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27.12.11 22:04
Traditional technical-science conference of naval structural mechanics dedicated to the memory of academic Yu.A. Shimanskiy completed

Conference took place in St.Petersburg on 20-21.12.2011 and was organized by CNII named for academic A.N.Krylov and by Central branch of Russian Technical-Science Shipbuilders Society named for academic A.N.Krylov (Sc.Dr., Professor Oleg Paliy is a head of organizing committee; Ph.D., Associate Professor Evgeniy Shishenin is a Scientific Secretary.
60 reports concerning actual problems of designing/construction and strength of vessels and marine/sea structure were listened in total. 80 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, Kherson, Komsomolsk-na-Amure and other shipbuilding and port cities.
Marine Engineering Bureau made 11 reports at the conference.
Problems of new generations vessels design were described in the following reports:
1. Principles of designing of hull of cruise passenger vessels for the European part of inland warerway of Russia (authors: G.V.Egorov, I.A.Ilnitskiy, Ya.V. Kalugin). In the report considered three are concept modern river cruise passenger vessels (CPS) for the European part of inland waterway of Russia:
• CPS with passengers capacity of 250-300 person for long cruise lines Moscow - Astrakhan, Moscow - St.-Petersburg with transitions on the Ladoga and Onega lakes and Moscow - Rostov-on-Don with pass by the Volga-Don ship canal;
• CPS with passengers capacity 200-250 person for long cruise lines Moscow - Astrakhan and Moscow - Rostov-on-Don with pass by the Volga-Don channel, on water basins and areas of the category "O"
• CPS with passengers capacity 100-150 person for cruise lines Moscow - Great Novgorod with crossing on the Ladoga and Onega lakes, the shallow rivers of the Volga pool.
Common point for all concepts are active using of module type creating of vessel's living quarters inner space. Divided vertical zones paradigm for arrangement of living and common compartments is used for all concepts. Restaurants, saloons and bars are placed in vertical zones separate from living quarters. Compartments where noise may be produced aren't placed above passenger and crew cabins. There are balcony in the cabins.
Variant 2 has to be marked particularly. Variant 2 foresees separate living section and power section. During winter living section may be used as floating hotel connected to the shore power source while the same time power station may be under inter-navigation repair and maintenance.
2. Features of new generation of the mixed navigation vessels and ITB for transportation of oil cargoes (authors: G.V.Egorov, I.A.Ilnitskiy, V.I Tonyuk).
Recommendations for building of mixed river-sea RST27 prj. tankers of "Volgo-Don" class (RS class notation R2) are formulated. Recommendations concern idea of using "fat" hull forms (2010 concept carried out during Scientific-Investigation Work for Federal purpose plan on civil maritime technics development).
3. Designing of dry-cargo ships' hulls of "estuary" type with low air draft (authors: G.V.Egorov, I.A.Ilnitskiy, N.V Avtutov).
Features of designing of hull of ships which operation is provided by internal waterways of Russia, including Volga-Don ship canal (VDSC), the Volga-Baltic channel, in Sea of Azov up to port Caucasus and in Gulf of Finland are considered. Pass under the Neva bridges in the Saint Petersburg and under the Rostov railway bridge (Rostov-on-Don) is supposed to be carried out without their distributing (the maximum air draft during passing under bridges is 5.4 m).
4. Features of hull design of new generation multipurpose salvage vessels (authors: G.V.Egorov, I.A.Ilnitskiy, N.V Avtutov).
Results of the basic studies, theoretical and the experimental researches which have served by a basis for creation of hulls of multipurpose salvage vessels (MSV) of new generation are submitted. It is shown, that wider spectrum of works MSV in comparison with the specialized ice breakers essentially changes the approach to a choice of the hull form. Salvage ships, first of all, should work according to the basic purpose and in addition for performance of icebreaking operations, so traditional icebreaking type hull form cannot be recommended for them. The most preferable is the compromise variant of hull forms providing the required level of performance of a vessel both in ice conditions and clean waters.
5. Principles of creation of multifunctional service ships and vessels of technical fleet for ports and internal waterways. (authors: G.V.Egorov, N.V Avtutov, D.V.Chernikov).
