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<strong>September</strong> <strong>2006</strong>
www.naszemorze.com.<strong>pl</strong>SPECIAL SUPPLEMENTShipbuilding l Machinery & MarineTechnology International Trade FaireHamburg Germany26-29 <strong>September</strong><strong>2006</strong>PUBLISHERShipbuilding and Shipping Ltd.Na Ostrowiu 1 Street80-958 Gdañsk, Polandwww.naszemorze.com.<strong>pl</strong>ACCOUNT:ING BankPL 1050 1764 1000 0018 0203 7869ChairmanEditor-in-Chief:Grzegorz LandowskiPhone +48 58 307 12 49Grzegorz.Landowski@naszemorze.com.<strong>pl</strong>CONTENTS:Order books of Polish yards .......................................................... 4Polish shipbuilding industry – overwiev ....................................... 7First LNG carrier to be built in Poland ........................................... 8World’s largest stainless steel parcel tankers ............................... 9Heavy deck cargo in ice .............................................................. 11Largest container carriers from Szczecin Shipyard so far .......... 14“Standard ships” and the most successful .................................. 16The 8234 type - pretty big and really fast .................................... 17Kota Perkasa box carrier 2681 TEU ........................................... 18The largest „floating garages” ..................................................... 20Modern ro-ro feeder .................................................................... 22Innovative con-ro vessel from Szczecin ...................................... 24Car and passenger ferries Argyle and Bute ............................... 27Big double-ended ferry Bastø III .................................................. 30Double-ended car-passenger ferry Folkestadt ........................... 32Good looking shuttle ................................................................... 33Second Trinity House vessel launched in Gdansk ..................... 34Five modern patrol boats from Gryfia SA ..................................... 38Fishery protection vessel from Remontowa SA .......................... 40Com<strong>pl</strong>ex conversion at Naval Shipyard Gdynia ......................... 42Another AHTS delivered to renowned US operator ................... 44Harbour tug from Northern Shipyard ........................................... 46Damen ASD 2509 type harbour tugs .......................................... 47Rapid Intervention Vessel Alert for Trinity House ....................... 46Unique icebreaking emergency evacuation vessels ................. 50Subscriptionand advertisement:Aleksandra DylejkoPhone +48 58 307 15 54Aleksandra.Dylejko@naszemorze.com.<strong>pl</strong>Secretary Office:Phone: +48 58 307 17 70Fax +48 58 307 12 56sekretariat@naszemorze.com.<strong>pl</strong>Editor:Piotr B. StareñczakPictures:Jakub BoguckiPiotr B. StareñczakKazimierz GliszczyñskiNorthern ShipyardRemontowa S.A.Szczecin New ShipyardCezary SkórkaAdam WoŸniczkaDesign and DTP:S³awomir W³odarczykPrinting House:SpartanPoleska Street 25,81-321 GdyniaPolandLIST OF COMPANIES AND ADVERTISEMENT:IT-REM Ltd. – IT services ............................................................... 2FAMOS Ltd. – ship furniture factory ............................................... 8Muelhan Ltd. – anticorrosion protection ..................................... 13MSJ Ltd. – Marine Service Jaroszewicz ..................................... 15FURUNO Ltd. – professional maritime electronics ..................... 19CENTROMOR Jsc – foreign trade corporation ........................... 23BORPO – technical ship sup<strong>pl</strong>ier ................................................ 25PBUCh Jsc – manufacturing of refrigeration equipment ............ 29POLAM–REM Jsc – light fitting manufacturer ............................. 31SUPON Jsc – fire-fighting and protective equipment ................. 35NORTHERN Shipyard Jsc – shipbuilding .................................. 37Teomaki – ship management systems ........................................ 39HYDROSTER Ltd. – marine hydraulic systems .......................... 41REMONTOWA Group .................................................................. 51Gdansk Shiprepair Yard REMONTOWA Jsc ............................... 52Nasze MORZE l <strong>September</strong> <strong>2006</strong>3
Polish yards newbuildings orderbookGdynia Shipyard, GdyniaShip / Type Yard No Tonnage / Capacity / Size Owner / Operator Deliveryvehicle carrier (PC/TC) 8168 / 15 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man <strong>2006</strong>vehicle carrier (PC/TC) 8168 / 16 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man <strong>2006</strong>vehicle carrier (PC/TC) 8168 / 17 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man <strong>2006</strong>vehicle carrier (PC/TC) 8168 / 18 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2007vehicle carrier (PC/TC) 8168 / 19 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2007vehicle carrier (PC/TC) 8168 / 20 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2007vehicle carrier (PC/TC) 8168 / 21 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008vehicle carrier (PC/TC) 8168 / 22 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008vehicle carrier (PC/TC) 8168 / 23 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008vehicle carrier (PC/TC) 8168 / 24 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008vehicle carrier (PC/TC) 8168 / 25 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008vehicle carrier (PC/TC) 8168 / 26 21 000 dwt / 6600 cars Ray Car Carriers Limited, Douglas, Isle of Man 2008containership 8184 / 14 39 000 dwt / 2700 TEU MS „NB 8184 / 14” John-Peter WulffSchiffahrtsgesellschaft mbH & Co. KG, Germany <strong>2006</strong>containership 8184 / 21 39 000 dwt / 2700 TEU Polaris ShipmanagementCompany Limited, Douglas, Isle of Man <strong>2006</strong>containership 8184 / 22 39 000 dwt / 2700 TEU Polaris ShipmanagementCompany Limited, Douglas, Isle of Man <strong>2006</strong>containership 8184 / 23 39 000 dwt / 2700 TEU Polaris ShipmanagementCompany Limited, Douglas, Isle of Man 2007LPG / NH3 gas carrier 8185 / 3 56 745 dwt / 78 500 cb m Ocean Gas Limited, Douglas, Isle of Man 2008LPG / NH3 gas carrier 8185 / 4 56 745 dwt / 78 500 cb m Ocean Gas Limited, Douglas, Isle of Man 2009mpp cs 8228 / 5 45 000 dwt / 45 000 dwt Westwood Shipping Lines Inc, Seattle, USA 2008mpp cs 8228 / 6 45 000 dwt / 45 000 dwt Westwood Shipping Lines Inc, Seattle, USA 2008mpp cs 8228 / 7 45 000 dwt / 45 000 dwt Westwood Shipping Lines Inc, Seattle, USA 2008vehicle carrier (PC/TC) 8245 / 3 7 800 dwt / 2130 cars Ray Car Carriers Limited, Douglas, Isle of Man <strong>2006</strong>vehicle carrier (PC/TC) 8245 / 4 7 800 dwt / 2130 cars Ray Car Carriers Limited, Douglas, Isle of Man <strong>2006</strong>vehicle carrier (PC/TC) 8245 / 5 7 800 dwt / 2130 cars Ray Car Carriers Limited, Douglas, Isle of Man 2007vehicle carrier (PC/TC) 8245 / 6 7 800 dwt / 2130 cars Ray Car Carriers Limited, Douglas, Isle of Man 2007containership 8276 / 2 58 000 dwt / 4540 TEU MS „Viktoria Wulff” John-Peter WulffSchiffahrtsgesellschaft mbH & Co.KG - Kollmar, Germany <strong>2006</strong>containership 8184 / 13 39 000 dwt / 2700 TEU Westermarsch Shipping GmbH & Co.KG, Germany <strong>2006</strong>containership 8184 / 15 39 000 dwt / 2700 TEU „Passat Star” Schiffahrtsgesellschaft mbH + CO.KG Hamburg , Germany 2007containership 8184 / 18 39 000 dwt / 2700 TEU Peter Dohle Schiffsbeteiligungs-KG (GmbH & Co.),Hamburg, Germany <strong>2006</strong>containership 8184 / 19 39 000 dwt / 2700 TEU Peter Dohle Schiffsbeteiligungs-KG (GmbH & Co.),Hamburg, Germany 2007containership 8184 / 20 39 000 dwt / 2700 TEU Peter Dohle Schiffsbeteiligungs-KG (GmbH & Co.),Hamburg, Germany 2007containership 8184 / 26 39 000 dwt / 2700 TEU Peter Dohle Schiffsbeteiligungs-KG (GmbH & Co.),Hamburg, Germany 2007The yard has not provided totals with table, however it is worth mentioning, as it was revealed in press release in August, the Yard had at thattime 34 ships on order with a total contractual value of USD 1.5 billion and EUR 25 million.data in table as of 01.09.<strong>2006</strong>; PC/TC - pure car / truck carrier;mpp cs - multi-purpose cargo ship / OHBC (open hatch bulk carrier) / con-bulker with deck gantry cranes.Stocznia Gdañsk SA (Gdañsk Shipyard), GdañskShip / Type Yard No Tonnage / Capacity / Size Owner / Operator DeliveryInformation as provided by the Shipyard (official data)partly outfitted ship hulls (5 units) - - Norwegian owners -blocks (hull sections) (2 units) - - Finnish owners -containerships (2 units) - - subcontracted from Gdynia Shipyard -ship sections - - subcontracted from Gdynia Shipyard -4 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
Polish yards newbuildings orderbookStocznia Gdañsk SA (Gdañsk Shipyard), GdañskShip / Type Yard No Tonnage / Capacity / Size Owner / Operator DeliveryInformation from various independent sources (unofficial and unconfirmed data; may either sup<strong>pl</strong>ement or partially repeat / overlap with official data)*aft and part cargo section of a ro-ro ship / 450 13 800 dwt subcontracted from Aker Yards Oy, Rauma, Finland; ultimate owners:forest products / cassette carrier - Transtimber Transatlantic Rederi AB / Trans Lumi Line AB, Sweden <strong>2006</strong>seismic research vessel partly GT 12 215 / 4750 dwt / 100.80 m L.B.P. subcontracted from AS Bergens Mek.outfitted hull - Geo Celtic (ST 327) Verksteder, Bergen, Norway; ultimate owners: 2007Ellen Forlands Rederi AS, Bergen, Norwaycontainership Marco Polo 8184 / 18 GT 32 300 / 39 300 dwt / 2732 TEU Peter Dohle Schiffahrts-KG, Germany <strong>2006</strong> / 2007containership Westermarsch 8184 / 13 GT 32 322 / 39 300 dwt / 2732 TEU Schiffahrtskontor Rendsburg GmbH, Germany (Hans Peterson& Söhne, – Reederei Rendsburg / Westerships) 12.<strong>2006</strong>containership 8184 / 15 GT 32322 / 39 100 dwt / 2732 TEU Passat Schiffahrtsgesellschaft mbH & Co KG 2007containership 8184 / 19 GT 32 322 / 39 100 dwt / 2732 TEU Peter Dohle Schiffahrts-KG, Germany 2007containership 8184 / 20 GT 32 322 / 39 100 dwt / 2732 TEU Peter Dohle Schiffahrts-KG, Germany 2007containership 8184 / 26 GT 32 322 / 39 100 dwt / 2732 TEU Peter Dohle Schiffahrts-KG, Germany 2007* <strong>pl</strong>ease, note that data from the two sections of table does not necessarily add to each other.Gdynia Shipyard, GdyniaShip / Type Yard No Tonnage / Capacity / Size Owner / Operator Deliverychemical tanker B588-III / 7 GT 29 965 / 23 972 CGT / 39 850 dwt Odfjell ASA, Norway / Odfjell Asia Pte Ltd, Singapore (ship’s name Bow Sirius) 4Q <strong>2006</strong>chemical tanker B588-III / 8 GT 29 965 / 23 972 CGT / 39 850 dwt Odfjell ASA, Norway / Odfjell Asia Pte Ltd, Singapore 2Q 2007containership B178-I / 18 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU MS „Hera” SG GmbH&Co.KG / Peter Dohle Schiffahrts-KG, Germany 4Q <strong>2006</strong>containership B178-I / 19 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU Marquest Shipping Company Ltd, Cyprus / ZIM Integrated Shipping, Israel 1Q 2007containership B178-I / 20 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU Hedwig Holding Ltd, Virgin Islands 2Q 2007containership B178-I / 21 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU MS „Hebe” SG GmbH&Co.KG / Peter Dohle Schiffahrts-KG, Germany 3Q 2008containership B178-I / 22 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU MS „Maja” SG GmbH&Co.KG / Peter Dohle Schiffahrts-KG, Germany 4Q 2008containership B178-I / 23 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU Carpentine Limited, Marshall Islands 1Q 2008containership B178-I / 24 GT 35 640 / 26 730 CGT / 41 850 dwt / 3100 TEU Pendleton Limited, Marshall Islands 2Q 2008containership B178-III / 1 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Costa Container Lines, Italy 1Q 2007containership B178-III / 2 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Costa Container Lines, Italy 2Q 2007containership B178-III / 3 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Siebzehnte Reederei Neumuhlen GmbH &Cie. KG /Rickmers Reederei GmbH & Cie KG, Germany 3Q 2007containership B178-III / 4 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Achtzehnte Reederei Neumuhlen GmbH &Cie. KG /Rickmers Reederei GmbH & Cie KG, Germany 1Q 2008containership B178-III / 5 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Costa Container Lines, Italy 4Q 2008containership B178-III / 6 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Costa Container Lines, Italy 1Q 2009containership B178-III / 7 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Einunddreissigste Reederei Neumuhlen GmbH &Cie. KG /Rickmers Reederei, Germany 2Q 2008containership B178-III / 8 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU Zweiunddreissigste Reederei Neumuhlen GmbH &Cie. KG /Rickmers Reederei, Germany 3Q 2008containership B178-III / 9 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU FESCO Lines Hong Kong Limited, Hong Kong / Russia 3Q 2008containership B178-III / 10 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU FESCO Lines Hong Kong Limited, Hong Kong / Russia 1Q 2009containership B178-III / 11 GT 32 000 / 24 000 CGT / 37 200 dwt / 2800 TEU FESCO Lines Hong Kong Limited, Hong Kong / Russia 2Q 2009containership B170-V / 1 GT 16 800 / 13 440 CGT / 23 000 dwt / 1730 TEU Mar Space Shipping Company Limited, Cyprus / FESCO, Russia 4Q 2007containership B170-V / 2 GT 16 800 / 13 440 CGT / 23 000 dwt / 1730 TEU Lightview Shipping Company Limited, Cyprus / FESCO, Russia 1Q 2008containership B170-V / 3 GT 16 800 / 13 440 CGT / 23 000 dwt / 1730 TEU Star Warm Shipping Company Limited, , Cyprus / FESCO, Russia 2Q 2008containership B170-V / 4 GT 16 800 / 13 440 CGT / 23 000 dwt / 1730 TEU Costa Container Lines, Italy 4Q 2007containership B170-V / 5 GT 16 800 / 13 440 CGT / 23 000 dwt / 1730 TEU Costa Container Lines, Italy 1Q 2009con-ro B201-II / 2 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 4Q <strong>2006</strong>con-ro B201-II / 3 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 1Q 2007con-ro B201-II / 4 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 2Q 2007con-ro B201-II / 5 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 3Q 2007con-ro B201-II / 6 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 4Q 2007con-ro B201-II / 7 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 4Q 2008con-ro B201-II / 8 GT 24 800 / 19 840 CGT / 18 250 dwt / 920 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands / Transfennica, Finland 1Q 2009mpp cs B587-IV / 9 GT 18 500 / 15 725 CGT / 23 700 dwt / 1134 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands 2Q 2009mpp cs B587-IV / 10 GT 18 500 / 15 725 CGT / 23 700 dwt / 1134 TEU S<strong>pl</strong>iethoff’s Bevrachtingkantoor B.V., The Netherlands 4Q 2009Totals: 34 ships, with aggregated deadweight of 1,072,000 t and gross tonnage of 956 010, at gross tonnage of 736 584; total value of contracts: USD 1 546 718 000.data as of 15.09.<strong>2006</strong>; mpp cs - geared multi-purpose cargo ship with side-loaders;GT - gross tonnage; CGT - compensated gross tonnage; dwt - deadweight in metric tonnes.Nasze MORZE l <strong>September</strong> <strong>2006</strong>5
