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01.10.14 18:38
Bureau Reports at the scientific-technical Conference "Black Sea 2014"

The 12th International Conference on Marine Sciences and Technologies "Black Sea 2014" was held in Varna (Bulgaria) on 25-26th of September, 2014. This Conference takes place every 2 year; it is organized by Varna Scientific and Technical Unions and Faculty of Shipbuilding of the Technical University of Varna.
About 90 scientists from different countries (Portugal, Germany, Belgium, Italy, Russia, Croatia, Serbia, Bulgaria, Romania, Ukraine) participated in the Conference.
Marine Engineering Bureau introduced 11 reports at the Conference.
1. Design experience of multipurpose 4MW high ice class emergency-salvage vessel. Authors are G.V. Egorov, N.V. Avtutov.
Design experience of multipurpose 4MW high ice class MPSV07 emergency-salvage vessel is analyzed. It is shown that ice and wind-wave conditions of Far East and North-West of Russia require unrestricted sailing region and Arc5 high ice class for the vessel.
Successful realization of the wide spectrum of the emergency response and rescue works is determined by following main factors: good icebreaking capability, adequate still water propulsion and sufficient seakeeping. Occurrence of complex function combinations leads to mutual conflicting tendencies when hull forms, principal particulars and other prosperities of MPSV are accepted. Results of the new vessel ice trials are introduced.
2. Reliability and hull breakdown risk for "Volgoneft" type tanker's hulls. Authors are G.V. Egorov, A.G. Egorov.
Minimization of tanker hull weight and appropriately increasing of her capacity in the river has been achieved due to broad usage of high-strength steel with thickness of 5-7 mm. However, the negative part of this achievement was the significant decrease of vessel operational reserve, notably duration of tanker safe operation without repair. Design outer shell thickness provided 20-years operation without repair for vessels of "M" class only (notably without marine sailing). "M-PR" class vessels had 10-20 years outer shell reserve; "M-SP" class vessels were able work without repair not more than 5-10 years. Disasters of "Volgoneft" type tankers occur from hull damages mostly (87.5%); fire and explosion reaches 12.5% only; these figures are very unusual for tankers.
3. Main characteristics of "Dnieper-Max" class vessels. Author is A.G. Egorov.
Results of investigations concerning main particulars of dry cargo vessels (particularly tug-barge trains) of "Dnieper-Max" class that is intended to work at Dnieper River, Danube River (up to Reni), in the Black Sea marine ports, also in the shallow water marine ports of Azov Sea region.
4. The simplified method of residual strength assessment for mixed river-sea going dry cargo vessel when part of longitudinal members are missed. Author is V.A. Nilva.
Simplified method of accounting the loss of the part of longitudinal hull members is introduced and justified. This method is assigned for assessment of hull loading ability for the emergency dry cargo inland or river-sea vessels and may be used by Emergency Response Services and for strength calculations at the earliest design steps.
5. Features of "superfull" river-sea tankers of RST27 project with block coefficient of hull 0.93. Authors are G.V. Egorov, V.I. Tonyuk.
Definition of main particulars for river-sea vessel is fully determined by way restrictions during real design. After definition of length, breadth and draught, then at the next step maximal value of Block Coefficient (Cb) is accepted in accordance with given sail speed and engines capacity.
Russian river-sea vessels build in XX century had hulls with Cb = 0.84...0.85. Hulls of new vessels' generation are characterized by more "thick" forms (Cb = 0.88...0.90).
In 2012 bureaus' specialists have got an important scientific result that Block Coefficient increasing (up to 0.88...0.93) of river-sea vessels for typical speed less than 10.5 kn has practically no influence on required power.
Basing on this result, RST27 design was carried out with revolutionary capacity Cb = 0.93.
6. Multi-purpose shallow-draught tug-suppliers for northern part of Caspian Sea. Authors are G.V. Egorov, V.I. Tonyuk, N.N. Kalugina.
