Untitled - Portal Morski

2 

September 2005

Editorial 

SHIPBUILDING 

BALTEXPO - SPECIAL ISSUE 

September 

2005 

PUBLISHER 

Shipbuilding and Shipping Ltd. 

Na Ostrowiu 1 Street 

80-958 Gdañsk, Poland 

www.okretownictwo.pl 

ACCOUNT: 

ING Bank 

PL 1050 1764 1000 0018 0203 7869 

Chairman 

Editor-in-Chief: 

Grzegorz Landowski 

Phone +48 58 307 12 49 

Grzegorz.Landowski@okretownictwo.pl 

Subscription 

and advertisement: 

Aleksandra Dylejko 

Phone +48 58 307 15 54 

Aleksandra.Dylejko@okretownictwo.pl 

Secretary Office: 

Phone: +48 58 307 17 70 

Fax +48 58 307 12 56 

www.okretownictwo.pl 

Contributing authors: 

Miros³aw Jasiñski 

Grzegorz Landowski 

Piotr Stareñczak 

Jan Paszkowski 

Bart³omiej Pomierski 

Stanis³aw Szymczak 

Adam Œmigielski 

Pictures: 

Jakub Bogucki 

Piotr Stareñczak 

Kazimierz Gliszczyñski 

Northern Shipyard 

Remontowa S.A. 

Royal Arctic Line A/S 

Szczecin New Shipyard 

Adam WoŸniczka 

Design and DTP: 

S³awomir W³odarczyk 

Printing House: 

Spartan 

Poleska Street 25, 

81-321 Gdynia 

Poland 

September 2005 

Significant 

Ships 

According to well-informed sources, at the 

end of 2004 the number of ships of the commercial 

fleet worldwide amounted to 89 960 

totaling 633,3 million CGT. The average age of 

ships came to 22 years. At the same time, the 

world order book reached another all-time record 

of more than 90 million CGT. In 2004, shipyards 

worldwide delivered 1729 vessels, amounting 

to 25,5 million CGT, more than three quarters 

of which were produced by Asian shipbuilders. 

On the other hand, European yards 

recorded the strongest increase in new orders 

from 4 million CGT in 2003 to 6,8 million CGT 

in 2004. In the same year Polish yards had 

new orders for 51 ships totaling 1 088 744 CGT, 

34 of which were container ships. 

In 2004, the Polish yards delivered 25 ships 

of 448 684 CGT and the value of 754,7 million 

USD. Two of them were really significant. The 

RINA list of “Significant Ships of the Year 2004” 

mentioned the arctic container carrier Mary 

Arctica of Remontowa Group (see on page 7), 

and the multipurpose carrier Suomigracht (look 

at page 44) of Szczecin New Shipyard. 

At the end of 2004, the total portfolio 

of all Polish yards consisted of 95 ships 

of 2 112 617 CGT, and the contract value of 

3,620 million USD. However, a certain number 

of ships had been ordered two or three 

years ago. According to World Shipyard Monitor, 

at the end of March 2005, there were 4394 

ships of the total of 230,7 million dwt ordered 

worldwide. At the same time, the total order 

book of Polish yards amounted to 96 ships of 

2 024 983 CGT and the value of USD 3659,9 

million. Most orders have been placed with 

Gdynia Shipyard Group and Szczecin New 

Shipyard, however world sources (among them 

CESA) have also noticed an increasing role of 

Remontowa Group (Gdañsk Shiprepair Yard 

Remontowa and it’s subsidiary Northern Shipyard) 

in the Polish shipbuilding. 

„Polish-built Ships” is our presentation of 

some units ordered and delivered by the main 

Polish yards in 2004 and 2005, as well as some 

ships that are currently being under construction. 

Of course, we have not described all the 

ships coming from Polish yards, focusing our 

attention on completely equipped vessels only. 

In case of long series amounting from several 

to a dozen or so ships of one type we do not 

describe each particular vessel, unless we 

meet a prototype. Despite our efforts, a few 

yards refused to make technical data of some 

ships available to us. Finally, in some cases 

we do not even mention potential new orders 

that are still being negotiated. 

And what is more, this presentation is our 

choice. The selection of ships and projects that 

are, I believe, most significant for the Polish 

shipbuilding. 

GrzegorzLandowski@okretownictwo.pl 

3

Editorial 

Significant ships ................................. 3 

Order book 

of Polish yards .................................... 5 

Ships delivered 

and under construction ....................... 6 

REMONTOWA Group 

Gdañsk Shiprepair Yard Remontowa 

& Northern Shipyard 

Container carrier 572 TEU 

Mary Arctica ........................................ 7 

Car-passenger ferry Bute ................... 10 

Double-ended car-passenger 

ferry Bastø III ....................................... 12 

Anchor handling 

towing supply vessels ........................ 14 

Purse seiner trawler 

Teigenes ............................................. 16 

Shrimp trawler Tråsavik ...................... 17 

Crab trawler Teineskjær ..................... 18 

Rapid intervention vessel ................... 20 

Multi-function buoy tenders ................ 22 

400 Pax shuttle ferries ........................ 24 

Double-ended 

car-passenger ferry SKS 86 ............... 26 

Ice breaking emergency 

evacuation vessels ............................. 27 

New anchor handling 

towing supply vessels ........................ 28 

Gdynia Shipyard Group 

Gdynia Shipyard & Gdañsk Shipyard 

Multi-purpose and flexible 

ro-lo’s from Gdynia ............................. 30 

4 

The biggest “floating garages” ........... 32 

Norasia Valparaiso ............................. 34 

Short-sea car carrier ........................... 36 

Kota Perkasa ...................................... 38 

Naval Shipyard Gdynia 

NS-935 type fast patrol craft ............... 40 

Polar research ship 

Maria S. Merian .................................. 41 

List of companies and advertisements: 


contents 

World’s 

largest stainless 

steel parcel tankers ............................ 42 

Multipurpose 

cargo vessels 

with sto-ro ........................................... 44 

Biggest box carriers 

from Szczecin ..................................... 46 

The longest series 

setting standards ................................ 47 

Modern short-sea 

freight 2800 lane metres 

ro-ro vessel ......................................... 48 

Conrad Shipyard 

A luxurious 

motor yacht ......................................... 49 

Enterprise for Manufacturing of Refrigeration Equipment PBUCH S.A. .............. 1 

MAN B&W Diesel A/S ........................................................................................... 2 

Ship Furniture Factory FAMOS Ltd. ...................................................................... 9 

Ships Machinery Works HYDROSTER Ltd. ......................................................... 13 

Enterprise for fire-fighting and protective equipment SUPON S.A. ..................... 15 

Light Fitting Manufacturer POLAM-REM S.A. ...................................................... 17 

Professional Marine Electronics FURUNO .......................................................... 19 

Gdansk Shiprepair Yard REMONTOWA S.A. ....................................................... 25 

ALSTOM Power Sp. z o.o. .................................................................................... 35 

Van Voorden Repair ............................................................................................. 37 

DMI Europe DV ..................................................................................................... 37 

AMI Exchangers Ltd. ............................................................................................ 37 

Technical Equipment Plant Co. GZUT S.A. .......................................................... 37 

Foreign Trade Corporation CENTROMOR S.A. .................................................. 39 

Naval Shipyard Gdynia ........................................................................................ 40, 41 

Marine Service Jaroszewicz ................................................................................ 43 

Conrad Shipyard S.A. ........................................................................................... 51 

Shipbuilding & Shipping Ltd. ................................................................................ 52 

September 2005

Order polish-build book ships of Polish yards 

ORDER BOOK OF SZCZECIN NEW SHIPYARD 

Type No B DWT TEU CGT Owner Delivery 

chemical tanker B588-III/5 39 850 - 23 972 Odfjell ASA 09.2005 




container carrier B178-I/14 41 850 3100 26 730 MS ZEUS Schiffahrtsgesellschaft GmbH&Co. KG 09.2005 

container carrier B178-I/15 41 850 3100 26 730 MS DEMETER Schiffahrtsgesellschaft GmbH&Co. KG 12.2005 

container carrier B178-I/16 41 850 3100 26 730 MS DAPHNE Schiffahrtsgesellschaft GmbH&Co. KG 03.2006 

container carrier B178-I/17 41 850 3100 26 730 MA LETO Schiffahrtsgesellschaft GmbH&Co. KG 07.2006 

container carrier B178-I/18 41 850 3100 26 730 MS HERA Schiffahrtsgesellschaft GmbH&Co. KG 10.2006 

container carrier B178-I/19 41 850 3100 26 730 Marquest Shipping Ltd. Cyprus 01.2007 

container carrier B178-I/20 41 850 3100 26 730 Hedwig Holding Ltd. Virgin Islands 04.2007 

container carrier B178-I/21 41 850 3100 26 730 MS HEBE Schiffahrtsgesellschaft GmbH&Co. KG 07.2008 

container carrier B178-I/22 41 850 3100 26 730 MS MAJA Schiffahrtsgesellschaft GmbH&Co. KG 11.2008 

container carrier B178-I/23 41 850 3100 26 730 Carpentine Ltd. Cyprus 03.2008 

container carrier B178-I/24 41 850 3100 26 730 Pendleton Ltd. Cyprus 06.2008 

container carrier B178-III/1 37 200 2800 24 000 Costa Container Lines, Italy 01.2007 