Polish yards newbuildings orderbookREMONTOWA Group (Gdañsk Shiprepair Yard Remontowa S.A. and Northern Shipyard S.A.), GdañskShip / Type Yard No Tonnage / Capacity / Size Owner / Operator Deliverypassenger ferry 1064 / 1 B 264 / 1 GT 873 / 56.40 m L.O.A. A/S Moltzaus Tankrederi, Norway / Sundbusserne A/S, Denmark 1Q 2007passenger ferry 1064 / 2 B 264 / 2 GT 873 / 56.40 m L.O.A. A/S Moltzaus Tankrederi, Norway / Sundbusserne A/S, Denmark 2Q 2007ferry Argyle (Calmac II) B 338 / 2 GT 2612 / 400 dwt / 72.01 m L.O.A. Caledonian MacBrayne Ltd., UK 4Q <strong>2006</strong>multi function tender Pharos (MFT 1) B 842 / 1 GT 2800 / 84 m L.O.A. The Corporation of Trinity House / Northern Lighthouse Board, UK 4Q <strong>2006</strong>multi function tender Galatea (MFT 2) B 842 / 1 GT 2800 / 84 m L.O.A. The Corporation of Trinity House / Trinity House, UK 4Q <strong>2006</strong>Kashagan Project evacuation vesselsIBEEV 1 B 843 / 1 GT 300 / 30.30 m L.O.A. AGIP Kazakhstan North Caspian Operating Co NV, Kazakhstan / Eni SpA, Italy 4Q <strong>2006</strong>IBEEV 2 B 843 / 2 GT 300 / 30.30 m L.O.A. AGIP Kazakhstan North Caspian Operating Co NV, Kazakhstan / Eni SpA, Italy 3Q <strong>2006</strong>IBEEV 3 B 843 / 3 GT 300 / 30.30 m L.O.A. AGIP Kazakhstan North Caspian Operating Co NV, Kazakhstan / Eni SpA, Italy 4Q <strong>2006</strong>IBEEV 4 B 843 / 4 GT 300 / 30.30 m L.O.A. AGIP Kazakhstan North Caspian Operating Co NV, Kazakhstan / Eni SpA, Italy 4Q <strong>2006</strong>Leonard Tide (AHTS 120T / 2) B 844 / 2 GT 2200 / 1850 dwt / 67.00 L.O.A. / 120 T BP Tidewater Marine LLC, USA 4Q <strong>2006</strong>AHTS 120T / 3 B 844 / 3 GT 2200 / 1850 dwt / 67.00 L.O.A. / 120 T BP Tidewater Marine LLC, USA 3Q 2007AHTS 120T / 4 B 844 / 4 GT 2200 / 1850 dwt / 67.00 L.O.A. / 120 T BP Tidewater Marine LLC, USA 3Q 2007AHTS 120T / 5 B 844 / 5 GT 2200 / 1850 dwt / 67.00 L.O.A. / 120 T BP Tidewater Marine LLC, USA 4Q 2007AHTS 120T / 6 B 844 / 6 GT 2200 / 1850 dwt / 67.00 L.O.A. / 120 T BP Tidewater Marine LLC, USA 1Q 2008harbour tug (WU¯ 42T BP) B 845 / 1 GT 300 / 30.30 m LOA / 42 T BP „WUZ” Port & Maritime Services Co Ltd., Gdynia, Poland 4Q <strong>2006</strong>open deck carrier (Meriaura ODC 1) B 602 / 1 GT 3000 / 4600 dwt / 101.30 m L.O.A. VG-Shipping OY Ltd / Meriaura Oy, Finland 2Q 2007REM 120 gmpp / container carrier - approx. 7000 dwt / 121.50 m L.O.A. / 535 TEU undisclosed 2Q 2008REM 120 gmpp / container carrier - approx. 7000 dwt / 121.50 m L.O.A. / 535 TEU undisclosed 3Q 2008Scotland Fishery Protection Vessel B 846 / 1 - Government of The UK / Scottish Fisheries Protection Agency (SFPA), UK 4Q 2007LNG / LPG tanker 7500 - GT 4000 / 6150 dwt / 7500 cb m / 117.80 m L.O.A. Anthony Veder Rederijzaken BV, The Netherlands / Gasnor AS 3Q 2008data as of 15.09.<strong>2006</strong>; AHTS - anchor handling tug / sup<strong>pl</strong>y vessel; gmpp - geared multi-purpose cargo ship;GT - gross tonnage; dwt - deadweight in metric tonnes; L.O.A. - length overall; BP - bollard pull in force tons, cb m - cubic metres.Damen Shipyards Gdynia, GdyniaShip / Type Yard No Tonnage / Capacity / Size Owner / Operator DeliveryDamen ASD 2810 tug 511533 28.75 m L.O.A. undisclosed undisclosedDamen ASD 2810 tug 511534 28.75 m L.O.A. undisclosed undisclosedDamen ASD 3211 tug 511213 32.22 m L.O.A. undisclosed undisclosedDamen ASD 3211 tug 511214 32.22 m L.O.A. undisclosed undisclosedStan Tender 1504 pilot boat 502864 15.25 m L.O.A. undisclosed undiscloseddata in table as of 15.09.<strong>2006</strong> and as sup<strong>pl</strong>ied by the Yard; according to other, unofficial sources, the Yard has also some partly outfitted,steel and aluminium hulls of mega-yachts subcontracted from Amels, The Netherlands, on order; ASD - azimuthing stern drive.Naval Shipyard Gdynia (Stocznia Marynarki Wojennej SA), GdyniaShip / Type Yard No Tonnage / Capacity / Size Owner / Operator DeliveryROV support vessel EDT Protea - - EDT Towage & Salvage Co Ltd / EDT Offshore, Cyprus <strong>2006</strong>partly outfitted hull of refrigerated cargo vessel Storfoss Vaagland 137 GT 2990 / 2400 dwt subcontracted from Vaagland Baatbyggeri AS, Norway;ultimate owner: The Iceland Steamship Co Ltd (EIMSKIP ehf) <strong>2006</strong>data from unofficial sourcesGryfia SA (Szczecinska Stocznia Remontowa "Gryfia" SA), SzczecinShip / Type Yard No Tonnage / Capacity / Size Owner / Operator Deliverypatrol vessel Nornen 301 / I GT 750 / 47.20 m L.O.A. Remoy Management AS, Norway / Government of The Kingdom of Norway (Norwegian Coast Directorate) <strong>2006</strong>patrol vessel 301 / II GT 800 Remoy Management AS / Norwegian Coast Directorate (as above) <strong>2006</strong>patrol vessel 301 / III GT 750 Remoy Management AS / Norwegian Coast Directorate (as above) 2007patrol vessel 301 / IV GT 800 Remoy Management AS / Norwegian Coast Directorate (as above) 2007patrol vessel 301 / V GT 750 Remoy Management AS / Norwegian Coast Directorate (as above) 2007data from unofficial sources6 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
overwievPolish shipbuilding industryMixed fortunesDuring the year 2005 Polish shipyards com<strong>pl</strong>eted 30 ships of 565 973 CGT and deadweightof 770 000 tonnes, at the value of USD 933 million (all for foreign account), thusreturned to the main production level of the years before the 2002-2003 crisis.At the and of 2005 the order book consistedof 87 units of 1 660 744 CGTand the value of USD 3168 million(all for foreign account). The orderbookconsisted mainly of container ships(46 pcs. - over 1 mil. CGT), followed by carcarriers and ro-ro (con-ro) vessels.There is significant growth of number andvalue of non-cargo vessels ordered. Theintake of new orders during the year wasmoderate - 22 ships of 246 043 CGT or 300000 dwt - in consequence of high orderingactivity in 2004 and sufficient backlog ofshipyards for coming years. In <strong>2006</strong> contractingin major Polish newbuilding yardswas also not too fast, mainly due to uncertaintyexperienced by Polish yards.For the period of 2005, Gdynia Shipyard,Gdansk Shipyard and Szczecin New Shipyard,were concentrating production on theirbest products: - Gdynia Shipyard - car carriers6600 PTCT and 2000 PCTC, containerships and LPG-NH3 carriers, - Gdansk Shipyard- container ships 2700 TEU, - SzczecinNew Shipyard - container ships 1700-3100 TEU, con-ros of 20 000 CGT andchemical tankers with Du<strong>pl</strong>ex steel tanks.Gdansk Shiprepair Yard Remontowa andparticularly newbuilding yard Northern Shipyard,member of REMONTOWA Group, arefocusing mainly on non-cargo vessels of highadded value. The production programme ofthose two yards consists of various kinds offerries, anchor handling, towing & sup<strong>pl</strong>yvessels, multi-function buoy tenders, rapidintervention vessels, ice breaking emergencyevacuation vessels, tugs and fishing vessels.10 ship of this kind were delivered in2005 and 14 are to be com<strong>pl</strong>eted in <strong>2006</strong>.This is change in production programmeand policies at major newbuilding yards,that make it hard to find any interesting prototypenewbuildings. It therefore may seemthey have not much to offer in new designs.But they are benefiting from easier productionof ships repeating in longer series. Thisimproves productivity and reduces costs.The opposite philosophy was adopted bymajor force in Polish shiprepair industry, havingthe lion’s share of the market - the REM-ONTOWA Group, which increasingly relieson income from new construction. Buildingsmaller vessels, it has to enter niche marketsfor specialized, more profitable tonnage.Gdansk Shiprepair Yard Remontowa SAregards the year 2005 as a really good one.Notwithstanding the general poor situationin Polish shipbuilding industry and harshcompetition environment, Remontowa SAmanaged to achieve sales level of PLN 860million, which marks over 200 percent increaseover the 2004 result. Also the netprofit exceeded the previous years’ results,at PLN 22 million in 2005. It appears it ispossible even despite the domination ofprototypes in last years newbuilding productionportfolio, while newbuildings contributedas much as 32 percent to theGroup’s sales and conversions constituted31 percent of the income, leaving just slightlyabove one third generated from repairs.The year 2005 saw the construction of 10ships at Remontowa, and its newbuildingsspecialised subsidiary Stocznia Pó³nocna(Northern Shipyard). The number includedtwo AHTS offshore tugs, built to prestigiouscontract from the world’s leading offshoresupport vessels operator - US based Tidewater;ferries for Norwegian and Scotch owners,arctic containership and modern fishingvessels. Work on another nine newbuildingscommenced during 2005, too.The Group expects to deliver 14 shipsduring <strong>2006</strong>, including interesting prototypes,eg. small emergency evacuation ships forCaspian Sea’s Kashagan oilfield project.The REMONTOWA Group, having itsnewbuilding portfolio filled up for <strong>2006</strong> deliveries,was accepting, at the turn of 2005and <strong>2006</strong>, orders with <strong>pl</strong>anned deliveriesscheduled for 2007.Besides the overall increase in Group’ssales, an important factor is an increasingshare of newbuildings in total income. Thistrend is about to deepen further to some extend,although the Group does not give uprepair business. Last year almost 200 shipsunderwent repair works at Remontowa.The sales of the whole Remontowa SAGroup, which also includes ship equipmentmanufacturing companies, was PLN 1.2 billionin 2005. Positive outlook for Remontowa’ssubsidiary focused on newbuildings- Northern Shipyard - is facilitated by favorablechanges in sales structure with partlyoutfitted hulls on the decrease and fullyequipped ships for turn-key delivery on therise. Also proportion of more sophisticatedships, potentially generating higher salesvalue, is also increasing on the expense ofsim<strong>pl</strong>er works with lower added value.After the bankruptcy of Stocznia SzczecinskaPorta Holding in 2002 and crisis ofGdynia Shipyard in 2002-2003, a Statebacked rescue and restructuring programmesfor those yards and Gdansk Shipyard - memberof Gdynia Group - have been im<strong>pl</strong>ementedunder control and with support of IndustryDevelopment Agency. Restructuring programmeof Szczecin New Shipyard has beensuccessfully com<strong>pl</strong>eted. The shipyard regainedtechnical and financial stability as wellas bank credibility. The yard is fully owned byState. Restructuring programmes of GdyniaShipyard and Gdansk Shipyard, althoughformally concluded, have been recognizedas incom<strong>pl</strong>ete and im<strong>pl</strong>emented with delay.Gdynia Shipyard has to repay restructureddebts and has got the problems with retardeddeliveries and not balanced income andspendings. Additionally an increasing socialtension between this mother-yard andGdanskShipyard, bought by Gdynia in 1998, ledto demerging in summer, <strong>2006</strong>. Both yardsare State controlled, but are now seeking privateinvestors.The concept of consolidation of all threemain shipbuilding yards, forced previouslyby Industry Development Agency has beenrecognized as not feasible and abandoned.In mid of 2005 The European Commissionhas opened the investigation of conformityof public support granted to Polish shipbuildingyards with UE rules. This investigationis still under way and the results areimpatiently awaited and expected by theend of this year. Some opinions say this processis frightening off potential investors.Besides financial instability in some ofthe yards and lack of funds for investment inmodern technology, the single most seriousproblem affecting Polish yards now is theexodus of qualified personnel to better payingWest European countries, mainly Germany,Norway and the UK. The situation hasforced Polish shipyards to re<strong>pl</strong>ace at leastpart of the lost workforce by cheaper weldersand fitters from Ukraine and even, incidentally,from North Korea.Piotr B. Starenczak(on the basis of data of CESA, Forum Okretowe- The Association of Polish Maritime Industries)Nasze MORZE l <strong>September</strong> <strong>2006</strong>7
tankersFig.: Anthony VederFirst LNG carrier to be built in PolandNot much information has been revealedso far on this ship, being abreakthrough for Polish shipbuildingindustry, which so far has been buildingLPG carriers only.Illustration of a 7,500 cbmLNG / ethylene / LPG carrier to be builtby Remontowa S.A.Remontowa S.A. signed a newbuildingcontract for a short range LNG carrier to bebuilt for Dutch owner Anthony Veder (AnthonyVeder Rederijzaken BV) on July 18,<strong>2006</strong>. It will be also the first LNG gas tankerin Rotterdam based shipping company’sfleet, em<strong>pl</strong>oying mainly small LPG carriers.The unique vessel, scheduled for deliveryin 2008, is destined for regional distributionof LNG, with a capacity of 7,500 cbm andwill act as an LNG feeder vessel in NorthernEurope. In addition to LNG, the vesselwill be able to transport other gases as well,including liquefied petroleum gas (LPG)and other petrochemical gases, includingethylene.The ship to be built at Remontowa S.A.is to be operated under a long term (15years) time charter from the Norwegian LNGdistributor Gasnor AS.The LNG will be transported at temperatureof minus 163 degrees centigrade. Thisship will be exceptionally environmentallyfriendlyas it will use the LNG as fuel, significantlydecreasing the emission of exhaustfumes such as the greenhouse gas CO 2.The propulsion will be effected by two dieselengines reduction geared to screw shaftsdriving two directional propellersThe LNG / ethylene / LPG carrier, probablyto be named Coral Methane, will be117.80 m in length, 18.60 m wide and willfeature deadweight of 6150 t.n8 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
