Delivery and operation of surface and underwater transport concrete ships and the introduction of regulatory and project developments concerning the transport concrete shipbuilding in the adjacent construction areas.

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Москва,+7(916)1185830
www.plavbeton.com
№ 08/09-01 dd 08.09.2017
INNOVATIVE PROJECT, STARTUP:
- engineering;
- water transport;
- new industrial materials and technologies;
- new building materials and construction technologies.
Summary of the investment project: CONCRETE SHIPBUILDING
Date of the Investment project: the July 2016
The author of the investment project: Vladimir V.Tsyrlin, Project Manager
Contacts: +7(916)1185830, plavbeton@gmail.com
The investment project has been prepared on base of cutting edge concrete
ship-building technology used with the company PLAVBETON Lld., Moscow RU. It
allows the company to build transport concrete ships without restrictions of ship
dimensions and practically on unequipped shore. This way the delivery is carried out
according as follows:
"PRODUCTION MOBILIZATION → THE SHIP CONSTRUCTION → PRODUCTION DEMOBILIZATION"
In the project a combination of ultramodern construction materials and
construction technologies is realized in a particular manner on the base of concrete
shipbuilding in a new form and on new terms to deliver the almost forgotten product
- a reinforced concrete ship, but in the new capacity - a transport concrete ship. In so
doing her quality and more than moderate price for maritime transport market to be
head and shoulders above what is being offered now. Furthermore the additional
target is to convert high technologies optimally into the extremely simplified
production process - "made in garage". As a whole this makes this investment unique.

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A BRIEF OVERVIEW OF THE LLC PLAVBETON, MOSCOW, RU.
The main activity of the company "PLAVBETON" is the design, construction and repair of
reinforced concrete ships.
The production of LLC "PLAVBETON " is based on the method of ship construction outside of
the specialized constructional site (fabrication and launching of large blocks of reinforced concrete
hull structures and then assembly a concrete hull afloat with these big-blocks), see figure 1.
Fig. 1. The spraying of vertical concrete ship structures, a launching of a big building block of 400 tn,
an assembling junction of a reinforced concrete pontoon.
In other words, the manufacture of concrete vessels and floating objects of any size are maid
in almost any place on unequipped shore and at minimum cost of production getting ready,
production and low energy costs (it needs only 200kVt for building a ship of any size and any hull
shape). Work is carried out on the basis of production capacities of a small enterprise (staff has
experience for the production of concrete pontoons 96,0х16,0х4,0m with a wide deck opening, see
figure 1).
Thus, now PLAVBETON offers the followings:
• reinforced concrete pontoons of vary appointments, such as oil floating storage tanks,
gravity platforms and pontoons, jetties, a helipad pontoons, floating or gravitational
refinery unit for diesel fuel, etc.;
• concrete homes on the water;
• reinforced concrete floating docks.
• strengthening old steel ships with reinforced concrete, including steel floating docks;
• design, construction and repair of hydraulic structures, primarily on the base of arrays-
giants.

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THE INVESTMENT PROJECT: CONCRETE SHIPBUILDING.
ESSENCE OF THE PROJECT: delivery and operation of surface and underwater transport
concrete ships and the introduction of regulatory and project developments concerning the
transport concrete shipbuilding in the adjacent construction areas.
THE PROJECT IDEA.
Until the mid 50-ies of the last century, despite the greater mass of reinforced concrete hull
of ships (for example, the thickness of concrete slabs of shell plating of reinforced concrete cargo
ships were more than 500 mm), their economic efficiency at that time was, according to some,
nothing less than steel ship economic efficiency if there are the same ship tonnage, appointments
and class of a Register. However with the end of world war II surplus tonnage in Maritime transport
stopped construction of transport reinforced concrete ships and this situation for a number of
reasons persists for more than half a century.
Nowdays there is exist of objective circumstances to turn to the subject of transport
concrete shipbuilding up to a completely new level which is due to the following:
1) the emergence of new structural materials, such as composite concrete, polymer
composite materials, light nanomodified concrete, etc.;
2) rapid development of modern efficient technologies of concrete construction and
accordingly shipbuilding works;
3) more and more active applications of numerical methods of calculation in the design of
reinforced concrete and concrete structures.
In the project a combination of ultramodern construction materials and construction
technologies is realized in a particular manner on the base of concrete shipbuilding in a new form
and on new terms to deliver the almost forgotten product - a reinforced concrete ship, but in the
new capacity - a transport concrete ship. In so doing her quality and more than moderate price for
maritime transport market to be head and shoulders above what is being offered now. Furthermore
the additional target is to convert high technologies optimally into the extremely simplified
production process - "made in garage". As a whole this makes this investment unique.
Thus, concrete shipbuilding is a high-tech production, although at the first glance it may
seem not so complicated and quite obvious. Indeed, from the economic point of view, the
advantages of a concrete ship in front of a steel ship are determined by well known circumstances:
a) low cost of concrete ship manufacture is approximately 15 - 20% less than market price
of similar steel ship;
b) due to the high corrosion resistance of concrete ship hull additional profit is generated,
about 15 - 20% of the cost of a new concrete ship during steel ship regulatory service life
(about 30 years).
In opposite of a steel ship the standard operation time of a concrete ship may be not less
than 100 years. This way the total savings from a concrete ship operation will be 150 - 250% of the
initial value of the ship price.

