2004, August, Aegean Sea, Greece. Rouben Khokhriakov, the visionary and general manager of the Running on Waves project, sails (for the first time in his life) on board a “Bavaria 42” sailing yacht with the itinerary of Athens – Rhodes. His skipper, Dimitris Yannulis, a savvy of Hellenic history, was a gentle yet conscientious man who respected the sea. Dimitris was invited by Rouben to participate on this project as the expert of the Aegean sea itineraries and to assist in the progress of the ship under construction.
Dimitris and Rouben would of never guessed that in 2007 they would be part of the Running on Waves team. Perhaps it was destiny that brought these two professionals together on board the small Bavaria. They enjoyed eating watermelons, drinking ordinary Greek wine and holding conversations in a mixture of Greek and English. They would talk about the sea, sailing and history. After Rouben’s two weeks of vacation ended, they embraced eachother thinking it was a forever farewell.
Although Rouben enjoyed many other similar journeys, his first one with Dimitris was not to be forgotten. This was due to Dimitris’ personality; his charm, simplicity, competence and rare human kindness. Dimitris’ impact on Rouben with sea and sailing was only the beginning of Rouben’s thoughts and concentration on envisioning a new project: a new style of sea journeys, something which does not exist.
Perhaps he would organize a new Internet portal for amateurs of yachts and regattas or he would build a yacht from super-modern composite materials (which is fashionable now) or he would organize construction of a new sea vessel, he would take part in regatta… if only he knew more on the world of yachts. However, he almost knew nothing, his superficial knowledge and impressions then, in 2004, were based only on what he saw from aboard the mite “Bavaria” and on what he heard from Dimitris. For this reason, he invented the “Running on Waves” – an unprecedented combination of a large cruise liner, a small sailing yacht and a diving boat. Indeed, the eye of an outsider sees details not visible from the inside, especially if this is the eye of an amateur not mislead by common dogmas.
So, what our hero has seen at the inlet: a well-branded industry of production, leasing, sale and charter of almost identical yachts from 9 to 20 meters long. A complete global system foreseeing attraction of clients on yachts, unfolding of “perspectives” before them in the form of annual repetitions of journeys on board chartered yachts, obtaining licenses for management in perspective, organized gatherings in maritime and in the Internet resources. Participation in regattas of unknown titles under the slogan “participation is foremost” (certainly, money to be paid first). The paramount of this process – to purchase and own a yacht and in turn, become a slave to it, with the obligations to maintain it yearly and, certainly, mandatory navigate somewhere during vacation, thus justifying a lot of money spent for docking during this year and maintaining it’s beauty in the proper state. Loans, leasing and even specialized “second hand” leasing programs function to simplify taking this decision of slavery. Several tenths of specialized magazines and exhibitions heat global pot of “the right sailing lifestyle”. Englishmen are truly right when they said “every property brings problems”. Nevertheless, this is not the complete set “at the inlet”. The second problem of serial sailing yachts consists of low seagoing ability and low level of comfort. If the seagoing ability is neglected on the small sailing yachts, life on board can be very uncomfortable when temperatures, at normal itineraries, range from 20 to 30 degrees celcius and the seas can have over 4 beaufort. In addition to all this, the tiny cabins (almost closets), apparatus named after Galyoune, in which amateurs can wait several days to arrive in a marina, showers which are no more than an extended washstand in the same “galyoune”, congestion on board, small water tanks that last no more than 24 hours (and then finding a place to purchase more water), small fuel tanks, and the cooking on a small wobbly stove.
To say the truth, all this cannot be compared to FREEDOM. Freedom which is given to one for a week or two by the beauty of sailing. Freedom of movement not between ports as a ferry or large cruiser, but freedom to call on the smallest sky-blue bays, anchor there and enjoy undisturbed nature, freedom to come overnight to tiny marinas of tiny islands, on which even tourists sack out on rugs under olive trees due to absence of hotels. Freedom to select one’s itinerary by oneself. A merit should be given to the world industry of production and charter of plastic (as a peak – aluminum) small yachts, this is a really well organized and advertised system for clientele attraction, and nevertheless, all this somehow reminds the large franchising network of McDonalds where millions of people joyfully chew Big Macs at all corners except Antarctica and North Korea.