tankersPhoto: Adam WoŸniczkaWorld’s largest stainlesssteel parcel tankersBow Sea, the 6th chemical tankerof the B-588 type left SzczecinNew Shipyard in April <strong>2006</strong>.Szczecin New Shipyard Ltd. is nearingcom<strong>pl</strong>etion of the contract,signed on August 1, 2003, to buildthe B588 series - the world’s largestchemical tankers with stainless steel cargotanks, for Norwegian owners Odfjell ASA(meanwhile extended to a total of 8 units).According to unofficial information the priceper unit was USD 54 million at the time ofsigning the initial contract, which might havebeen renegotiated since.The first unit from the series, the B588-III/1 Bow Sun, was officially delivered andleft the yard on August 1, 2003. Bow Starand Bow Spring were delivered during2004, while Bow Sky in April 2005. May2005 saw launch of the fifth of eight contractedvessels - Bow Summer, which wasdelivered the same year. This year alreadythe sixth unit - Bow Sea - has been delivered.The shipyard has 2 units of the B588series still on order. They are destined fordelivery in 4th quarter of this year and 2ndquarter of 2007. June 17, this year, saw thelaunching of the seventh out of eight unitsordered - the Bow Sirius, with expected deliveryin November or December.The B588 type ship is suitable for thecarriage of IMO type I, II and III chemicals,as well as clean oil products, acids, vegetableand fish oils and animal fats, molasses,etc.Nasze MORZE l <strong>September</strong> <strong>2006</strong>A double skin is arranged for the sides,double bottom space for the whole cargoarea, in com<strong>pl</strong>iance with IMO and USCGtanker requirements. The surface inside allcargo tanks is free of obstructions, such asstructural members. The cargo area has acentre section and two wing sections, separatedby two longitudinal sandwich typebulkheads (cofferdams).The centre section is divided into 18du<strong>pl</strong>ex stainless steel tanks, including twoslop tanks and the wing sections dividedinto 8 du<strong>pl</strong>ex stainless steel pairs of tanks(16 wing cargo tanks), by transverse corrugatedbulkheads, for a total of 34 com<strong>pl</strong>etelysegregated cargo tanks, as per IMO requirements.Double bottom and sides for ballastwater are arranged for the full length of thecargo area and subdivided into the samenumber of tanks as cargo wing tanks andas required by the damage stability regulations.Cofferdam bulkheads between centreand wing cargo tanks and a part of doublebottom tanks are void spaces.To improve the cargo carriage flexibilityadditionally on main deck, six (6) deck tanksmade of du<strong>pl</strong>ex stainless steel with capacity354 m 3 and cargo specific gravity 1.7 t/m 3each are provided.Sloshing and heeling effects of the cargowas taken into consideration in the designand construction of all the tanks so thatthey can be partially filled without filling restrictions.Hull structure is designed for 40year of fatigue life and confirmed by DNV.The vessel is equipped with Rolls-RoyceKaMeWa Ulstein made, TT2000 FP-KI type,1000 kW hydraulically driven bow thruster,to provide thrust during docking/undockingoperations, in all loading conditions.The vessel is registered under the Norwegianflag and fulfils requirements of Norwegianmaritime administration and all theInternational Conventions ap<strong>pl</strong>icable to thistype of vessel.From the unit no. 3 on, some structuraldesign and other design changes and adjustmentshave been made under agreementwith the owner, allowing for productiontechnology sim<strong>pl</strong>ification in some areasand enabling slight production cost reductions.To obtain excellent maneuverability forthis type of vessel and fulfill IMO requirementsrotary-vane steering gear, of Rolls-Royce Fryndebo make, with working angle±70° and Schilling rudder are provided.To serve manifold area, two (2), TowimorSA made, electro-hydraulically drivencranes of hoisting capacity of 10 t SWL andcom<strong>pl</strong>ying with OCIMF recommendationsare provided. For the provision and ERspare parts handling, one (1) electro-hydraulicallydriven crane, 40 kN, from thesame sup<strong>pl</strong>ier, is provided on the port side,9
tankersin the area between accommodation blockand separate engine casing.Anchor, mooring and towing equipmentcom<strong>pl</strong>ies also with OCIMF and consist of:n two (2) Towimor windlasses for chain 76mm/K3,n four (4) Towimor made mooring winchesof nominal pull 200 kN, non-selftensioningtype,n two (2) bow stockless anchors, 9300 kgeach,n two (2) anchor chains; 76 mm dia,n two (2) anchor chain stoppers.Emergency towing arrangements, inaccordance with Resolution MSC 35/63,sup<strong>pl</strong>ied by Towimor, are installed fore andaft. Life-saving ap<strong>pl</strong>iances consist of Fassmerfree-fall lifeboat for 37 person with hydraulicallydriven lifeboat davit, Fassmerrescue boat, DSB liferafts, lifebuoys, etc.according to SOLAS requirement. MOB rescueboat davit was sup<strong>pl</strong>ied by Towimor.Lighting ap<strong>pl</strong>iances onboard Szczecinbuilt chemical tanker come from anotherPolish manufacturer - Famor.Accommodation spaces are provided for31 persons of crew and 6 persons of SuezCanal crew. All crew cabins are single typewith individual sanitary blocks. Cabin interiorsare up to the highest Scandinavianstandard. In addition, public / duty spaces forcrew e.g. crew’s messroom, officers’ messroom,crew’s TV / recreation room, officers’TV / recreation room, duty messroom, gymnasium,officers’ galley, etc. are provided.Propulsion system consists of one WärtisläNSD designed main engine type 6RTA58TB, 12 750 kW, 105 rpm delivered by H.Cegielski, Poland, driving KaMeWa Ulsteincontrollable pitch propeller of 6.8 m dia.Shaft generator driven via tunnel gear isprovided.For electric power on units no. 3 on fromthe B588 series and on generation thereare installed:n three (3) gen-sets, based on mediumspeeddiesel engines 6L28/32H of 1500DraftnnkW each delivered by H. Cegielski, withSAM Electronics alternator sup<strong>pl</strong>ying1499 kVA; 60 Hz, 3×440 V (while on twoinitial units, including prototype BowSun, these were 5L27/35 diesels basedgen-sets, providing 1780 kVA each)one (1) SAM Electronics shaft alternator;1838 kVA; 60 Hz, 3×440 Vone (1) emergency diesel generator withMAN D2866 TE 218 kW diesel, and 220kVA; 60 Hz, 3×440 V alternator (250 kVAon initial units from the B588 series)The vessel is arranged for loading andunloading of homogeneous cargo via midshipcargo manifolds, maximum loading andunloading rate of 3000 m 3 /hr (at 110 mlc,s.g. 0,9; visc. 1,0 cSt).Independent cargo pumping and pipingsystem (one tank - one pump system) is providedfor each cargo, slop and deck tanks.The cargo is heated by a steam/water systemwith hot water circulating in coils in cargotanks. Each tank has at least two separatesets of longitudinally welded coils madeof du<strong>pl</strong>ex stainless steel. The water is heatedby steam via two (2) heat exchangers.Heat exchangers with their circulatingpumps, expansion vessels and controlequipment are arranged in deckhouse onmain deck, in front of superstructure (heatercompartment).The inert gas system is sup<strong>pl</strong>ied by Unitor.The same company also sup<strong>pl</strong>ies ventilationsystem, provisions stores refrigerationsystem as well as deck foam fire-fighting system.„Dry Air System” for cargo tanks dryingis sup<strong>pl</strong>ied by Alfsen og Gunderson AS.An Integrated Control and MonitoringSystem (ICMS) is installed, fulfilling Classrequirements for unattended EngineRoom, to control and monitor also thewhole cargo operation, including controlof cargo pumps and cargo valves, ballastpumps and ballast valves, T/C pumps,monitoring of cargo tanks and the carriedcargo. General, machinery and cargo handlingautomation systems are sup<strong>pl</strong>ied byNorcontrol and Saab Rosemount Marine.Engine Control Room and Cargo ControlRoom are provided.Radio communication system com<strong>pl</strong>ieswith GMDSS requirement issued by IMO.Main particularsLength O.A.182.88 mLength B.P.175.25 mBreadth, moulded32.20 mDepth, moulded17.95 mScantling draught11.50 mDeadweight*39 842 tGT 29 965NT 11 269Compensated tonnage 23 972 CGTService Speed15,30 knMain propulsion power 12 750 kWn* - according to some sources - 40 000 tTank capacitiescargo tanks 52 126 m 3ballast tanks 16 076 m 3heavy fuel tanks 2 000 m 3ClassificationThe vessel was built under the surveyand in accordance with the rules andregulations of the Norwegian classificationsociety Det norske Veritas andwill be classed and registered as:DNV X1A1 Tanker for Chemicals andOil Products ESP E0 NAUT-OC LCS(SID) VCS-2 HL (1.85 t/m3 for centretanks, 1.25 t/m 3 for wing tanks, 1.70t/m 3 for deck tanks) PLUS-2 ETC TMONNAUTICUS (Newbuilding), Ship type1 & 2. Centre / slop tanks: a2, b3, c3, v3,f2, str 0.1, ss, T4 IIA / IIB / IIC. Wing tanks:a2, b3, c3, v3, f2, str 0.1, ss, T4 IIA / II BDeck tanks: a3, b3, c3, v3, f3, str 0.1, ss,T4 IIA / IIB10 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
multi-purpose deck cargo carrier / heavy-lift / ro-ro vesselFig. Meriaura OYHeavy deck cargo in iceIllustration of multipurpose deck cargo vessel, to be built at Remontowa S.A.The Finnish chartering and operationscompany Meriaura Oy will add a newtype of multipurpose deck cargo vesselsto its fleet. Ordered from a Polishshipyard, Remontowa S.A., the vesselsare designed especially for heavy projectcargoes on deck, and will be built to com<strong>pl</strong>ywith the Finnish-Swedish ice class I A requirements.Remontowa will help Meriaura Oy Ltdto achieve its objective to become one ofthe leading transporters of heavy projectcargoes around the Baltic Sea. Modernyear-round tonnage for project cargotransports at the Baltic Sea and especiallywithin the icy Finnish coast has neverexisted. With the development of this concept,the possibilities of transporting differentkinds of specialised project cargoesaround the Baltic Sea will be considerablyincreased.The concept development has beenmade in co-operation with Aker Yards andwith a network of Finnish maritime designersand sup<strong>pl</strong>iers. Among others Länsiviivain Oy- primarily responsible for the machinerydrawings, Foreship Oy (hull lines), WärtsiläDiesel, Rolls-Royce Aquamaster and BureauVeritas have been closely involved. The ownershava managed to obtain R&D supportfrom TEKES (the Finnish Funding Agency forTechnology and Innovation) for the project.The concept was turned into practical, detaileddesign by Remontowa’s in-house shipdesign office.In April <strong>2006</strong> Remontowa S.A. signedthe contract with Finnish Owners: OY GaiamareAB and Meriaura OY, for the constructionand delivery of two specializedcargo vessels (including one in option), withdelivery of the vessels scheduled for 2007.The first vessel, for which the first steel cuttingalready took <strong>pl</strong>ace in August, will bedelivered in summer 2007 for Oy GaiamareAb, a part of the Meriaura Group. The orderholds a possibility of several additional vessels.The investment budget is about EUR14 million per vessel.The vessel is designed to carry heavycargoes on deck and its main cargo will beto transport steel ship blocks for Aker Yards.Aker Yards and Meriaura Oy have signeda long-term transportation contract for transportationof the ship blocks. Each of thevessels is however a truly flexible, multipurposecargo carrier intended for the carriageof ships’ steel sections and blocks,heavy equipment, project cargo modules,containers or rocks, stones, logs and timberas deck cargo. The concept offers alsoa version for oil recovery operations. It isbeing considered that, in the longer term,the new class could also carry oil recoveryequipment on behalf of the Finnish MaritimeAdministration.In the design of the vessel concept specialattention is paid to the overall safetyand efficiency of the cargo transportation,the seakeeping performance and ice-goingNasze MORZE l <strong>September</strong> <strong>2006</strong>11
capabilities of the vessel. Transportation ofship blocks with this new type of vessel willconsiderably reduce the schedule risks dueto weather and ice conditions. The capacityand flexibility of the new vessel concept willbe much higher than with conventionalbarge transportations, and at the same timethe transportation will be more economical.Added flexibility is associated with the fact,that the ship is capable not just of transportingfinished blocks but also of carrying rawmaterials, such as steel <strong>pl</strong>ates and profiles,to yards. The vessel concept includes severalinnovative and patented solutions.The vessel is a mono-hulled open deckcarrier with forecastle, accommodation blockand wheelhouse located fore. The dieseldrivenmain propulsion machinery is locatmulti-purposedeck cargo carrier / heavy-lift / ro-ro vesselFig. Meriaura OYSide view of the vesseled in aft, while the electric power generation<strong>pl</strong>ant and auxiliary machinery - in thefore part. The operating speed is about 13knots.Electricity can also be generated bypower-take-off arrangement at main engines.The vessel is to be equipped withIntegrated alarm, monitoring and controlsystem (IMACS).The propulsion machinery comprisestwo diesel engines, each cou<strong>pl</strong>ed to an azimuthpropulsion unit with a controllablepitch propeller. Azimuthing thrusters are drivenvia the „Z” shaftlines with Cardan shaftsand a flexible cou<strong>pl</strong>ings.The newbuild has a barge-like hullform,except for the bow, which has a conventionalicebreaking form. A centre fore skeg structureaccommodates a bow thruster in thearea of icebreaker-like recessed stem.The open cargo deck sized app. 80 × 18m is flush and left as open as possible. Specialattention is put on effective water ballastsystem and proper ballast capacity forthe easy offloading and unloading of specialcargo units over the stern ramp and overthe sides.The deck of the vessel is strengthenedfor heavy cargoes. It is designed to carryuniform load of minimum 8 t/m 2 and shall befitted with container sockets suitable for securing80 units of TEUs.The seafastening and securing of theship blocks onto the deck will be carried outwith specially designed equipment. A numberof specially designed, movable „keelGeneral ArrangementFig. Meriaura OY12 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
multi-purpose deck cargo carrier / heavy-lift / ro-ro vesselblocks / side elements” of steel shall be deliveredwith the ship. They can be fixed oncargo deck to the container fixing points atvarious locations along the cargo area andare part of ship’s outfitting. This is quickerthan traditional heavy-lift seaborne transportmethod of welding blocks to the deckas on barges. The hull blocks carried on thenew ship will be fixed into the containersockets wherever possible, reducing thewelding required to a minimum. The systemis the subject of a patent ap<strong>pl</strong>ication.As Aker Yards has a number of quays atlocations around the Baltic at which shipblocks are currently loaded onto the barges,the new design will be capable of beingballasted down to the same level as thequays, to be able to continue to use thesesame loading locations.The ship is designed for all year roundoperation in the Baltic / North Sea region,with a specific ice-going class notation.nMain particularsOwners:OY Gaiamare AB / Meriaura OYChartered by:Aker YardsDelivery: Summer 2007Builder:Gdans Shiprepair Yard Remontowa S.A., PolandClassification:Bureau Veritas, Finnish-Swedish Ice Class I ALength:101.30 mBreadth:18.80 mDepth:6.55 mDraught (max):4.60 mDraugth (ballast):3.50 mSpeed:13 knDeadweight:4600 tCargo deck area: 1500 m 2Ballast capacity: 3900 m 3Main engines:2 × 2220 kW; Wärtsila Vasa 6R32 LNDPropulsion: 2 × UF255 CP type azimuth propulsion units; Rolls-Royce AquamasterBow thruster:450 kWCargo:Steel sections, other steel structures, 240 TEU (a 13.5 t),timber, logs, heavy cargoes.Classification:Bureau Veritas, Finnish-Swedish Ice Class IA○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○Nasze MORZE l <strong>September</strong> <strong>2006</strong>13
ox shipsPhoto: Adam WoŸniczkaLargest containershipsfrom Szczecin Shipyard so farCCNI Antofagasta, the seventeen box shipof the B 170 – type built at Szczecin New Shipyardwas delivered to the owner in August <strong>2006</strong>.With delivery of APL Venezuela (exCarolina) the year 2001 saw alaunch of a new series of containerships - at 3100 TEU capacity,the largest to be built at SzczecinShipyard so far. Today, after 16 deliveries,they still hold this record. The B178 containerships, judging from the yard’s trackrecord and current orderbook, seem to be avery successful design, with many furthernewbuilding contracts in yard’s orders portfolio.At present, there are still 7 more B178-I units on order left, and 11 units from a slightlysmaller version B178-III. At the end of April<strong>2006</strong>, another B178-I ship was delivered –CCNI Arica.Most of these ships have been orderedby renowned German owner Peter DohleSchiffsbeteiligungs GmbH&Co. KG,Germany.The B178 type ships are cellular, geared(also available in gearless version) containervessel intended for carriage of: 20 and40 ft ISO containers in holds and on deck,45 and 49 ft containers on deck, dangerouscargo containers, reefer containers (selfcontainedair cooled type) on deck and inhold.One of the holds is prepared for IMOdangerous cargoes of 1.4s, 2.2, 2.3, 4.1-4.3, 5.1,6.1 (except liquids FP
