Kleven books order for advanced stern trawler
DECEMBER 23, 2015 — Norwegian shipbuilder Kleven has won an order to build a state-of-the-art stern trawler for France’s Compagnie Des Peches Saint-Malo S.A. & SAS Comptoir Des Peches D’Europe Du Nord
DECEMBER 23, 2015 — Norwegian shipbuilder Kleven has won an order to build a state-of-the-art stern trawler for France’s Compagnie Des Peches Saint-Malo S.A. & SAS Comptoir Des Peches D’Europe Du Nord
DECEMBER 22, 2015 — Austal USA has been awarded a contract modification that adds$51,684,797 to its 10-ship $3.5 billion Littoral Combat Ship (LCS) contract for the U.S. Navy. The shipbuilder says the
Designed by C. Raymond Hunt & Associates, the all-aluminum pilot boat is 52.6 ft long overall and has a 17-ft beam and 4.8-ft draft.
With a top speed of 25 knots, it is powered by twin Volvo Penta D16 diesel engines, each delivering 651 bhp at 1,800 rpm, turning five-bladed NiBrAl propellers via ZF 500-1-A gearboxes.
Each engine has a two-circuit Fernstrum keel-cooling system recessed into extra heavy bottom plating for operation in ice.Volvo Penta’s EVC system is mounted at the control stations in the wheelhouse and at the transom.The vessel is fitted with a Humphree Interceptor automatic trim optimization system.
The wheelhouse is outfitted with five Stidd seats and a three-zone, diesel-fired Espar Hydronic 35 heater for the cabin, main deck, and handrails. The forward wheelhouse windows feature ¾-inch electrically-heated laminated glass for de-icing. Interior sound levels are approximately 78 dba.
At the transom is a winch-operated rotating davit over a recessed platform for pilot rescue operation.
The vessel, built by Vigor Industrial’s Portland, OR, shipyard, follows towboat Crown Point, which began operations along the Columbia Snake River in May 2015.
Like the Crown Point, the Granite Point is a custom-built, environmentally-friendly towboat that was specifically designed by naval architects and marine engineers CT Marine, Edgecomb, ME, to serve Tidewater’s customers.
“Granite Point performed exactly as we wanted it to during its river trials earlier this month,” says Marc Schwartz, Maintenance & Engineering Manager at Tidewater. “We are ready for the Granite Point to team up with Tidewater’s current fleet of 16 towboats to provide our customers with the highest quality river transportation.”
Named for the granite cliff in Washington, about 20 miles southwest of Pullman along the Snake River, the towboat was built to the same specifications as the Crown Point and forthcoming sister vessel, the Ryan Point.
Measuring 102 ft by 38 ft, with a depth at full load of 11 ft, the Granite Point has a hexagonal wheelhouse with floor-to-ceiling windows on all six sides. The hexagonal design continues to the main deck, which features a galley, a media room, and a health and fitness facility.
“Tidewater understands that the ability of our crew members to cope with operational risk factors, like frequent sleep disruptions and heavy workloads, depends on their level of endurance,” says Bruce Reed, Chief Operations Officer and Vice President of Tidewater. “The responsibility for maintaining a high level of crew endurance rests with us. Therefore, all three towboats incorporate a comprehensive sound and vibration control package designed by Noise Control Engineers of Billerica, Massachusetts. The noise levels register at less than 60 decibels in the quarters during vessel operation, which is equivalent to the sound of an air conditioner.”
“When you are in the wheelhouse, which is three decks above the engines, you would really need to concentrate to hear the engines at all,” says Brian Fletcher, Tidewater Port Captain who piloted the Granite Point through river trials.
“You couldn’t ask for a quieter tug, nor a better tug in tight situations. It turns on a dime.”To meet the challenges of maneuvering barges through swift-moving currents, high winds, and eight navigation locks along the CSR System, CT Marine designed an enhanced steering system utilizing four main steering and four flanking rudders. Coupling the steering system with two Caterpillar 3516C Tier 3 engines, the design team was able to increase the margins of safety and efficiency.
“The Granite Point can ‘get up and go’,” says Josh Nichols, Assistant Port Captain, “but there is an ease and steadiness to it.”
“The up-front work paid off,” says Bob Curcio, Tidewater CEO. “The vessels are fuel-efficient, ecologically-responsible, and are giving our Captains and crews exactly what they’d asked for.”
