News of our company

First coal loading of multipurpose RSD18 prj. dry cargo vessel ToММ "UCF-4" (building No. RU-WH04) with Dw of 6125/5185 t was completed at the port of Kerch.
 
"UCF-3" and "UCF-4" vessels carried out successful voyage though Indian Ocean and on 11.12.2011 passed the Suez Canal. After vessels left for China they were loaded by pipes and steel plates at the port of Phohang (Republic of Korea) and started towards Singapore. At the Singapore they had got supply and bunker and continued voyage towards Colombo (Sri-Lanka). After Sri-Lanka vessels passed Arabian sea and Gulf of Aden and entered into Red Sea. Voyage was completed by Suez Canal passing. "UCF-3" arrived to the port of Damietta (Egypt) for unloading and then sailed to the port of Varna (Bulgaria) with urea cargo. "UCF-4" arrived to the port of Mangalia (Romania) and then arrived to the poet of Kerch for coke loading for Zondulag.
 
United Cargo Fleet is a shipowner (Yuriy Lebedev is a president, Sergey Lokhankin is a vice-president).
 
Shipowners' press release told as follows: " During voyage vessels passed more than 8000 miles; all constructions, mechanisms and systems were tested at different voyage conditions. Initial vessels' operation showed nice results in all main parameters and characteristics. Crews fulfilled fully put tasks and fine completed the first voyage.
 
RSD18 prj. vessels "UCF-3" and "UCF-4" (building Nos. RU-WH03 and -04) were built at the Hengyu Shipyard (Ningbo, is. Zhoushan, China). Flag rising solemn ceremony was carried out 0n 19.09.2011.
 
Project RSD18 is designed by the Marine Engineering Bureau (MEB).
 
The vessels' building was under Russian Maritime Register of Shipping Nizhny Novgorod branch supervision (Vladimir Gadalov is a director).
 
Vessels belong to so-called "Azov 5000" type due to MEB internal classification, i.e. to Azov-Caspian "coasters" that have cargo lifting capacity is about 5000 tons for characterized draught of 4.20 - 4.50 m for Russian Azov and Caspian ports (Astrakhan, Neka) with possibility of voyages through Volga-Don Canal.
 
Vessel was designed for Russian Maritime Register of Shipping class notation of KM LU1 II A3.
 
Vessel's overall length is of 123.17 m, length between perpendiculars is of 118.60 m, breadth is of 16.50 m, depth is of 5.50 m.
 
RSD18 prj. deadweight is of 5185 tons with sea draught of 4.20 m, with the river draught of 3.6 m deadweight is of 3930 tons, maximum deadweight in the sea with draught of 4.67 m is of 6125 tons.
 
Summarized capacity of three box-shaped cargo holds is of 8595 cub. m. Container capacity is of 240 TEU, while hatch covers container capacity is of 60 TEU. Permissible load onto the tank top is of 7.5 tons per square meter. Hatch coamings height is of 3.5 m. Hatch covers opening is of 77% of the vessel breadth.
 
Designed vessel hull's life term is of 24 years. Double bottom height is of 1 m, side tank breadth is of 1.9 m.
 
The vessel can be operated, if necessary, at low draughts of 3.2-3.4 m in the river. With draught in fresh water of 3.4 m deadweight is of 3530 tons that allows to insist that this vessel in the river is some modern analogue of the dry cargo vessels of "Omskiy" type.
 
Hatch covers are of removable type (with gantry crane). Crew consists of 12 persons (14 places).
 
Ballast tanks' capacity is of 2485 cub. m.
 
Autonomy is of 20 days in sea and 15 days in river.
 
Cruising speed is of 10.0 kn. Main engines (medium-speed diesels of "W-CXZ" Chinese company production under "MAN B&W" license) capacity is of 2x1120 kw.
 
Main engines use heavy fuel oil with viscosity of 180 cSt. Variable-pitch propellers' diameter is of 2.6 m.
 