container carrier B178-III/3 37 200 2800 24 000 Siebzehnte Reederei Neumuhlen GmbH&Cie KG, Germany 08.2007 

container carrier B178-III/4 37 200 2800 24 000 Achtzehnte Reederei Neumuhlen GmbH&Cie KG, Germany 10.2007 



container carrier B178-III/7 37 200 2800 24 000 Einunddreissigste Reederei Neumuhlen GmbH&Cie KG, Germany 02.2008 

container carrier B178-III/8 37 200 2800 24 000 Zweiunddreissigste Reederei Neumuhlen GmbH&Cie KG, Germany 05.2008 

container carrier B178-III/9 37 200 2800 24 000 Fesco Lines Hong Kong Ltd./Russia 04.2009 

container carrier B178-III/10 37 200 2800 24 000 Fesco Lines Hong Kong Ltd./Russia 04.2010 

container carrier B170-V/1 23 000 1730 13 440 Mar Space Shipping Co. Ltd. Cyprys/Russia 12.2007 

container carrier B170-V/2 23 000 1730 13 440 Light View Shipping Co. Ltd. Cyprys/Russia 02.2008 

container carrier B170-V/3 23 000 1730 13 440 Star Warm Shipping Co. Ltd. Cyprys/Russia 04.2008 

container carrier B170-V/4 23 000 1730 13 440 Costa Container Lines, Italy 10.2007 

container carrier B170-V/5 23 000 1730 13 440 Costa Container Lines, Italy 01.2009 

con-ro B201-II/1 18250 920 19 840 Spliethoff’s Bevrachtingskantoor BV 01.2006 






container carrier PP001/1,2 14 000 1210 14 400 Vinashin, Vietnam 11.2005 

ORDER BOOK OF GDYNIA SHIPYARD GROUP 

Type No B TEU DWT GT CGT Owner Builder 

car/truck carrier 6600 8168/12 - 21 300 57 700 33 688 Ray Car Carriers Ltd. Isle of Man Gdynia Shipyard 









container carrier 8184/9 2700 39 000 32 322 24 213 Passat Breeze Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/10 2700 39 000 32 322 24 213 Westertal Shipping GmbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/11 2700 39 000 32 322 24 213 John Peter Wulff Schiffahrtsgessellschaft mbH&Co. KG Germany Gdynia Shipyard 

container carrier 8184/12 2700 39 000 32 322 24 213 Passat Spring Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/13 2700 39 000 32 322 24 213 Westermarsch Shipping GmbH&Co. KG Germany Gdynia Shipyard 


container carrier 8184/15 2700 39 000 32 322 24 213 Passat Star Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/16 2700 39 000 32 322 24 213 Vasco da Gama Schiffahrtsgessellschaft mbH&Co. KG Germany Gdynia Shipyard 

container carrier 8184/17 2700 39 000 32 322 24 213 Amerigo Vespucci Schiffahrtsgessellschaft mbH&Co. KG Germany Gdynia Shipyard 

container carrier 8184/18 2700 39 000 32 322 24 213 Marco Polo Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/19 2700 39 000 32 322 24 213 Eirene Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/20 2700 39 000 32 322 24 213 Eunomia Polo Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8184/21 2700 39 000 32 322 24 213 Polaris Shipmanagement Co. Ltd. Isla of Man Gdynia Shipyard 





container carrier 8184/26 2700 39 000 32 322 24 213 Astraia Schiffahrtsgessellschaft mbH&Co. KG Germany Gdañsk Shipyard 

container carrier 8276/1 4530 57 000 51 350 34 536 Charlotte Wulf Schiffahrtsgessellschaft mbH&Co. KG Germany Gdynia Shipyard 

container carrier 8276/2 4530 57 000 51 350 34 536 Viktoria Wulf Schiffahrtsgessellschaft mbH&Co. KG Germany Gdynia Shipyard 

container carrier 8234/3 4420 57 000 51 350 34 536 Seven Seas Shipping GmbH&Co. KG Hamburg Gdynia Shipyard 





LPG gas carrier 78 500 8185/3 - 56 745 49 550 35 490 Ocean Gas Ltd, Isle of Man Gdynia Shipyard 

LPG gas carrier 78 500 8185/4 - 56 745 49 550 35 490 Ocean Gas Ltd, Isle of Man Gdynia Shipyard 

multi purpose 8228/5 - 45 000 31 772 23 622 Westwood Shipping Lines Inc. Federal Way Washington USA Gdynia Shipyard 




Source: Szczecin New Shipyard 

Source: Gdynia Shipyard 

5

SHIPS ORDERED/UNDER CONSTRUCTION AT REMONTOWA GROUP IN 2005 

6 

Ships delivered/under polish-build construction 

ships 

Name type No B Owner Delivery 

Alert rapid intervention vessel B 841/1 Trinity Lighthouse Service 01.2006 

- multi-function buoy tender 1453/I Northern Lighthouse Board 09.2006 

- multi-function buoy tender 1453/II Trinity Lighthouse Service 11.2006 

Folkestadt double ended/car passenger/ferry B 601/1 Nor-Ferjer/HSD Stavangerske 12.2005 

- ice braking emergency evacuation vessel B 843/1 Agip KCO 07.2006 




- anchor handling towing supply vessel B 844/1 Tidewater Marine LLC 05.2006 

- anchor handling towing supply vessel B 844/2 Tidewater Marine LLC 09.2006 

- ro-ro /car passenger ferrry 1333 B 338/1 Caledonian MacBrayne 08.2006 

- passenger ferry/1064/1 B 264/1 Moltzau/Sundbusserne 11.2006 

- passenger ferry/1064/2 B 264/2 Moltzau/Sundbusserne 12.2006 

- tuna fishing vessel B 337/2 Piriou 11.2005 

- tuna fishing vessel B 337/3 Piriou 03.2006 

SHIPS DELIVERED BY SZCZECIN NEW SHIPYARD IN 2005 

Source: Remontowa Group 

CGT Type Owner Delivery 

15 725 multi-purpose general vargo vessel Spliethoff's Bevrachtingskantoor BV 03.2005 

26 730 container carrier Schiffahrtsgesellschaft mbH & Co. KG Hamburg 04.2005 

23 972 chemical tanker Odfjell ASA 04.2005 

26 730 container carrier Schiffahrtsgesellschaft Oltmann Verwaltungs mbH 07.2005 

15 725 multi-purpose general vargo vessel Spliethoff's Bevrachtingskantoor BV 07.2005 

SHIPS DELIVERED BY GDYNIA SHIPYARD GROUP IN 2005 

Source: Szczecin New Shipyard 

Name Type DWT GT CGT Owner Delivery 

Poplar Arrow multi-purpose general cargo vessel 48 000 32 250 21 138 Gearbulk Holding, Hamilton, Bermuda 01.2005 

Morning Crown Pure car truck carrier 6600 21 300 57 700 31 735 Ray Car Carriers Ltd, Isle of Man 02.2005 

Morning Champion Pure car truck carrier 6600 21 300 57 700 31 735 Ray Car Carriers Ltd, Isle of Man 03.2005 

Punta Arenas Container carrier 2763 TEU 35 600 30 047 23 045 MS AMASIA Schiffahrtsgessellschaft GmbH&Co. KG 05.2005 

Morning Courier Pure car truck carrier 6600 21 300 57 700 31 735 Ray Car Carriers Ltd, Isle of Man 06.2005 

SHIPS DELIVERED BY REMONTOWA GROUP IN 2005 

Source: Gdynia Shipyard 

Name Type Number Owner Delivery 

Mary Arctica container carrier 1104/B Royal Arctic Line AS 03.2005 

Bastø III double-ended/car-passenger ferry B 241 Basto Fosen AS 02.2005 

J Hugh Roff anchor handling towing supply vessel B 244/1 Tidewater Marine LLC 01.2005 

Big Joe Tide anchor handling towing supply vessel B 244/2 Tidewater Marine LLC 05.2005 

Bute ro-ro /car passenger ferrry B 338/2 Caledonian MacBrayne 06.2005 

Teineskjær vivier crabber B 335/1 Teineskjær AS 04.2005 

Glenan tuna fishing vessel B 337/1 Piriou/Cobrecaf 07.2005 

Teigenes purse seiner trawler B 336/1 Teigenes AS 09.2005 

Trasåvik shrimp trawler B 334/1 Tråsavik ANS 09.2005 

Source: Remontowa Group 

September 2005


CONTAINER CARRIER 572 TEU 

ary Arctica is a single screw vessel, 

with four holds, with superstructure 

and engineroom located 

aft, and with two deck cranes. 

The vessel’s purpose is the cargo carriage 

between the ports of Denmark and various 

harbours in Greenland. 

The ship has the highest ice class notation 

ICE 1A*. Apart from ice belt along 

the ship, plates in forward part are up to 30 

mm thick, and the stem plate – 50 mm. Additionally 

there is an ice knife above the 

rudder blade and ice fins in front of the propeller. 

In order to enable the ship to slide 

onto ice (to crush it with its own weight) the 

bow has the shape characteristic for ships 

sailing in polar regions. 

Mary Arctica is classed with DNV and 

her full class notation is +1A1, GENERAL 

CARGO/CONTAINER CARRIER, E0, ICS, 

DGP, ICE 1A* (in-water survey). Overall capacity 

of water ballast tanks is 6125 m3 , 

fuel oil tanks (two biggest located in transverse 

bulkhead) have total volume of 1175 

m3 M 

. The ship is able to carry 259 20-ft containers 

in four box-shaped holds (equip- 


ped with cell guides) and 313 20-ft containers 

on deck and hatch covers. Sockets 

for 231 reefer containers were installed. 