ox shipsDraftB178-IB178-IIINasze MORZE l <strong>September</strong> <strong>2006</strong>15
ox ships„Standard ships”and the most successfulIn post war history of shipbuilding, nottaking into consideration so called“standard ships”, such as Freedom orNeo-Liberty types, there were very fewdesigns built to multi<strong>pl</strong>e orders. One of thelongest ship series, and one of the mostsuccessful, most popular designs is SzczecinShipyard’s B170.B170 are so popular, that they have becomea standard and a synonym for theirrange of size, with brokers referring to B170type while quoting freight rates for any shipof similar size, so B170 have become anindustry standard and point of reference.There have been 47 units built of thisdesign over the recent decade in severalmutations slightly differing according to specificrequirements of each owners in size orbeing geared or gearless. The first unit inhighly successful B170 series was ElisabethRickmers, delivered in 1995. The last ofthem, Robert Rickmers, of B170-III, as 15thunit in this version was delivered in 2003.However Russian owner Fesco and Italianone - Costa Container Lines are so<strong>pl</strong>eased with Szczecin designs, that theyhave decided to come back for more. Further5 units are on order from those ownersfor delivery during 2007 and 2008.Cellular, geared container vessel intendedfor carriage of: 20 and 40 ft ISO standardcontainers in holds and on deck, 45and 48 ft containers on deck and cellulartype Eurocontainers in holds except of sidestacks, dangerous cargo containers in holdsNo 1 . 4, reefer containers on deck, breakbulk cargoes in holds No 2 . 4.Main particularsGross tonnage 16 500Net tonnage 8675Deadweight23 000 tLength o.a.184.10 mLength b.p.171.94 mBreadth moulded25.30 mDepth to main deck13.50 mFreeboard draught9.90 mContainer capacity:holds 634 TEU,on deck 1096 TEU (IMO visibility)Total 1730 TEU200 reefer <strong>pl</strong>ugs on deck14 t TEU capacity: 1107 unitsSpeed (service)at 9.85 m draught:19.70 kn (90% MCR, 15% sea margin)Endurance15 000 NmCom<strong>pl</strong>ement24 + 1 pilotPropulsion1 main engine SULZER 6RTA62U 13,320 kWat 113 r.p.m.- build by HCP Poznañ, Poland,1 fixed pitch propeller 5 bladesClassification:GL Hull X 100 A5 Containership IW,NAV-0, SOLAS II-2 Reg.19, Machinery X MC AUTSingle screw motor ship fitted with onefixed pitch propeller, driven by slow-speedengine. Four cargo holds, engine room andaccommodation aft, transom, asymmetricstern, bulbous bow, one transverse bowthruster.Holds No 1-3 prepared for IMO dangerouscargoes of 1.4s, 2.1-2.3, 3, 4.1-4.3, 5.1,6.1, 8 and 9 classes. Hold No 4 preparedfor IMO dangerous cargoes of 1.4s, 2.1-2.3,4.1-4.3, 5.1, 6.1 (except liquids FP
ox shipsPhoto: Gdynia ShipyardMSC Florida was the third and last box shipof the 8234 - type built at Gdynia Shipyard.The 8234 type container shipspretty big and really fastMain particularsNorasia Valparaiso (ex Catherine Rickmers), delivered in2002, opened a series of the largest container carriers builtin Polish yards to date. The 8234 type vessels are fast (over22 knots service speed) panamax box ships with containercapacity of 4444 TEU. The initial units in the series have beenordered by German owner Rickmers. The second unit was namedNorasia Enterprise, and the third and last ship in a series wasdelivered late 2005 as MSC Florida to German owner for MediteranneanShipping Company charter.nLength o.a.286.10 mLength b.p.271.20 mBreadth mld32.20 mDepth to main deck21.80 mDesign draught12.00 mScantling draught13.20 mGross 51 350Deadweight at:- design draught 49 100 t- scantling draught 58 300 tPhoto: Gdynia ShipyardContainer capacity:Total 4444 TEUOn deck 2393 TEUIn holds 2051 TEU14t/TEU homo 3000 TEUReefer <strong>pl</strong>ugs 450Main engine:single Wartsila NSD 8 RTA 96 CMain engine power:43 920 kWService speed: 24.6 knots at: draught T = 12.00 m, 90.00%MCR,15% sea margincruising range:18 000 NmNorasia Enterprise was the second box shipof the 8234 type built at Gdynia Shipyard.Classification:GL, X 100 A 5 E Container Ship.,SOLAS II-2, Reg.54, +MC E AUTNasze MORZE l <strong>September</strong> <strong>2006</strong>17
ox shipsMain particularsKota Perkasa boxcarrier 2681 TEUThe 8200 type container vessel represents a series built since2001 either by Gdañsk Shipyard or by Gdynia Shipyard. Geared,versatile box ships feature an accommodation block with bridgelocated at a quarter stern.nDraftLength o.a.207.95 mLength b.p.194.40 mBreadth mld32.24 mDepth to main deck 16.80 mDesign draught10.00 mScantling draught11.50 mGross tonnage 30 024Deadweight at:- design draught 27 747 t- scantling draught 35 924 tContainer capacity:Total2681 TEUOn deck1681 TEUIn holds1000 TEU14t/TEU homo2060 TEUReefer <strong>pl</strong>ugs 400Main engine H. Cegielski /MAN B&W 7S70 MC-CM.E. Power (MCR) 21 735 kWCruising range17 000 NmClassification:GL X 100A 5E “Conatiner Ship”,SOLAS II-2, Reg.54, X MC E AUTCONTAINER SHIP OF 2700 TEU18 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
Nasze MORZE l <strong>September</strong> <strong>2006</strong>19
o-ro and related shipsThe largest „floating garages”Photo: Piotr B. StareñczakPC/TC Talia caming back from sea trials.Gdynia Shipyard JSC is worldwideknown for its successful designs ofvehicle carriers delivered since 80-ties to several seaborne car transportmarket leaders. Universal car carriersfrom Gdynia have been awarded with manyinternational accolades. More than oncethey have been presented in prestigious„Significant Ships of the Year” booklet publishedby the Royal Institution of Naval Architects.Among the newest laurels received wasthe „Golden Anchor” award handed to representativesof Gdynia Shipyard at Baltexpo2004 International Maritime Exhibitionin Gdañsk. It was awarded to the best product„universal car carrier of the 8168 series”.The 14th unit of the 8168 type, Talia, wasdelivered in July <strong>2006</strong>, with 12 units still leftin the orderbook at that time. Talia was thefirst Gdynia Shipyard built vehicle carrier forRay Car Carriers that has been charteredby Wallenius Wilhelmsen.Pure Car / Truck Carriers (PC/TCs) ofthe 8168 series, are ro-ro carriers suitablefor the carriage of the wide variety of vehicles,rolling stock and general cargo stowedby terminal vehicles. The cargoes most oftencomprise of personal cars, pick-ups,vans and trucks and buses or coaches. Otherrolling cargoes and special vehicles arealso carried onboard PC/TCs, such as civilengineering and earthmoving vehicles, roadand terminal trailers or multi-axle heavy-lift<strong>pl</strong>atforms.The 8168 series falls into category ofthe largest PCTCs ever built worldwide.For Gdynia Shipyard a big success maybe regarded the fact, that its original ro-rocargo flow patters between decks has alsobeen accepted by two biggest Japaneseoperators - NYK and „K” Line, previouslyused to their own, different internal rampsarrangement of car carriers.Since 1999 to mid 2005 Stocznia GdyniaSA has built as many as 14 ships of the 8168type and two units of the 8213 sub-type. TheGdynia built car carriers delivered so far arede<strong>pl</strong>oyed in long-term charters by global,leading vehicle carriers operators, namely:n HUAL (50/50 joint venture of Norwegianowners Leif Höegh & Co Shipping ASand Ugland International Holdings <strong>pl</strong>c,n EUKOR Car Carriers (consortium establishedby Norwegian shipping companyWilhelmsen Lines, Swedish ownersWallenius Lines and Hyundai Motor andKia Motors car manufacturers of SouthKorea in December 2002, which immediatelybecame the largest operator ofthe car carriers fleet)nnNYK (Japan)„K” Line (Japan).Further, remaining units contracted sofar from the 8168 series, will enhance thefleets of the above mentioned operators, aswell as another market leader – WalleniusWilhelmsen, which so far has been em<strong>pl</strong>oyingthe ships built in the Far East only.20 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
o-ro and related shipsThe vehicle carriers built at Gdynia Shipyardare renowned on the global shippingmarket, not only because of their innovative,superior design features and solutions,but also owing to high quality of yard’s craftsmanship.Only the weakness of Polish systemof promotion of export production(through proper financing solutions) and thelimited (significant, but already fully utilizednow) production capacity do not allow theyard to accept more orders for these advancedships.Besides the economy of the scale inseries production of the profitable 8213 and8168 designs, additional advantage providedby this shipyard.s product line is theopportunity to promote best Polish marineequipment manufacturers in the globalmarkets.Polish components in Gdynia Shipyard’svehicle carriers include main and auxiliaryengines manufactured by H. Cegielski -Poznañ, anchor windlasses and mooringwinches from Towimor, pumps sup<strong>pl</strong>ied byGZUT, furniture and interior panels fromFamos and Meblomor, to name just a fewfrom a wider spectrum.The Gdynia Shipyard built car carriersincorporate many innovative design solutions,such as fuel saving and course stabilityimproving hydrodynamic hull appendagesor wake improvement fins fitted behindthe propeller beneath the stern.The propulsion system features modernengine room and electric power <strong>pl</strong>ant arrangement,fulfilling the latest requirementsof the classification society (Det Norske Veritas)and those of most demanding owners.Both main engine and auxiliary enginesare manufactured in accordance with newestregulations regarding the emissionscontrol. Integrated automation system facilitatesthe control and monitoring of allessential propulsion processes from thecomputers in engine control room and deckoffice.Top standards have been also ap<strong>pl</strong>iedto design and outfitting of communicationand navigation systems. Obviously the shipis also equipped with „black box” (VoyageData Recorder) and Automatic IdentificationSystem.Cargo access and handling systemincludes two external doors / ramps –quarter type stern ramp (150 t SWL) andside ramp serving alternatively two decks(22 t SWL) and a system of fixed andmoveable hydraulically controlled internalramps, as well as four hoistable decksallowing for flexibility in setting heightsof some of fixed decks.The hoistable decks are hoisted up andlowered by means of two self-propelled(truck based) deck lifts.Nasze MORZE l <strong>September</strong> <strong>2006</strong>The accommodation spaces are availablefor up to 36 persons, including 30 crewmembers and officers in single cabins withown, separate sanitary blocks and apartmentsfor senior officers. The integrated officespaces are provided, too.Ships from the 8168 series have 13 internaldecks. The accommodation block isone level structure <strong>pl</strong>aced 33 m over theship’s bottom <strong>pl</strong>ate. Additional level of superstructurehouses the bridge.Principal characteristicsLength over allLength between perpendicularsBreadthDepth to main deck (main / ramp deck - no 5)Depth to deck no 12Draught (maximum)Deadweight (at max. draft)The huge dimensions of the 8168 typecar carriers from Gdynia Shipyard may exem<strong>pl</strong>ifiedby their deck area, reaching 54500 m 2 (almost 5.5 hectares) on each ship,and total carrying capacity of 6 600 cars ofstandard Japanese dimension type RT-43(equivalent of Nissan - Bluebird).199.98 m188.00 m32.26 m14.00 m32.64 m10.00 m21 000 tCargo decks area (including hoistable decks) 54 500 (17 000) m 2Main engine (HCP manufactured)Main propulsion outputService SpeerGenerating sets (HCP)Ship.s electrical power <strong>pl</strong>ant powerClassification:Det Norske VeritasPropulsion / Machinery7 RTA 62 U or 7 S 60 MC-C15 540 or 15 820 kW20.2 kn3 × 7 L 28/32 H4200 kWDNV X 1A1, „CAR CARRIER” (RO/RO, MCDK),Weight of steel used for the construction of one 8168 type PC/TC - over 16 000 tFuel tanks capacity - over 3 300 m 3Daily main engine fuel consumption - abut 60 tBalast tanks capacity - 7 000 m 3Total length of pipelines serving engine room(with diameters ranging from 10 to 600 mm) - 8,6 kmTotal number of valves - 680Total length of cabling onboard a single PC/TC - over 300 kmAutomation control points and sensors - abort 2000 unitsFire detection sensors in cargo spaces - over 1000Installed power of cargo spacer ventilation fans - over 1000 kWPaints and protective coatings consumed for one vehicle carrier - over 290 000 litersn21
o - ro and related shipsPhoto: Piotr B. StarenczakModern ro-ro feederAerial snapshot of Elbe Highway during sea trials.Gdynia Shipyard SA, known in recentyears for its long series of very largecar carriers, has also entered themarket for smaller, feeder and local,short sea trades vehicle carriers.The 8245 type ship, named Elbe Highway,launched on July 16, 2005, was deliveredto Ray Car Carriers Ltd. of the Isle ofMan for charter in KESS („K” Line) servicelast year, when also the second unit washanded over to owners, namely the ThamesHighway. There are 4 similar ships more onorder and under construction now.The 148 m long, 25 m wide 8245 typePure Car / Truck Carrier features a dead-Draft22 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
o - ro and related shipsweight of 7 750 t, allowing the ship to carry 2130 car units of JapaneseRT-43 standard (equivalent to Nissan-Bluebird car) on its 8internal decks with a total area of about 17 400 m 2 . These willinclude two hoistable decks of abt. 4.100 m 2 . The arrangement ofmoveable decks allows for flexible allocation of cargo space for fullor mixed shipments of cars, bigger vehicles such as trucks andother cargoes including heavy units.Loading and discharge is facilitated by two stern ramps with70 t SWL each. One of them is axial, another - a quarter ramp.The living quarters with navigation bridge is located 25 m abovethe ship’s bottom. It offers accommodations for 25 persons, includingthe crew of 23. Life saving equipment includes a 25 personslifeboat, life / rescue boat for 25 persons and 4 life rafts for 16persons each and one 6 persons raft.The main propulsion is effected by MAN B&W 7S46 MC-C typeengine, manufactured by H. Cegielski - Poznan, developing 9170kW at 129 r.p.m. This is expected to allow the ship to achieve servicespeed of 18,9 knots. Ship.s electric power <strong>pl</strong>ant comprisesthree diesel alternators with total mechanical output of 3360 kW at900 r.p.m. providing 440 V, 60 Hz electric current.For enhanced maneuverability a rotary vane type steering gearwas used, and thrusters installed fore and aft, with power rating of660 and 365 kW respectively.Main particularsLength O.A. abt.Length B.P.Breadth mouldedDepth to deck no. 4 (entr.)Depth to deck no. 9Design draughtScantling draughtDesign draught deadweightScantling draught deadweightCar capacity: (RT 43) abt.Main engine:Main engine power (mcr)145.60 m133.20 m25.00 m11.80 m25.20 m7.00 m7.70 m5800 t7750 t2130 pcsMAN B&W / Cegielski 7S46MC-C9170 kWFuel oil 1400 m 3Diesel oil 150 m 3Lub oil 70 m 3Potable water 150 m 3Ballast water 3500 m 3Endurance13 000 NmClass: DNV X 1A1 “car carrier” (ro/ro, mcdk),Ice 1a, e0, naut-oc, pwdknllllOkopowa 780-819 Gdañsk, PolandPhone: + 48 58 308 1000Fax: + 48 58 301 9428www.centromor.com.<strong>pl</strong>info@centromor.com.<strong>pl</strong>Established 1950President of the Board:Phone: + 48 58 308 1417Marine equipment,industrial products,ships and ship sparesdivisions offer:Wide range of shipsand industrial equipment.Hulls, ship sections,fully equipped superstructures.Delivery of ships, repairsand conversion of floating units.Spare parts for ships and industry.E-mail: dwi@centromor.com.<strong>pl</strong>Phone: + 48 58 308 1405Fax: + 48 58 308 1222E-mail: ships@centromor.com.<strong>pl</strong>Phone: + 48 58 308 1411Fax: + 48 58 301 9033Nasze MORZE l <strong>September</strong> <strong>2006</strong>23