“We are proud to have worked with Tidewater on Granite Point. Like its sister ship Crown Point, this vessel sets new standards for future towboat design. It will serve our community well for decades to come,” says Corey Yraguen, Vigor Executive VP of Fabrication.
TECHNICAL PARTICULARS
The Granite Point is powered by two Caterpillar 3516C EPA Tier 3 certified diesel engines each producing 2,240 BHP at 1,600 RPM. The engines drive two 92″ x 100″ fixed pitch, stainless steel propellers through CT28 Kort Nozzles. The vessel is capable of a service speed of 8 knots.
Electrical power is provided by two C7.1, Tier 3 generators, rated at 480 V, 200 kW at 1,800 RPM. The generators are controlled through an automatic transfer system that ensures the vessel will recover from a generator power loss in less than 30 seconds.
Deck machinery includes seven Patterson WWP 65E-7.5, 65 ton electric deck winches, with pilot house remote operation and local push button control stations on the main deck. Each winch has Samson 1 3/8″ Turbo 75 Synthetic Line.
To minimize power usage, variable frequency drives were used in all major rotating machinery applications and LED lighting was employed in both interior and exterior lighting applications.
The vessel is fitted with a Kidde NOVEC 1230 fire suppression system. Centralized fire detection and alarms cover both the machinery spaces and accommodations.
The new building is 160 feet long by 70 feet wide and 70 feet high and will allow larger hull sections to be construction in an indoor environment at the shipyard.
The building provides advanced climate control and has been fitted with two overhead cranes and state-of-the-art equipment.
It is large enough to accommodate the construction of complete tugboats or large hull sections in a controlled indoor environment.
Currently under construction in the building is an aft module of Hull 119, a 275 ft. coastal cruise ship.
The building demonstrates Chesapeake’s continuing commitment to quality and continuous improvement. The yard has upgraded its production capacity significantly in recent years, by acquiring additional land, building two new hull fabrication buildings and investing in additional automated equipment.
No mystery why the ninth NSC is in the legislation. It was put into 2016 Homeland Security appropriations bill (which was wrapped into the omnibus bill) by Senator Thad Cochran (R-MS), who is chairman of the Senate Appropriations Committee, even though it was widely criticized as “an unnecessary acquisition.”
“The demands on the Coast Guard to protect our coasts and waterways from terrorism, human trafficking, drug smuggling and other maritime threats are not diminishing. They’re increasing and will continue to do so as its jurisdiction in the Arctic region expands. The National Security Cutter is the best weapon we have to meet that demand,” said Senator Cochran, back in June. “The current Coast Guard production goal for only eight National Security Cutters is based on dated assessments and is insufficient to meet current or future requirements,”
“I am pleased that the Senate bill would maintain the national security cutter production line in order to give the Coast Guard more certainty and capabilities to meet its operational requirements,” he added.
The NSC production line is, of course, in Senator Cochran’s home state at the Pasagoula, MS, shipyard of Huntington Ingalls Industries’ Ingalls Shipbuilding Division.
CSL received the license after successfully completing the GTT qualification process including membrane tank mock-up installation. It is the first Indian shipyard to be licensed by GTT.
“Obtaining this technology has made a significant positive change to the technical competence and stature of this yard,” said Commodore K Subramaniam, Chairman and Managing Director of CSL. “Going forward, we feel that this technology would help the yard to tap the huge shipbuilding prospects in the LNG vessel segment. Our partnership with Samsung Heavy Industries (SHI) has been a critical factor in CSL completing GTT’s stringent qualification requirements.”
Philippe Berterottière, Chairman and CEO of GTT said that the agreement “marks the beginning of a promising cooperation with CSL. He added thta “building LNG ships in India, with the assistance of Samsung Heavy Industries, will not only enhance the initiative of the ‘Make in India’ objective of the Government of India, but will also provide excellent opportunity to an Indian shipyard in the growing LNG market”.
The icebreaking supply vessels are being built for Sovcomflot, Russia’s largest shipping company.
Last week’s keel laying saw the 221 first block of the first ship placed in the building dock as the starting point of the hull assembly.
The vessel will be capable of breaking through ice as thick as 1.5 meters and will be outfitted for emergency evacuation, rescue and fire fighting operations, oil spill response and platform support activities.
Once delivered, the vessel will serve in the Sakhalin-2 region energy production sites by transporting supplies and people between land bases and production platforms and protecting the production platforms from the impact of ice in the Sea of Okhotsk.