Bow thruster capacity is of 120 kWt. Ship's electric power plant consists of 3 diesel-generators (made in China) with capacity of 160 kWt each, and emergency diesel-generator with capacity of 80 kWt.
 
Vessels of RSD18 prj. are assigned for river-sea going and sea transportations of general, bulk, grain, timber and large-sized cargoes, ISO containers, coal and dangerous goods of 1, 2, 3, 4, 5, 6.1, 8, 9 classes.
 
Vessel's principal dimensions allow to sail through Volga-Baltic Way and Volga-Don Canal, ice class is of LU1 for operation in Azov and Caspian Seas in winter.
 
Lead vessel "UCF-1" (building No is of RU-WH01, "Hua Sya" shipyard); her keel was laid down on 20.04.07. She was launched on 07.10.09.
Second vessel "UCF-2" (building No is of RU-WH02, "Hua Sya" shipyard); her keel was laid down on 20.04.07. She was launched on 29.05.10.
Third vessel "UCF-3" (building No is of RU-WH03, "Hua Sya" shipyard); her keel was laid down on 15.06.07. She was launched on 16.06.10. Vessel's building was finished at "Hengyu" shipyard. She was put into operation on 19.09.11.
Fourth vessel "UCF-4" (building No is of RU-WH02, "Hua Sya" shipyard); her keel was laid down on 15.06.07. She was launched on 25.06.10. Vessel's building was finished at "Hengyu" shipyard. She was put into operation on 19.09.11.
Fifth vessel "UCF-5" (building No is of 1, "Hengyu" shipyard); her keel was laid down on 08.05.10.
Sixth vessel "UCF-6" (building No is of 2, "Hengyu" shipyard) was laid down on 08.05.10.

27 new vessels and 8 vessels after considerable re-equipment were built and put into operation due to Marine Engineering Bureau (MEB) projects during 2011. Summarized deadweight of these vessels is of 171 000 tons (133000 for new building and 38000 for modernization).
 
16 multi-purpose dry-cargo vessels (RSD44, DCV36, RSD18, RSD08, 005RSD06.04 prjs.), 4 tankers-of RST22M prj., 2 marine diving vessels of SDS08 prj., 2 supply vessels for Kamchatka region of DCV47 prj., 2 livestock carriers (LSC02 and LSC03 prjs.) and 1 multifunctional buoy craft vessel of BLV01 prj. were built.
 
3 dry cargo vessels of 05074M prj., 3 dry cargo vessels of 16290 prj. (DCV10 prj.), 1 dry cargo vessels of 1565 prj., 1 dry cargo vessel of 00352 prj. were modernized.
 
Vessels were built at:
 
• Russian shipyards (8 dry-cargo vessels, 2 marine diving vessels, 2 supply vessels and 1 buoy craft vessel, 13 vessels in total );
• Chinese shipyards (7 dry-cargo vessels);
• Turkish shipyards (4 tankers and 2 livestock carriers);
• Ukrainian shipyards (1 dry-cargo vessel).
 
Modernizations were taken place at: Ukrainian shipyards (3 vessels), Russian shipyards (4 vessels) and Turkish shipyards (1 vessel).
 
Moreover, 7 multi-purpose dry-cargo vessels (DCV36, RSD44, RSD18 and RSD49 prjs), 2 multipurpose salvage vessels (MPSV07 prj.), 2 tanker/product carriers (RST22M and RST25 prjs.), 1 ferry boat (CNF10 prj.) and 1 livestock carriers (LSC04 prj. ) are being completed after launching.

On 15.12.2011 "Krasnoe Sormovo" Shipyard laid keel of the fourth "Volgo-Don Max" type tanker of RST27 prj. (building No. 02005) with sea/river deadweight of 6980/5378 tons. "Krasnoe Sormovo" Shipyard (Nikolay Zharkov is a general director) is included into Joint Shipbuilding Corporation.
 
On 26.12.2011 main engines were put into hull of the vessel with building No. 02003. Such operation was carried out for the head vesse on 17.11.2011.
 