con-ro multipurpose / paper and forest products carrierPhoto: Cezary SkórkaInnovative con-ro vesselfrom Szczecin New ShipyardAerial photo of Timcaperforming her maiden voyagefrom Szczecin to Antwerp.From this year through the first quarterof 2009 a series of eight multipurposecon-ro newbuildings willenter trade with Baltic and Europeanro-ro operator Transfennica of Finlandin its Trafexpress service. Contract for theinitial four units was signed in October 2003and extended later to total of 8 units. Theper unit price tag seems to be somewhatabove USD 50 million according to unofficialsources. The vessels, ordered by Transfennica’smain shareholder, S<strong>pl</strong>iethoff ofAmsterdam, are a start of the sixth generationof ro-ro vessels in Finnish operator’sfleet.These new, 6th generation ships, areincorporating features enabling fast andreliable service even in heavy ice conditions.The Transfennica operated vesselsof the sixth generation will be more versatileand have a carrying capacity of aboutthe double in containers and trailers in comparisonto Baltic shipowner’s present successfulfifth generation of 20+ knot fleet. Newvessels of B201 type from Szczecin NewShipyard feature speed of 22 knots.The latest addition to S<strong>pl</strong>iethoff’s BefrachtingskantoorB.V. / Transfennica fleetis Timca, the first unit from the B201-II series,delivered by Szczecin New Shipyardon July 11. She departed from Szczecinbased shipyard for maiden voyage to Antwerpon July 12. Then the ship sailed to Finland.The namegiving ceremony of m.s. Timcatook <strong>pl</strong>ace after a few trips, on 23 August<strong>2006</strong> at Katajanokka in Helsinki. The ship’sgodmother, Mrs. Ann Wahlroos-Jaakkola,broke the traditional bottle of champagneand named the ship. On June 10, Kraftca,the second unit from B201-II series, wassuccessfully launched.The vessels are unique combination ofa ro-ro vessel with four cargo hold levels forvehicles and rolling cargoes transportationand of a containership with hatchless containercellular hold in fore part and(re)movable cellguides on trailer deck aft ofthe superstructure. The whole weather deckcan be used for alternative transportation ofvehicles and / or containers.General arrangementTimca is a twin screw motor vessel, withwide transom stern with duck tail, and singlecentre line skeg underwater configuration aft.The ship features bulbous bow and coveredfore mooring deck. Engine room and accommodationfor crew of 28 and 12 drivers hasbeen arranged three quarters aft.Cargo spaces, access and other cargosystemsThe B201 type con-ro is well suited fortransportation of:n 20, 30, 40 and 45 ft containers,n trailers and semitrailers,n Mafi trailers and/or cassettesn commercial vehicles and cars,n sto-ro cargo (paper reels, etc.) on closeddecks,n dangerous goods of 1-8 classes,n INF 2 cargo.Hold ventilation with reversible ex<strong>pl</strong>osion-prooffans ensures 25 air changes perhour for ro-ro spaces. These spaces are alsofitted with air drying systems and air mixingsystem.The Transfennica newbuildings fromSzczecin will have faster turnaround timesin port, thanks to all cargo decks, includinga new fourth deck, being immediately accessibleonce the stern ramp is lowered.Access to cargo spaces is arranged with:n one watertight, winch operated sternramp, 25 m wide, SWL 340 t, ensuringsimultaneous loading of ro-ro cargo toall levels,n three fixed internal ramps leading to tanktop, trailer deck and weather deck.The vessel is prepared for ro-ro cargohandling by two-level shore ramp.24 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
con-ro multipurpose / paper and forest products carrierAnti-heeling system with two side ballasttanks compensates ship’s heel duringcargo loading/unloading operation. Thesystem reacts at heeling angle of 0.3 deg. Italso enables determination of actual GMvalue. Separate trimming reversible pumpis also provided.Deck machineryThe vessel is fitted with two high efficiencyrudders, improving propulsion efficiency.Containers are carried in movable (40,45 ft) cell guides in fore hold, on WeatherDeck, secured with loose lashing material,and on Trailer Deck aft in (re)movable cellguides (30, 40 and 45 ft).To improve manoeuvrability, two 850 kW,controllable pitch propeller bow thrustersare provided, with anti-suction tunnel improvingthe effectiveness of the thrusters.Propulsion and power generationMain propulsion is effected by two singleacting, four stroke, supercharged dieselengines of Wartsila 12V46C type, each developing12600 kW at 500 rpm, driving twocontrollable pitch propellers via reductiongear. Each gear box is provided with powertake off to drive shaft generator.Electric power <strong>pl</strong>ant provides 440V, 60HZ electric current and consists of:- 2 main generators 1600 kVA each, drivenby 1360 kW/900 rpm diesel generators,- 1 550 kVA emergency generator, drivenby 465/1200 rpm diesel generator,- 2 shaft generators, 2125 kVA each.Thermal oil heating system comprisesone oil fired heater, 1500 kW output and twoexhaust gas economizers, 1000 kW each.Engine Room is prepared for future installationof Selective Catalytic Reduction(SCR) system.SafetyLife saving equipment includes two lifeboatsfor 40 persons each, two 20 personsrafts and one 6 persons raft situated fore.Fire fighting systems include fixed CO 2system for holds and engine room and fixed,seawater sprinkling system for holds. Firedetecting system is provided in engine roomand each hold.Retractable fin stabilizers, with an areaof 9 m 2 each, ensure roll reduction in heavysea conditions, thus improving ship andcargo safety.Marine electronics and automationThe ship features up-to-date marineelectronics. This includes radio communicationequipment according to GMDSS, forA3 area of operation, satcom C (two pcs),weather fax, Navtex as well as Inmarsat Fand AIS. Two radars (X- and S-band, withARPA), GPSand DGPS receivers, electronicchart system, Dop<strong>pl</strong>er speed log, echosounder,gyrocompas, autopilot, and magneticcompass system as well as VDR areprovided for safe navigation.The vessel is fitted with monitoring andcontrol systems for periodicaly unmannedengine room and one man bridge operation,as per Lloyd’s Register UMS and respectivelyNAV1 class notations. Industrialtelevision system covers all ro-ro decks aswell as stern ramp.Nasze MORZE l <strong>September</strong> <strong>2006</strong>25
car-pax and pax ferriesM/v Bute was the first ferry deliveredby the Remontowa Group to the Scottischowner. She has been <strong>pl</strong>aced on theprestigious list of “SignificantSmall Ships of 2005” of RINA.Photo: Remontowa SACar and passenger ferries Argyle and ButeNasze MORZE l <strong>September</strong> <strong>2006</strong>Ferry operator Caledonian MacBrayneLimited celebrated the launch of anothernew addition to its fleet - m.v.Argyle, the sister ship of m.v. Bute.The introduction of Argyle, alongsideBute, which was delivered by the RemontowaGroup in the summer of 2005, concludesan important stage in renewing the fleet onthe Upper Clyde for MacBrayne. Argyle isthe second vessel for the Wemyss Bay /Rothesay route and will further improve thestandards and quality of service that ownerprovides to customers on this route.Following the com<strong>pl</strong>etion and fitting outof Argyle, it is expected that trials will be runby the end of November and the vessel tobe delivered to the Company in the middleof December.Bute entered service on the Wemyss Bayto Rothesay service on July 11, 2005. Sinceentering service she has carried approximately500,000 passengers and 100,000cars and has been welcomed by the communitiesthat she serves. And what is more,she has been <strong>pl</strong>aced on the prestigious listof “Significant small ships of 2005”, publishedby the Royal Institution of Naval Architects.CalMac believes that Argyle will be justas successful and concludes a very importantstage in the Company’s fleet renewalprogramme for the service and support weprovide to the communities on the UpperClyde.Funding of up to 8.75 million poundsfor a new ship for CalMac’s Rothesay / WemyssBay service - the Company’s busiestroute - was announced late in 2003, by theScottish Executive. The ordering of newvessel was conducted in accordance withEU public procurement procedures. Valuefor money, reliability and delivery were thekey factors in awarding the contract to theRemontowa yard. There were 4 bids for theproject in the end and the Remontowa optionclearly offered the best value for theinvestment. The new vessel will be identicalto Bute. She will carry 60 cars and 450passengers on CalMac’s busiest route, andwill enter service early in 2007.Car and passenger ferry Bute, B 338/1type and Argyle (B338/2 and 1333/2) havebeen built at Northern Shipyard on order fromGdañsk Shiprepair Yard Remontowa S.A.The shipyard has built a ferry-boat whichis small, but modern with superstructuremade of aluminium and innovative engineroom and shafting made of glass fibre. Thewhole design of the vessel was prepared inShiprepair Yard’s Design Office, em<strong>pl</strong>oyingthe most up to date technology includingthree-dimensional modeling techniques forsteel and outfit production.Bute and Argyle may each carry up to60 cars, which compares with the 38 carriedby Streakers currently operating on theClyde. The ship will carry 450 passengerswith seating provided internally for 250. Shesails at 14 knots and has stabilisers.27
car-pax and pax ferriesThe ship’s design takes account of theneeds of disabled customers and DPTACguidelines. There is a lift with priority for thedisabled and customers with impaired mobility.Priority car parking is also identifiedon the car deck.The vessel is equipped to carry 44 tonnevehicles and dangerous goods. She hasroll-on/roll-off facilities with additional sideloading ramp. Vessel engine controls,alarms and monitoring are carried from engineer’scontrol station on the bridge.General ArrangementnBute and Argyle characteristicsContractedBuilt atby Gdansk ShiprepairYard Remontowa SANorthern ShipyardLength B.P.67.75 mLength O.A.72.01 mBreadth moulded15.30 mDepth moulded to main deck 5.00 mDraught3.00 mFrame spacing600 mmCar capacity66 PBEPassenger capacity 450Crew 10Deadweight400 tGross tonnage 2612Contract speed14 knotsPropulsiontwo main engines Type MAK 6M20 ratedat 1140 kW and 8M20 rated at 1520kW both operating at 1000 rpm and drivingSchottel Rudder Propellers type STP1010 and STP 121 forward and aft respectivey.PowerTwo Auxiliary Generators Type Scania /Stamford each rated at 200 kW/250 kVA.Emergency Generator Type Sisu / Stamfordrated at 120 kW/150 kVA.ClassLloyds Class X 100 A1, X LMC Ro-RoPassenger and Vehicle Ferry with EPand IWS Notations MCA Class IV&V.28 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
Nasze MORZE l <strong>September</strong> <strong>2006</strong>29
car-pax and pax ferriesPhoto: Jakub BoguckiBig double-ended ferryBastø III from the Remontowa Group has also been<strong>pl</strong>aced on the list of “Significant Ships of 2005”published by RINA.In February 2005 Bastø III ferry left forNorway. The ship had been built atNorthern Shipyard, part of the REMON-TOWA Group, and delivered to BastøFosen A/S, its Norwegian owner. It has beenthe largest ferry built in the shipyards of RE-MONTOWA Group so far, the largest of allferries operating in the Norwegian fiordsregion, and the largest of the three ferriesowned by Bastø Fosen A/S.With the crew consisting of 15 persons,it carries 550 passengers and 212 cars onthe Horten-Moss route in the Oslofjord. Thedouble-ended ferry measures 116.2 m inlength, is 19.5 m wide, and features depthof 9.95 m.DraftGdañsk Shiprepair Yard Remontowa SAentered into a contract with a Norwegianowner, Bastø Fosen A/S, for building BastøIII, the SKS 212 drive through ferry, on July10, 2003. This event followed competition,in which Remontowa defeated 20 yards, includingthe Norwegian ones: Fosen, Fiskerstrandand Brattvaag.The draft design was created by theNorwegian Kverndokk & Eldøy AS (KEAS).The ship was classified by Det NorskeVeritas.On 16 July 2004, the ship was launchedsideways at Northern Shipyard without theupper part of its superstructure. Among otherparts of the superstructure to be added ata later stage, also a wheelhouse was installedonly after launching the ship.The ship was built and equipped so asto observe requirements set by the followingregulations:n NMD Regulations of 15.09.92 no. 695for building of passenger ship,n International convention for stability oflife at sea, SOLAS 974/1987/1981/1983,n International Convention on Load Line,1966n International Tonnage Rules, 1969n International Convention for the Preventionof Pollution from Ships, 1973, Protocolof 1978 and amendment of 1984,30 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
car-pax and pax ferriesnnnConvention on the International Regulations forPreventing Collisions at Sea, 1972 and amendmentof 1983,Radio Regulations of the International TelecommunicationUnion 1974 and latest edition of1982,Radio equipment according to GMDSSA3Due to its big size as for a ship of this class, aswell as to its relatively long passage, the ship wasequipped with conventional propellers. Bastø III hastwo controllable pitch propellers and two rudderblades. The propulsion shafting system is installedvirtually across all the ship right to the reductiongears and main drive engines amidships. The highlift blade rudders and steering gear were provided byRolls-Royce, while the propulsion system (shaftlines,propellers, gears and main engines) by Wärtsilä.When working on the design of the ship, noiseand vibration analyses were carried out to traceand eliminate the focal areas of this kind of undesirablephenomena.There are two through-decks. The top deck isdesigned to carry heavy vehicles, whilst the maindeck is a <strong>pl</strong>ace for passenger cars. Providing anexcellent field of vision, the superstructure togetherwith the wheelhouse is to be found amidships.The ship has also found her <strong>pl</strong>ace on the prestigiouslist of “Significant ships of 2005” published bythe Royal Institution of Naval Architects.nMain particularsLength O.A.Length B.P.Car deck lengthBreadth, mouldedBreadth, extremeDepth, mld, to main deckDepth, mld, to top deckDraught, extremeFrame spacing116.20 m99.60 m106.60 m19.00 m19.50 m5.60 m8.45 m5.00 m0.60 mTank capacity- fuel about 350 m 3- fresh water about 120 m 3Service speed17 knotsGross tonnageabout 6000 GTPassengers 550Freight-carrying capacity 212Class notation:DnV X 1A1 , R4 ,Ice C , Car Ferry A , Clean , E0Propeller, rudder and shaft Ice 1 B- Class (<strong>pl</strong>usadditional BIS notation, informing of the hullmarking as a means of preparing it for the inspectionof its underwater part with no drydockingbut on the water)Nasze MORZE l <strong>September</strong> <strong>2006</strong>31
