of another material. With smooth control of this process, we can obtain products with gradient properties, which is unique in itself. Therefore, in the future, I hope, the question of what material this part is made of will require additional clarification: in which place? I will give an example from the same aviation, more precisely, aircraft engine building. You can make an engine blade, in which the locking part is made of a material that ensures its reliable fastening. Further, by adding aluminum to the base material of the blade (for example, titanium), it is possible to form the blade airfoil from titanium intermetallic compound, thereby reducing the weight of the part by almost half and at the same time ensuring the same strength properties. There are a lot of variations in the use of several materials when growing. Therefore, parts with gradient properties are also the future of additive technologies. - Speaking of application new technology for the manufacture of screws - when growing a casting mold to obtain a workpiece or growing the screw itself - did you calculate how much faster and cheaper the result is compared to traditional technology? - Calculate. It almost doubles the price. But then again, screw screw discord. If we talk about complex propellers (for a number of military products, and so on), naturally, there is a significant reduction. If we talk about thrusters, then in addition to reducing the cost, we are talking about improving the properties of the entire product: the vessel becomes more maneuverable. - Do you mean the propeller grown using bionic design? - Certainly. This technology, in addition to a formal approach to the formation of a workpiece, opens up a number of possibilities for creating products with unique mechanical properties that were previously unavailable. Again, I will not reveal the secret that low noise is very important for the underwater theme. By working with various variations of the calculation of the cavities, it is possible to achieve optimal noise reduction during the operation of the screw. It opens up a whole range of new possibilities that were previously unavailable. With the development of technology, which I see in the future for three to five years, there will be a transition from single-component additive machines to multi-component ones. - When will you have the first additive printer? - I hope that next year we will already have a device that will allow us to grow products. We will not immediately aim at some global things, although we can grow products up to two meters. First, it will be necessary to work out the technology and materials (powders), to carry out certification. - What is your budget for this direction? - I can say this: this year we checked the possibility of using this technology. It works great and allows you to grow not only bodies of revolution, but also complex geometric surfaces. I think that starting next year, we will allocate several tens of millions a year to refine this technology: study the materials we are interested in, develop growing regimes, and so on. - How long does it take you to get to industrial production by passing tests, experiments with powders and so on? - I think a year and a half. - Will we keep up with our foreign partners? - No, according to my information, we are even slightly ahead of our Western colleagues. Both for us and for them, the stability of technology and the constancy of the properties obtained are important. All this directly affects the safety of the operation of ships and vessels, and safety is above all not only here, but also in the West. Now all engineering markets, be it aviation, shipbuilding, and so on, are global. We have to compete with Western companies, and the requirements are quite strict everywhere. By introducing additive technologies for direct farming, we are fulfilling a number of key challenges facing the industry: reducing costs and reducing the time it takes to build ships and ships. MOSCOW, USC Press Center Photo: www.aoosk.ru - USC Vice President for Technical Development of the corporation Dmitry Kolodyazhny

On the state of affairs in the industry, new projects, innovations and promising developments FBA "Economy Today" told Dmitry Kolodyazhny, Vice President for Technical Development, United Shipbuilding Corporation.

- Dmitry Yuryevich, what were the results of civil shipbuilding in 2016?

It can be noted with confidence that the volume of commissioning of ships, both in quantity and in terms of displacement, is steadily increasing - in 2016, USC built 14 and repaired 4 civil ships, and plans to put into operation 10 more in the first half of 2017. Today, enterprises, which are part of the USC, carry out orders for the construction of more than 50 ships. Their range is very extensive. The line of orders includes an ARC130 project icebreaker, 25 MW and 16 MW linear diesel icebreakers, fixed platforms for hydrocarbon production, a river-sea cruise ship, supply vessels for work with floating semi-submersible drilling rigs, tankers of RST 27 and RST 25 projects, an air cushion SVP-50, passenger ship A45-2, tugs and cargo pontoons. But, I note that the volumes that are currently present in civil shipbuilding do not suit us - they should increase significantly. The goal, which was also announced by USC President Alexei Rakhmanov, is to increase production. So, in order to fulfill all the plans, we must learn how to pass about 2 million tons of steel through the corporation's shipyards annually.