Loading and unloading of containers 

in small Greenlandic harbours is possible 

MAIN PARTICULARS 

by means of two deck cranes located in the 

centreline of the vessel. They were delivered 

by Liebherr and have the maximum 

outreach of 29,8 m and SWL of 45 t. 

Two anchors of 19 t each, are serviced 

Contracted by Gdañsk Shiprepair Yard Remontowa S.A., Poland 

Built at / year Gdañsk Shipyard, Poland / 2005 

Yard No. 1104 

Flag/Home Port Danish (DIS) / Aalborg 

Delivered 03/2005 

Length overall 113,00 m 

Length b.p. 102,45 m 

Width 22,70 m 

Design draft 7,00 m 

Maximum container draft 7,50 m 

Scantling draft 8,20 m 

Gross Tonnage (GT) 10 300 

Net Tonnage (NT) 3093 

Deadweight for design draft 6365 t 

Deadweight for scantling draft 8870 t 

Height to main deck 15,15 m 

7

CONTAINER CAPACITY (TEU) ACCOMMODATION 

In holds 259 

On deck 313 

Total 572 

REEFER PLUGS 

In holds 133 

On deck 98 

Total 231 

Abt. 384 TEU at 14 

tons homogeneous 

TANK CAPACITY 

Fuel oil (100% full) 1175,8 m 3 

Diesel oil (100% full) 257,5 m 3 

Lub. oil (100% full) 146,4 m 3 

Fresh water 150,4 m 3 

Water ballast 6123,4 m 3 

by two, combined electric-driven anchormooring 

winches from Rolls-Royce. Additionally 

three mooring winches from the 

same maker were fitted. One Schilling-type 

GENERAL ARRANGEMENT 

8 

Officer 8 

Crew 7 

Pilot 1 

Hospital 1 

SPEED AND CONSUMPTION 

(90% MCR, 15% sea margin 

and 1000 kW on shaft generator) 

Service Speed 15,3 knots 

Fuel consumption per day 

Sailing HFO App. 31,0 tons 

In port MDO App. 3,0 tons 

rudder (from Becker Marine) is operated by 

two hydraulic, rotary, steering machines 

from Tenfjord Rolls-Royce. 

Propulsion is based on MAN B&W 

6S46MC-C main engine with MCR of 7860 

kW at 129 rpm. The engine has been produced 

by Cegielski (HCP) in Poland. Power 

is trasmitted (apart from 1600 kW shaft 

generator) to CPP of 5,1 m diameter. Power 

is also supplied from three gensets – 


two of 735 kW at 900 rpm and one of 645 

kW at 900 rpm – all supplied by MAN B&W 

Holeby. One exhaust and one oil-fired boilers 

supply additional power. To assist 

ships’ manouvers in small harbours in Greenland 

two tunnel thrusters of 800 kW each 

were fitted. 

Life-saving equipment for 22 persons 

consists of one free-fall boat, one MOB boat 

and two life rafts for 25 persons each. There 

are also 22 working/survival suites allowing 

to survive a person in water for significantly 

extended time. 

Main components of navigation equipment 

are 2 radars (x- and S-band), 2 satelite 

navigation systems – DGPS and GPS, 

1 double gyro, 1 magnetic compass, autopilot 

and Voyage Data Recorder. This equipment, 

as well as radio equipment, has 

been supplied by Sperry Marine. Integreted 

ship control system has been supplied 

by Lyngsoe. 

Mary Arctica is the biggest vessel built 

at Remontowa S.A. The God Mother of the 

vessel is Her Royal Highness, Crown Princess 

Mary Elizabeth and this is a proof how 

important contract it was for Royal Arctic 

Line as well. 

September 2005


9

CAR-PASSENGER FERRY Bute 

Car – passenger ferry Bute, B 338/ 

2, building number 1333/1 has 

been built at Northern Shipyard 

on order of Gdañsk Shiprepair 

Yard Remontowa S.A. for Scottish Owner 

Caledonian MacBrayne. 

Funding of up to 8,75 million pounds 

for a new ship for CalMac’s Rothesay/Wemyss 

Bay service – the Company’s busiest 

route – was announced late in 2003, by 

the Scottish Executive. According to UE 

rules the successful bidder had to be decided 

on a best value basis and as a result 

the contract went to the REMONTOWA 

Group in Poland. 

In the history of the Group, this ferryboat 

wasn’t the first of this type. However, 

this newbuilding has its own discriminant. 

For the first time the shipyard’s offer was 

not limited to the Scandinavian and British 

market including also the construction of 

the ferry-boat for the Scotch Owner. Moreover, 

the contract has provoked a lot of 

emotion and comments in Scotland. The 

Owner’s decision of committing the construction 

of the ferry-boat outside Scotland, 

10 



Contracted by Gdañsk Shiprepair Yard Remontowa SA 

Built at Northern Shipyard 



Breadth moulded 15,30 m 

Depth moulded to main deck 5,00 m 

Draught 3,00 m 

Frame spacing 600 mm 

Car capacity 66 PBE 

Passenger capacity 450 

Class Lloyds Class +100 A1, + LMC Ro-Ro Passenger 

and Vehicle Ferry with EP and IWS Notations. MCA Class IV&V. 

No of Crew 10 

Deadweight 400 t 

Gross tonnage 2612 

Contract Speed 14 knots 

Propulsion Two Main Engines Type MAK 6M20 rated at 1140 kW 

and 8M20 rated at 1520 kW both operating at 1000 rpm 

and driving Schottel Rudder Propellers type STP 1010 

and STP 121 forward and aft respectivey. 

Power Two Auxiliary Generators Type Scannia/Stamford each 

rated at 200 kW/250 kVA. 

Emergency Generator Type Sisu/Stamford 

rated at 120 kW/150 kVA. 

September 2005



to the Polish shipyard was accepted with 

great surprise. 

The shipyard has built a ferry-boat 

which is small but modern with superstructure 

made of aluminium and innovatory 

engine room and shafting made of glass 

fibre. The whole design of the vessel was 

prepared in Shiprepair Yard’s Design Office, 

employed the most up to date technology 

including three – dimensional modelling 

techniques for steel and outfit production. 

One of the most interesting features 

of the project was the creation of a 

new ship model and it was, for example, 

while the ship was being planned, possible 

to “walk through” the engine room and 

accommodation to get impression of what 


the compartments would eventually look 

like. 

The new MV Bute is actually the seventh 

ship on the Clyde to have the name. 

MV Bute is 72 m long, 15,3 m in breadth 

and has a draught of 3 m. She will carry up 

to 60 cars, which compares with the 38 carried 

by Streakers currently operating on the 

Clyde. The ship will carry 450 passengers 

with seating provided internally for 250. She 

sails at 14 knots and has stabilisers. 

The ship’s design takes account of the 

needs of disabled customers and DPTAC 

guidelines. There is a lift with priority for 

the disabled and customers with impaired 

mobility. Priority car parking is also identified 

on the car deck. The whole operation 

from design to fulfilment is designed to enhance 

passenger safety, comfort, convenience 

and environmental performance. 

The vessel is equipped to carry 44 tonne 

vehicles and dangerous goods. She has 

roll-on/roll-off facilities with additional side 

loading ramp. Vessel engine controls, 

alarms and monitoring are carried from engineer’s 

control station on the bridge. 

The first cropping-out of steel plates destined 

for ferry-boat Bute took place on 2 nd 

August 2004, the ship was launched in February 

9, 2005 – sideways, and delivered 

the same year in June. She will be accompanied 

on the route in due course by a sister 

vessel which is due to enter service in 

2006. 

11

DOUBLE-ENDED 

CAR-PASSENGER FERRY Bastø III 

In February 2005 Bastø III ferry left for 

Norway. The ship had been built at Northern 

Shipyard, part of the REMONTO- 

WA Group, and delivered to Bastø Fosen 

A/S, its Norwegian owner. 

It has been the largest ferry built in the 

shipyards of the REMONTOWA Group so 

far, the largest of all ferries operating in the 

Norwegian fiords region, and the largest of 

the three ferries owned by Bastø Fosen A/ 

S. It carries 550 passengers and 212 cars 

on the Horten – Moss route in the Oslofiord. 

Its crew consists of 15 persons. The 

length of the ship amounts to 116,2 m, its 

breadth to 19,5 m, and depth to 9,95 m. 

Gdañsk Shiprepair Yard Remontowa SA 

entered into a contract with a Norwegian 

owner, Bastø Fosen A/S, for building Basto 

III, the SKS 212 double-ended ferry, on 10 

July 2003. It meant winning the competition 

against 20 shipyards, including the 

Norwegian Fosen, Fiskerstrand and Brattvaag. 

The draft design was created by the 

Norwegian Kverndokk & Eldøy AS (KEAS). 

The ship was classified by Det Norske Veritas 

classification society. 

On 16 July 2004, the ship was launched 

sideways at Northern Shipyard without 

the upper part of its superstructure. 

Among other parts of the superstructure 

to be added at a later stage, also a wheelhouse 

was installed only after launching 

the ship. 