car - pax and pax ferriesPhoto: Jakub BoguckiFolkestad - double-ended ferry SKS-86Folkestadt was deliveredto the owner in January <strong>2006</strong>.Double-ended passenger car ferrySKS-86/NB 1543 contracted byGdansk Shiprepair Yard RemontowaSA, Poland, was delivered in Januarythis year. The ship was built at NorthernShipyard. It has been ordered by Norwegianowner Nor-Ferjer Volda A/S, a jointventure - Stavangerske and HSD set up toserve a new route between Volda and Folkstadin Norway from 1 January <strong>2006</strong>.The 87-metre ferry is operated at Norwayfjord. It can carry 300 passengers and85 cars or 8 trucks. The ship was built withsymmetric hull and deckhouse of weldedsteel construction, a continuous car deck(main deck), diesel engines powered withazimuth thrusters on each end, side houseon each side with upper deck for carrying ofthe cars, fixed ramps for loading/unloadingon each end of the side house.On side, on each end, as continuationof side house decks, it is arranged a mooringdeck. The Main deck - free deck - is dimensionedfor trailers with load of 15 tonson double wheeled axles.Side house decks and ramps are to bedimensioned for holding of 1,5 ton axle loadon single wheels. The ferry will be propelledby six main engines 404 kW each,driving two azimuth thruster through beltsconnected to shaftlines.There are fore and aft engine rooms withthree main engines in each engine room. Itis designed to achieve 13 knots at 3,3 mdraught. Electric power will be generatedby two gensets 295 KWe (in each engineroom). The vessel will be equipped with foamextinguishing system for cargo hold andwater mist system for engine rooms.There are two passengers lounges onthe main deck. PS lounge with 48 seats andSB lounge with kiosk and 70 seats. Passengerscan communicate between sidesvia perpendicular passage midships. ModernKoppernes MES system with three stationson the main deck is provided for evacuationpassengers.ECR is arranged on a tank top level.Norwegian and Polish yards competedfor the contract. The deal is a further boostfor Remontowa Group, best known worldwidefor its repair and conversion operationsbut increasingly focused on ship construction.The hull, machinery and electricalinstallation will are installed under specialsurvey and in accordance with the Rulesand Regulation of Det Norske Veritas fornotation: X DNV * 1A1-R4-Class Ferry B-PWDK-E0-RPThe vessel will be registered in Norwayand will com<strong>pl</strong>y with the requirements of theNorwegian Maritime Directorate (NMD), TheFlag Authority NMD TRADING AREA 2.nMain particularsContracted by Gdansk ShiprepairYard REMONTOWA SABuilderNorthern ShipyardHome port:ÅlesundLength over all app. 87,60 mLength on car deck app. 84,40 mLength between PP 78,00 mBreadth moulded16,00 mBreadth over all16,40 mDraught DnV, CWL app. 4,50 mDraught LWLapp. 3,85 mFrame spacing0,60 mDraft32 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
car - pax and pax ferriesPict.: Remontowa SAGood-looking shuttleVisualisation of a pax ferryof the 1064 – type.Norwegian owner Moltzaus TankrederiAS has ordered in Gdansk twomodern passenger ships, in their architectureresembling more luxurymega-yachts rather than shuttle ferries.NB 264/1064/1 and NB 264/1064/2 Sundbusserneare 400 passenger shuttle ferriesto be operated for the transportation ofpassengers between Ellsinore in Denmarkand Helsinborg in Sweden with speed of14 knots. Both are to be delivered in the firsthalf of 2007.The 400 pax shuttle ferry will be builtwith modern shape of all welded steel hulland deckhouse of welded steel / aluminiumstructure.The 1064 type vessel is equipped witha diesel electric propulsion system consistingof 3 generator sets, 711 kVA each, andtwo azimuth thrusters aft with two electricmotors with power of 600 kW each.There is one boiler for heating. The machineryalso include emergency genset 220kW, bow thruster 300 kW, one pair of heelingtanks and one pair of fin stabilizers.The ferry will be able to carry maximum400 passengers. Space for passengers willbe arranged as follows: shopping area andgame arcade on shopping deck (maindeck), café area with 56 seats, pub area,with 96 seats and two restaurants with 54,seats each on cafeteria deck (upper deck),sun deck - with 70 seats.An area for the crew is arranged separatelyon the bridge deck. For communicationbetween four decks there will be fastpassenger lift. Special attention is to be takenfor low level of noise and vibration.nMain particularsLength O.A. approx. 60.40 mLength B.P. approx. 51.20 mBreadth11.40 mDepth (to main deck) 4.70 mDesign Draught2.80 mPassenger Capacity 400Speed14 knotsPropulsion 1200 kW, diesel-electricClass LRS, X 100A1, Ice 1C,X LMC, UMSDraftNasze MORZE l <strong>September</strong> <strong>2006</strong>33
special vesselsSecond Trinity Housevessel launched in GdañskPict.: Grzegorz NawrockiTHV Galatea on painting of Polish artist.The second new ship for Trinity Housewas launched on 26 July by MrsJane de Halpert, wife of the ExecutiveChairman, Jeremy de Halpert atGdansk Shiprepair Yard Remontowa SA.Trinity House’s new Multi-Function Tender(MFT), Galatea, marks the final stage ofa GBP 38 million investment on three newvessels by the UK and Irish General LighthouseAuthorities (GLA’s).Speaking after the ceremony Jeremy deHalpert, said, „These ships are being builtto the high technical standards that we alldemand in order for us to com<strong>pl</strong>ete our exactingoperations around the coastline ofBritain. They will also allow us to continueto give a top class service with excellentships at a highly competitive price thus ensuringthe ship owners continue to get thebest value for money.”The Galatea is scheduled for deliveryearly in 2007 and will re<strong>pl</strong>ace the 1987 builtTHV Mermaid.The Northern Lighthouse Board, theGeneral Lighthouse Authority for Scotlandand the Isle of Man, has also ordered an 84-m MFT which is anticipated to be deliveredin the autumn of <strong>2006</strong>. On Friday 3 February<strong>2006</strong>, Her Royal Highness The PrincessRoyal performed the ceremony of namingand launching of the Northern LighthouseBoard’s Multi Function Tender Pharos at theNorthern Shipyard, member of the RemontowaS.A. Group, Gdansk, Poland.The contract, signed on March 11, 2004in London, with the Remontowa S.A. calledfor the construction and delivery of two82 m Multi-Function Tenders (MFTs), onefor Northern Lighthouse Board (Pharos)and one for Trinity House (to be namedGalatea), as well as one 35 m Rapid InterventionVessel (RIV) for Trinity House (Alert,described elsewhere in this issue of „Shipsbuilt in Poland”). The ships are being builtto the high technical standards demandedby the General Lighthouse Authorities forthe exacting operations they conductaround our coast.On com<strong>pl</strong>etion, later this year, Pharoswill make the 1200 mile passage fromGdansk to the Board’s base at Oban, onthe West Coast of Scotland, where she willbe based.The first of the two Remontowa builtMFT’s is destined for work mainly in Scottishand Manx waters (the area covered bythe Board) servicing over 200 automaticlighthouses, buoys, beacons and will act asa working <strong>pl</strong>atform for aids to navigationproject work as well as carrying out commercialwork under contract. On occasionshe will travel south to assist the other GeneralLighthouse Authorities, Trinity Houseand Commissioners of Irish Lights, in theirwaters through long-standing co-operationand exchange arrangements.Both vessels are designed and built forservice as Multi Function Tenders operatedthroughout all seasons round the coasts of34 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
special vesselsMain dimensionsLength overall84,20 mBreadth moulded16,50 mDepth moulded to main deck 7,20 mDesign draft4,25 mAccommodation7 officer’s cabins23 petty officer’s / crew cabinsPropulsion2 azimuthing units of 1500 kW each (Rolls Royce make)2 bow thruster units of 750 kW eachService speed 12,50 knDiesel generating <strong>pl</strong>ant3 diesel engines of abt 1270 kW each (Wärtsilä)2 diesel engines of abt 685 kW each (Wärtsilä)1 emergency diesel alternator of 200 kW for Pharos and 380 kW for Galatea1 harbour diesel alternator of 300 kW for PharosWorking deck layoutATNs:capacity for carryingof 16 navigation buoysand associated ground tackleContainer carriage: 10 × 20 feetstandard containers(6 of them can be refrigerated)Towing: 1 × 36 tons towing winchBuilder:Remontowa S.A.,Gdansk, PolandFlag:United KingdomPort of registry: Leith (Pharos)and London (Galatea)Dynamic positioning systemKongsberg Simrad SDP22 system to Lloyd’s DP (AA) standardIntegrated navigation bridgeHydrographic survey installationKongsberg Simrad installation EA 400 single beam & EM 3002 D multi-beam units<strong>pl</strong>us Kongsberg’s Neptune Triton and Poseidon software for processing the dataNautikaris tide recorder systemSimrad SL 35 sonarNautikaris Side ScanSimrad hydrographic system Seapath 2000Registered ownerClassificationNorthern Lighthouse Board (Pharos)Trinity House Lighthouse Service (Galatea)Lloyd's RegisterX 100A1, X LMC, X UMS, CAC, DP(AA), MCM,NAV, IBS, LA, EP - Buoy and Light TenderPhoto: Remontowa SANLV Pharos was side-launched at Northern Shipyard in February <strong>2006</strong>.Scotland and the Isle of Man by the NorthernLighthouse Board and the coasts ofEngland, Wales and the Channel Islandsby Trinity House Lighthouse Service. Thevessels will be interchangeable and be capableof supporting each other’s roles.The primary functions of both vessels isto lay, retrieve and maintain navigationbuoys together with their associated moorings.In addition, the vessels will be designedwith the capability to carry out otheroffshore roles, including towing, hydrographicsurveys, attendance at wrecks andwreck finding, lighthouse support, transportationof personnel, <strong>pl</strong>ant and equipment tooffshore stations and support of safe workboatand helicopter operations.Vessels will be capable of slow speedclose quarters manoeuverability for accuratestation keeping up to Beaufort Force 6.Vessels will be fitted with double redundancyDynamic Positioning system (DP2) maintainingstation ±2m for the de<strong>pl</strong>oyment andrecovery of navigation buoys and otherroles.Nasze MORZE l <strong>September</strong> <strong>2006</strong>35
special vesselsGeneral Arrangement36 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
Nasze MORZE l <strong>September</strong> <strong>2006</strong>37
special vesselsNorwegian Coast Guard to receivefive modern patrol boats from Gryfia SAPict.: Skipteknisk ASIllustration of the ST 610 – type patrol vessel.The Szczecin based shiprepair yardGryfia SA holds a contract for five ST-610 type OPVs for the NorwegianCoast Guard - Kystvakt. Option coversfive more patrol vessels. The contracthad been signed on February 12, 2005 betweenGryfia and Remøy Management AS(3 units in firm contract with 3 options) andRemøy Shipping AS (2 ships + 2 options)reportedly against stiff competition fromNorwegian and Spanish yards. The contractwhich was signed between Gryfia andRemøy Shipping, is worth USD 54 million.Construction work of the first ship is to becom<strong>pl</strong>eted in Autumn <strong>2006</strong>, while the other4 ships will be ready in 2007. The shipswill be named KV Nornen (christened earlyJuly, nearing com<strong>pl</strong>etion as we went topress), KV Farm, KV Heimdal, KV Njord andKV Tor.Snapshot of Nornen at Gryfia Shiprepair Yard.Photo: Adam Wozniczka38 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
special vesselsThe ships have been designed by Skipsteknisk AS, Alesund,Norway in close co-operation with the owners.The vessels will be armed in Norway and shall operate upto 330 days per year along the entire coast line, featuring DPDynamic Positioning system, a helicopter deck and a workdeck aft.As the tasks of the vessels will include rescue and salvageoperations, the patrol ships have bow equipped and reinforcedfor pushing.The propulsion, allowing for the service speed of 16 knots,will be diesel-electric with two azimuth thrusters in the stern<strong>pl</strong>us a bow thruster. The crew will be 20 persons.Each of the DNV classed vessels will have two Fast RescueCrafts reaching speeds up to 40 knots.nPrincipal particularsLength O.A.Length B.P.Breadth47.20 m42.00 m10.30 mDepth 5.00 mDesign draughtDis<strong>pl</strong>acementMain engine outputThrustersBollard pullSpeed3.25 m700 t2000 kW1 - bow20 T16 knWorking deck area 100 m 2Deck load up to 2,5 t/m 2Oil tanks volume 107 m 3Fresh water 95 m 3Locker 90 m 3Accommodation20 personsClassificationDet Norske VeritasDnV X 1A1 ICE-1C,E0, Dynpos AUTS OilRecNasze MORZE l <strong>September</strong> <strong>2006</strong>39
special vesselsFishery protection vesselfor Scottish Fisheries Protection AgencyMain particularsLength overallLength betweenperpendicularsBreadth mouldedDepth to main deckDraught midshipsDraught – maxCruising speedMaximum service speedCrewDeadweightCapacitiesFuel capacityFresh waterLubricating oilHydraulic oil in storage tanksProvisions and storesRoll damping tank84.00 m72.00 m13.00 m8.20 m4.5 m5.5 m12 knots18 knots22 persons430 t230 t90 t6 t2 t20 t77 tAfter winning the open EU tender, November2005 saw Remontowa S.A.signing a contract with Scottish Ministryrepresented by Scottish FisheriesProtection Agency for design, constructionand delivery of fishery protectionvessel (FPV). Delivery is scheduled for 4Q2007.Special, technically com<strong>pl</strong>ex and highlysophisticated ships of various types andfunctions, have become a new specialtyon offer from the shipyards acting underthe REMONTOWA Group banner. The vesselsare being built basing on the ownprojects conceived by Remontowa’s inhouseDesign Office.The primary function of the vessel is fisheryprotection in waters surrounding themainland and islands of Scotland. In addition,the ship will operate in the North EastAtlantic Fisheries Commission waters beyondthe 200 mile limits. The areas of operationinclude open sea, shallow coastalMachineryPropulsion motorsPower (each)Main gearboxPropellerMain generatingPowerHarbour generating setPowerEmergency generating setPowerDeck machinerywaters and estuaries and sounds with strongtidal streams.Vessel is a mono-hull design with a hull,superstructure and all appendages constructedof all welded mild steel. The vesselis single screw, with diesel electric propulsioncomprising three generators, andtwo propulsion motors. Marine gas oil willbe the fuel used throughout. Vessel is to bebuilt to meet the unmanned machineryspace standards with full bridge control.The vessel is to be arranged with an openclear working deck aft. The arrangement ofthe working deck and associated deck machinery,have been designed for safe operationutilizing a minimum crew on deck.The vessel is to operate throughout thepatrol area in all seasons and to achieve2 × Rolls-Royce squirrel cage induction type2000 kW / 1000 rpmWartsila type TCH240, twin input/single outputWarstila / JC Lips, 3600 mm dia3 × Wartsila type 9GL203 × 1620 kW / 1000 rpm / 660 V / 50 Hz1 × Volvo Penta type TAMD 165A296 kWe / 1500 rpm / 415 V / 50 Hz1 × Cummins type 6CT8.3D (M)99 kWe/1500 rpm/415 V/50 HzBow thrusterBrunvoll rectractable combi thruster / 500 kWStern thrusterBrunvoll, 51 kN / 350 kWRudder Rolls-Royce Ulstein high lift type; 7,6 m 2Steering gearRolls-Royce Tenfjord, rotary vane type, 170 kNmDeck cranePalfinger PK 48000 MD/2, 8 t × 14 mCapstans2 aft, 1 fwd, each of 4 tWindlass8.1 t × 10 m/minBoarding / rescue boats2 × RIB 7, 5 m / 20-25 knots / 4 crew / HalmaticRescue davit2 × 3, 5 tRoll damping system / tank volume 75 m 3Side - view of fishery protection vesselordered in Remontowa S.A.Pict.: Remontowa S.A.40 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