Features of hull designing of TG05 shallow-draught tug-suppliers for northern part of Caspian Sea. Vessels are intended for towing and canting of other vessels (including emergency ones) and floating structures at sea, within port area and at port's roads; transportation of cargo on the open deck; fire extinguishing at other vessels, floating and coastal structures.
7. Operational backgrounds of creation of "Volgo-Don max" class vessels with lowered air draught. Author is G.V. Egorov.
The main "narrow places" at European RF inland waterways are highlighted. Dimension analyze of sailing spans of the existence bridges that restrict fairway at St.-Petersburg and Rostov-on-Don. Vessel's air draught is defined due to under-bridge passing providing without bridges' drawing. Level alternation of Neva River is analyzed. Concept of "Volgo-Don Max" vessel with lowered air draught is produced. This concept not only allows to pass under bridges without their drawing but also has enhanced economical and technical river work characteristics comparing with existence Russian river vessels.
8. Definition of weight loadings of modern mixed river-sea navigation dry-cargo vessels on initial design stage. Author is A.G. Egorov.
The analysis of weight loadings of modern mixed river-sea dry-cargo vessels and oil tankers of new generation is executed. Correlation-modules and weight factors are offered for clause-by-clause weights calculation for designed vessel in first approaching of initial design stage. Structural analysis of metal intensity of hull elements of mixed river-sea navigation dry-cargo vessels and oil tankers of new generation is carried out.
9. CFD Hull form optimization of "Volgo-Don max" class vessel. Authors are G.V. Egorov, V.I. Tonyuk.
Results of bow contours optimization for new generation of "Volgo-Don Max" vessel with block coefficient about 0.9 and a "sled" type stern are described. This optimization was carried out for real operational conditions and earlier accepted main particulars and deadweight capacity. Investigations using methods of computational hydrodynamics were fulfilled; model trials were used for results' validation. It is shown, that in the specified range of the running speed of 9...11 knots, hull with cylindrical bow contours has the best indicators by criterion of the vessel's transport work per unit of power. The highest speed of complete running for a given power provides a hull with a bulbous bow.
10. River-sea cruise passenger vessels for Russian inland water system. Authors are G.V. Egorov, I.A. Ilnitskiy, Ya. V. Kalugin.
The average age of Russian river cruise vessels was 39 years for the moment of the 2013 middle. For the limit operational time 45...50 years, we may expect discarding of the biggest part of such vessels.
The accepting of main particulars of river cruise vessels is defined by way restrictions, such as tour operator strategy and his position in the market, adherence to those or other lines and comfort level in view of necessities, propensities and interests of passengers.
Researches have shown that generally for our conditions traditional single hull type passenger vessel can be recommended. Module principles of creating inner living space should be used widely. Standard module cabins usage let alternate passenger capacity by using passenger cabin modules with different area (in accordance with required comfort level).
Analyze of limit conditions let build parametric line of cruise river-sea and river vessels that are in-fact interested for domestic shipowners, and work-out designs of new vessels.
11. Parametrical Line-up of Black Sea cargo and cargo-passenger ferries. Authors are G.V. Egorov, I.A. Ilnitskiy, D. V. Chernikov.
This moment there are several types of ferry transportation and more than 10 ferry companies at Black Sea. Maximal specific weight has cargo transportation of automobiles, railway wagons and containers by rail-way and automobile ferryboats. For the state on 01.12.2013, the mean age of Black Sea ferry-boats is of 28 years (while limit age is 35-40). Therefore practically all 35 ferryboat vessels should be discarded during nearest 5-10 years.
Vessel's main particulars are defined due to way restrictions of the terminals and line specificity; the aim is to reach the most effective vessel's loading. The analysis of corresponding alternatives has allowed produce a parametric line of railway and automobile ferry-boats that are objectively claimed by Russian shipowners and carry out projects of new vessels.