It also turned out at the inlet that large ships are there, including large sailing ships. They do not have problems with comfort; there is almost no swaying, air-conditioners are installed, water desalters are available, etc…. However, these large sailing ships have completely different journeys from the smaller ones – from one large port to another, a bus, a tour, dinner, animation… Romanticism of sails is certainly available. In September 2008 an elderly lady celebrated her 100th (!!!) cruise on board of one of such wonderful ships – Star Clipper. The difference is that they will never call on those tiny marinas in tiny islands; in these sky-blue bays… because they are large. For this reason, their clients are people either far beyond forty coming out for dinner with animation and wearing evening suits or – vice versa – couples less than 20, who prefer not to come out of their cabins at all.
That is what was at the inlet. There are also motor-driven and sailing mega-yachts which are leased on charter basis against astronomic, for the majority of people, money or they are symbols of respectability of their private owners.
After analysis of what was at the inlet, an idea on compromise appeared – a relatively small cruise ship with shallow draft, combining all advantages of small yacht and large cruise ship. Capable of crossing an ocean and going into a tiny bay. In which one cabin or even one place may be easily purchased. Its optimal dimensions were determined – 50-70 meters – and maximal draft – approximately 3 meters. These dimensions allow going to interesting small bays and marinas of small islands of the Mediterranean and Caribbean Seas, significant regions for cognitive yachting. But is such a small vessel capable of carrying a full set of devices, mechanisms and technologies required according to standards of today and mandatory for cruise ships? An ocean-going cruise ship is not a yacht. According to modern classification requirements and requirements of SOLAS convention, it should be equipped with several generators, thrusting systems, water tanks installed in the body for clean and black water, biological treatment system, disposal of wastes, fire fighting system, bulkheads with automatic doors, double bottom, variable pitch propeller and with many other options. Comfortable conditions on board of a cruiser are provided by air conditioning system, vacuum sewage system, stabilizers, laundry and water desalting plants. A vessel of ocean-going class must have full set of navigation equipment irrespective of its size. A sailing ship also has masts, sails, ballast, hydraulic system for sails management, capstans, hydraulic machines, cordage, blocks and also tens of items of special systems and devices. And all this has to be placed into a small area, so that room will remain for passenger cabins, cook room, mess rooms, bars, diving center and simply free space for rest! The idea of the project also envisaged the absolutely impossible – hydraulic ramp for all width of the stern, which would convert the ship into a diving boat. These were wishes of amateur Rouben Khokhriakov in 2004, not even knowing then that he wanted something impossible (from a specialists point of view).
Time came to hunt for professionals, to eminent engineering companies in Germany and Holland, to visionaries of world known mega-yachts of world known owners. Reply was laconic: “such vessel CAN NOT be constructed”. Because, such vessels are not constructed. It is impossible. A wave will flood your ramp and it will sink the vessel, and no one needs this, and it costs such amount of money that it will never pay off…
But it is not in vain that Rouben Khokhriakov passed the school of survival in the Russian business. This is, certainly, a joke, but in any joke… Arguments of eminent design bureaus were not trustworthy to him, badly reasoned arguments caused suspicions in conservatism, he didn’t understand why it was not possible to place excess bulkhead behind the ramp so as a wave striking the vessel should not accidentally sink the vessel, and generally, why it is not possible to try making a preliminary computed design – he already knew that modern technologies allowed many companies making devices, mandatory according to requirements of the class, quite compact. Hence, there is a chance to place everything within assigned meters or at least try to do so. Then appeared a contractor ready to design and build such vessel – Nikolaevskaya dockyard in Ukraine. And they asked for 60 million Euros, and when they were asked did they build something similar, they honestly replied that they had not, but this is the trifle, just make an advanced payment and everything will go well. And it is a problem that the dockyard has no orders for many years and everything was stolen long ago, whereas workers left … It was already possible to open gallery of weighty opinions “why it is not possible…” and “seekers of advances”. However, here, as it always happens, when the destiny decided “to appear”, two new characters arrived on the scene – Lylia Beliak, future assistant of the future general manager of the project Rouben Khkhriakov, and Zigmunt Choren, well known designer from Poland, head of Сhoren Design & Consulting Company.