special vesselsNavigation and communicationDraft1 Bridge master ARPA S-Band radar,1 bridge master ARPA X-Band radar,1 electronic chart system, 1 conning dis<strong>pl</strong>ay,1 Differential Global PositioningSystem (DGPS), 1 automatic identificationsystem (AIS), 1 echo sounder.1 Dop<strong>pl</strong>er speed log, 1 autopilot, gyrocompass,magnetic compass, 1 windsystem; 1 area 3 GMDSS installationwith two off SAT C, including handheldradios, 1 broadband VSAT system,1 fixed iridium system, 1 temper prooffisheries monitoring SAT C, 1 additionalfixed VHF set with extension speaker,1 cellular telephone system, 1 weatherfax receiver, 1 Navtex receiver; 1 emergencypositioning radio beacon(EPIRB), 2 GMDSS search and rescueradio transponder (SART), 1 satellitetelevision system,1 common aerial system TV & radio,1 computer network, sound poweredtelephone system,1 cellular telephone system, 1 automatictelephone system/public address systemand 1 ship security alert system.Classification and regulationsThe vessel to com<strong>pl</strong>y with the requirements of the U.K. Maritime and CoastguardAgency (MCA), the Flag Authority, for a Class VII vessel to allow registration by theOwner in the United Kingdom.The ship is classed by and is being constructed under survey by Lloyd’s Register toobtain the notation:X 100A1, LMC, UMS, CAC, EP, SCM - Fisheries Protection Vessel.maximum efficiency for boarding boat operations,the deck arrangement, stability andsea-keeping properties have to be optimisedand co-ordinated to provide a safeworking <strong>pl</strong>atform in conditions up to windsof Beaufort force 6 and sea state 5-6.nPict.: Remontowa S.A.Nasze MORZE l <strong>September</strong> <strong>2006</strong>41
special vesselsPhoto: Piotr B. StareñczakCom<strong>pl</strong>ex conversionat Naval Shipyard GdyniaEDT Protea during the towoutfrom the floating dock.Naval Shipyard Gdynia is occupiedboth with naval work and commercialshiprepair, newbuildings andpartly outfitted hulls, hull sectionsand blocks and other steel structures manufacturing.The company is also often involvedin com<strong>pl</strong>ex conversions or in com<strong>pl</strong>etionof ships commenced in other yardsand fully outfits them for turn-key delivery.One of the most com<strong>pl</strong>ex jobs Naval ShipyardGdynia has ever accom<strong>pl</strong>ished, producingstate-of-the-art, very sophisticated andmodern ship, was the EDT Protea project,nearing com<strong>pl</strong>etion with final outfitting touchesas we went to press mid-<strong>September</strong> andthe ship expected to enter service shortly. Itmight even be regarded more as a new constructionrather than conversion.The Gdynia based yard was contractedby the Cyprus based shipowners, managersand operators that recently changed itsname from EDT Towage and Salvage toEDT Offshore. The Limassol-based companyspecializes in towage and salvage aswell as subsea operations and HDP pipelineinstallations predominantly in the Mediterranean.The conversion of the former GecoSapphire to DP3 ROV / survey and lightconstruction vessel has been under way inPoland for some time, and has taken farlonger than originally anticipated (one ofthe earlier anticipated com<strong>pl</strong>etion date wasin 2004). However it is understood the reasonbehind that was intentional lay-up bythe owners, lack of financing or lack of em<strong>pl</strong>oymentfor the prospective new conversion.However, after a considerable time ofidleness onboard the ship at the yard, itseems the owners eventually worked outem<strong>pl</strong>oyment for the ship and works commencedagain a cou<strong>pl</strong>e of months ago.According to information released by shipbrokingcompany Seascope Offshore, EDTProtea is the subject of a two-year charterin the Gulf of Mexico with Phoenix International.Main particularsLength over all91.20 mLenghth betweenperpendiculars81.60 mBreadth moulded14.80 mDepth to shelter deck 8.59 mDepth to main deck5.89 mDraught6.20 mGross tonnage 3746Net tonnage 1123Deadweight3054 t (TBC)Deck Area TBC (circa 610 m 2 )Phoenix, for which Gdynia built ROVsupport and survey vessel will be working,is a market leader in special and emergencyunderwater tasks ranging from underwatersurvey and repair or construction worksfor offshore industry, through fallen / sunkaircraft recovery, including passenger air<strong>pl</strong>anesand military aircraft after accidents,to submarine rescue support for the navies.Phoenix has also been involved in collectingunprecedented video inside RMS Titanic restingon the seabed and has space shuttle partsrecovery support among its references.Such com<strong>pl</strong>ex tasks require special, advancedand well equipped vessel, whichhas been recently com<strong>pl</strong>eted by NavalShipyard Gdynia. The Cypriot vessel EDTProtea (ex Geco Sapphire) was com<strong>pl</strong>etelyconverted into a high specification ROVsupport, survey dive support and light constructionvessel with dynamic positioningsystem. Geco Sapphire was a Norwegianbuilt seismic research vessel, which sunkafter an accident, at the quay in Norwegianyard Mjellem & Karlsen during alongsiderepairs in October 2001. After salvage andrecovery it was bought in auction by EDTTowage and Salvage and brought toGdynia, Poland, for conversion.A new section of more than 15 m wasinserted by Naval Shipyard Gdynia into the42 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
offshore suport vessels and tugsPhoto: Remontowa SAAnother AHTS deliveredto renowned US operatorOn August 14, <strong>2006</strong>, christening of amodern offshore support vessel took<strong>pl</strong>ace at Remontowa S.A. After christeningceremony and sea trials the120 T bollard pull AHTS ship de Moulin Tidewas delivered to Tidewater Marine Inc. - theworld leader in offshore support services.In all as many as six similar vessels will bedelivered to New Orleans, US based operatoruntil 2008.The construction of first units for Tidewaterat REMONTOWA Group commenced inJanuary 2004. So far - 3 units have beendelivered, including de Moulin Tide, howeverthe two initial units were of a slightly smallersized design with smaller bollard pull figures(100 T). The current batch of more powerfulAHTS vessels was contracted in the firsthalf of 2005, which proved fruitful for the OffshoreDepartment of Remontowa as TidewaterMarine LLC decided to continue cooperationin newbuildings with Gdansk ShiprepairYard Remontowa S.A. Tidewater Marine,based in New Orleans, USA, <strong>pl</strong>aced anorder for a pair of type NED 8167 L anchorhandling towing sup<strong>pl</strong>y vessels (AHTSV) withoptions for two more ships, later turn into firmorder, even with additional units ordered upto 6 units, of which the first one, de MoulinTide, has meanwhile been delivered – asmentioned above..The new vessels will be based on aproject, NED 8167, that has already beenThe 120 T bollard pullAHTS ship de MoulinTide, during sea trials.com<strong>pl</strong>eted for the same owner. These vesselshave been improved for this new endeavorthrough the base of experiencegained during the construction of the previouslydelivered pair, the J Hugh Roff Jr andthe Big Joe Tide. Both of those vessels weredelivered last year by Remontowa.The main change of the earlier designis reflected in the length of the vessel. Thenew revision has a length of 70.0 m, but thebreadth and depth remain at 15.50 m and6.60 m, respectively. Just as for the previousvessels, the recently contracted NED8167 L series is designed to operate in shallowwaters. Due to a limited rearrangementof the aft part of the ship, the continuousbollard pull has been increased to 120tonnes with a simultaneous increase of thevessels’ capacities, meanwhile keeping othervital features of the ship operating at thehighest possible level.The AHTS vessels in question are modernmultipurpose vessels designed for anchorhandling and rig towing with significantcargo capability for rig and offshore<strong>pl</strong>atform sup<strong>pl</strong>y. As was the case with previousships for Tidewater, Remontowa is usingthe same design office, Remontowa’sown Naval Engineering & Design Ltd. NED.Propulsion is based on American twostroke twin Diesel main engines. Each ofthe two engines delivers 5000 BHP at 900rpm through reduction gears to controllablepitch propellers in Kort nozzles. The machineryis designed to provide a servicespeed of 13 knots, and a maximum speedto exceed 15 knots. The overall power <strong>pl</strong>antefficiency will be improved through the adoptionof 1200 kW shaft generators. New vesselsare to be classed as DP-1, but shall beready for upgrading to DP-2 if so requiredby a potential client. In order to ensure thatthe vessel is ready for this upgrade, two 800HP side thrusters shall be installed alongwith two 250 kW auxiliary generator sets.A waterfall-type towing winch with 300tonnes loading capacity is driven by a lowpressure hydraulic system, and shall includetwo de-clutchable towing and anchor-handlingdrums, each with a holding capacityof 1500 m of 72 mm diameter wire. The towingoutfit will also include a single storagereel to accommodate 1000 m of 64 mm diameterwire, two 10 ton capacity tuggerwinches, a 500T capacity shark jaw, andtowing pins.The stern roller will have main dimensionsof 4.0m long and 2.5m diameter andshould accommodate a 400 tonnes designload.Besides anchor handling and towingfunctions, the new ships will be suited forrig and <strong>pl</strong>atform sup<strong>pl</strong>y services by meansof an open deck capacity for 1000 t of equipmentand cargo. The ships are also beingoutfitted with tanks located under the maindeck for drill water, potable water, liquidmud, fuel oil and dry bulks (cement, bentonite,barites etc.) Also, both vessels will havethe possibility to be used as auxiliary firefighters due to their two 1200 cubic meter /hour fire monitors installed on top of thewheelhouse.It is worth recalling the beginnings of Tidewater- Remontowa co-operation. When TidewaterMarine LLC of New Orleans, Louisiana,USA called in June 2002 for bids forthree series (80, 100 and 120T bollard pull)of AHTS, Remontowa’s American & OffshoreCommercial Department, which is responsiblefor further development of offshore sectorservices, had to decide the best way of attitude.Analysis of technical conditions lead tothe conclusion, that Customer’s expectationis to have rather small vessels in size, butwith comparatively large cargo capacities. Inaddition, the smallest bollard pulls vessellooked as limited water depth operator.Available on the market, typical AHTSprojects did not fulfil those conditions, whilefamous, independent consultants offeredonly theoretically customised design, sincethey were providing rather geometricallyconverted hull forms and / or compilationsof previous solutions. Basing on the above,it was decided to prepare own and new conceptdespite the call for the bids clearly stat-44 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
offshore suport vessels and tugsed that only proven design would be accepted.Finally, contract for newbuildingacquired, proved such Remontowa’s attitudesuitable and successful.„Cost cutter” was the nickname given byTidewater to the vessels, as the guiding princi<strong>pl</strong>eof projects. It meant not only sim<strong>pl</strong>econstruction and lower construction cost, butalso considerably lower recurring, operatingcosts. As long as demanded vessel’sdimensions and bollard pull are observed,the only way to satisfy operating costs loweringexpectations is to increase the speed,deadweight and cargo capacity, in terms ofmaintained propulsion power level. In suchcase the cost of cargo unit transfer is forsure lower, comparing to competing solutions.Bigger cargo capacity and increasednumber of voyages, within the same periodof time and with comparable fuel consumption,should attract potential clients by offeringan advantage in form of vessel’s flexibilitywith her special hull form design, allowingoperation either on shallow or deepwater oil fields. Opportunity in offering oflower service rates would further sharp operator’scompetitive edge on extremelytough market at present.Locally sited Naval Engineering andDesign’s team, chosen by Remontowa asauthors of new concept, examined numberof different propulsion systems, sophisticatedsolutions of ship’s body forms, as well asvessel’s layout, what resulted in more thanthirty well-developed project versions. Thiswould eventually help to fulfill specific needsof other, potential clients, as well as haveresulted in compromised and well balancedsolution, finally presented to the owners.Limited vessel’s breadth and draft onone hand, with increased deadweight, bollardpull and speed on the other, seem tocontradict strongly and form rather ambitiouschallenge. Therefore, local Ship Designand Research Centre (CTO) has beenem<strong>pl</strong>oyed and extensive programme of tanktesting was performed, to prove assumedparameters and to ensure satisfactoryseakeeping characteristics as well.Additional cost cutting gain, importantfor shipbuilders, is homeliness of ap<strong>pl</strong>iedbody shape, which spares labour cost ofthe hull’s erection.Moreover, promising results of this typeof ship, gave excellent hull form for shallowwater <strong>pl</strong>atform sup<strong>pl</strong>y vessel (PSV) or otherOSV concept, where cargo capacity andvessel’s speed may be further, significantlyincreased, comparing to AHTS results.Principal particularsLength O.A.70.00 mLength B.P.66.60 mBreadth moulded15.50 mDepth to 1st deck6.60 mDesign draught 5.10 mBollard pull120 MTClass ABS X A1 (E), Offshore Support Vessel, X AMS, X DPS-1, X FFV Class 1CapacitiesDeadweight at draught of 5.10 m2050 tDeck cargo area 437.0 m²Dry Bulk 193.6 m³Fuel oil 730.0 m³Water Ballast / Drill Water 885.0 m³Potable Water 100.0 m³Cargo Fresh Water 535.0 m³Liquid Mud (s.g. 2.5) 485.0 m³Accommodation28+1 berthsPropulsion / power systemRated output2 × 3730 kW (5000 HP) at 900 rpmGearbox 2 × (165 rpm; 5.45:1)Shaft line with propeller2 × CPP, Ø 3400 in nozzlesShaft generators2 × 1200 kW at 1800 rpmGenerating set2 × 250 kW at 1800 rpmEmergency/harbour generator1 × 150 kW at 1800 rpmDeck equipmentHydraulically driven towing winchTugger winchesStern rollerShark jaws & towing pinsDeck craneCargo pumpsFuel oilFresh waterBallast/Drill WaterLiquid MudBulk Handling SystemDraft300 t2 × 10 t400 t / dia 2.5 m, length 4.0 m1 set1 electro-hydraulic knuckle arm 2 t/10 m1 × 150 m³/h-9 bar el. dr.1 × 150 m³/h-9 bar el. dr.1 × 150 m³/h-9 bar el. dr.2 × 150 m³/h-7 bar el. dr.2 × bulk mud compressors each 1100 m³/h at 8 barnNasze MORZE l <strong>September</strong> <strong>2006</strong>45