- What can you say about the quality of Russian shipbuilding products?

Our shipbuilders are excellent at welding hulls and making superstructures, as well as installing various mechanisms. However, now the vector in all areas of transport engineering is moving towards digital technologies. If earlier it was possible to call any civil vessel exaggerated “hull with a motor”, today, also exaggerated, it can be called a floating data center, where one of the main functions for creating such an object is not only the hull production function, but also the integration function various systems: propulsion, navigation, rescue and many others. If we are talking about warships, then the function of integration with weapons systems is added to this pair. Network digital technologies, technologies for automating decision-making at any level are making broad strides in both civil and military shipbuilding. This is not tomorrow, this is the present day of shipbuilding.

- Innovative technologies do you use?

Yes, this is one of our development vectors laid down in the USC Technical Policy. This document reinforces and complements competitive advantages corporations. For example, the technical policy contains key program"100% number". It introduces the ideology of the priority of the 3D model at all stages of the life cycle - from design, construction and to ship recycling. The 3D model includes a certain set of additional data.

- What?

This is not only geometry, but also a voluminous block of data that replaces the usual drawing for everyone and carries information about the material, processing technology and a number of other data. The use of a 3D model in a single information environment allows us to drastically reduce the cost of pre-production, design and, thus, makes it possible to increase competitiveness due to a flexible approach to the design and layout of ships, which we, in turn, can promptly offer to the client. Today, the introduction of 3D technologies makes it possible to simulate the assembly process virtually, and in the future to achieve high precision joints of large saturated blocks with an error of no more than a millimeter.

- It is interesting to know whether an updated information and reference base has appeared in Russian shipbuilding or do you use reference books from the times of the USSR?

Right now, USC is promptly creating a unified information environment in which our design bureaus and factories are beginning to communicate. It will allow the legal exchange of data between subsidiaries and affiliates. The second project that is being created within the framework of this program is a draft regulatory background information. It will allow everyone in the corporation to "speak the same language". Directories of equipment, basic technological processes, a reference book of normalized products, and so on. All of them will be collected on a separate server and integrated with the main computer systems used in the corporation.

“Didn’t this exist before everything?”

Yes, of course, it's all there, but in this case I'm focusing on the word "single". Historically, unity as such has not developed. Now we are unifying the whole variety of nomenclature positions, which will ultimately result in cost reduction.

The Polaris icebreaker is capable of operating on liquefied natural gas or low sulfur diesel fuel

-Can a corporation adapt to a specific customer?

We are able to select such technical solutions that will fully satisfy the needs of the customer, for example, for a propulsion system. To do this, we now form the optimal the lineup in this direction, consisting of motor, reducer or generator and so on. Then, as from the designer's cubes, already prepared, technically and economically calculated proposals for the consumer are added, and he already makes his further choice.

- In some ways, this process is similar to choosing a car ...

Yes, that is right. This is a kind of analogue of a car dealership where you come to buy a car, and they offer you not a unique engine of its kind, but five ready-made, proven modifications. A similar ideology will be laid in our country. The project "100% figure" implies a certain methodological part. Now standards are being laid, requirements for mathematical models, for their creation, transfer, storage, and so on. This will allow us to use a mathematical model developed in one design bureau for work in any other design bureau, or for pre-production at any of our shipyards. The second plus that this project brings is the opportunity to work in cooperation.

- Are you talking about the second USC technical policy program?

Quite right. The second program of USC's technical policy sounds like "Cooperative construction in large saturated blocks exactly in size." Large-block construction allows more efficient use of the most expensive element of any shipyard - either a dock or a slipway slab, which is intended not for small assembly and saturation of ships and vessels, but for the final assembly and launching of an object. Again, an analogy with a car assembly line. Of course, you can solder a dashboard or a central computer on it, but no one does this, because the conveyor is the most expensive thing in an automobile factory, and it has to produce cars, so it is assembled in large blocks. The same is true in shipbuilding. The ideology that we are laying in the future construction of ships and vessels is large-block construction: blocks are created in which equipment is mounted, pipeline lines, cable systems. In this form, they go to the final assembly or to cooperation enterprises.

- How much time does it take to build one ship? And is it possible to shorten the time?

