News of our company

From 21st till 23d of May, 2014 the international scientific and technical conference "Up-to-date Technologies of Design, Construction, Operation and Repairing of Vessels, Marine Technics and Engineering Facilities" was held in admiral Makarov National University of Shipbuilding (NUS, former Nikolaev Shipbuilding Institute) in Nikolaev.
 
Totally 69 reports have been made.
 
The plenary meeting was opened by the report of the oldest Marine Engineering Bureau worker, namely Prof., Dr. Sc., Vitaliy V. Kozlyakov. His report was "About present condition and development directions for general strength criteria of marine cargo vessels". In the report it was fulfilled comparison of Rules' requirements of different Classification Societies for last 100 years concerning section modulus of hull equivalent girder for real modern vessels 100-400 loa, built from steel with different strength characteristics.
 
The second report was made by general director of Marine Engineering Bureau, Prof., Dr. Sc., Gennadiy V. Egorov and by Bureu technical director Valeriy I. Tonyuk; report's name was "Problems of native river tanker fleet".
 
In the report it was shown, that for the biggest part of native river and river-sea tankers' shipowners the date of 01.01.2015 means termination of operation for soviet built tankers.
 
Paradoxicality of this situation is in the fact that it was formed International law (MARPOL) from the one side and Russian requirements (Technical Regulation) from the other side. International requirement means prohibition set by International MARPOL Convention of "single hull" tankers usage for marine transportation of heavy grade oil (s.g. > 0.9). Russian national requirement means prohibition set by Technical Regulation of "single hull" tankers usage for river transportation of any dangerous cargoes (including light oils and oil products).
 
"Technical Regulation Concerning Safety of Inland Water Transport Objects" was approved by RF Government by Decree No. 623 dated 12.08.2010; it came into force on 23.02.2012. In accordance with the paragraph 108c of this Regulation, all the tankers (except berth-connected ones) would have double bottom and double sides along whole breadth and height of cargo tanks; otherwise cargo tanks should be of independent type. All the tankers that don't meet this requirement will have no possibility to operate after 31.12.2014.
 
Shipowners tell that this problem would affect about 700 self-propelled vessels and 900 non-self-propelled barges. The most part of such vessels should be removed of operation. Same time one may take into consideration that some cargoes would not be able to be delivered to customers by other kinds of transport or by other "double-hull" vessels; the biggest part of shipowners has neither own funds nor sufficient deposit property to get credit.
 
From the other side, replenishment of such vessels' fleet takes place yet now. At XXI century about 100 vessels and 20 barges on new projects were built; all objects fully meet present ecological requirements. Moreover, new projects construction is carried out by-series at Kranoe Sormovo Shipyard (Nizhniy Novgorod), Oka Shipyard (Navashino), Brothers Nobel Shipyard (Rybinsk), Zelenodolsk Shipyard named for A.M. Gorkiy, Lotos Shipyard (Astrakhan), Kostroma Shipyard, Don Kassens Shipyard (Aksakay), Kherson Shipyard. Yaroslavl Shipyard and Sosnovka Shipyard started to build not big tankers. Practically all the shipyards, including leaders are able to take new building orders even for 2014. So shipbuilders are highly interested in shipyards' work-load and in keeping vessels construction rates (it is impossible without new orders).
 
Thus, it is marked in the report, we can see a high probability of appearance of delivery problems for social important cargoes (fuel oil, crude oil) in the different regions. Conflict of interests between shipping companies and shipbuilding industry is a background of mentioned problem.
 
Marine engineering Bureau actively participates in the Conference workout; nine reports were submitted to shipbuilding society concerning most actual scientific and practical problems of native shipbuilding and shipping.
 
1. Characteristics' analyze for existence Black Sea ferryboats (G.V. Egorov, D.V. Chernikov and A.G. Egorov are authors).
 
There are more than 10 ferryboat companies acting at the Black Sea and several types of ferry transportation. Maximal specific weight has cargo transportation of automobiles, railway wagons and containers by train or automobile ferryboats. The next transportation type due to its capacity is transportation of heavy-load trucks (TIR), passenger cars and a small amount of passengers (100-200 people). As a rule passengers at such lines are drivers of automobiles and cargo attendants. Thus, these ferryboats have passenger class but have no expand passenger complex but only minimal passenger service. As usually there are 40 - 100 standard double cabins, bar, buffet restaurant, shop.
 
As for 01.12.2013 data, the mean age of the marine ferryboats operated on Black Sea lines is of 28 years. Standard operating term of these vessels is of 25-35 years while the maximal operational term is of 35-40 years. Thus, practically all Black Sea ferryboats (35 ones) should be decommissioned during nearest 5-10 years.
 
2. Main particulars validation for "Lena Max" type vessels (G.V. Egorov and E.Yu. Durnev are authors).
 
Detailed analyze of vessels' operational conditions for Lena River was carried out in order to provide maximal usage of way dimensions when solving outer design problem for river-sea "northern delivery" vessels.
 
It is shown that mostly perspective such vessel should be a mixed river-sea going vessel fully using dimensions of Lena River fairway from Osetrovo port till Tiksi port (including season draughts alternation from 2.00 till 3.50 m). Also such vessel should have maximal (from running ability point of view) block coefficient, enhanced cargo capacity keeping available minimal vessel's depth, enhanced manoeuvrability in the constrained conditions and shallow water due to full-turn rudder propeller usage; reasonable operational reliability of hull constructions with simultaneously optimal steel intensity.
 
3. Principles of river ferryboat design for North Russia (G.V. Egorov, V.I. Tonyuk and A.G. Egorov are authors).
 
In the report there are recommended for building:
 
• cargo-passenger vessel with capacity of about 200 people plus 2 car trains; vessel is equipped with fore and aft ramps. Vessel has Ice 40 category; she is intended to operate at river crossing up to 3 km length (RPF14 prj.);
• passenger vessel with capacity of 250 people and Ice 40 category (PV16 prj.);
• cargo-passenger vessel with capacity up to 50 people plus 1 car train (50 t capacity); vessel is equipped with fore ramp. Vessel has Ice 40 category; she is intended to operate at river crossing with voyage duration up to 2 hours (RPF15 prj.).
 
4. Estimation of weight loading for cargo river-sea vessels at the preliminary design stage (A.G. Egorov is an author).
 
In the report analyze of weight loading for up-to-date new generation of dry cargo and tanker river-sea vessels are carried out. Modules and weight indexes for by-item definition of hull's weight for the 1st assumption at the initial design stage are introduced. Steel consumption structural analyze is carried out.
 
5. Estimation of residual overall strength of river-sea tanker (V.A. Nilva is an author).
 
In the report simulation models for hull damages of river-sea tanker are presented such as a simplified method of accounting the loss of the part of longitudinal hull members.
 
6. AutodeskInventor usage for of hull members design (A.V. Demkovich and I.N. Boyko are authors).
 
7. Approximate analytical method of general transverse bending computation for single-hold dock-type vessels (N.V. Butenko is an author).