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30.11.09 12:56
Reports at traditional scientific-technical conference in memorian of professor P.Ph. Papkovych were made in CRI named for acad. A.N. Krylov

Traditional scientific-technical conference of naval structural mechanics dedicated to the memory of professor P. Ph. Papkovych was completed.
Conference was held on September 26,27, 2009 in St. Petersburg and was organized by CRI and Central management of Russian Scientific-technical of shipbuilders' society named for acad. A.N. Krylov (Oleg Paliy, Sc. Dr., Prof., is a head of organising committee; and Eugeniy Shishenin, Ph.D., Associated Prof. is a scientific department secretary)).
50 reports about actual problems of designing/construction and strength of vessels and marine/sea structure were listened in total. 70 leading specialists from researching institutes, universities, designing organizations and students of shipbuilding universities participated in the conference.
Geography of participators traditionally included almost all former USSR - St. Petersburg, Moscow, Vladivostok, Odessa, Nizhny Novgorod, Kaliningrad, Murmansk, Nakhodka and other shipbuilding and port cities.
Marine Engineering Bureau with colleagues from shipping companies made 7 reports at the conference:
1. The analysis of external conditions of operation of courts the mixed navigation for "northern" delivery. Authors: ┼gorov G.V., Tonyuk V.I. (Marine Engineering Bureau).
2. Selection of basic parameters of vessel's hulls of mixed navigation for "northern" delivery. Authors: ┼gorov G.V., (Marine Engineering Bureau).
3. Requirements to hulls of tankers for port and road bunkering. Authors: ┼gorov G.V., Ilnytskiy I.A. (Marine Engineering Bureau).
4. The design of integrated barge-tug combination for the European part of internal waterways of Russia. Authors: ┼gorov G.V., Ilnytskiy I.A. (Marine Engineering Bureau), Isupov Yu.I. (Palmali group).
5. Experience of dimensional modernization of the timber carrier "Pavlin Vinogradov" type. Authors: ┼gorov G.V., Ilnytskiy I.A. (Marine Engineering Bureau), Izbitskiy V.A. (Northern marine shipping company).
6. Features of design of railway ferries for Black Sea. Authors: ┼gorov G.V., Avtutov N.V., Chernikov D.M. (Marine Engineering Bureau).
7. About calculation of transversal bending of dock type vessels. Authors: Butenko H. Ph., Davydov I.Ph., Kozlyakov V.V., Solovyev A.A. (Marine Engineering Bureau).
The greatest interest and discussion were caused by first and second reports about approaches of designing of river-sea going vessels for "northern" delivery:
• class notation M-SP 3.5 was chosen in accordance with supposed approach of transportation and valuation of possible loss because of demurrage of weather waiting. This class notation allows to operate vessels in conditions of sea voyage through Northern seaway from Taimyr Peninsula and Chukchi Peninsula during July-September;
• ice category Ice 40 (certain equivalent of LU1 category) was assigned in accordance with gained working experience of OJSC "Lena united river shipping company" to provide safe return voyage after carrying out of "northern" delivery to base;
• due to increase of section's height (usage increased continuous superstructure constructions, increased cargo capacity and decreased expense in Russian ports during providing enough longitudinal strength for selected class without increasing of thickness of overwhelming majority of construction in comparison with minimum thicknesses due to RRR requirements);
• - using of longitudinal framing system for deck, sides and bottom in the middle part with increased transverse frame spacing and decreased longitudinal frame spacing provided better participation of hull plate into overall bending and perception of local loadings during mooring, passing through canals and locks, saving acceptable appearance;
• saving minimum thicknesses of decks and plating provided minimization of steel hull's mass, rational combination of elements of main and web framings provided local strength and stiffness;
• setting (when possible) same thickness of plating, beam walls of web and dummy framing provided equal tear endurance;
• sides' constructions were designed for operational loadings, most part of which are still considered as "non-project" (contacts with hydraulic constructions, soil etc.);
• to increase actual fatigue endurance "smooth" constructions of belts of main hull girder with minimum amount of technological cuttings, set-on flange etc. were designed, rational using of intersection nodes of framing and gradual change of square of longitudinal hull framing along the lenghtg.
Dry-cargo vessels of "northern" delivery are assigned for transportations general, bulk and large-sized cargoes and containers. Vessels can transport dangerous goods of 1.4S, 2, 3, 4, 5, 6.1, 9 classes after additional re-equipment.
Oil carriers are assigned for transportation of 3 sorts of oil simultaneously without flash point restrictions and also some other liquid cargoes (mineral oils etc.) in rivers and coast sea regions.
Overall length 130-140 m can be recommended for vessel with mixed "Lena" class basing on analysis of voyage conditions, at that lower length value provides opportunity of being operated at all berth of the region and passing through all "narrow" places.
Overall breadth of the vessel can be determined within range 17.3-22.8 m, at that determination of higher value will provide troubles for building at Russian shipyards.
Above-water vessel's dimension can be less than or equal to 13.2 m.
Working range of draught of "Lena" class vessel is of 2.00-3.50 m. It is economically unwisely to design river-sea going vessel for operating with draught less than 2.0 m. It is necessary to mark that there is long-continued period of spring flood of Lena river.
1. Selection of main elements of river-sea going vessels of "northern" delivery differs from similar actions for river-sea going vessels of European part.
2. Overall dimensions of the vessel are limited by characteristics of operational/vessel's way (rounded radius, breadth).
3. Cargo lifting capacity of the vessels with designed draught of 2.5 must be similar to cargo lifting capacity of one railway train consisting of 50 wagons (3000 tons of cargo).
4. Autonomy is no less than 15 days (25 days of fuel autonomy).
5. Sailing region class must provide passing between river mouths on Northern sea way.
6. Ice category of river-sea going vessel is necessary for providing of sailing back to the bases.