If we consider the time scale of the construction of the ship, then conditionally, cutting metal on an object alone can take up to six months. We understand that we have absolutely similar capacities for cutting, cleaning, and priming metal at shipyards located close to each other. Therefore, it is possible to distribute the amount of work between the shipyards and perform technological operation by forces of not one, but two or three shipyards, thereby significantly reducing the production time. Cooperation is possible both at the level of operations, parts, assemblies, and at the level of large saturated blocks. To this end, uniform requirements for the design of large blocks are being developed today, uniform standards are being laid in the field of lifting equipment and transport infrastructure.

The use of non-contact measurement systems based on laser radars and laser trackers also helps to speed up the production process. This topic is the subject of the third direction of USC's technical policy - "Sudometrics". It allows you to take a qualitative step forward - to get away from time-consuming fitting operations. Now non-contact measurements are being actively introduced in military and civil shipbuilding. The necessary equipment can already be produced by our domestic companies, but so far they are integrating domestic and imported components into ready-made technological solutions. There is a certain problem here, what to consider "Made in Russia". After what number of internal assembly operations or the number of domestic parts, the product becomes Russian - this has not yet been fully determined. But the work is going on.

- How is USC implementing the import substitution program?

For example, in terms of technology, the process of import substitution in the field of welding equipment and welding technologies is actively moving forward. And welding is the main technology for us, although not the only one. Composite shipbuilding is gaining momentum - now many small displacement ships are almost completely made of composite. Obviously, composite shipbuilding technologies will gradually replace traditional ones, moving from small to large displacement and “winning” new positions in the field of ship engineering. As you know, on December 9 in St. Petersburg we handed over a fully composite minesweeper. Corvettes with a composite superstructure are also made in the Northern capital.

- What else, besides composite materials, is already being produced in Russia?

Very good domestic metal cutting machines. Russian enterprises high-quality equipment and technologies are created for our industry: communication lines, fire protection systems, painting technologies, coating technologies, etc. To implement innovative proposals, we study what interests us in a particular area and form a “request for innovation”. For example, USC is interested in new design methods, new grades of steels and composites operating under extreme conditions of low temperatures. We combine these requests into structured lists and use them as proposals for cooperation. There are two scientific and technical councils within the USC: one is our internal, and the other is a joint body created on the basis of the USC and the Krylov State Scientific Center (KGNTs). KGNTS is a unique industry science Center, which has unique developments and a test base. For example, there are huge test pools, including even an ice one. Both scientific and technical councils meet regularly, making technical and technological decisions important for the industry. Now we plan to involve universities in this work on innovative projects.

- Are there many Supreme educational institutions prepare personnel for shipbuilding?

In shipbuilding, the key specialized university is the St. Petersburg State Maritime Technical University("Korabelka"), where personnel are trained in almost all shipbuilding specialties. The universities of Sevastopol, Arkhangelsk and other cities have faculties and departments that also train specialists for our industry.

- Please tell us about new high-tech projects.

Since we have touched on the topic of universities, I will focus on the Pioneer-M project. We are implementing this project jointly with the Agency for Strategic Initiatives (ASI) and the Ministry of Education and Science of Russia on the basis of Sevastopol State University. It is important to talk about it just on the eve of the year of ecology. It's about about a full-fledged multi-purpose research vessel, which has in its design all the main modules that allow you to carry out multi-day expeditions with high level domestic comfort for the ship's crew and scientists. Pioneer-M is a unique scientific base with a modular or, more precisely, a container principle for placing research equipment. One container with equipment can be a biological laboratory, another - an underwater robotics laboratory, a third can have geological equipment, a fourth can be equipped for the tasks of underwater archaeologists, and so on. For the university, such a ship is a real help not only in the field of training shipbuilding personnel, but also in the field of scientific work in other areas. On the basis of Pioneer-M, many new ideas and technologies will be developed, for example, the technology for the use of renewable energy sources and some modules that provide unmanned control. Such projects are interesting and useful for both scientists and students, as well as shipbuilders.

- At what stage of development is this project?

Now approved preliminary design. Work is underway on the technical design of the R/V Pioneer-M. Now it is necessary to carefully check the results of the work of students. Very experienced specialists of our Sevastopol design bureau "Korall" are involved in the work. After careful study and passing the necessary technical expertise, its embodiment in metal will begin. In mid-2018, the ship should be fully ready for the first research activities.