12 


Length, oa 116.20 m 

Length, bp 99.60 m 

Length, car deck 106.60 m 

Breadth, mld 19.00 m 

Breadth, extreme 19.50 m 

Depth, mld, to main deck 5.60 m 

Depth, mld, to top deck 8.45 m 

Draught, extreme 5.00 m 

Frame spacing 0.60 m 

Tank capacity 

- fuel about 350 m 3 

- fresh water about 120 m 3 

Service speed 17 knots 

Gross tonnage about 6000 GT 

Passengers 550 

Freight-carrying capacity, cars 212 

Class notation: DnV + 1A1 – R4 – Ice C – Car Ferry A – Clean – E0 

Propeller, rudder and shaft Ice 1 B- Class. 

(plus additional BIS notation, informing of the hull marking 

as a means of preparing it for the inspection of its underwater part 

with no drydocking but on the water) 

The ship was built and equipped so as 

to observe requirements set by the following 

regulations: 

n NMD Regulations of 15.09.92 no. 695 

for building of passenger ship. 

n International convention for stability of 

life at sea, SOLAS 974/1987/1981/1983 


n International Convention on Load Line. 

1966 

n International Tonnage Rules, 1969 

n International Convention for the Prevention 

of Pollution from Ships, 1973, Protocol 

of 1978 and amendment of 1984 

n Convention on the International Regu- 

September 2005


lations for Preventing Collisions at Sea, 

1972 and amendment of 1983 

n Radio Regulations of the International 

Telecommunication Union 1974 and latest 

edition of 1982 

n Radio equipment according to GMDS- 

SA3 

Due to its big size as for a ship of this 

class, as well as to its long-route cruises, 



the ship was equipped with conventional 

propellers. Bastø III has two CP propellers 

and two rudder blades. The propulsion shafting 

system is installed virtually across all 

the ship right to the reduction gears and 

main drive engines amidships. The high 

blade lift rudders and steering gears were 

provided by Rolls-Royce, and the propulsion 

system (shaftlines, propellers, gears 

and main engines) by Wärtsilä. When wor- 

king on the design of the ship, noise and 

vibration analyses were carried out to trace 

and eliminate the focal areas of this kind 

of undesirable phenomena. 

There are two through-decks. The top 

deck is designed to carry heavy vehicles, 

whilst the main deck is a place for passenger 

cars. Providing an excellent field of vision, 

the superstructure together with the 

wheelhouse is to be found amidships. 

13

ANCHOR HANDLING 

J. Hugo Roff Jr. and Big Joe Tide are 

versatile vessels that combine continuous 

bollard pull of over 100 tones, 

designed for anchor handling and rig 

towing, with considerable equipment and 

materials carrying capability for rig and offshore 

platform supply. Vessels were carefully 

designed under project name NED 

8167 by Remontowa’s own design office, 

Naval Engineering & Design “NED” Ltd with 

special focus on draught to let both twins 

smoothly operate in shallow waters. 

Project was developed in close cooperation 

with Owner under “Cost Cutter” programme, 

what reflected not only in special 

attention on cutting of construction costs, 

but also in particular care for reduction of 

operation cost with keeping technical parameters 

on highest level possible. 

Propulsion is based on two stroke twin 

Diesel main engines delivering 2984 kW at 

900 rpm each to nozzled controllable pitch 

propellers through reduction gears. The installation 

provides service speed of 13 

knots, although maximum speed is reported 

to be in the region of 15 knots. Overall 

power plant efficiency is enhanced through 

the adoption of 1200 kW shaft generators. 

Waterfall-type, low pressure driven, towing 

winch consisting of two declutchable 

14 


Contracted by: Remontowa S.A., Gdañsk, Poland 

Built at: Northern Shipyard, Gdañsk, Poland 

Length o.a. 67.00 m 220.00 ft 

Length p.p. 61.80 m 202.00 ft 

Breadth moulded 15.50 m 51.00 ft 

Depth to first deck 6.60 m 22.00 ft 

Design draught 4.60 m 15.00 ft 

Class ABS +A1, (E), Offshore Support Vessel +AMS, DPS-1, FFV Class 1 

Bollard pull 102.9 MT 

CAPACITIES 

Deadweight at draught of 4.60 m 1850 t 


Deck cargo area / load 418 m 3 / 4500 ft 3 1000 t 

Dry Bulk 193.6 m 3 6840 ft 3 

Fuel oil 873.0 m 3 5490 bbl 

Water Ballast / Drill Water 502.2 m 3 3158 bbl 

Potable Water 208.2 m 3 1309 bbl 

Cargo Fresh Water 766.4 m 3 4820 bbl 

Liquid Mud (s.g. 2.5) 470.0 m 3 3011 bbl 

Accommodation 28 berths 

towing and anchor-handling drums, each 

with a capacity for 1400 m of 56 m diameter 

wire is most vital of deck equipment instal- 


TOWING SUPPLY VESSELS 

led onboard. The outfit includes a single 

storage reel to accommodate 1000 m of 64 

mm wire. Deck equipment consists also of 

September 2005


PROPULSION / POWER SYSTEM 

Rated output 2 x 2984 kW (4000 HP) at 900 rpm 

Gearbox 2 x (200 kNm; 4.58:1) 

Shaft line with propeller 2 x CPP, Ø 3000 in nozzles 

Shaft generators 2 x 1200 kW at 1800 rpm 

GENERATING SETS 

Generating set 1 x 250 kW at 1800 rpm 

Emergency/harbour generator 1 x 105 kW at 1800 rpm 

DECK EQUIPMENT 

Hydraulically driven towing winch 225 t 

Tugger winches 2 x 10 t 

Stern roller 300 t / dia 1.5 m, length 2.4 m 

Shark jaw & towing pins 1 electro-hydraulic knuckle arm deck crane 2 t/10 m 

CARGO PUMPS 

Fuel oil 1 x 150 m 3 /h-9 bar el. dr. 

Fresh water 1 x 150 m 3 /h-9 bar el. dr. 

Ballast/Drill Water 1 x 150 m 3 /h-9 bar el. dr. 

Liquid Mud 2 x 150 m 3 /h-7 bar el. dr. 

Bulk Handling System 2 x bulk mud compressors each 1100 m 3 /h at 8 bar 


two tugger winches of 10 t pull each, shark 

jaw and towing pins. Stern roller has main 

dimensions of 2400 mm length and 1500 

mm diameter and can accommodate a 300 

tones design load. 

In addition to anchor handling and towing 

functions, J. Hugo Roff Jr. and Big Joe 

Tide are suited to rig and platform supply 

services by means of an open deck capacity 

for 1000 t of equipment and other cargo, 

together with tanks for drill water, potable 

water, liquid mud, fuel oil and dry bulks (cement, 

bentonite, barites etc.), located under 

1st deck. Moreover both vessels can be 

used as auxiliary fire fighters with its two 

1200 cubic meter fire monitors installed on 

superstructure. 

J. Hugo Roff Jr was delivered on 13 January 

2005. It is currently being operated off 

the African coasts. Big Joe Tide was delivered 

On 10 May 2005. Both were built at Northern 

Shipyard. Remontowa Shipyard has 

also signed next contract for another two 

oceangoing tugs with bollard pull of 120 t, 

and lenght of 70 m (see on page 50). The 

ships are being currently under construction 

with time of delivery in 2006. American partners 

are interested in having other ships of 

this kind built in Gdañsk. 

15

PURSE SEINER 

TRAWLER TEIGENES 

In 2004 Northern Shipyard, a subsidiary 

of Remontowa Group signed a contract 

for outfitting and delivery of Purse Seiner 

Trawler for Norwegian Owner – Teigenes 

AS from Eggesbønes. 

This fishing vessel (yard number B 336/ 

1), after completion of the hull built in Romania 

is to be delivered in September 2005. 

The ship was the second purse seiner trawler 

contracted by Northern Shipyard after a 

successful of delivery of Vea fishing vessel. 

Technical design of the vessel is provided 

by Vik – Sandvik, Norway, and developed 

in close cooperation with Owners. New design 

represents state-of-the-art technology 

in pelagic sector, being focused on reaching 

most economical and effective parameters 

during her operation. 

New Teigenes is 75,40 m long with 

15,60 m beam and depth of 9,0 m. She is 

powered with hybrid propulsion system consisting 

of 3600 kW Diesel engine and one 

asychronous electrical engine of 2000 kW 

output. Propulsion set will drive a 3900 mm 

CP propeller through gearbox with PTI for 

electrical engine. Electric power will be supplied 

from two auxiliary engines of 1424 kW, 

one auxiliary engine of 968 kW and shaft 

alternator of 2770 kVA/900 rpm. Electrical 

driven side thrusters witf CP propeller, 1200 

HP located on bow and 1300 HP aft will 

enable effective maneuvring. 

16 

The vessel is equipped with low pressure 

hydraulic driven winches. Moreover, 

the ship is designed for installation of processing 

and onboard freezing equipment 

in future. Cargo and fishing gear will be handled 

by three deck cranes. Fish will be transferred 

into 9 RSW tanks of 2000 m3 total 

capacity, chilled by twin RSW system. Self 

discharging from all fish holds by vacuum 

system. 

Accommodation for 16 crew members 

in 14 single and 1 double berth cabins, 

messroom, saloon, galley and wardrobe has 

been outfitted in a high Norwegian standard. 