Principles of creation of universal platforms (multifunctional service-auxiliary ships), intended, besides the basic travel line tasks of a buoy-laying vessel, for additional, such as oil spill response, sounding functions, transportation of pilots and cargoes, etc. are considered.
The following reports described problems concerning safety investigation, risks estimation and analyze of the biggest salvage operations participated by Marine Engineering Bureau ERS group:
6. The complex approach to survivability of the ship in view of strength requirements on the example of the tanker "Grigoriy Bugrov" salvaging (authors: G.V.Egorov, O.A.Vorona, V.A.Cherniy).
The complex approach to survivability of the ship is considered on the example of the tanker "Grigoriy Bugrov" salvaging. The tanker received five damages of bottom shell at PS on the length of 96 m and 3000 t of outside water flooded into hull. The salvage operations were very hard because of presence of 6138 ton of cargo and 80 ton of stores onboard. Results of the salvage operation are as follows: the crew has no harms, cargo spill was avoided, and the ship is rescued.
7. Formalized safety estimation of inland and mixed river-sea navigation vessels (author: A.G.Egorov).
8. Reliability and safety research of existing river cruise passenger vessels (authors: G.V.Egorov, A.G.Egorov).
The analysis of failures with hulls of native river cruise passenger vessels (CPV) occurred since 1983 till August 2011 is executed.
Steady growth of breakdown for vessels older than 20 years with peak of disasters for 25-30 years old ones are observed. It should be noted that there is a slight increase of accidents number beginning from 2000, especially after 2007.
For all consequences levels the distribution of accidents type is as follows: about 50% for mechanisms damages, 18% for fires and explosions, 18% for equipment fails, about 12 % for hull damages and only 5% (and even less for casualties) for flooding and capsizing. Conditional hazards distribution looks very interesting. Three from four flooding or stability fail accidents lead to CPS loss. Every tenth vessel with hull damage became loss. No accident event was fixed when vessel became loss due to equipment or mechanisms fail or fires and explosions.
Taking into consideration number of CPS under operation (about 140), frequency of CPS wreckages during 1983-2011 reaches about 1 per 1000 vessels per 1 year; that corresponds to average world-wide level. Short-term and mean-term solution of a problem due to CPS sufficient reliability and safety providing while keeping reasonable efficiency level is possible at system approach usage on all stages of CPS life cycle.
The cardinal long-term solution of the pointed problem requires building of new CPS fleet.
The following arrangement prohibitions may be marked within passenger vessels' design from such points of view as navigation safety and ecology. The prohibitions are as follows: for placing opening with covers (illuminators) within boundaries of the main watertight hull; for non-symmetrical (due to breadth) stores arrangement, that can lead to list during vessel's operation; for arrangement of oil tanks (fuel oil, lub. oil, oily waters) adjacent to outside water.
9. Strength providing during simultaneous rising of sank floating dock and vessel (authors: G.V.Egorov, I.V.Baranov, R.V.Shulevskiy, A.E.Nilva, A.A.Solov'yev).
On September 8, 2011 at Ilychevsk Ship Repairing Yard simultaneous lifting operation of sunk double-wall steel floating dock No. 154 (length of 225.4 m, width of 45 m, top deck height of 18.05 m, height of pontoons of 5.75 m, dock light weight of 8224 tons) and tanker "Volgoneft-263" (length of 132.6 m, width of 16.5 m, depth of 5.5 m, light weight of 1700 tons) from depth of 17 m was successfully completed. It was taking into consideration that during lifting operations there was a real danger of dock's breakage, special attention has been given to ensuring of dock's strength.
Dock's strength and stability were checked by Emergency Response Service group from Marine engineering Bureau. For the operative control of dock's strength experts of the Bureau and Shipyard have manufactured and placed mechanical tensometers (with one-rev indicator) onto dock's top-deck.
Actual vessel's strength problems were described in the following reports:
10. Fatigue damages analyze for deck support constructions of pipe-line of tanker.
11. Strength analysis of tanker hull cargo part in concordance with Common Structural Rules (authors: G.V.Egorov, A.A.Solov'yev, N.F.Butenko).