Lylia, a charming woman, owner and supervisor of “Profi”, a successful human resources agency. At that moment, she was actively looking for a new direction in life because in the “old” one she was quite successful and, accordingly, it became boring for her. And our first hero, Rouben Khokhriakov, founder, owner and president of ARIS Company in Moscow could not complain about his career – his company was among the key players at the sound market for show business in Russia. He is also a co-owner of a chemical production of innovative catalyst for oil chemistry operating on territory of the European Union. It may seam that what else is needed to such people in this life? However, any achieved goal, for such people as Rouben and Lylia, only provokes setting new goals. A third person was required for forming a hard figure – a triangle. Zigmunt Choren, well known Polish “naval architect”, the creator of 17 implemented projects of modern sailing ships, including the largest, among those constructed during the recent ten years, cruiser “Royal Clipper”, ideally incorporated into the figure. “I thought a little, this can be done” – said Zigmunt Choren two weeks past acquaintance with the technical assignment. This is also a new goal for him– to solve tens of technological and design brainteasers in the implementation of an unprecedented project in the market of sailing cruiser in “ocean mini” class.
Officially the class is as follows: +100 А5 (GL) – unlimited navigation area except for ice latitudes.
Some say that a word was in the beginning of the universe. In the beginning of any project, an idea is instead of a word. Then – marketing, everybody knows about it but many forget it and remember it later when it is too late. Then there should be a feasibility study and, finally, technical assignment and structure of the project implementation. Implementation of the project functions of general designer and general contractor were allocated to Choren Design & Consulting Company, whereas development of exterior and interior design, purchase of materials, equipment and commercial promotion of the project were assigned to Moscow office of 88PARSEC shareholding company specially created for implementation of the project.
Shareholders took the task of the project financing upon them. Crediting of the project was made, mainly, by ARAB BANK under direct assistance to the company by a shareholder from UAE.
However, dear reader, all this is boring and not interesting, at least within framework of our story in pictures. Let us go straight to the implementation process and to the most interesting – the pictures.
The technical assignment was already formulated and towards the beginning of 2006, Moscow office of 88 PARSEC Company and office of Choren Design & Consulting Company in Gdansk were already actively working on development of the project. Everyone in their own direction.
As the result of Gdansk office functioning, the preliminary project was made with all required calculations – general layout, self-righting, weights distribution and many other very important details. Very important – because the sea doesn’t like mistakes and faults in workmanship, to be precise it doesn’t forgive them. This simple drawing conceals tens of experience years and 17 implemented projects of Zigmunt Choren. At first sight this drawing hardly resembles the final result. Nevertheless, this “blockhead” and the real project are the same from the point of view of the hull form, weights distribution, rigging and other principle details.
Moscow office gave another brush to the exterior design, thus completely changing the shape of the vessel. When making computer-assisted visualization of the exterior design and the preliminary design, it is visible that “in essence” these are the same. It should be noted, dear reader, that this unusual exterior look, absolutely not incorporating into the existing standards did not appeared at once. Work on the exterior took time not less than the designing itself, however thanks to the division of the office functions the works were conducted in parallel and they did not extend the process.
Simultaneously Gdansk office of Choren Design & Consulting conducted series of tests in hydrodynamic pool initially with a small dummy model 80 cm long and then at a larger dummy model of 240 cm long. On basis of results, correction of the hull was made, a model was made from the smaller testing piece and it was given to the Customer as a gift.
An open tender was announced at the first stage of designing for the best sketch design. Task for the sketch was determined by picture from the preliminary project, no limitations were imposed onto sketch of the tenderers – purpose of the tender consisted in revealing the most creative seeker. As a result, approximately two tenths of works were received. We are very grateful to all participants of the tender and we are sure that they will all have a future many successful projects. Taking into account the fact that the tender was free of charge, hence, only real enthusiasts of industrial design took part in it. Roads in creative work are always open to such people. On the right picture – work of one of seekers from St. Petersburg. “You just imagine, how my ship will reflect in water at night” - exclaimed, alas, rejected author of this picture. Let us note that glass, although it is a fashionable material, it is not fully capable to withstand wave strikes during a storm. However, regarding reflection in water at night, we agree with the author.
When this tender work was sent, from the first sight it was obvious that we found the best seeker. She was Nadezhda Stepchenko, 32 years old from Nyzhny Novgorod, industrial designer, mother of two children and simply creative person. It is striking, but this work which in reality is three-dimensional (!) was done by her during one night. Certainly, this ship will not navigate due to number of reasons except for navigation in a pool. A bowsprit was made in the form of huge spade which will break from the first wave, and very large glasses suitable maybe only for river navigation small ship and a number of other completely non sea-going details. However, have an attentive look at the “final product”. Do you agree that there are common traces?