"V.F.Tanker" Shipping Company (Sergey Bryzgalov is a managing director) is a Customer. "V.F.Tanker" Shipping Company is included in the VBTH Holding, international transport group Universal Cargo Logistics Holding (UCLH) is a majority stockholder of VBTH holding. UCLH consolidates a group of Russian navigation, stevedoring and shipbuilding companies.
 
Project RST27 was designed by Marine Engineering Bureau. Hull's theoretical forms are a result of scientific research carried out in 2010 and were defined with help of calculating hydromechanics methods (CFD modeling). This forms also were investigated by model tests at the towage tank of CSRI named for academic A.N.Krylov.
 
New project tanker has increased river function comparing with other MEB projects. River deadweight of RST27 prj. vessels is increased for 700 t comparing to Armadas, while enhanced cargo tanks capacity and enhanced hull's strength are kept (vessel is of R2 sailing region, or II region due to old RS classification).
 
RST27 prj. vessels meet requirements of Russian Maritime Registry of Shipping due to class notation KM Ice1 R2 AUT1-ICS OMBO VCS ECO-S Oil tanker (ESP).
 
As other river-sea going MEB tankers RST27 prj. vessels use full-circle rudder propellers as united movement and manoeuvre facilities. They have increased trunk and use submersible cargo pumps. They have no longitudinal bulkhead in CL and no framing in cargo tanks.
 
RST27 prj. vessels satisfy dimensions of the Volga-Don Canal and Volga-Baltic Way. Overall RST27 prj. vessel length is of 140.85 m, breadth is of 16.6 m, depth is of 6.0 m. They belong to "Volgo-Don Max" class.
 
Special requirements of the Russian and world petroleum companies, additional ecological RS limitations of "ECO PROJECT" (ECO-S) class were taken into consideration during designing.
 
RST27 prj. vessels are assigned for transportation of crude oil and oil products, without flash point restrictions.
 
Total capacity of six cargo tanks and two slop ones is of 8100 cub. m, deadweight is about 6980 tons with sea draught of 4.20 m. Deadweight is about 5378 tons with river draught of 3.60 m. Cruising speed is of 10.0 knots.
 
Cargo system provides simultaneously transportation of 2 cargoes. Cargo pumps capacity is of 6 x 200 cub. m/hour. Two auxiliary steam boilers (capacity of 2.5 t/hour each) are installed onboard.
 
Two medium-speed diesels (main engine) of 1200 kWt each use heavy fuel oil with viscosity of IFO380. Bow thruster is of 230 kWt.
 
Electrical plant consists of three 292 kWt diesel-generators and emergency-staying 136 kWt diesel-generator.
 
Crew consists of 12 persons (14 places + pilot).
 
Autonomy is of 20/12 days (sea/river).
 
Keel of RST27 prj. head vessel (building No. 02001) was laid down on 31.08.11. Launch is expected on 22.02.2012.
Keel of RST27 prj. second vessel (building No. 02002) was laid down on 15.11.11.
Keel of RST27 prj. third vessel (building No. 02003) was laid down on 03.10.11.
Keel of RST27 prj. fourth vessel (building No. 02005) was laid down on 15.12.11.
 
Total 10 RST27 prj. tankers should be built at "Krasnoe Sormovo" shipyard.

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).

On December 27, 2011 Oka shipyard (Vladimir Kulikov is a director) laid down keel of the second "Volgo-Don Max" type tanker of RST27 prj. with (sea/river) deadweight of 6980/5378 tons.
 
"V.F.Tanker" Shipping Company (Sergey Bryzgalov is a managing director) is a Customer. "V.F.Tanker" Shipping Company is included in the VBTH Holding, international transport group Universal Cargo Logistics Holding (UCLH) is a majority stockholder of VBTH holding. UCLH consolidates a group of Russian navigation, stevedoring and shipbuilding companies.
 