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Little needs to be done: in order to concrete ships are guaranteed to replace a steel ships on
markets of shipbuilding and water transport just enough to ensure a cargo capacity of a concrete
ship not less than the cargo capacity of a similar steel ship. It follows that a hull mass a transport
concrete ship must be at least comparable to the mass hull of a steel ship.

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PROFITABILITY OF THE PROJECT.
The main technical purpose of the project is to minimize the hull mass of a concrete ship.
There are the following capabilities which are complemented each other:
A. The usage of composite concrete;
B. The usage of composite materials for hull structures and superstructures of concrete
ships;
C. The strength analysis of concrete ships on the base of non-linear analysis ТDK of
concrete ship structures;
D. Optimization of ship structures made of composite concrete:
• on the strength;
• on the thermal conductivity.
E. Optimization of the hull structure of a concrete ship on the base of modern building
technologies.
F. Application of new technologies for the construction of a concrete ships based on
modern construction tools and equipment;
G. Providing the current level of organization for manufacturing and operation of concrete
ships .
All above are associated, first of all, with the R&D of composite concrete for shipbuilding.
C-concrete.
Composite concrete (c-concrete) – this is the general name we apply for a certain type of
concrete. C-concrete is a concrete matrix of dispersed reinforcement concrete as by itself and as a
structural material and in combination with any sort of other reinforcement, e.g., a hybrid
dispersion, composite, steel or a combination reinforcement.
Additive concrete matrix, waterproofing is not below W20, frost resistance is not less than
F1000, high sulphate resistance and corrosion resistance, as followings:
• High Strength Lightweight Concrete (HSLWC), density: 1,6 t/m3, compressive strength is
80 - 100 MPa, the flexural tensile strength is 10 - 15 MPa;
• Ultra-High Performance fibre Reinforced Concrete (UHPFRC), density of 2.4 - 2.6 t/m3,
the compressive strength is 190 – 200 MPa, the flexural tensile strength is 15 - 20 MPa.
HSLWC is designed mainly for surface concrete ships and other floating concrete structures
(the first of all for arctic navigation). In the composition of the HSLWC is used particular light-weight
aggregates - a high strength modified ash expanded clay (HSAEC) for structural concrete. Production
technology of HSAEC has been developed in the framework of the present project. Advantage
HSAEC is closed porosity, which provides, on the one hand, the production of high-tech self-
compacting concrete mixtures with very low water-cement ratio, and on the other hand, allowes, in
combination with high mobility of concrete, mix pumping of concrete pumps large amount of VLB in
its mechanized laying.