She has been assisted by many consultants and experts, crisis moments and even depression conditions arose during work at the project. However, namely to her talent we are obliged in creation of the “Running” in that very look, which it has. The question “who out of known European designers created the exterior for you” has been several times asked in this or other form by foreign experts and colleagues. So what can we answer to that question? Indeed, in the beginning we addressed namely “grandees” in Holland and Germany. Nevertheless, how talented are the people in Russia!
The Look of the “Running” was forming step by step. Nadezhda has been working at the project day after day, over a period of over five months. Daily discussions of details by the phone, trips to Moscow every two weeks for meetings, trips to Gdansk, meetings with experts … It is simply surprising how strong is the creativity and will for victory with this little woman.
Let us leave our heroine Nadezhda for short while. Look at this picture. This is the version of design created by other designer – Nikolai Markelov before tender. Expressed domination of “Yin” strikes the eyes. Especially in comparison with elegant female’s look of the project by Nadezhda. Alas, the project by Nikolai Markov was rejected – try to mentally add to this picture ropes, boats, boat davits and other required equipment of the ship and chaos will appear – laconic lines of the project by Nikolai don’t allow eclectic intrusion of large number of details required for sailing ship.
Let’s return to Nadezhda. As majority of creative people she creates mainly at night. Both general proportions and every detail of the exterior are being developed. On pictures below – “evolution of the bowsprit”. We don’t know whether Darwin’s evolution theory is right, but in our project only successful solutions with no compromise passed natural selection with the General Manager.
It is well visible, below, how far partial solutions in the exterior principally change all perception of the project. Vertical cylindrical form of the conning tower is perceived as heavy, even aggressive, resembling something of military structures or submarine’s conning tower. Whereas elegant inclination in combination with panoramic glass-work harmonically combined with the look of the ship. However, how difficult was it later to implement this very “panoramic glass-work”. The “Running” is the child of its time, in many regards this project may be implemented only with technologies of the 21st century. In the given case – technology of manufacturing of multi-layers bended glasses in singular pieces.
Harmony of general proportions is also as important as developed details. At the very end of the project, designing correction of portholes’ lines was made. Look at pictures below – the result of the correction is obvious. Lines of stem post, inclination line and contraflexure of transom, correction of boards’ lines and other were developed in the same way.
Marine painter Aleksey Alpatov was consultant in general proportions of the project. We do not know whether it was by chance or as a natural result, but after working on our project a sudden rise of a creative star begun towards peaks of artistic Olympus. We wish you luck, Aleksey, and we express our tremendous gratitude!
At the same time office of Choren Design & Consulting in Gdansk at Amundsen street 5А is busy with work. They even work on Saturdays, even on the eve of Catholic Christmas – and this is the main holy day with Catholics – employees of the company stay at work till late hours. Designing of multiple systems of the ship move ahead. Within framework of this brochure it is not possible, dear reader, nor even approximately to describe the scope of designing works. Hull, topside, “General arrangement” system location, masts, ropes, sails, energy equipment, engine, exhaust and cooling systems, propulsion, variable pitch propeller, tanks, electrical equipment, hydraulic equipment, electronic equipment, vacuum system, fire fighting system, air conditioning… Everything has to be calculated, designed, checked and approved by classification society. Thousands of qualified man-hours. So, how can we, even very briefly, represent all this? For purpose of very general presentation we have placed icons of CAD files with technologies projects. And those files do not represent the complete list of them. Icons are not opening as the project is the property of the company; times now are proprietary, sorry. However, the icons give presentation of the entire scope of the project.
As, maybe, experts of sails have already noticed, rigging of our ship is barkentine. Square sails on the foremast and three jib sails, all are with hydraulic rollers; sails on the mainmast and the mizzen are slanting, boom of the rear triangular sail (brigantine) serve as additional device for cargo lifting. The sails on the mainmast and the mizzen, i.e. the middle and the rear ones, are managed not by rollers as it takes place on the foremast (the front mast) but by hydraulic capstans. Strong synthetic materials that are used now for sails manufacturing allow making slanting and triangular sails more effective in wide range of angles to wind than the square ones. Nevertheless, square sails provide larger thrust at relatively small angles to wind. Besides, square sails create a very beautiful silhouette.