Project RST27 was designed by Marine Engineering Bureau. Hull's theoretical forms are a result of scientific research carried out in 2010 and were defined with help of calculating hydromechanics methods (CFD modeling). This forms also were investigated by model tests at the towage tank of CSRI named for academic A.N.Krylov.
 
New project tanker has increased river function comparing with other MEB projects. River deadweight of RST27 prj. vessels is increased for 700 t comparing to Armadas, while enhanced cargo tanks capacity and enhanced hull's strength are kept (vessel is of R2 sailing region, or II region due to old RS classification).
 
As other river-sea going MEB tankers RST27 prj. vessels use full-circle rudder propellers as united movement and manoeuvre facilities. They have increased trunk and use submersible cargo pumps. They have no longitudinal bulkhead in CL and no framing in cargo tanks.
 
RST27 prj. vessels satisfy dimensions of the Volga-Don Canal and Volga-Baltic Way. Overall RST27 prj. vessel length is of 140.85 m, breadth is of 16.6 m, depth is of 6.0 m. They belong to "Volgo-Don Max" class.
 
Special requirements of the Russian and world petroleum companies, additional ecological RS limitations of "ECO PROJECT" (ECO-S) class were taken into consideration during designing.
 
RST27 prj. vessels are assigned for transportation of crude oil and oil products, without flash point restrictions.
 
Total capacity of six cargo tanks and two slop ones is of 8100 cub. m, deadweight is about 6980 tons with sea draught of 4.20 m. Deadweight is about 5378 tons with river draught of 3.60 m. Cruising speed is of 10.0 knots.
 
Cargo system provides simultaneously transportation of 2 cargoes. Cargo pumps capacity is of 6 x 200 cub. m/hour. Two auxiliary steam boilers (capacity of 2.5 t/hour each) are installed onboard.
 
Two medium-speed diesels (main engine) of 1200 kWt each use heavy fuel oil with viscosity of IFO380. Bow thruster is of 230 kWt. Electrical plant consists of three 292 kWt diesel-generators and emergency-staying 136 kWt diesel-generator.
 
Crew consists of 12 persons (14 places + pilot).
 
Autonomy is of 20/12 days (sea/river).
 
RST27 prj. vessels meet requirements of Russian Maritime Registry of Shipping due to class notation KM Ice1 R2 AUT1-ICS OMBO VCS ECO-S Oil tanker (ESP).
 
Total 15 RST27 prj. tankers are going to be built at Oka shipyard.
 
Keel of RST27 prj. head vessel (at Oka shipyard) was laid down on 20.10.11.
Keel of RST27 prj. second vessel was laid down on 27.10.11.
Keel of RST27 prj. third vessel was laid down on 27.12.11.

On 20.12.2011 Nevskiy Shipyard (Petr Pokhitonov is a general director) laid down keel of the fifth RSD49 prj. dry cargo double screw vessel (building No. 405).
 
Customer is of OJSC "Western Shipping Company" (Albert Vygovskiy is an executive director).
 
Vessel's project (RSD49) was designed by the Marine Engineering Bureau (MEB).
 
Vessels of RSD49 prj. belong to so-called "Volga-Don Max" type due to MEB internal classification. They have maximum possible dimensions for Volga-Don canal.
 
Vessels of the series can be operated for transportations of general, bulk, timber, grain and large-sized cargoes, dangerous goods of 1.4S, 2, 3, 4, 5, 6.1, 8, 9 classes of IMDG Code and cargoes of category B of BC Code. Sailing regions are Mediterranean, Caspian, Black, Baltic, White, North Seas, including voyages around Europe and to Irish Sea in winter.
 
RSD49 prj. vessel's feature is a big middle hold of 52 m long as diversity from all other "Volga-Don Max" type projects designed by MEB. This hold allows to transport large-sized cargoes in direct voyages from Europe to Caspian Sea; such point should significantly increase economic effect of vessels' operation.
 
Vessel was designed for Russian Maritime Register of Shipping class notation of KM Ice2 R2 AUT1-C. The project satisfies all the requirements of international conventions.
 