The ship was comissioned by Teigenes 

AS, Norwegian company founded by Mr 

DRAFT 


Terje Teige in 1948. After having served the 

country during the war as a navy pilot with 

many missions across the North Sea, he 

bought his first fishing vessel in 1948. In the 

first years through porbeagle shark in the 

North Sea and along New Funland coast, 

and thereafter in herring, mackerel, capelin 

fisheries he became a well known fisherman 

in the region. The company Teigenes 

AS, which now include trawlers/pursers Teigenes 

and Sjobris, is now owned by his 

two sons, Knut and Sigurd Teige. Knut Teige 

is a captain of Teigenes, while Sigurd is 

a chairman of the company. Sigurd Teige is 

also well known as a chairman of The Norwegian 

Fishing Vessel Association. 

September 2005


SHRIMP TRAWLER TRASAVIK 

In 2004 Northern Shipyard of Gdañsk also 

signed another newbuilding contract for 

construction and delivery of a complete 

Shrimp Trawler for Norwegian owner - 

Tråsavik ANS from Egersund. The vessel 

(yard number B 334/1) is to be delivered in 

September 2005. The vessel was a second 

complete fishing vessel contracted by Northern 

Shipyard, a member of REMONTO- 

WA GROUP, after successfully delivered 

Purse Seiner Trawler Vea. 

Technical design of the vessel is provided 

by Sawicon, naval architects from Bergen, 

Norway. New design represents state-of-the-art 

technology. Shrimp Trawler is 

19,80 m long with 7,50 m beam and depth 

of 3,80 m. 

Ship is powered by 800 hp main engine 

driving a 2000 mm CP propeller. Electric power 

is supplied from one auxiliary engine of 

85 hp output and one hydraulic driven generator 

with output of 45 kVA. Hydraulic driven 

120 hp side thruster with CP propeller, located 


on bow, will provide vessel’s manoeuvring. 

The vessel is equipped with three trawl 

winches and three net drums located aft. 

Processing equipment for catch - electric 

shale shaker, shrimp cooker, ice machine is 

located on main deck. Cargo area has been 

arranged with three insulated separate hold 

stores. Cargo will be handled using 1,5t/8m 

crane located on shelter deck. 

Accommodation for 5 crew members, 

galley, messroom and wardrobe is outfitted 

in a high Norwegian standard. Roomy wheelhouse 

on the vessel provides the skipper 

with the highest level of engine control, navigation 

and communication aids. 

Northern Shipyard, established in 1945, 

belongs to the Remontowa Gdañsk Shiprepair 

Yard Group. As its one field of specialization, 

the yard delivered over 150 fishing 

vessels of different size and type to the 

owners from Iceland, Norway, Faroe Islands, 

former Soviet Union, Poland, France 

and Scotland so far. 

To gain the shipbuilding contract, Northern 

Shipyard has won tough tender competition 

with Norwegian shipyards. The 

Owner appreciated the experience and 

high level of skilled crew, excellent and 

complex set of its technical facilities as well 

as high standard of works performed by 

Northern Shipyard recognized by all worldwide 

Classification societies and general 

ISO 9001:2000 certificate. 

DRAFT 

17

CRAB TRAWLER 

Northern Shipyard a subsidiary of 

Remontowa Group, completed 

construction of 20 m, B 335/1 vivier 

crabber which was delivered 

to the Owner, Teineskjær AS from Norway 

in April 2005. 

The vessel is another fishing vessel built 

at Northern Shipyard for demanding Norwegian 

market after successfully delivered 

Purse Seiner/Trawler Vea in 2004. The vessel 

will operate in the North Sea as first purposely 

designed Vivier Crabber for Norwegian 

Owners. 

The vessel is the first crab trawler ever 

designed and built for a Norwegian owner 

DRAFT 

18 

outside Norway. Technical design of the 

vessel is provided by Norwegian naval architects 

Sawicon AS, while workshop drawings 

are made by Yard’s subsdiary “Naval 

Engineering & Design”. Teineskjær represents 

state-of-the-art technology. 

New Teineskjær measures 19,99 m in 

length, 7,0 m in beam and 3,50 m in depth. 

She is powered by 441 kW Cummins 

KTA19 M3 main engine driving a 2000 mm 

CP propeller through Heimdal SG2 reduction 

gearbox. Vessel is equipped also with 

two generating sets Cummins 6CT8 3DM 

of 118 kW output each. Electrically driven 

75 kW side thrusters located fore and aft 


delivered by Vestnorsk Engineering and 

flap rudder, provide ship with excellent manoeuvrability. 

The crab pots are stored in the hold below 

main deck. Refrigerated to -15º C bait 

store is cooled by Skogland unit and located 

next to pot store hold. Layout of the deck 

comprises table for emptying and rebaiting 

crab pots. 

Crab pots will be handled using 2 tons 

pot hauler winch located fore on the starboard 

side. Live crabs will be transferred to 

the spacious, 42 cubic meter vivier tank, 

outfitted with 2 seawater circulation pumps 

and air blowing system. 

Cargo will be handled using 1,1t/7m 

crane delivered by Norwegian Marine 

Equipment located on shelter deck. Access 

to the holds is provided by hatches 

on the deck as well as hydraulically operated 

side gate. 

Accommodation for 6 crew members, 

galley, messroom and wardrobe are outfitted 

in high Norwegian standard by another 

company within Remontowa Group, Famos. 

Spacious wheelhouse on the vessel provides 

the skipper with the highest level of 

engine control, navigation and communication 

aids. 

New Teineskjær will work for family 

enterprise established by brothers Ståle, 

Thorbjørn and Eivind Skoge from Skogsvåg. 

Shipowners not only catch crabs, but also 

take care of processing and retail sale. 

New investment will triply quantity of 

catch and let think young owners about future 

development of company. 

September 2005


19

The vessel is designed as a Rapid 

Intervention Vessel (RIV) capable 

of flexible operation, carrying out a Contracted 

wide range of attendance activities 

in addition to its prime task of emergency 

wreck intervention and wreck and obstruction 

location and marking. 

RIV is a monohull design with a hull of 

welded steel construction and deckhouses 

of welded aluminium construction. Steel hull 

incorporates additional strengthening in 

way of overside working areas. 

The vessel will be propelled by twin diesel 

engines driving twin controllable pitch 

propellers through reduction gearboxes. 

RIV will be fitted with twin high aspect ratio 

cantilevered rudders and a tunnel bow thruster 

forward to give high levels of manoeuvrability 

and control. The Vessel in service 

will be capable of operating at infinitely variable 

speeds varying from zero up to maximum 

speed. RIV is designed to achieve a 

trial speed of not less than 16,5 knots and is 

to achieve a minimum bollard pull of 25 tonnes 

with the main engines developing not 

20 



RAPID INTERVENTION VESSEL 

by: Remontowa S.A., Gdañsk, Poland 

Builder Northern Shipyard, Gdañsk, Poland 

Scheduled delivery 01.2006 

Length overall mld hull 39,30 m 




Depth moulded to lower deck 2,70 m 

Depth moulded to forecastle deck 5,20 m 

Design draft moulded 2,40 m 

Draft scantling moulded 2,60 m 

Air draught 18,00 m 

The hull, machinery and electrical installations will be built and 

installed under special survey and in accordance with the Rules 

and Regulations of Lloyd’s Register of Shipping for notation: 

X100A1, SSC Workboat, G4, XLMC, UMS, MCM, EP, LA, DP, CM 

The vessel will be registered in the United Kingdom, port of registry 

London and will comply with the requirements of the U.K. Maritime 

& Coastguard Agency (MCA), the Flag Authority, for a Class VIII vessel. 

September 2005


EXAMPLE 

more than 100% MCR. Main engines will 

not be rated at more than 3000kW total. 

Auxiliary electric power will be generated 

to give 400V, 50 Hz, 3 phase ,230V 1 phase 

and 110V 1 phase. 



The vessel will be equipped with ample 

and sophisticated equipment for hydrographical 

survey. Multi beam echo sounder, single 

beam echo sounder, side scan sonar, 

sound velocity sensors supported by most 

precise positioning system and post processing 

hardware/software enable wide range 

of survey activity. 

Thermal night vision system, motion stabilized, 

allows to carry out search and rescue 

action at any time of the day and at 

any weather. Any mode of sailing or position 

keeping can be realized both manually 

and automatically with using Dynamic Positioning 

System, which engages all components 

of the propulsion system - both controllable 

pitch propellers, both rudders and 

bow thruster. 

Fully air conditioned, high quality accommodation 

for a total complement of 10 

persons (6 + 4) will be arranged forward. 

The galley, messroom, changing room and 

galley store will be arranged in the foc’sle 

deckhouse. Sleeping cabins and washrooms 

will be arranged on the lower deck. 

21

In the beginning of the XVI th Century 

Henry VIII granted a Royal Charter to the 

Guild of the Holy Trinity allowing this fraternity 

to regulate the pilotage of the 

ships. Approximately one hundred years 

later Trinity House built its first lighthouse. 

This was the beginnig of the Trinity House 

Lighthouse Service – the organization which 

nowadays is the only light operator in England, 

Wales and the Channel Islands, as 

well as the pilotage authority for London and 

over 40 other districts. 