Let us return to the design. As you know, in any affair it is more important to bring it to the end rather than to start it, preserve creative charge, oppose multiple “contras” during many months, sometimes even years. For this reason, slow and steady wins the race and not the person declaring intention to put his step on the road under PR bangs. Here was the need to bring to perfection samples of many various mechanisms and devices, to find principally new forms for the most brutal packages which didn’t change during several centuries. Sometimes it was necessary to find principally new form for “implementations” of the newest technologies.
Nadezhda finishes her work on the conning tower and the flybridge. In the same way as Aivasovsky was drawing sea, Shishkin – the nature and Rubens – portraits, industrial design is the powerful side of our heroine. Interior will be dealt by others.
Gdansk office was given task not to cede even millimeter of forms from created exterior model. Let us remind you, that design development did not touch the underwater part of the hull and it took into account requirements of designers regarding location of all packages, mechanisms, masts, ropes, distribution of weights etc. Nadezhda used a modern powerful program titled “CATIA”, and for this reason converting her design into drawings was not a super-task. However, serious efforts were required from Choren Design & Consulting Company for creating structural and hull (mould loft) documentation on basis of a virtual drawing. As the result of synthesis in labor of talented non-professionals in the area of ship design and talented professionals in the area of the design absolutely non-standard, yet virtual, sailing ship was born. Construction may be started.
The earlier ships were constructed starting from laying keel, then carcass was made, the carcass was covered with steel sheets…, and now, everything is strictly vice versa. Plasma plants controlled by computer with mold loft documentation incorporated into program cut steel sheets for making hull blanks with precision up to tenths of millimeter, these blanks are bended to meet form of hull’s element by rollers controlled by the same program.
Assembling of all this computerized-paper-free “Lego” takes place by the most ordinary way – by hands of laborious Polish welders. Slipways with exactly verified geometry, which are called tables in the language of the people, are initially installed for assembling the future ship sections.
Odys Company has been selected as contractor to manufacture the steel hull. It has modern production operating on the territory of Gdansk dockyard and thus renting a place beneath the sun. In due time Gdansk dockyard was one of the largest in the East Europe. Lekh Valensa, simple stiff and future father of Polish perestroika, worked at it heading “Solidarity” movement being out of duty. As the result of democratic changes cradle of Polish democracy – Gdansk dockyard – was sold against ridiculous money to anoverseas company. For some reason it didn’t receive orders promised to it orally and several thousands of Valensa colleagues mastered new perspective specialties of couriers, salesmen and pensioners. The dockyard in question is leased in portions, already not against ridiculous money, including to our contractor. However, you can't make omelet without breaking eggs. Maybe only “Skoda” in Check Republic managed to escape from similar destiny of other large production facilities located in former neighboring countries.
Our business is constructing ships. It is constructed by sections as it takes place with an aircraft. Every section is welded manually from ready elements on a slipway.
Sections are gradually “overgrown” with shell made of 8 m thick ship steel. Grey color of the metal means availability of special intermediate coating titled “shop primer”. Welding with gas gives more solid weld than electric welding. The process at all stages is controlled by classification society, including X-raying of welds.
Completed sections are turned over at the slipway by crane. Notion of “keel lying” doesn’t exist in the modern ship construction. Keel as such is included into sections by fragments. However, reinforcing element of keel will be welded along its all length after final assembling of sections. Ready sections are welded to each other on the slipway. As the result two large sections appear – fore and stern.
Culmination moment of the steel hull assembling arrives. Enormous floating crane lifts in turn fore and stern sections and places them together onto common slipway straight at the edge of the dockyard wharf. From this very place the hull will be set to sea. Accuracy in joining is incredible – error accumulated as the result of elements and sections assembling doesn’t exceed 1.5 millimeters - computers, certainly, bring damage to eyes but their usefulness is evident.