- Are there other projects being implemented by USC with universities, besides Pioneer-M?

There are interesting technological projects, and if we talk about product projects, then, for example, in St. Petersburg, together with Korabelka, a concept called EcoBot is being discussed. This is an idea to create a completely environmentally friendly ship platform, on the basis of which ships for walking along rivers and canals in St. Petersburg, a river taxi, and many others can be developed and created in the future. interesting projects. I believe that the university will be able to use such a platform both as a scientific and technical base and as a business project.

- 2017 is declared the year of ecology in Russia. Are there eco-friendly vessels in Russia?

USC shipyards are able to build environmentally friendly ships today. Moreover, such vessels are successfully built and launched. For example, in September 2016, Arctech Helsinki Shipyard (a Finnish asset of USC) supplied the Finnish transport agency with the Polaris icebreaker, which can run on liquefied natural gas or diesel fuel with a low sulfur content. Let me also remind you about the project of an ice-resistant self-elevating platform No. 1 for the field named after. Filanovsky - technologically it is built on the principle of zero discharge, that is, it does not pollute the ecosystem of the surrounding water and air oceans. I would like to emphasize that in 2017, the year of ecology in Russia, USC plans to develop and adopt a new corporate environmental program.

The United Shipbuilding Corporation (USC) is creating a shipbuilding cluster in the Crimea, which, in addition to the already operating branch of the Zvezdochka shipbuilding center in Sevastopol, will include the Koral and Sudocomposite design bureaus, as well as Sevastopol State University, where a specialized department will open this year . This was announced to TASS by USC vice-president Dmitry Kolodyazhny.

“A cluster is being built in Crimea, which includes not only the plant. In the status of a branch of the St. Petersburg Srednenevsky shipyard KTB "Sudocomposite" in Feodosia will enter. It will be a solution provider for many USC enterprises in terms of composites. We also look forward to his participation in a joint program with Rosnano for the production of blades for wind farms,” Kolodyazhny said.

The Sevastopol Design Bureau Coral will also become part of the cluster. "Koral", which previously specialized in drilling, we want to include both military and civilian topics. Now the design bureau is receiving the appropriate licenses and infrastructure, which will allow exchanging data and joining the USC design perimeter,” Kolodyazhny specified.

According to him, the corporation also regards SevGU as a specialized university for research work and training. This year, a specialized shipbuilding department will be opened at the university. “In the near future, we will be able to create products in Crimea at all stages of the life cycle: from design to launching, repair and operation,” Kolodyazhny said.

Floating crane building will be revived in Sevastopol

The United Construction Corporation (USC) plans to revive construction in Sevastopol on the basis of a branch of the Zvyozdochka Ship Repair Center floating cranes. This was announced to TASS by USC vice-president Dmitry Kolodyazhny.

“The Sevastopol Marine Plant, on the basis of which the Zvyozdochka branch was created, historically specialized in cranes. There is a lot of potential here in terms of lifting equipment. The modernization projects of the corporation are aimed at its revival,” Kolodyazhny said.

In his opinion, orders for the construction of floating cranes will come to the plant in equal shares from private companies and from USC itself. “Half of these orders will come from the market. Half will be made by USC enterprises. Programs are underway to modernize the Amur Shipbuilding Plant, enterprises in the northwest and north. Everywhere, lifting equipment is being laid, as well as units related to ship launching and ship recovery, ”explained Kolodyazhny.

According to his forecast, Sevastopol will receive orders for dozens of items. Some of them, for example, the Goliath crane with a lifting capacity of 1,200 tons, will provide the Sevastopol plant with more than a year's workload.

IN Soviet time Sevmorzavod was one of the world leaders in the construction of floating cranes, but by 2010 it had practically stopped production activities: out of 16 thousand workers, 200 people remained at the enterprise.

Transition to digital technologies

USC over the next two years plans to completely switch to digital technologies in the interaction between divisions and customers, said Kolodyazhny.
“I call one of the corporation's projects 100% figure. It implies the transition of the work of design bureaus from drawings to mathematical models. This will increase the efficiency of the factories. Ships will be assembled exactly to size. Now they are assembled with a large number of fitting operations that modern digital technologies exclude,” Kolodyazhny said.