Trinity House, together with their Scotland 

- based sister organization – Northern 

Lighthouse Board, engaged Remontowa 

S.A. to deliver in 2006 two modern Buoy 

and Light Tenders to support their everyday 

operations. Both vessels will be designed 

and constructed for service as Multi Function 

Tenders operated throughout all seasons 

respectively round the coasts of Scotland 

and the Isle of Man by the Northern 

Lighthouse Board and the coasts of England, 

Wales and the Channel Islands by 

Trinity House Lighthouse Service. The vessels 

will be interchangeable and be capable 

of supporting each other’s roles. 

The primary functions of both vessels is 

to lay, retrieve and maintain navigation buoys 

together with their associated moorings. 

The vessels in addition will be designed with 





Desigh draft 4,25 m 

Service speed 12,50 kts 

CLASSIFICATION 

Lloyd’s Register of Shipping +100A1, 

UMS, CAC, DP(AA), MCM, NAV–IBS, 

LA EP – Buoy and Light Tender 

ACCOMMODATION 

7 officer’s cabins 

23 petty officer’s /crew cabins 

Lounge and conference area with 

video conferencing facilities 

TANK CAPACITIES 

Fuel oil 420 m 3 

Portable water 150 m 3 

Non portable water 140 m 3 

Ballast water 300 m 3 

22 


BUILDER Remontowa S.A. Gdañsk, Poland 

SCHEDULED DELIVERY year 2006 

FLAG United Kingdom 

PORT OF REGISTRY Leith – Ship No.1 

London – Ship No.2 

REGISTERED OWNER Northern Lighthouse Board Ship No.1 

Trinity House Lighthouse Service Ship No.2 

DYNAMIC POSITIONING SYSTEM 

Kongsberg Simrad SDP22 system to Lloyd’s DP 

(AA) standard integrated navigation bridge 

CRANEAGE FACILITIES 

1 x 30 tons main crane located Port Side 

1 x 4 tons general purpose crane located Starboard (1,5 t at 17 mtrs) 

2 x 2,4 tons stores cranes 

HYDROGRAPHIC SURVEY INSTALLATION 

Kongsberg Simrad installation EA 400 single beam & EM 3002 D multi-beam units 

plus Kongsberg’s Neptune Triton and Poseidon software for processing the data 

Nautikaris tide recorder system Simrad SL 35 sonar Nautikaris Side Scan 

Simrad hydrographic system Seapath 2000 

WORKING DECK LAYOUT 

ATN’s: capacity for carrying of 16 navigation buoys 

and associated ground tackle 

Container carriage: 10 x 20 feet standard containers 

(6 of them can be refridgerated) 

Towing: 1 x 36 tons towing winch 

PROPULSION SYSTEM 

2 azimuth units of 1500 kW each 

2 bow thruster units of 750 kW each 

DIESEL GENERATING PLANT 

3 diesel engines of abt 1400 kW each 

2 diesel engines of abt 700 kW each 

1 emmergency diesel alternator of 200 kW for Ship No. 1 and 380 kW for Ship No. 2 

1 harbour diesel alternator of 300 kW for Ship No. 1 

the capability to carry out other offshore multi-function 

roles, including towing, hydrographic 

surveys, attendance at wrecks, transportation 

of personnel, plant and equipment 

to offshore stations and support safe workboat 

and helicopter operations. 

Vessels will be arranged with an open 

clear working deck aft, serviced by a 30 tonne 

S.W.L. electro-hydraulic crane and arranged 

for the secure stowage of Class +1, 

Class 1 and Class 2 buoys with a designated 

clear area for helicopter operations. 

Vessels will be capable of slow speed clo- 


MULTI-FUNCTION BUOY TENDERS 

se quarters maneuverability for accurate 

station keeping up to Beaufort Force 6. 

Both will be fitted with Dynamic Positioning 

System (DP2) maintaining station ±2m 

for the deployment and recovery of navigation 

buoys and other multi-disciplinary 

roles. 

Vessels will be propelled by a multi prime 

mover Diesel Electric propulsion installation 

complete with Power Management 

System (PMS) driving twin fixed pitch open 

propeller azimuthing units arranged aft and 

twin fixed pitch tunnel thrusters forward. 

September 2005




23

400 PAX SHUTTLE FERRIES 

Norwegian owner Moltzaus Tankrederi 

AS has ordered in Gdañsk two 

modern and luxury looking ships. 

NB 264/1064/1 and NB 264/1064/ 

2 Sundbusserne are 400 Pax Shuttle ferries 

to be operated for the transportation of 

passengers between Ellsinore in Denmark 

and Helsinborg in Sweden with speed of 

14 knots. Both are to be delivered in last 

months of 2006. 

The 400 Pax Shuttle ferry will be built 

with modern shape of hull of welded steel 

construction and deckhouse of welded steel/aluminium 

construction. The vessel is 

equipped with a diesel electric propulsion 

system consisting of 3 generator sets 711 

kVA each and two azimuth thrusters aft with 

two electric motors with power of 600 kW 

DRAFT 

24 

each. There is one boiler for heating. The 

machinery also include emergency genset 

220 kW, bow thruster 300 kW, one pair of 

heeling tanks and one pair of fin stabilizers. 

The ferry will be able to carry maximum 

400 passengers. Space for passengers will 

be arranged as follows: shopping area and 

game arcade on shopping deck (main 

deck), 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 separately on the bridge 

deck. For communication between four 

decks there will be fast passenger lift. Special 

attention is to be taken for low level of 

noise and vibration. Some details of the 


construction of the ship are still being developed 

in order to find most optimal solutions. 


LoA app. 60,40 m 

LbP app. 51,20 m 

Breadth 11,40 m 

Depth (to main deck) 4,70 m 

Design Draught 2,80 m 

Passenger Capacity 400 

Speed 14 knots 

Propulsion 1200 kW 

Diesel – Electric 

Class LRS, +100A1, 

Ice 1C, +LMC, UMS 

September 2005


25

DOUBLE-ENDED FERRY SKS 86 

Double - ended passenger car ferry 

SKS-86/NB 1543 contracted by 

Gdañsk Shiprepair Yard REMON- 

TOWA SA, Poland is currently being 

built at Northern Shipyard. The ship has 

been ordered by Norwegian owner Nor- 

Ferjer Volda A/S, a joint venture - Stavangerske 

and HSD set up to serve a new route 

between Volda and Folkstad in Norway 

from 1 January 2006. The 87-metre ferry 

will be delivered in December 2005 and 

operated at Norway fiord. 

It can carry 300 passengers and 85 cars 

or 8 trucks. The ship is to be built with symmetric 

hull and deckhouse of welded steel 

construction, a continuous car deck (main 

deck), diesel engines powered with azimuth 

thrusters on each end, side house on each 

side with upper deck for carrying of the cars, 

fixed ramps for loading/unloading on each 

end of the side house. 

On side, on each end, as continuation 

of side house decks, it is arranged a mooring 

deck. The Main deck - free deck – is 

to be dimensioned for trailers with load of 

15 tons on double wheeled axles. Side 

house decks and ramps are to be dimensioned 

for holding of 1,5 ton axle load on 

single wheels. 

The ferry will be propelled by six main 

engines 404 kW each, driving two azimuth 

thruster through belts connected to shaftlines. 

There will be fore and aft engine rooms 

with three main engines in each engi- 

DRAFT 

26 


Contracted by Gdañsk Shiprepair Yard REMONTOWA SA 

Builder Northern Shipyard 

Home port: Ålesund 

Length over all app. 87,60 m 

Length on car deck app. 84,40 m 

Length between PP 78,00 m 


Breadth over all 16,40 m 

Draught DnV, CWL app. 4,50 m 

Draught LWL app. 3,85 m 

Frame spacing 0,60 m 

ne room. It’s designed to achieve 13 knots 

at 3,3 m draught. 

Electric power will be generated by two 

gensets 295 KWe (in each engine room). 

The vessel will be equipped with foam extingushing 

system for cargo hold and water 

mist system for engine rooms. There are 

two passengers lounges on the main deck. 

PS lounge with 48 seats and SB lounge 

with kiosk and 70 seats. Passengers will 

be able to communicate between sides via 

perpendicular passage in midship. Modern 

Koppernes MES system with three stations 

on the main deck is provided for evacuation 

passengers. ECR is to be arranged 

on a tank top level. 

The ship was launched sideways on 

19 th of July 2005 at Northern Shipyard. 


Norwegian and Polish yards competed 

for the contract. The deal is a further boost 

for Remontowa Group, best known 

worldwide for its repair and conversion 

operations but increasingly focused on 

ship construction. 

The hull, machinery and electrical installation 

will be built and installed under 

special survey and in accordance with the 

Rules and Regulation of Det Norske Veritas 

for notation: + DNV * 1A1-R4-Class Ferry 

B-PWDK-E0-RP 

The vessel will be registered in Norway 

and will comply with the requirements of the 

Norwegian Maritime Directorate (NMD), The 

Flag Authority NMD TRADING AREA 2. 

September 2005


ICE BREAKING EMERGENCY 

EVACUATION VESSELS 

n 22nd O 

of July 2005, Gdañsk Shiprepair 

Yard Remontowa S.A. 

and Agip KCO signed a contract 

for the construction and delivery 

of four specialised Ice Breaking Emergency 

Evacuation Vessels (IBEEV), becoming 

yard numbers B 843/1-4. Moreover, the contract 

provides the Owner’s with an option to 

order two additional sistervessels, to be 

confirmed within October this year. 

