October 13, 2015 — Liberian Registry, EfficientShip Finance launch Eco-Upgrade Financing Initiative (Extended coverage from Marine Log’s October 2015 issue). To remain competitive with the new generation of Eco-ships, ship owners of
In 2013, Matson subsidiary Matson Navigation Company, Inc. signed a contract with Aker Philadelphia Shipyard Inc. (APSI) to build the two new ships for a price of $418 million for the pair (see earlier story). Since signing the contracts, engineering, planning and procurement work have been underway.
The shipbuilder is expected to deliver the ships in the third and fourth quarters of 2018.
The 850-foot long, 3,600 TEU vessels will be Matson’s largest ships and the largest Jones Act containerships ever constructed. Despite their size, they are designed to accommodate future needs by being able to navigate safely into some of Hawaii’s smaller ports.
They will also be faster, designed to operate at speeds in excess of 23 knots, helping ensure timely delivery of goods in Hawaii.
The new vessels will incorporate a number of “green ship technology” features including a more fuel efficient hull design, dual fuel engines that can be adapted to use liquefied natural gas (LNG), environmentally safe double hull fuel tanks and fresh water ballast systems.
“These new ships are the future for Hawaii shipping and will bring a new level of efficiency and effectiveness to our service,” said Matt Cox, president and CEO, Matson. “The substantial investment in new technology underscores Matson’s long-term commitment to Hawaii and our desire to serve the islands in the best, most environmentally friendly way into the future.”
The first ships to be delivered by Aker Philadelphia were four Jones Act containerships for Matson delivered between 2003 and 2006.
“We are excited to partner with Matson again and return to our construction roots building containerships,” said Aker Philadelphia President and CEO Steinar Nerbovik. “It’s an exciting time to be a shipbuilder as we embark on simultaneously building containerships and product tankers, fulfilling our commitments to customers and shareholders.”
The semi-submersible is the central processing facility (CPF) for the Inpex-operated Ichthys LNG Project offshore Western Australia,
The 150 m x 110 m central processing facility (CPF) processes the product received via flexible risers from production wells, separating it into gas and condensate.
A floating production storage and offloading (FPSO) facility receives the condensate which it stores and offloads onto tankers for shipping and export.
The gas is delivered via pipeline to an onshore gas liquefaction plant that extracts condensate and LPG then cools and liquefies the remaining gas.
Inpex President Director Australia Seiya Ito called the successful launch of the CPF one of the project’s most significant achievements.
“To see this enormous facility in the water is a testament to those who have worked for years to make it a reality,” Mr. Ito said. “This milestone is a clear demonstration that the Ichthys LNG Project is making good progress and that we are working in an excellent spirit of cooperation with our Korean contractors.”
“The operation was completed within two days in the safest conditions,” said Managing Director Ichthys LNG Project Louis Bon. “The CPF is now berthed quayside at the shipyard where work is continuing to lift and install the living quarters and integrate and commission all equipment in preparation for the CPF’s sail away. All teams are working together in a very efficient manner to achieve our next targets.”
Once completed, the CPF will be towed 5,600 kilometers to the Ichthys Field in the Browse Basin, where it will be permanently moored for the life of the Project – more than 40 years.
Time lapse video of CPF under construction
The concept ship combines Deltamarin’s expertise in affordable, energy efficient cargo vessels with Aker Arctic’s arctic vessel expertise to deliver cost efficient and reliable tanker operation both in open water and in ice.
The Arctic Aframax tanker is intended for crude oil and oil product transports. It is strengthened to ice class PC5 level (equals approximately Russian Maritime Register of Shipping category ARC6) and is capable of continuously breaking thicker than one-meter level ice.
It can operate on the Northern Sea Route during the extended summer months, and with assistance even longer. During the winter months the vessel can operate in other sub-arctic sea areas such as the Baltic Sea or Sakhalin.
Deltamarin’s experience in designing cost efficient cargo vessels with track record of hundreds of contracted vessels is utilized in minimizing the newbuilding and operating costs.
According to Deltamarin’s Director of Ship Design, Markku Miinala, and Aker Arctic’s Project Manager, Riku Kiili, “the design integrates optimized ice breaking and open water performance as well as the latest energy efficiency features applied together with the Polar Code requirements. This unique combination results in an affordable building and improved transport economy by cost efficient operation. The design can be fine-tuned according to the customer’s wishes.”
The bow and hull shape of the vessel combine the optimum balance of open water performance with icebreaking capabilities. The specially designed hull strengthening improves safety in operations in the arctic waters. The hull is equipped with an Ice Load Monitoring System, which measures ice loads from the hull and provides online support to the officers ensuring safe operations. The system will also help the shipowner in the long term by analyzing the data and creating information for the optimal operations. The emphasis has also been on winterization for cold climates in all aspects of the concept design.
The vessel is equipped with two CP-propellers and shaft lines directly coupled with slow speed diesel engines. The vessel can also be fitted to run on LNG with dual fuel engines. Further there is a possibility for two bow thrusters and shaft PTO/PTI (Power Take Off / Power Take In) systems. A special focus has been on developing an improved command bridge, where the new Aker Arctic ARC Bridge Concept was used. The visibility from the bridge is excellent in all directions and good ergonomics including access and passages to command posts is created.
Arctic Aframax 118,000 DWT Crude Oil Carrier
Main Dimensions:
Hull and Performance:
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