The transition to mathematical models will entail the purchase of nautical equipment for enterprises: laser radars and trackers, which will allow USC factories to participate in cooperation. “We get a 100% guarantee that a block created at one plant will definitely fit for another enterprise,” Kolodyazhny explained.

According to him, USC customers, the Ministry of Defense and the Ministry of Industry and Trade, should also join the general regulatory framework. “A pilot was launched to create regulatory and reference information. By 2017, we will prepare several dozen reference books that will allow all enterprises and design bureaus of the corporation to speak the same language. This data will be integrated into various IT products,” Kolodyazhny said.

USC Vice President for Technical Development Dmitry Kolodyazhny / Photo: youtube.com

What is the combination of science and practice in shipbuilding? to questions" Russian newspaper" answers the vice-president of the United Shipbuilding Corporation for technical development Dmitry Kolodyazhny.

- Not so long ago, USC President Alexei Rakhmanov and President of the National Research Center "Kurchatov Institute" Mikhail Kovalchuk signed a bilateral agreement and called it "a springboard for joint movement forward." Why was the contract needed and what does it provide for?

Dmitry Kolodyazhny: By themselves, the work of the Kurchatov Institute was initially of great interest to USC in a number of areas. First, these are atomic power plants ships and vessels and everything connected with it. The profile activity of the institute affects this area, and the work is carried out on a wide front, from the design of installations taking into account the requirements of the customer and ending with their testing, as well as disposal nuclear fuel. We are interested in working on these tracks related to all stages of the life cycle of nuclear installations.

USC is also interested in the second block of Kurchatov's activities - materials science. Recently, an event took place that further expands the front of our cooperation in this area: our profile material science research institute "Prometey" has joined the structure of the National Research Center "Kurchatov Institute". This block covers all work related to metal, non-metal, composite materials, as well as all kinds of binders.

We work and plan to develop our cooperation in the field of welding technologies, the use of composite and ceramic materials, we are working together on tribological products, coatings and in a number of other areas.

- What scientific (design) organizations and production teams are involved in such joint work?

Dmitry Kolodyazhny: Almost without exception, USC organizations. Because, if we talk about "Prometheus" as part of the Kurchatov Institute, then the use of any materials in shipbuilding requires research and testing to confirm certain characteristics and properties. Any changes, both in materials and in their processing technologies, require appropriate confirmation. Therefore, without exception, all design bureaus and USC factories that have worked with Prometheus for decades will continue to cooperate with him - already as part of the Kurchatov Institute.

The design bureaus and shipyards that worked with Prometheus will also work with it as part of the KI research center.

If we talk about nuclear issues in our cooperation, then this covers both the military and civilian areas in the activities of USC, including the Rubin and Malachite design bureaus, the Sevmash enterprises and the Zvezdochka CS. The nuclear icebreaking theme is already a link between the Baltic Plant and the Iceberg Central Design Bureau. In a word, everyone interacts without exception.

- Where and when are joint projects launched or already launched?

Dmitry Kolodyazhny: Joint projects with the same Prometheus have existed for decades among enterprises in the industry. We have always actively cooperated with this institute, there are hundreds of contract works, joint research and implementation. Among the recent ones are the development of new welding technologies and the introduction of new alloys in shipbuilding. Work is underway on the use of composite materials in the construction of hulls, as well as in ship engineering.

We are connected with the Kurchatov Institute itself by a number of new projects. For example, simulation modeling possible processes in facilities with nuclear power plants. There are some environmental projects related to the processing and disposal of nuclear waste.

- How does this relate to solving the problems of import substitution in military and civil shipbuilding?

Dmitry Kolodyazhny: This is a block of works associated mainly with the Research Institute "Prometheus". Scientific works The Kurchatov Institute has always been at the highest world level. Moreover, among the Kurchatovites, everything is already domestic - both materials and technologies, and design solutions.

A number of works are currently underway with Prometheus, which are aimed at replacing some imported materials and introducing them into current production their counterparts. At the same time, materials and technologies aimed at import advancement are being developed. It is no secret that now there are a number of sanctions restrictions related to supplies for the needs of USC enterprises. Interaction with "Prometheus" is precisely aimed at eliminating these difficulties that have arisen.