offshore suport vessels and tugsHarbour tug from Northern ShipyardBy the end of this year WU¯ Gdynia("WU¯" - Shipping and Port ServicesGdynia Co. Ltd.) is expected totake delivery of its harbour tug, currentlyon order from Northern Shipyard ofREMONTOWA Group. The tug's hull hasalready been launched at Gdansk Shipyard,where it was sub-contracted and brought toNorthern Shipyard for com<strong>pl</strong>etion and outfitting.The contract was signed in November2005. Remontowa won the tender againstseveral competitors, including Damen ShipyardGdynia and Nauta Shiprepair Yard. Thefirst steel for the tug was cut on March 30,this year. As Andrzej Bienkowski, chairmanof the board at WU¯ emphasized - the tugwill be a truly modern ship, perfectly suitedto operator's requirements.The tug under construction for WU¯ is inhousedesigned in REMONTOWA Group byNED naval architects and marine consultants,and features twin azimuthing sterndrive. The tug is destined for harbour androadsted ship handling and assist tasks. Theship will have an ice class. In addition to itsordinary towage and assist tasks in portsand in the range of Baltic Sea and NorthernSea, she will also be equipped for fire-fightingoperations.nDraftMain particularsLength O.A.30.30 mBeam10.40 mDis<strong>pl</strong>acement410 tMax draught4.80 mME power2 × 1425 kWSpeed13.5 knBollard pull45 TCom<strong>pl</strong>ement 5+346 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
offshore suport vessels and tugsDamen Shipyards Gdynia continueswith their ASD tug production line.Just another ship was delivered to aRussian owner Baltic Tugs Cyprus(part of Baltic Basin Emergency-RescueManagement - DGUP Baltiyskoye BasseynoyeAvariyno-Spasatelnoye Upravleniye)at the turn of June and July. It is a ship assisttug of Damen ASD 2509 type for coastaland harbour services, sea towage and fireextinguishing.In a christening ceremony, attended andperformed by the godmother Alina Serebrjakowaof Baltic Tugs and Jurij Aleksiejew,the consul of Russian Federation inGdansk, and an orthodox priest, the tug wasnamed Vikhrevoy. The tug features grosstonnage of 198, 410 t dis<strong>pl</strong>acement and 110t deadweight. The ship’s length overall is25.86 m, length between perpendicularsPhoto: Damen Shipyards GdyniaDamen ASD 2509 type harbour tugsVikhrevoy and Moschnyi22,75 m, moulded breadth 8.94 m and extremebeam is 9.25 m. The ship’s draught is3.35 m with depth of 4.30 m.The main propulsion comprises two dieseloil engines (Caterpillar Inc. built 3512B-TA, 4-stroke, single acting, vee 12 cylinderunits of 1305 kW (1774 HP) MCR) reductiongeared to propeller shafts driving twoZ-propellers. The total power is 2,610 kWPropulsion system(3,548 HP). This propulsion configurationallows the ship to achieve max. speed of12.70 knots and service speed of 11.00 ktsand the tug’s bollard pull is 36.7 T.The first tug built for Baltic Tugs was theMoschnyi, a sistership to Vikhrevoy, deliveredin March <strong>2006</strong>.Main engines2 × Caterpillar 3512B HD TA/BTotal power2610 kW (3500 HP) at 1600 rpmAzimuth thrusters Rolls Royce US 205Propeller diameter2000 mmForced ventilation40 000 m 3 /hrAuxiliary equipmentMain generator setsBilge pumpsFuel pumpsCooling systemHydraulic systemFi-fi setFi-fi monitorsDeck lay-out:2 × Cat 3056 T, 230/400V, 105 kVA, 50 Hz2 × Sterling SIHI AKHK 5101 20 m 3 /hr2 × Sterling SIHI AOHA 3101 4.5 m 3 /hrfresh water through cooling channelsdouble main engine driven pumps1 × Cat 3306B TA, pump 600 m 3 /hr, 10 barSopot Purga 83, 2 × 300m 3 /hr, water/foamAnchornMain particularsBasic functions: towing, mooringand fire fightingClassification:X 100 A1 tug specified coastalor route service, Ice class 1A FS,UMS LMC (without cross) withthe descriptive note: strengthenedfor ice class 1AS FSFlag:RussiaOwner:Baltic Tugs LimitedBuilder:Damen ShipyardsGdynia, PolandDesigner: Damen Shipyard,Gorinchem, The NetherlandsDimensionsLength o.a.Beam o.a.Depth at sidesDraught aftDis<strong>pl</strong>acement25.86 m8.94 m4.30 m4.30 m420 tonTank capacities:- fuel oil 72.1 m 3- fresh water 12.1 m 3- foam 6.7 m 3- sewage 1.6 m 3- lubrication oil 1.6 m 3- dirty oil 1.6 m 3- sludge 1.6 m 3- bilge water 5.5 m 3Performances (trials):Bollard pull aheadbollard pull asternspeed aheadspeed astern36.7 ton35.0 ton12.7 knots12.2 knotsNasze MORZE l <strong>September</strong> <strong>2006</strong>47
small shipsPhoto.: Remontowa S.A.Rapid Intervention Vessel Alertbuilt by Remontowa S.A. for Trinity HouseAlert during sea trias.The signing of delivery documents relatedto Rapid Intervention VesselAlert took <strong>pl</strong>ace on Monday, April 10,<strong>2006</strong>, followed by British flag hoistingand a small delivery celebration meetingof the representatives of parties involvedin the construction of vessel at its bridge.RIV Alert was built at Northern Shipyard,part of REMONTOWA Group for TrinityHouse, United Kingdom. On the next morning,the ship departed for Harwich.Delivery follows launching of THV Alert,outfitting and extensive programme of seatrials performed during March <strong>2006</strong>. OnTuesday, 11 October 2005, Mrs Janet Melson,wife of Peter Melson, Director of Operationsand Asset Management at TrinityHouse, launched the new Trinity HouseRapid Intervention Vessel Alert in front of alarge gathering at the Remontowa SA shipyardin Gdansk, Poland.The vessel is equipped with 3000 kWmain engines and is 52.5 tonnes deadweight.She has twin CCP drives, bow thrustersand a dynamic positioning system. Alertis a coastal working vessel and will, in additionto maintaining aids to navigation, providea fast response to incidents and carryout emergency wreck marking and hydrographicsurvey services. Her primary areaof operation will be the busy shipping routesof the Dover Strait, English Channel andSouthern North Sea.The Alert marks the first stage of an investmentof GBP 38 million on three newvessels by the General Lighthouse Authorities(GLA’s) of the United Kingdom and Ireland.The contract, signed on March 11, 2004in London, with the Remontowa S.A. calledfor the construction and delivery of two 82 mMulti-Function Tenders (MFTs), one for NorthernLighthouse Board (Pharos) and one forTrinity House (to be named Galatea) – bothto be delivered by the end of <strong>2006</strong> / early2007, as well as one 35 m Rapid InterventionVessel (RIV) for Trinity House (Alert). Theships are being built to the high technical standardsdemanded by the General LighthouseAuthorities for the exacting operations theyconduct around our coast.The tendering process to select the shipyardto build the vessels followed the re-quirements of the EU Procurement Directives.Remontowa SA have won the contractin fierce competition with five premierEuropean yards.Trinity House RIVTechnical DescriptionVessel is designed as a Rapid InterventionVessel (RIV) capable of flexible operation,carrying out a wide range of attendanceactivities in addition to its prime task of emergencywreck intervention and wreck andobstruction location and marking.Vessel is a mono-hull design with a hullof welded steel construction and deckhousesof welded aluminium construction. Steelhull incorporates additional strengtheningin way of overside working areas. The shiphas a transom stern and raked bow.Vessel is be propelled by twin dieselengines driving twin controllable pitch propellersthrough reduction gearboxes. Alertis fitted with twin high aspect ratio cantileveredrudders and a transverse tunnel bowthruster forward to give high levels of ma-48 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
small shipsMain particularsContracted by:Remontowa S.A., Gdañsk, PolandBuilder:Northern Shipyard, Gdañsk, PolandLength Overall Mld Hull39.30 mLength b.p. 34.20 mBreadth Moulded.8.00 mDepth Moulded to Main Deck4.00 mDepth Moulded to Lower Deck2.70 mDepth Moulded to Forecastle Deck5.20 mDesign Draft Moulded2.40 mDraft Scantling Moulded2.60 mAir Draught 18.00 mThe hull, machinery and electrical installations are built and installed under specialsurvey and in accordance with the Rules and Regulations of Lloyd’s Register ofShipping for notation:X100A1, SSC Workboat, G4, XLMC, UMS, MCM, EP, LA, DP, CMVessel is registered in the United Kingdom, port of registry London and will com<strong>pl</strong>ywith the requirements of the U.K. Maritime & Coastguard Agency (MCA), the FlagAuthority, for a Class VIII vessel.General Arrangementnoeuvrability and control. Vessel in servicewill be capable of operating at infinitely variablespeeds varying from zero up to maximumspeed. Vessel is designed to achievea trial speed of not less than 16,5 knotsand is to achieve a minimum bollard pull of25 tonnes with the main engines developingnot more than 100 % MCR. Main engineswere designed as not rated at morethan 3000 kW total. Auxiliary electric poweris generated to give 400V, 50 Hz, 3phase, 230V 1 phase and 110 V 1 phase.Alert is, however, much more than a faststandby vessel. Besides its day to day duties,the ship is also well prepared for commercialrole, being available for hire to conductsurvey work. The vessel is equippedwith am<strong>pl</strong>e and sophisticated equipmentfor hydrographical survey. Multi-beam echosounder, single beam echo sounder, sidescan sonar, sound velocity sensors supportedby most precise positioning systemand post processing hardware/softwareenable wide range of survey activity.Thermal night vision system, motion stabilized,allows to carry out search and rescueaction at any time of the day and at anyweather.Any mode of sailing or position keepingcan be realized both manually and automaticallywith using Dynamic PositioningSystem, which engages all components ofthe propulsion system - both controllablepitch propellers, both rudders and bowthruster.Fully air conditioned, high quality accommodationfor a total com<strong>pl</strong>ement of 10persons (6+4) is arranged forward. The galley,messroom, changing room and galleystore are arranged in the forecastle deckhouse.Sleeping cabins and washroomswill be arranged on the lower deck.n n nTrinity House is the General LighthouseAuthority for England, Wales and the ChannelIslands, providing nearly 600 Aids toNavigation ranging from lighthouses, buoysand beacons to the latest satellite navigationtechnology. It is also a major maritimecharity, wholly funded by its endowments,and spends around GBP 2m each year onits charitable activities including welfare ofmariners, education and training, the promotionof safety at sea, and its role as aDeep Sea Pilotage Authority.Fig.: Remontowa S.A.nNasze MORZE l <strong>September</strong> <strong>2006</strong>49
small shipsUnique icebreaking emergencyevacuation vessels from RemontowaPict.: Remontowa S.A.Discovered in July 2000, Kashagancould prove to be the world’s fifthlargest oilfield. It is owned by a groupof partners led by Agip.Agip KCO, a fully owned Eni company, isthe operator of the offshore Kashagan oil fieldon behalf of a consortium of seven companies..The members of the Consortium are:Agip Caspian Sea B.V. (Operator 18.52%),KazMunayGas (8.33%), Eni 18.52%; Exxon-Mobil 18.52%; Shell 18.52%; Total 18.52%;ConocoPhillips; 9.26%; INPEX 8.33%.The entire Caspian Sea is around 30mbelow sea level and while the mean waterdepth as a whole is 208 m, this is considerablyshallower to the north-east. The field,75 km SSE of Atyrau, lies in just 3.7m ofwater. Temperatures can fall below -20°C inwinter and a coating of ice, several metresthick, forms in this part of the Caspian Seafor many months of the year.Such adverse weather conditions, addingto shallow water, put exceptional demandson the design of a floating unit toprovide effective emergency evacuation.The very special craft is being built atRemontowa S.A. yard in Gdansk, Poland.On July 22, 2005, Gdañsk ShiprepairYard „Remontowa” S.A. and Agip KCOsigned a contract for the construction anddelivery of four specialised Ice BreakingEmergency Evacuation Vessels (IBEEV),becoming yard numbers B 843/1-4. Moreover,the contract provides Agip KCO withan option to order four additional vessels.The last unit from the first batch of theseunique vessels was launched mid-August.All four evacuation vessels should be deliveredby November <strong>2006</strong>.The vessels would be used to carry outthe emergency evacuation of personnel fromoffshore installations located in the KashaganField, which is currently one of the largestoffshore developments in the world.IBEEV represents state-of-the-art technologyand com<strong>pl</strong>ies with Det Norske Veritasclass notation X 1A1 ICE 1B DAT (-30° C).The vessels measure 45.10 m in length,8.0 m in beam and 3.60 m in depth. Thespecific requirements of Agip KCO as wellas the onerous environmental operatingconditions have challenged the Yard to developtailor made solutions for this project.The craft was designed by Naval Engineering& Design Ltd, Poland.llustration of icebreaking emergency evacuation vessels from Remontowa.Special focus has been put on the developmentof the propulsion solution, allowingthe vessels to operate safely within atoxic / hydrocarbon environment. Combustionair will be provided by a specializedinstallation consisting of 16 high pressurecylinders storing air compressed to 350 bar,decompressed via pressure reducing panelsand sup<strong>pl</strong>ied to the engines.The Det Norske Veritas classed IBEEVwill have diesel electric propulsion, consistingof two 800kW diesel-electric prime moversrunning at 1500 rpm and driving twin azimuththrusters rated at 550 kW at 1500 rpm.The winter ice conditions prevailing inthe North East Caspian resulted in the designersdeveloping a hull form with the capabilityfor vessel operation in „first year”ice (0.6 m thick), which was proved by extensivemodel tests. The shallow waters ofCaspian Sea also required tight design controlover the draught of the vessel, which isnot to exceed 2.0 m in summer and 2.1 inwinter conditions. Environmental factorswere also taken into account, resulting inthe ap<strong>pl</strong>ication of „no discharge” equipmentand fulfilment of requirements of MARPOLas well as other International conventions.The evacuees will enter the vesselsthrough evacuation tunnels linking eachvessel to an Island facility. Evacuees willenter the vessel via an air lock, which willbe purged using stored air from cylinders,after purging, the evacuees will proceedforward through the vessel, to one of threehermetically sealed evacuee compartments.During evacuation, personal CO 2scrubbers and re-breather sets will be providedto each of the evacuees. Solid-statechlorate candles will be used to generateadditional oxygen in the evacuee compartmentsas the oxygen levels are de<strong>pl</strong>eted bythe evacuees.nPrincipal characteristicsLength overallLength, waterlineBreadth mouldedDepth to main deckDepth to upper deckDraught, summerDraught, winterIce breaking capabilityClass45.10 m42.34 m8.00 m3.60 m5.80 m2.00 m2.10 m0.60 mDNV X 1A1ICE 1B DAT (-30°C)Fuel oil 9.50 m³Water Ballast /Auxiliary Cooling Water 25.0 m³Potable Water 4.20 m³Sewage /Grey Water 1.00 m³Crew 2Evacuees seated 328Evacuees(stretcher-borne casualties) 10Diesel-electric output power2 × 800 kW at 1500 rpmAzimuth thrusters2 × 550 kW at 1500 rpmRadio Station GMDSS Sea area 350 Nasze MORZE l <strong>September</strong> <strong>2006</strong>
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