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UHPFRC – powder-activated concrete, intended for the manufacture of critical structures of
surface concrete ships and for manufacturing of concrete strength hulls of transport submarines.
It is important that the supply of HSLWC and UHPFRC is in the form of a fully prepared, dry
concrete mix in bags, which makes it easy delivery of any lots (including delivery with helicopters),
as well as minimal expenses of time and money in the preparation of the concrete mix on the site
(slipway).
HSLWC and UHPFRC, in any case, are the fiber-reinforced concrete. The area under the σ/ε-
tension diagram of fiber reinforced concrete is significantly larger than the area under the σ/ε-
tension diagram of common concrete. This is reflecting a significant difference in energy required to
fracture the material (dozens of times). It must be borne in mind that the σ/ε-diagram of the tensile
strength and σ/ε-tension diagram of flexural tensile strength of the same fiber-reinforced concrete
are different.
In General, physical properties of dispersed-reinforced concrete compared with the simple
physical properties of concrete are characterized by the following factors:
• the high tensile strength of material in comparison with common concrete;
• in combination with rebar at the stretched condition the material effectively distributes
the load on the rebar which further increases the effect of rebar usage, compared to
conventional reinforced concrete;
• the nonlinear behavior of as the material itself and the adhesion of the material with
fiber reinforcement and rebar.
It follows that the key to reduction of hull weight of ship through the use of composite
concrete is, the first, to increase the strength of fiber reinforced concrete under axial tension, and
secondly, in order to increase the adhesion between the concrete matrix and fiber through the use
of appropriate adhesive compounds (two types: on the base of nano and chemical substances).
Besides that essential requirement is to ensure the fire resistance of composite concrete for marine
structures.
Further in contrast to the term "a reinforced concrete ship" of any classification society, we
apply the term "a concrete ship" - the ship made of c-concrete the effective mechanical properties
of which take under consideration for strength analysis of concrete ships on the base of non-linear
analysis ТDK of concrete ship structures.
Polymer composite materials for concrete ships.
As the cost of a concrete ship hull is less than the cost of the steel hull of the ship, that saved
funds can be spent on the purchase of polymer composite structural elements of the hull design of
the concrete vessel. In particular, to transport concrete vessel establishes the following polymer
composite ship construction:
• superstructures of the ship.
• internal bulkheads;
• decks;
• tanks, including cargo tanks;
• ship framing of a concrete ship, etc.

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Largely polymer composite ship constructions already approved of a classification society.
Strength analysis of concrete ships.
Due to nonlinear behavior of a a concrete-matrix, composite materials and contacts,
behavior of c-concrete under load is also of nonlinear nature. This is ultimately dictates the
necessity of resorting to numerical methods of nonlinear analysis ТDK of hull structures of concrete
ships. Besides both c-concrete material and, therefore, its constructive embodiment for concrete
ships in many respects are in conflict with the Rules of a classification society. Therefore, when
designing concrete ships a naval architect must abandon the analytical method of strength analysis
of reinforced concrete ship following the Rules of a classification society as the primary method of
strength analysis of concrete ships, replacing it with an alternative, for example, a numerical
method of strength analysis of ТDK of concrete ship. Mathematical modeling of the behavior of
both the concrete material and its adhesion to the fibre and rebar poses a significant challenge
related to the concept of high technology.
Today strength analysis of concrete ships can be carried out in three simulations:
1) tributary area concept used of FE model;
2) method of formalization (linearization) of the results of experimental works for
determining effective mechanical properties of c-concrete used in FE model;
3) method the mechanics of heterogeneous media with multi-layered inclusions.
Moreover reinforcing steel bar for reinforced concrete fully corresponds to the physical
properties of steel, existing steel technologies, the physics of its interaction with concrete.
However, if you apply not steel, but, for example, the polymer composite, in this case the
reinforcing bar cannot be considered as optimal shape of the material for concrete reinforcement.
Thus, the shape of the material for optimal reinforcement concrete, largely depends on its physical
properties. Meanwhile effective mechanical properties of a polymer composite are rather
subjective, i.e. plenty of shapes of composite reinforcement may be created by a great many. Thus
it needs a tool for optimization of composite concrete:
a) the strength analysis of concrete ship structures;
b) the optimum reinforcement of c-concrete slabs;
c) the thermal conductivity simulation of heat distribution of concrete composite slabs in
accordance with the requirements of fire-fighting structures.
Modern construction technology of concrete ship.
The building of the required ships is often limited by the lack of the necessary shipbuilding
facilities, the construction of which required huge funds, and most importantly – time, which, as
always, is no. At the same time, already now there are not doubt of the availability unlimited
capacity for building of concrete ships of any hull shape, as production of them does not require
shipyard of the usual sense, see for example section A Brief Overview of LLC "PLAVBETON ",
Moscow, Ru.

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CALS of concrete ships.
The company "PLAVBETON", basing the production on the now almost forgotten
technologies ship-assembly yards. Therefore, research, scientific, design, installation and
construction works are made, for the most part, by the contracting organizations qualified and
certified of a classification society.
In this regard, starting from the earliest stages R&D there is CALS of concrete ships, to:
• management of small businesses for large, complex, diverse, knowledge-based and
distributed production;
• reduce production and operating costs (average of 5 – 10%);
• facilitate certification of the manufacturer, its production and production of transport
concrete ships;
• elimination of transaction costs (their volume, in some cases, can reach 50% of the
costs);
• oversee the operation of the concrete vessel, etc.
Best Regards,
Vladimir M.Tsyrlin,
+7(916)1185830
plavbeton@gmail.com