- In mid-2016, the launch of a new nuclear icebreaker"Arctic". What is really new in it and what will be the next generation all-terrain vehicle for the Arctic - the one that is still being designed?

Dmitry Kolodyazhny: Through the use of variable draft, icebreakers this project are able to work effectively both in arctic deep water and in shallow water, in the channels of polar rivers. This feature allows these icebreakers to replace the icebreakers of the previous generation "Arktika" and vessels of the "Taimyr" type. During the construction of the next two icebreakers of this series, the improvement of the main specifications while optimizing operating costs.

The union of the Kurchatovites and "Prometheus" will benefit both science itself and USC as an industrial customer.

- The situation in Russia and around it makes us think about support domestic manufacturers and develop the necessary competencies at home. And recently it was reported that a multifunctional icebreaking vessel for Sovcomflot was laid down in Helsinki - at the Finnish shipyard USC Arctech Helsinki Shipyard. What is the reason for this and is there a contradiction here with the general line of supporting shipbuilding in your country?

Dmitry Kolodyazhny: First, it should be noted that USC is the owner of this Finnish shipyard. And secondly, there is a mutually beneficial cooperation between the Russian Vyborg plant and the Finnish shipyard Arctech Helsinki Shipyard. And there are many advantages in this cooperation: commercial, technological and others. This good example cooperative interaction in the icebreaking direction.

- Establishment of special courts, technical means and new energy for work on the Arctic shelf - are these questions of an uncertain future or a short-term prospect for USC?

Dmitry Kolodyazhny: This and already completed projects, and an excellent short-term prospect based on the scientific and technical reserve available at USC. It is worth mentioning the Prirazlomnaya ice-resistant fixed platform, which has a certain ice class, and it should also be noted that the corporation has a large number of technical developments that allow the implementation of various facilities for accident-free operation in Arctic conditions.

- The technical re-equipment of Russian shipyards also requires appropriate training of personnel, including basic working specialties. What are the achievements and challenges here? Whose experience (which factories) deserves to be told about?

Dmitry Kolodyazhny: USC is actively developing relationships with its specialized universities, which have specialized departments for training shipbuilding specialists. These are, first of all, the St. Petersburg State Marine Technical University and the Northern Arctic Federal University in Arkhangelsk. Now the corporation is embarking on a large-scale project of cooperation with the Sevastopol State Technical University.

Interaction with universities of general mechanical engineering is ongoing, because specialists in the field of metal processing on CNC machines, in the field of additive technologies, composite materials are professionals who are able to work in all industries, and not just in shipbuilding. Here I would like to note the extensive cooperation with the St. Petersburg Polytechnic University and a number of other leading Russian technical universities.

In addition to educational processes, USC is actively involved in holding engineering competitions aimed at popularizing shipbuilding and attracting young talented specialists to the industry. For example, at the end of last year, an engineering competition was held among undergraduate and graduate students. The projects of the winners of the competition have received a real embodiment in the works of the corporation's design bureau. We attach great importance to this work and will continue it with the involvement of new participants from among students and young scientists.

Reference information "RG"

Meanwhile, Sevmash is creating a 3D technology center

At the sectoral youth scientific and technical conference, which took place this spring in Severodvinsk, in the House of Technology of the Production Association "Sevmash", guests and hosts exchanged experience in using new information technologies in design preparation for production. The event was organized under the auspices of the United Shipbuilding Corporation and was held with the participation of its management. Dmitry Kolodyazhny, Vice-President of USC for Technical Development, made the keynote speech.

The messages and presentations covered the most relevant topics, including the management system life cycle products, the use of IT technologies in the design and technological preparation of production, electronic archives, modeling production processes, use of 3D models and much more.

The introduction of advanced 3D technologies in enterprises and organizations of the industry is now given Special attention. As noted chief designer Design Bureau "Sevmash" Yuri Spiridonov, in order to transfer and replicate experience, work is underway to create an industry center for 3D technologies on the basis of the Sevmash software. It is believed that this will give an economic effect, will significantly reduce the cost and time of building ships.

MOSCOW, Rossiyskaya Gazeta
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