Sakhalin Energy Investment Company Ltd. (SEIC) operates the oil and gas field.
“Arctech has successfully built many similar kind of vessels for use in the rough weather conditions of the Sakhalin area. The series of vessels currently being built and designed at Arctech will further secure the energy production in the area,” says Esko Mustamäki, Managing Director of Arctech Helsinki Shipyard.
Measuring 100 m x 21.7 m, the vessel will be delivered to the client in the summer of 2016.
It vessel will be equipped with advanced Nordic environmental technology, such as a catalytic converter exhaust system and solutions for limiting underwater noise levels.
As well as increasing capacity for oil spill response, as well as emergency evacuation, in the the Sakhalin area, the vessel will be able to safely transport deck cargo, loose cargo, and liquid cargo in the integrated tanks below deck, and to carry production platform crew members as passengers regardless of weather and ice conditions.
The vessel has accommodations for 70 people – 28 crew members and 42 specialized staff members.
Baltic Icebreaker
The Baltic icebreaker Murmansk was delivered to Russia’s Vyborg Shipyard JSC, which will deliver it to customerRosmorport by year’s end.
The 119.8 m x 27.5 Murmansk is the second in a series of three vessels that the Russian Ministry of Transport ordered in 2012 from Vyborg Shipyard.
The basic design of the vessel and purchasing of major components was handled by Vyborg Shipyard. Arctech was responsible for the construction, outfitting and testing of the powerful vessel.
The main tasks of the vessel are icebreaking and assisting of heavy-tonnage vessels in ice, towing of vessels and other floating structures year-round in ice and open water.
The vessel will also be used for fire fighting on floating objects and other facilities, assisting vessels in distress in ice and open water and also for cargo transportation. The vessel is able to operate in temperatures as cold as -40°С and the maximum icebreaking capability is 1.5 m.
DECEMBER 21, 2015 — Atwood Oceanics, Inc. (NYSE: ATW) said today that subsidiaries of the company have agreed with Daewoo Shipbuilding & Marine Engineering Co. (DSME) to delay delivery of two newbuild
Buss Shipping operates 20 feeder ships and has a strong chartering business. To meet the requirements of today’s charter market, the company is focusing on the sustainable modernization of its existing fleet.
As a key step in this process, hybrid Alfa Laval PureSOx systems will be retrofitted on board the vessels Condor and Corsar. Both 1,025 TEU feeder ships operate exclusively in Emission Control Areas (ECAs).
Since they operate in the low-alkalinity waters between Rotterdam and St. Petersburg, as well as ports like Hamburg with zero-discharge requirements, a scrubber with closed-loop mode was a necessity.
“The hybrid PureSOx systems on the Condor and Corsar will provide emission compliance with maximum flexibility and fuel economy,” says Torben Kölln, Managing Director, Buss Shipping. “This will uphold the competitiveness of our offer to charter customers.” Custom engineering for the ideal solution
The Condor and Corsar will each receive a hybrid PureSOx system with multiple inlets, connecting the main engine and two auxiliary engines to one U-design scrubber. In contrast to earlier systems with multiple inlets, the inlets will now lead into a single scrubber jet section – an advance in construction that will make the scrubber even more compact.
“The PureSOx solution was well engineered and allowed a sophisticated integration of the scrubber system into our container feeder ships,” says Christoph Meier, Project Manager, Buss Shipping. “The custom construction let us avoid major modifications inside the vessel, which together with the pre-outfitting gave us a short installation time. All those factors contributed to a competitive price.”
For the engineering of the PureSOx systems, Buss Shipping GmbH & Co. KG cooperated with SDC Ship Design & Consult GmbH.
Detailed engineering was handled by the shipyard German Dry Docks GmbH & Co. KG, which will install the systems following deliveries by Alfa Laval in January and February 2016.
“The work between Buss Shipping, Alfa Laval, the shipyard and the engineering consultant has been smooth and productive,” says Mark Aarbodem, Project Manager at Alfa Laval. “Alfa Laval’s scrubber design and project management experience, together with the strong cooperation from the rest of the team, will ensure a reliable outcome for Buss Shipping.”
“All parties have worked together to arrive at a compliant solution that will benefit our charter operations,” says Mr. Kölln. “Rather than paying for expensive fuel, our container vessels will be able to serve charter customers at a competitive price – while still retaining our margins.”