RSD49 prj. vessels' are the biggest ones among the dry cargo vessels that satisfy Volga-Don canal dimensions for today such as prototype vessels of RSD19 prj.
 
With characterized draught of 3.6 m in Volga-Don canal deadweight is about 4520 tons, maximal deadweight in the sea with draught of 4.60 m is of 7150 tons.
 
Overall length is of 139.95 m, overall breadth is of 16.70 m, breadth without side fenders is of 16.50 m, depth is of 6.00 m.
 
Summarized capacity of cargo holds is of 10920 cub. m.
 
All holds are box-shaped, smooth-wall, convenient for carrying out the freight works and placing a cargo without shifting. The cargo holds' sizes are of 26.0x12.7x8.4 (hold No. 1), 52.00x12.7x8.4 m (hold Nos. 2), 27.3x12.7x8.4 (hold No. 3).
 
Cargo holds are equipped with sectional hatch covers of Folding type of Cargotech with possibility of 100% opening.
 
Operational speed is of 11.5 knots.
 
Two medium-speed diesels (main engine) of 1200 kW each use heavy fuel oil with viscosity of IFO380. Heavy fuel stores are placed in deep-tanks in area of the ER fore bulkhead, separated from outside water by double bottom and double sides.
 
Movement and manoeuvrability of the vessel is provided by two fixed-pitch propellers in nozzles with diameter of 2500 mm, two hanging balanced rudders and single bow thruster with capacity of 200 kWt.
 
Modern computing methods of hydrodynamics were used at vessel designing that allowed to find an optimum combination of propulsion-rudder system elements and hull forms. Defined combination provides high running qualities of the vessel. It also provides propulsion coefficient above 0.6 during sailing at full draught and maximum speed.
 
Towing and self-running test of vessel model were carried out to check project decisions and definitions of running qualities in big test pool at CRI named for academic A.N. Krylov. Carried out tests fully confirmed earlier received CFD simulation results.
 
Sea sailing autonomy is of 20 day.
 
Crew consists of 10 persons (12 places). Sanitary cabin and pilot cabin are foreseen on vessel.
 
Designed vessel hull's life term is of 24 years. The double bottom is designed for distributed load intensity of 12 tons per square meter, and also allows to use 16 t bucket grab.
 
The keel of the lead vessel of RSD49 project (building No. is of 401) was laid down on 14.12.10.
The keel of the second vessel of RSD49 project (building No. is of 402) was laid down on 20.04.11.
The keel of the third vessel of RSD49 project (building No. is of 403) was laid down on 15.08.11.
The keel of the fourth vessel of RSD49 project (building No. is of 404) was laid down on 24.10.11.
The keel of the fifth vessel of RSD49 project (building No. is of 405) was laid down on 20.12.11.

On December 20, 2011 the eighth multi-purpose sea dry-cargo vessel "Serdolik" of DCV36 project (building No. is of QHS-308) was solemnly launched at Qingdao Hyundai Shipbuilding Co. Shipyard (Qingdao, China).
 
Holding VBTH is a customer which ordered vessels' series of DCV36 prj. International transport group Universal Cargo Logistics Holding is a majority stockholder of VBTH holding. Universal Cargo Logistics Holding consolidates a group of Russian navigation (Northwestern Shipping Company, Volga Shipping Company, VPh tanker etc), stevedoring and shipbuilding companies (Nevskiy Shipyard, Oka shipyard, Borremphlot).
 
The vessel's building is supervised by the group of specialists (Oleg Firsov is a head of the group).
 
Vessel's project (DCV36) is designed by the Marine Engineering Bureau.
 
Unlike previous dry cargo vessels series (RSD44 and RSD49 projects) built for the holding, DCV36 project was a seagoing vessel of unrestricted sailing region from the very beginning. This project has corresponding safety factor, thickness of hull elements and main engines capacity.
 