The vessels will be used to carry out the 

emergency evacuation of personnel from 

offshore installations located in the Kashagan 

Field, which is currently one of the largest 

offshore developments in the world 

(and which forms part of the Kazakhstan 

Economical zone). 

Technical design and workshop drawings 

of the vessel will be provided by the 

Yard’s subsidiary Naval Engineering & Design 

Ltd. and based on the Owner’s basic 

concept design. 

IBEEV represents state-of-the-art technology 

and will comply to DNV notation X 

1A1 ICE 1B DAT (-30° C). 

IBEEV measures 45,10 m in length, 8,0 

m in beam and 3,60 m in depth. The specific 

requirements of Agip KCO as well as the 

onerous environmental operating conditions 

have challenged the Yard to develop 

tailor made solutions for this project. 

DRAFT 


Special focus has been put on the development 

of the propulsion solution, allowing 

the vessels to operate safely within a 

toxic/hydrocarbon environment. Combustion 

air will be provided by a specialized installation 

consisting of 16 high pressure cylinders 

storing air compressed to 350 bar, decompressed 

via pressure reducing panels 

and supplied to the engines. IBEEV will 

have diesel electric propulsion, consisting 

of two 800kW diesel-electric prime movers 

running at 1500 rpm and driving twin azimuth 

thrusters rated at 550 kW at 1500 rpm. 

The winter ice conditions prevailing in 

the North East Caspian resulted in the designers 

developing a hull form with the capability 

for vessel operation in «first year» ice 

(0.6 m thick), which was proved by extensive 

model tests. The shallow waters of Caspian 

Sea also required tight design control 

over draught of the vessel, which is not 

to exceed 2,0 m in summer and 2,1 in winter 

conditions. Environmental factors were 

also taken into account, resulting in the application 

of “no discharge” equipment and 

fulfilment of requirements of MARPOL as 

well as other International Conventions. 

IBEEV has been designed to evacuate 

340 persons at a time. Evacuees will enter 

the vessels through evacuation tunnels linking 

each vessel to the Kashagan ‘D’-Is- 

land facility. Evacuees will enter the vessel 

via an air lock which will be purged using 

stored air from cylinders, afterwards the evacuees 

will proceed forward through the vessel, 

to one of three hermetically sealed evacuee 

compartments. During evacuation, 

personal CO 2 scrubbers and re-breather 

sets will be provided to each of the evacuees. 

Solid-state chlorate candles will be 

used to generate additional oxygen in the 

evacuee compartments as the oxygen levels 

are depleted by the evacuees. 

Delivery of contracted vessels is scheduled 

for September 2006. 

For more information, 

please contact: 

“Remontowa” S.A. 

Na Ostrowiu 1 , 80-958 Gdañsk 

Poland 

Mr. Miroslaw Jasinski 

Deputy Director 

of Commerce & Offshore 

Miroslaw.Jasinski@remontowa.com.pl 

Tel. +48 58 307 23 10 

Fax. +48 58 307 23 20 

27

ANCHOR HANDLING 

J 

The first half of 2005 became fruitful 

for the Offshore Department of 

Remontowa when Tidewater Marine 

LLC decided to continue cooperation 

in newbuilding with Gdañsk Shiprepair Yard 

“Remontowa” S.A. Tidewater Marine, based 

in New Orleans, USA, placed an order 

for a pair of type NED 8167 L anchor handling 

towing supply vessels (AHTSV) with 

options for two more ships. 

The new vessels will be based on a project, 

NED 8167, that has already been completed 

for the same Owner. These vessels 

have been improved for this new endeavor 

through the base of experience gained during 

the construction of the previously delivered 

pair, the “J HUGH ROFF JR” and the 

“BIG JOE TIDE” Both of those vessels were 

delivered earlier this year by Remontowa. 

The main change of the earlier design 

is reflected in the length of the vessel. The 

new revision has a length of 70.0 m, but the 

breadth and depth remain as 15.50 m and 

6.60 m, respectively. Just as for the previous 

vessels, the recently contracted NED 

8167 L pair is designed to operate in shallow 

waters. Due to a limited rearrangement 

of the aft part of the ship, the continuous 

bollard pull will be increased to 120 tonnes 

with a simultaneous increase of the vessels’ 

28 

TOWING VESSEL NED 8167 L 


Length o.a. 70.00 m 230.00 ft 

Length b.p. 66.60 m 218.50 ft 

Breadth moulded 15.50 m 51.00 ft 

Depth to 1st Deck 6.60 m 22.00 ft 

Design draught 5.10 m 16.73 ft 

Class ABS +A1 (E), Offshore Support Vessel, 

+AMS,+DPS-1,+FFV Class 1 

Bollard pull 120 MT 

CAPACITIES 


Deck cargo area / load 437.0 m² 4704 ft²/1000 t 

Dry Bulk 193.6 m³ 6840 ft³ 

Fuel oil 730.0 m³ 5490 bbl 

Water Ballast / Drill Water 885.0 m³ 5566 bbl 

Potable Water 100.0 m³ 628 bbl 

Cargo Fresh Water 535.0 m³ 3364 bbl 

Liquid Mud (s.g. 2.5) 485.0 m³ 3050 bbl 

Accommodation 28+1 berths 

PROPULSION / POWER SYSTEM 


Rated output 2 x 3730 kW (5000 HP) at 900 rpm 

Gearbox 2 x (165 rpm; 5.45:1) 

Shaft line with propeller 2 x CPP, Ø 3400 in nozzles 

Shaft generators 2 x 1200 kW at 1800 rpm 

September 2005


DECK EQUIPMENT 

Hydraulically driven towing winch 300 t 

Tugger winches 2 x 10 t 

Stern roller 400 t / dia 2.0 m, length 4.0 m 

Shark jaws & towing pins 1 set 

Deck crane 1 electro-hydraulic knuckle arm 2 t/10 m 

capacities, meanwhile keeping other vital 

features of the ship operating at the highest 

possible level. 

The recently contracted AHTSV’s are 

modern multipurpose vessels designed for 

anchor handling and rig towing with significant 

cargo capability for rig and offshore 

platform supply. As was the case with previous 

ships for Tidewater, Remontowa is 

using the same design office, Remontowa’s 

own Naval Engineering & Design Ltd. NED. 

Propulsion is based on American two stroke 

twin Diesel main engines. Each of the two 

engines deliver 5000 BHP at 900 rpm through 

reduction gears to controllable pitch propellers 

located inside Kort Nozzles. The machinery 

is designed to provide a service speed 

of 13 knots, and a maximum speed to exceed 

15 knots. The overall power plant efficiency 

will be improved through the adoption 

of 1200 kW shaft generators. New vessels 

are to be classed as DP-1, but shall be 



ready for upgrading to DP-2 if so required by 

a potential client. In order to ensure that the 

vessel is ready for this upgrade, two 800 HP 

side thrusters shall be installed along with 

two 250 kW auxiliary generator sets. 

A waterfall-type towing winch with 300 

tonnes loading capacity shall be driven by 

a low pressure hydraulic system, and shall 

include two de-clutchable towing and anchor-handling 

drums, each with a holding 

capacity of 1500 m of 72 mm diameter wire. 

The towing outfit will also include a single 

storage reel to accommodate 1000 m of 64 

mm diameter wire, two 10 ton capacity tugger 

winches, a 500 T capacity shark jaw, 

and towing pins. 

The stern roller will have main dimensions 

of 4.0 m long and 2.5 m diameter and 

should accommodate a 400 tonnes design 

load. 

Besides anchor handling and towing 

functions, the new ships will be suited for 

rig and platform supply services by means 

of an open deck capacity for 1000 T of equipment 

and cargo. The ships will also be 

outfitted with tanks located under the main 

deck for drill water, potable water, liquid 

mud, fuel oil and dry bulks (cement, bentonite, 

barites etc.) Also, both vessels will have 

the possibility to be used as auxiliary fire 

fighters due to their two 1200 cubic meter / 

hour fire monitors installed on top of the 

wheelhouse. 

Both vessels are scheduled to be delivered 

by Remontowa during the next year. 

For more information, 

please contact: 

“Remontowa” S.A. 

Na Ostrowiu 1 , 80-958 Gdañsk 

Poland 

Mr. Miroslaw Jasinski 

Deputy Director 

of Commerce & Offshore 

Miroslaw.Jasinski@remontowa.com.pl 

Tel. +48 58 307 23 10 

Fax. +48 58 307 23 20 

29

30 


MULTI-PURPOSE AND FLEXIBLE 

RO-LO'S FROM GDYNIA 

Stocznia Gdynia SA (Gdynia Shipyard) 

completed the 8222 type, rolo 

ships series with delivery, on 

June 18, 2004, of the fourth and agoing 

last unit ordered so far - Oranjeborg. 

It is worth mentioning that originally 

the series of these sophisticated ships 

was ordered in July 1999 by Swedish- 

Finnish consortium of owners, namely 

by B&N Nordsjöfrakt AB and Pälkkiyhtyma. 

Initial units from the series were 

named Finnfighter (8222/1, delivered 

in December 2001), Finnpine (hull 

8222/2) and Finnwood (8222/3). 

The ships of 8222 type have already 

proven its versatility and fast cargo handling 

rate. Oranjeborg was just another confirmation 

of the appropriateness of the design, 

with cargo handling speed record set soon 

after delivery. In just one and a half day, the 

shipment of 11 419 of paper in rolls, destined 

for US, was loaded onboard Gdynia 

built ship in the Finnish port of Kemi, in June 

2004. 

