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HANSA 02-2017

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Suezkanal Economic Zone | Wilhelmshaven | Decksausrüstung | Lubrication | Lärmschutz | German Shipyard Survey | Ship of the year | Searoad Mersey II | Versicherungen | Singapur | NOK

Schiffstechnik | Ship

Schiffstechnik | Ship Technology The rudder is a FSG-design An analysis of the rudder Another view inside the LNG trailer garage no issue whatsoever. »We managed to build a design that was practically possible and effective both in terms of operation and in terms of safety,« Pestana says. Hull design and German precision The shipyard and the shipowner claim the newbuilding to be highly effcient in terms of emissions and manoeuvrability. In this respect FSG is proud of its in-house engineering department with some good experiences on steel structures. »Therefore, we have good control of the steel structure, that allows the engineering department to work with smaller margins. The result is a more effcient vessel.« The CDO says that the yard has all the relevant people sitting very close to those working on the production and the detail engineering, the development of the hull, the weight calculation and the first stages of the design. »Whereas if I was a shipyard in Far East using a ship designer of Europe, not only that exchange would be by email. We then talk about two entities that in order to manage the risk of working together, would have to increase the margins. Which we don’t. It is not rocket science, but working precisely«, Pestana thinks. The higher effciency is a result of the hull design combined with the steel structure, light, but strong enough. Would you see a difference with a naked eye? Pestana doesn’t think so, as it is not a specific feature you can see, but several details. »Although we have a ›flag element‹ – it is the first vessel with this kind of LNG trailer technology – I think that all in all the main element, that adds value to the client, is the effciency of the vessel. In terms of cargo intake, fuel costs, but also in terms of the way that the owner can operate the vessel during loading times. That’s where we have gained a lot of expertise on the RoRo market.« According to Pestana, FSG managed to build a lighter vessel – with 7,980 tdw and 25,500 GT – , which in turn can bring more deadweight, leading to more revenue and improving the economics of operation. One important demand of the shipowner was to get a vessel with special manoeuvrability capabilities, which are needed in the Bass Strait. For this, extensive studies were done with fluid dynamic computation. The two Full Spade Twisted leading edge rudders eventually installed are an FSG-owned design, »Costa Bulb«, providing a significant high lift. This is quite important for manoeuvrability, especially when you want to keep position with wind etc., which is sometimes the case in these areas. »But it is not only the rudder, but The garage is outffted with special equipment and was developed as a prototype Photos: FSG also hull design, where you have concerns like the resistance and the power to sail on a steady course.« As well, the vessel has two bow thrusters at 1,000 kW each. In terms of emission effciency, a silicon painting was used, in order to reduce water resistance. From the building point of view, Pestana describes the process as very smooth, even the tests of the LNG system in Odense: »I would say that the commissioning process was not more complicated than a normal ship.« The superstructure and the deck house including the interior were built in Poland, shipped by barge to Flensburg and then installed with the assistance of a floating crane – the way FSG usually acts. MaK delivers engines The main propulsion system consists of two dual fuel MaK 8M46DF main engines, each with a power output of 7,200 kW. They operate via two single input/single output reduction gearboxes of Siemens on to two controllable Schottel pitch propellers. For the generation of electrical power two shaft generators of 1,500 kVA are installed. The ship is equipped with two twist flow rudders, designed by FSG, which reduce the drag during normal sailing and offer best manoeuvring performance. The vessel requires very good manoeuvring characteristics in port due to restriction on the Tasmanian side and therefore is equipped with two 1,000 kW electrically driven bow thrusters. Due to high cooling requirements of reefer trailers in port, SeaRoad required a large auxiliary capacity in addition to the shaft generators. This is provided by two dual fuel MaK 6M34DF generator sets, each with a power output of 3,100 kVA. As primary fuel the main engines as well as the auxiliary generator sets are driven with liquefied natural gas (LNG) and therefore fulfill the strict emissions standards according to IMO III rules. According to FSG, the LNG system is designed to supply the two dual fuel main engines and two auxiliary engines in parallel 54 HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 2