DCV36 prj. is of striking innovation character type. Deadweight exceeding 5000 t for present-day single hold dry cargo vessel with calculated length less than 85 m was reached for the first time.
 
DCV36 prj. vessels are assigned for transportation of general, solid bulk, scrap, grain, coal, timber, heavy and large-sized cargoes, ISO 20' and 40' containers with height up to 9.5' (including ref containers), dangerous goods of 1.4S, 2, 3, 4, 5, 6.1, 8, 9 classes of IMDG Code and cargoes of category B of BC Code.
 
Project was designed for Russian Maritime Register of Shipping (RS) class notation of the project is of KM Ice 3 AUT1. RS issued vessel's documents on 11.10.2011.
 
Vessel is steel single-deck motor-ship with unrestricted sailing region with single cargo hold, single screw, with forecastle and poop, with deck-house and engine-room located aft, with a double bottom and double sides in the cargo area, with removable grain bulkheads, with bulb fore and transom aft ends, with hatch covers of "folding" type of Cargotech firm, with bow thruster.
 
Overall length is of 89.96 m, calculated length is of 84.89 m, breadth is of 14.5 m, depth is of 7.5 m, summer freeboard draught is of 6.40, deadweight for this draught is of 5026 t.
 
Cargo hold is designed of the box-shaped smooth-wall type, convenient for carrying out the freight works and placing a cargo without stowing. The cargo hold's sizes are of 60.0x11.50x9.20 m; that ensures placing 3 tiers of 9.5' containers or large-sized cargoes. Cargo holds capacity is of 6230 cub.m.
 
Double bottom is designed for distributed load intensity of 14.0 t per sq.m and for bucket grab usage. Vessel's hull is design for Ice3 ice category for operation in Baltic and White Seas during whole year. Hull's theoretical forms, ice passability and hull's strength, main engine capacity fully satisfy the new requirements of Finnish-Swedish Ice Regulation.
 
Proceeding from results of resistance calculation methods (cruising speed of 12 kn was achieved) medium-speed diesel MAK 8M25C was chosen as main engine. This diesel has maximum specification continuous capacity of 2640 kW with speed of 750 rpm. Main engine use heavy fuel oil with viscosity of 380 cSt.
 
Speed of the lead vessel "Ametist" was of 12.8 with 90% usage of main engine capacity during running test. This result corresponds the full-load speed of 12.1 kn. For information: running test fully confirmed the results of predictive calculation of CFD modeling (expected speed during running test with usage of 90% ME capacity was 12.7 kn according to the calculation).
 
Heavy fuel stores are placed in deep-tanks in area of the ER fore bulkhead.
 
Autonomy is of 25 days.
 
For improvement of vessel's controllability at low speeds, during passing narrow waters and mooring the 170 kWt capacity bow thruster of the "screw in a tube" type with a fixed-pitch propeller (FPP) is foreseen.
 
For crew accommodation (10 persons) 2 single block-cabins and 8 single cabins with individual sanitary unit and shower are provided. Double cabin for students and single cabin for pilot are foreseen. Total number of persons' places onboard is of 13.
 
Keel of the lead vessel of the series "Ametist" (building No is QHS - 301) was laid down on 16.11.09. She was launched on 17.05.10.
Keel of the second vessel in the series "Agat" (building No is QHS - 302) was laid down on 03.12.09. She was launched on 15.06.10.
Keel of the third vessel in the series "Biryuza" (building No is QHS - 303) was laid down on 23.12.09. She was launched on 14.07.10.
Keel of the fourth vessel in the series "Lazurit" (building No is QHS - 304) was laid down on 15.01.10. She was launched on 04.09.10.
Keel of the fifth vessel in the series "Malakhit" (building No is QHS - 305) was laid down on 02.04.10. She was launched on 20.12.10.
Keel of the sixth vessel in the series "Nefrit" (building No is QHS - 306) was laid down on 04.05.10. She was launched on 02.08.11.
Keel of the seventh vessel in the series "Onix" (building No is QHS - 307) was laid down on 19.07.10. She was launched on 25.10.11.
Keel of the eighth vessel in the series (building No is QHS - 308) was laid down on 13.09.10. She was launched on 20.12.11.
Keel of the ninth vessel in the series (building No is QHS - 309) was laid down on 02.12.10.
Keel of the tenth vessel in the series (building No is QHS - 310) was laid down on 28.02.11.