Meanwhile, 150 km away from Gdansk dockyard, in Russian Kaliningrad, former Koenigsberg, at dockyard of Baltic shipyard “Yantar” OJSC, former submarines’ construction factory of fascist Reichmarine, intense work aimed at manufacturing of aluminum masts, sailyards and topside goes on. For our ship – as young pioneer standing ready for parade: white top (aluminum masts, topside and sailyards) and black bottom (steel hull). Pioneers were also wearing shorts but we shall not take this into account. Lead ballast weighing two hundred fifty tons plays role of boots with a pioneer. It is located in the very bottom of the ship, as boots with a pioneer; however, as distinct from boots, it turns the ship into a roly-poly doll, whereas pioneers sometimes were taking horizontal position. (We mean sleep after lunch.)
Alpha GmbH Company from Berlin operated as contractor for manufacturing of aluminum structures, and was also “Yantar’s” representative in Germany. Accounting in Russia is organized in such a way that direct contract with “Yantar” would cost much more. So do not be surprised, my reader, we sell oil and wood abroad much cheaper than inside the country.
Shipwrights from Kaliningrad were constructing the topside for us, the Contract was delayed by 6 months and finally they did not succeed in construction completing. Stern topside was loaded onto barge for transportation in that very look. The rest was “do it yourself” set of pieces. We were not surprised as everything was as usual. But 6 months of delay also means change of seasons. Now laborious Polish workers will be compelled to work hard in winter assembling everything at piercing Baltic winds. Willing to be fair, let us mention that everything made at “Yantar” was done well.
Chief engineer of Baltic shipyard “Yantar” OJSC Denisov Gennady Stepanovich. However, this is gone. Let us note that at “Yantar” there were also people really interested in doing the job. For example, Gennady Stepanovich Denisov, Chief engineer. He wanted to construct the entire ship in Kaliningrad as for professional construction of modern sailing ship is both matter of honor and rating. Theoretically the same should be for the dockyard as well. But one soldier does not make a battle. We sincerely wish you, Gennady Stepanovich, success and health.
Giant floating crane in Gdansk lifts the completed hull and puts it into water and stops for a minute for the sake of a very important event.
Daughter of the General Designer, 16 year old Veronica Choren, brakes traditional bottle of champagne against the hull suspended at one meter distance from water. At that she pronounces approximately these words “Travel along seas and oceans glorifying your creators… I baptize you the “Running on Waves”. Later we asked Veronica whether she read homonymous story by A. Grin. No, she didn’t read; she didn’t even know about it. It is not the fact that this Russian writer was published in her country. The shareholders did not oppose traditions and in this way the ship got its name.
Meantime Moscow office is busy with completing. Main engine, propulsion system, generators, air conditioning, navigation… over a thousand items from tens of suppliers from all corners of the world. Moscow office is given a super-task – make the project profitable. Profitability for a cruise ship – ratio of its self-cost, current expenses and planned revenues from tickets sales.
We have only 45 passengers. And here we loose the game to mega-liners. There are two outcomes – either make tickets very expensive or “squeeze” discounts. There is ground for that – uniqueness of the project and advertising as consequence. Plus, professionalism of the general manager and charm of the assistant, plus recommendations from the General Designer, Zigmunt Choren – practically everyone knows him at the ship construction market.
Sometimes talents wander right nearby, it is only necessary to notice them. Office manager Xenya Chevkinova unexpectedly expressed commercial talent in search for suppliers and warm-hearted correspondence with them regarding prices optimization. Perhaps, she even overshadowed double-dyed maestros – the General Manager and his assistant.
For optimizing self-cost we act in the simplest way: companies – suppliers coming for negotiations on special discounts are welcomed, their competitors nailing colors to the mast – are stricken out from the list. This policy showed to be quite successful. For example, it was very interesting for us to learn about the “grandeur” of Caterpillar Company, about its “unshakable” ordering system through dealers. For this reason, the main engine and generators with us are by Volvo Penta, the brand higher in level. And thanks to direct negotiations with the manager of Volvo Penta department Marek Tunski, they are even cheaper. Thank you, Marek, and we wish success to your company in your well known regatta “Volvo Ocean Race”.
Interior design is a parallel task of the Moscow office. Once again a tender is announced, a contractor is selected on basis of the tender results – J. Kinder Company from Munich.
These sketches were made by J. Kinder – these are cabins of the first and the second classes. Alas, all his works were rejected as they don’t distinguish from hundreds of other standard yacht interiors by their philosophy. Unusual design of our project was under risk to be leveled up by interior arrangements pressed to shape. External glow of these pictures conceal, mainly, plastic and wood fiber board which would be well seen nearby. Besides, such interior was not acceptable according to fire fighting requirements of SOLAS convention for passenger vessels; it is fit only for private yachts where fire fighting requirements are significantly lower.