Schiffstechnik | Ship Technology The »heart« of the vessel: The gas handling room... ...and the regular engine room to create a permanent fuel solution on sea and in harbour. During operation the LNG will be transferred from the trailers to a vaporizer unit by LNG pumps. After vaporization the natural gas will be led to the engines via the engine’s gas valve units which reduce the natural gas to the correct engine inlet pressure. The ship’s automation, engine control system, gas control system as well as the gas safety system are continuously communicating and interacting to ensure a safe ship operation. Good feedback and interest »Searoad Mersey II«, 181.52 m long, 26.6 m wide and with a draft of 6.3 m, has three cargo decks. The owner wanted to be able to carry a wide variety of cargoes, be it trailers, cars and containers (on cassettes) on the Main Vehicle Deck and the car deck or in combination with designated areas for dangerous goods and even livestock on the Upper Vehicle Deck. In addition, the ship is fitted with 150 power outlets for refrigerated units. So far, the feedback from the Australians is very good. What remains to be proven is the functionality in practise, especially of the LNG system. In the past, there have been several innovative projects causing some headache for the shipowner because of technical problems after delivery. Pestana knows that, too, but is optimistic for the FSG design. Currently, SeaRoad is still running the ferry on MGO. But only because the company is still waiting for the remaining LNG trailers to be delivered from the Italian manufacturer. Nonetheless, the system was tested successfully before delivery, without problems, as Pestana emphasizes. He is happy to tell that, although the vessel was specifically designed for this particular client and trade, other players in the ferry and RoRo industry are very curious about the bunkering system. LNG is one of the major trends for him. For the recently signed order from Brittany Ferries, a similar but slightly different system will be used. »This kind of equipment is very interesting especially as the infrastructure for LNG is not yet there, so the operators will need to see flexibility and redundancy in order to have a constant supply of LNG. Data Sheet Type Flag Classification RoRo cargo Australian That is why the trailer solution has attracted so much attention in the industry.« So we might see more vessels with this system? »I wouldn’t be surprised at all.« M DNV GL - *1A1, General Cargo Carrier RoRo, Gas Fuelled, E0, NAUT-AW, BIS, TMON, DG-P Builder Flensburger Schiffbau-Gesellschaft (Hull No. 768) Length Beam (moulded) Draft (design) Deadweight Gross Tonnage Main Engines Auxiliary Engines 181.52 m (171.31m between perpend.) 26.6 m 5.9 m 7,920 tdw 25,200 GT LNG Trailers 3 x 42 m³ Rudder: Full Spade Twisted leading edge with FSG’s Costa Bulb Bow Thursters Steering Gear Service Speed Consumption Lane meters Trailers / cassettes / containers Decks / Ramps Main Vehicle Deck Upper Vehicle Deck Car Deck / Tank Top Reefer 2 x Dual Fuel MaK 8 M 46 DF engines, 7,200 kW each, RPM 500 2 x Dual Fuel MaK 6 M 34 DF gensets, 3,000 kW each, RPM 720 2 x 5,000 mm heigt, 3,400 mm chord length (FSG) 2 x 1,000 kW, with controllable pitch propellers Ram Type, torque approx. 550 kNm 20.0 kn , 85% MCR (12,240 kW), shaft generator engaged (950 kW), 10% sea margin 54.34 t /day 1,960 (1,056 on Weather Deck) + cars 80 / 70 / 450 TEU 3 / 2 stern Greenhouse Gas Emission reduction CO2 30% NO x 95% Particulate matter 95% SOx 295 TEU as containers on cassettes, trailers, wheeled cargo 160 TEU as trailers or containers on trailers featuring a combination of underover areas, desginated areas for dangerous goods and livestock with effluent containment 111 cars and light vehicles or 10 trailers + 70 cars 150 power outlets for refrigerated cargo units eliminated HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 2 55

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