OJSE "Kherson Shipyard" completed mv "St. Constantine" modernization (2003 built) for HFO usage.
 
Modernization was commenced in May, 2011 and was completed in December of the same year.
 
"Dawson Shipping" ia a shipowner (Igor Gaponov is a director).
 
Modernization project was designed by Marine Engineer Bureau.
 
Modernization main aim was to provide main engine work using IFO 380 HFO, original main engine arranged during building worked using diesel oil.
 
Shipyard performed works as follows:
 
• existing main engine changing for WARTSILA 9L20 model;
• existing exhaust boiler changing for AALBORG UNEX™ P-3 model;
• existing fuel apparatus changing for ALFA LAVAL model and ALFA LAVAL HFO separator;
• new ALFA LAVAL lub. oil arrangement;
• re-arranging existing axial bearing and reduction gear onto polymerous paste.
 
Modernization project included check-up of power station loading calculation. It was shown that existing diesel-generators capacity is enough to provide normal work of power station at all regimes, so diesel-generators were kept without alternations.
 
Form of deadwood fairing was alternated for vessel's propulsion properties enhancing. This measure provides screw propeller optimal work with new main engine without changes of reduction gear and shaft line.
 
RS Rules requirements to the vessels with AUT1 classification characteristic (machinery unit operation without permanent personal presence in machinery compartments) was taken into consideration during modernization.
 
"St. Constantine" is assigned for transportation of general cargoes, ore, ore concentrates, coal, building materials, large-sized cargoes, ISO type TEU and FEU, grain, timber, sulphur.
 
Vessel's main particulars are as follows:
 
Length overall, m - 103.2;
Breadth overall, m - 16.4;
Height, m - 6.2;
Draught, m:
- in river - 3.75;
- is sea (summer freeboard draught) - 4.58;
Deadweight, t:
- for draught 3.75 m (in river) - about 3000;
- for draught 4.58 m (in sea) - about 4430;
Autonomy, days - 20;
Speed, kn - 11;
Crew/places - 9/12.
 
After modernization RS class notation KM L3 R1 AUT1 was confirmed.

Mixed river-sea going tanker "Armada Leader" of 005RST01 prj. is the first vessel built due to Marine Engineering Bureau project. On 13.12.2011 she has passed second Classification Survey.
 
First series "Armads" were built in 2002-2006 at SELAH and ADA Shipyards in Tuzla (Turkey) for Palmali Group.
 
"Armada" concept till now is a very bright innovation approach that was fully realized and repaid. List of its FIRSTLY used innovations is as follows:
 
1. Usage of full-turn rudder propellers as united movement and manoeuvre facilities for mixed river-sea going vessels.
2. Heave fuel oil usage.
3. Hull block coefficient is accepted about 0.9.
4. Full correspondence with MARPOL requirements concerning double contour (double bottom and double sides) and absence of longitudinal bulkhead in CL of cargo area.
5. Full absence of a framing in cargo tanks.
6. Usage of using submersible cargo pump.
7. Usage of above-deck construction (trunk) that ensures general longitudinal strength and increases cargo tanks capacity.
 
It was the FIRST project of new vessel designed by Marine Engineering Bureau.
 
Vessels belong to "Volgo-Don Max" type tankers. Deadweight is of 4726 t in river (draught of 3.60 m) and is of 6444 t in sea (draught is of 4.30 m).
 