We had to separate with the Bavarian designer. Well away, long work at the market of standard yachts interiors supposes ready-made way of thinking, whereas we needed creativity. However, let us note that Joachim is talented person, this is questionless.
Sad stage of shuttle activity started when there was rush from one designer to another. There was no time to organize a new tender. Works were rejected one after another; shareholders’ money was thrown to wind. Finally, His Majesty Case has sent us this picture of project for re-equipping of a river steamer. As in the case with Nadezhda Stepchenko, it became evident from the first glance that we have found.
We managed to find a wonderful man, lecturer of Moscow State Art-Industrial University named after S.G.Stroganov, associate professor Zhukov Valentin Mikhailovich. Classic ship interiors were his hobby. What may be better if hobby coincides with work?
Valentin Mikhailovich in this way saw interior of the first class cabins. Practically there was nothing to find fault with, result was obtained – stylish and non-standard interior which we wanted.
This is the way of how our new hero saw the chief cabin of passengers. Very elegant, modern and, nevertheless, in classical proportions. Tabletop is made of artificial stone. Blue cover of the dance-floor is made of industrial linoleum. White panels of ceilings (or “top ceiling” in the sea language) are made of composite aluminum. Other materials are mainly natural.
In general valentine Zhukov excellently “blended” into the team. Works on the interior were continued with works on advertizing models, on site, proprietary style, … PR – style of the project in its visual part – work by Valentin Zhukov. Beautiful picture, isn’t it? What else would you like, since Stroganov is no more school, now it is University.
The second class was under preoccupation of the General manager and developer-designer of Moscow office Dmitry Mikhanoshin. This was done not because they were much willing to do it – under conditions of time force-majeure there was no other outcome. They succeeded not bad, by the way.
The second class was under preoccupation of the General manager and developer-designer of Moscow office Dmitry Mikhanoshin. This was done not because they were much willing to do it – under conditions of time force-majeure there was no other outcome. They succeeded not bad, by the way.
Meanwhile barge arrives to Gdansk from Kaliningrad carrying masts and topside details in the style “complete doing it yourself”. We would be forced to complete work of others. It is horrible to even think how much will cost to taxpayers of Russia similar “additional works” at guided-missile frigates and so on, which is wanted by the government to be assigned to our semi-dead “Yantars”. Why they don’t want to pay taxes in Russia?
A headache arose with head of the General Contractor Zigmunt Choren. So, how to assemble “do it yourself” puzzling set which arrived from “Yantar”, hundreds of details, what to be welded to what in this three-dimensional Lego, how to unscramble all this, how to find time for doing this? And right here, as it should be in a fairytale, MIlko - a nice Polish guy – appeared, but to say the truth, he didn’t arrive, he was already there as welders’ gangman, he sat thinking with the drawings and said – I can assemble it. And he really assembled. Here they are, nice guys, the salt of the earth. No deal may survive without them!
Interesting picture fixed how the conning tower was mounted onto the vessel. Structure of the conning tower stays much closer to lens system but due to two-dimension feature of the picture it seams that huge conning tower is suspended above small ship. Later five luxurious cabins of the first class will be located in it.
Ship hull, in fact, is large floater divided by bulkheads with impermeable (sluice) doors for greater reliability. Have you seen “Titanic” movie? Do you remember bulkheads…? From those ancient times bulkheads come to the very top of hull, besides, hull jacket below design waterline is double. And how to insert large size-equipment into float-hull? Very simple – cut a hatch in the deck and then weld it tightly.
Here it is, large-size equipment, it is already installed in the hold. In the given case this is system for biological treatment of effluent waters.
And here “regular-size equipment” means ready toilets; they are loaded into the tweendeck. On the right – sluice door, mentioned above, in the bulkhead. Tweendeck is fully located above the waterline. In “Titanic” something similar to sluice doors was established below design waterline.
Issue of hydraulic ramp to be used for “descent” of divers and drooping into water for snorkeling was solved in a simple and economic way. Reinforcing elements were welded in transom piece of the ready hull, then ramp was simply cut out from the hull and then hinges and hydraulic cylinders were welded onto the ramp. Seal assembly and teakwood jacket will be made later.