Vessels' series built on thr basis of "Armada" are as follows:
 
• 8 dry cargo vessels (with the same hull as Armada's one) of "Heydar Aliev" type (006RSD05 prj.) for Palmali Group, Volgograd Shipyard, 2004-2007;
• 1 dry cargo vessel (with the same hull as Armada's one) of "Nadezhda" type (006RSD02 prj.), Oka Shipyard, 2008;
• 7 tankers of "New Armada" type (RST22 prj.) for Palmali Group, Krasnoe Sormovo Shipyard, 2008-2009;
• 5 tankers of "New Armada" type (RST22M prj.) for Palmali Group, Besiktas Shipyard, Yalova, 2010-2011 (series is under building now);
• 12 dry cargo vessels (with shorten Armada's hull) of Kareliya type (005RSD03 prj.) for OJSE BOP, Onega Shipyard, 2005-2010.
 
After practically 10-years active operation in different regions (river conditions; Caspian, Black, Mediterranean, Baltic and North Seas, etc.) "Armada Leader" had no problems with full-turn rudder propeller. Vessel's hull is of ideal condition; vessel has transported crude oil, mazut, diesel oil, other oil products and vegetable oils.
 
Vessel passed second classification survey during four days.

On December 8, 2011 keels of two tugboats of TG04M prj. (building Nos. are 703 and 704) was laid down at "Nizhegorodskiy Teplokhod" (Bor, Nizhniy Novgorod, Sergey Konovalov is a general director).
 
Rostov branch of RosMorPort is a Customer.
 
The TG04M project was designed by the Marine Engineering Bureau.
 
The new tug boat is assigned for:
 
• roadstead- maneuvering works with river going vessels and floating cranes;
• auxiliary works such as berthing, unberthing, handling of barges and vessels;
• vessels' placing in backwater during spring flood;
• placing of non-self propelled fleet for winter stand (placing over a distance from berth in autumn ice with holding until vessel freezes in.
 
A lot of "Neva-2009" visitors could watch film (stand of "Nizhegorodskiy Teplokhod" shipyard), that illustrated absolutely unique maneuvering qualities of "Portoviy 1", including "police U-turn" (terminology of motor-car enthusiasts).
 
Self-propelled dry-cargo vessels and tankers and also non-self-propelled barges have been built for river and river-sea going transportations for last years, as a rule. These objects directly transport the cargo ("earn").
 
At the same time existing tug fleet continues becoming out of date steadily. There were 55 vessels with the age up to 10 years, 101 vessels with the age from 10 to 15 years, 972 vessels with the age from 15 to 20 years, 2517 (!!!) vessels with the age from 20 to 30 years and 3119 (!!!) vessels with the age more than 30 years with the RRR class at the beginning of 2008.
 
Though in the river ports necessity of the new tug boats is very high due to extremely decrepitude of existing fleet.
 
The tugboats of TG04 prj. series are the first of the new generation of river tugs and pushers that are built for operation into Russian internal waterways.
 
Tugboat features are as follows:
 
• tug is designed for operation at extremely low outer air temperature;
• equipment and construction of the propulsion complex permit to put tugboat into operation at extremely low temperature from condition of full into-ice freezing;
• tug's hull is of reinforced type for operation in the conditions of freeze basin;
• tug's weight does not exceed 100 t for providing ability to raise tug onto berth for the winter stay;
• tug's maximal draught does not exceed 1.80 m;
• tugboat is able to fulfill works due to providing port fleet safety during ice shifting, so her overall dimensions should me of minimal type.
 
The project was designed for RRR class notation of O 2.0 (ice 30). Ice category is assigned higher that recommended by RRR Rules for vessels of "O 2,0" type.
 
Keel of tug "Portoviy-1" of TG04 prj. (building number of 701) was laid down on 12.09.08. She was launched on 27.08.09. Sea trials were finished on 07.09.09. The vessel was put into operation on 17.09.09.
Keel of tug "Portoviy-2" of TG04M prj. (building number of 702) was laid down on 13.09.11.
Keel of tug of TG04M prj. with building number of 703 was laid down on 08.12.11.
Keel of tug of TG04M prj. with building number of 704 was laid down on 08.12.11.