The 14 800 dwt series has been specially 

designed for the high-quality transportation 

of forest industry products, mainly 

paper in rolls and on pallets as well as palletized 

pulp. B&N intended to deploy its 

ships as the base for its system service between 

Europe and North America, now operating 

them jointly with another Swedish 

shipping company - Gorthon. The efficient 

cargo-handling system and design ensure 

rapid, high-quality loading and unloading, 

while the vessels’ speed capability and se- 

characteristics reduce delivery times. 

The ships also have the highest ice 

classification, which means that ports in the 

Gulf of Bothnia can be served during the 

winter season. Although purpose-built primarily 

for forest products, the ro-lo vessels 

are also configured to carry containers, rolling 

and bulk cargoes. The usual rotation 

sees the ships loading paper for the USA in 

Finland and Zeebrugge, and discharging 

the complete cargo in Philadelphia. Newsprint 

and woodpulp are then loaded in 

Canada for the UK and Continent. Therefore 

one may describe the 8222 type ships as 

general and breakbulk cargo vessels, ro-ro 

and lo-lo ships, bulkcarriers and container 

carriers. The ships can also carry coiled steel 

sheets for automotive industry. 

The ship is double skinned throughout 

the whole cargo compartment. Oranjeborg, 

similar to its predecessors in series, features 

a bulbous bow, with whaleback protection 

of forecastle deck and wide transom 

stern with axial ro-ro ramp. The superstructure 

is arranged right aft. 

The 8222 forest products carrier was 

designed by Gdynia Shipyard’s in-house 

design office. The model tests were performed 

by CTO (Ship Research Centre) of 

Gdañsk, Poland. 

Extensive cargo handling and access 

equipment seems to come naturally for such 

a versatile ship. Stern access, side-loading, 

Oranjeborg, 8234 type panamax container carrier 

sister ships: 1 

number of sister ships still on order: 1 

hatch cover and cargo securing systems, 

designed by MacGregor were mostly manufactured 

and, obviously, fitted onboard, 

at the Gdynia based shipyard. 

A versatile stowage arrangement using 

bulkhead doors and a folding tweendeck in 

no 2 allows for three to five cargo separations. 

One of the available options for example, 

provides for bulk, paper and timber cargoes 

loading at the same time. The bulk 

cargo often loaded for return voyages to 

Europe in Savannah, Georgia and some 

other US ports, is china clay. 

Safe and efficient cargo handling on these 

ships is executed by equipment serving 

the four holds and comprising: 

n a stern ramp / door 

n a side-loading system installed on the 

starboard side including three cargo elevators 

n folding hatch cover sets for the weatherdeck 

levels of holds 1, 2 and 4, and for 

the tweendeck level of hold 2 

n four bulkhead doors 

n three power packs 

n fixed cargo securing fittings. 

Stern access for rolling cargoes to the 

tweendeck level is arranged over an 18 m 

long (+3 m flaps) ramp / door with a unobstructed 

12 m wide driveway into a 6.4 m 

high opening. The ramp, operated by direct-acting 

hydraulic cylinders on each side, 

closes watertight as a stern door. 

September 2005


Rolling access into the aft hold tweendeck 

is arranged via a top-hinged singlesection 

bulkhead door which is hydraulically 

raised to offer a clear opening 21 m wide 

and 6.4 m high. The forward end of this hold 

is served by a watertight side-hinged bulkhead 

door comprising two sections which 

are hydraulically actuated to offer a clear 

opening 16.4 m × 6.2 m. 

The hydraulically-operated side-loading 

system installed on the starboard side of no 3 

PRINCIPAL CHARACTERISTICS 

DRAFT 


hold serves tanktop and tweendeck levels. Its 

watertight door - 15.2 m wide × 16.0 m high - 

encloses one single and one double loading 

platform provided with three independent 16tonne 

capacity conveyors. In operating mode, 

the platforms are pivoted outboard over the 

quay. Guiding rails on the hull allow their position 

to be adjusted to the quay height. 

Three cargo elevators connected to the 

loading platforms are each designed to 

handle a paper reel load of up to 16 tonnes 

Length over all 158.60 m 

Length b.p. 148.00 m 

Breadth (moulded) 25.60 m 

Depth at side to deck: 

- tanktop 1.97 m 

- tweendeck 9.00/10.23 m 

- main deck 16.30/17.63 m 

Gross tonnage 17 693 

Net tonnage 5 049 

Design draught 8.70 m 

Scantling draught 9.00 m 

Deadweight at: 

- design draught 14 080 t 

- scantling draught 15 140 t 

Tank capacities 

- heavy fuel oil 2019** m 3 

- diesel oil 165 / 146 m 3 

- fresh water 163 / 130 m 3 

- ballast water 4850 / 3930 m 3 

Main engines: 

Two Wärtsilä 6L46 type, medium-speed diesel engines 

Main propulsion power 12 600 kW 

Service speed 17.5 kn 

Endurance 11 300 Nm 

Accommodation (number of berths) 25 total 

Classification Lloyd’s Register 

+100 A1, Roll on - Roll off, Cargo Ship LI, Ice class 1AS, *IWS, Strengthened 

for regular discharge by heavy grabs (10 t) on Nos. 1 & 4 hold tweendeck 

and No 2 hold inner bottom, +LMC, UMS, NAV-1 

Flag Finnish/Swedish/Netherlands Antilles 

with a maximum lifting speed of around 27 

m/min. 

Installed forward on mo 3 hold’s tanktop 

is a side-hinged bulkhead door offering a 

clear opening 15.9 m wide × 5.2 m high. 

Another side-hinged bulkhead door connecting 

the tanktop levels of nos 2 and 1 

holds features a clear opening 17.4 m wide 

× 5.2 m high. This pair and the tweendeck 

bulkhead doors are operated by direct-acting 

cylinders. 

High-stowing folding hatch covers are 

specified for the weatherdeck. Nos 1 and 2 

holds are each served by fourpanel endstowing 

MacGregor Foldtite sets giving respective 

clear openings of 24,8 m long × 21 

m wide and 19.2 m × 21 m. No 4 hold is 

equipped with a single panel-pair folding 

set. The hydraulically-operated covers are 

designed to accept container stack loads 

ranging from 56 tonnes (20 ft units) to 65 

tonnes (45 ft units). 

High-stowing folding covers are also installed 

in no 2 tweendeck. These are the 2+2 

panels operated by external hydraulic cylinders 

to yield a clear opening 24.8 m long × 

20.24 m wide. In the open position the panels 

are tightened with the Hydro-Seal system 

so that they are dust-tight, allowing the 

hold to carry china clay. The set is designed 

to accept a uniformly distributed load of 8 tonnes/m 

2 and diverse vehicle loads from MAFI 

wagons, forklift trucks and RoLux units. 

The ship is able to accommodate up to 

54 40-ft trailers or RoLux casettes. 

Internal doors in cargo compartment are 

equipped with special flush panels, covering 

the doors structure stiffeners and other 

appendages, which might damage cargo. 

Fixed cargo securing fittings comprise: 

twistlock pockets especially designed for 

these vessels to B&N’s requirements; lashing 

eyes; flush lashing eyes; lashing pots; 

and dovetail foundations. 

** - 1990 m 3 

according toother sources/HFO tanks 

will be loaded up to abt 1300 m 3 

, in fore or aft tanks 

depending on loading condition and adequate trim 

31

THE BIGGEST 

„FLOATING GARAGES” 

Gdynia Shipyard JSC is worldwide 

known for its successful designs 

of vehicle carriers delivered 

since 80-ties to several seaborne 

car transport market leaders. Universal 

car carriers from Gdynia have been 

awarded with many international accolades. 

More than once they have been pre- 

PRINCIPAL CHARACTERISTICS 

32 

sented in prestigious „Significant Ships 

of the Year” booklet published by the 

Royal Institution of Naval Architects. 

Among the newest laurels received was 

the „Golden Anchor” award handed to representatives 

of Gdynia Shipyard at recent 

Baltexpo 2004 International Maritime 

Exhibition in Gdañsk. It was awarded 

Length over all 199,98 m 

Length between perpendiculars 188,00 m 

Breadth 32,26 m 

Depth to main deck (main / ramp deck - no 5) 14,00 m 

Depth to deck no 12 32,64 m 

Draught (maximum) 10,00 m 

Deadweight (at max. draft) 21 000 t 

Cargo decks area (including hoistable decks) 54 500 (17 000) m 2 

Main engine (HCP manufactured) 7 RTA 62 U or 7 S 60 MC-C 

Main propulsion output 15 540 or 15 820 kW 

Service Speer 20,2 kn 

Generating sets (HCP) 3 × 7 L 28/32 H 

Ship’s electrical power plant power 4 200 kW 

Classification: Det Norske Veritas 

DNV +1A1, „CAR CARRIER” (RO/RO, MCDK), 

ICE C, E0, PWDK, NAUT-OC 


Morning Courier, 8168 type pure car / truck carrier (PC/TC) 



to the best product – universal car carrier 

of the 8168 series. 

The 11th unit of the 8168 type, Morning 

Courier, was delivered in June 2005, with 9 

units still left in the orderbook at that time. 

Pure Car / Truck Carriers (PC/TCs) of 

the 8168 series, are ro-ro carriers suitable 

for the carriage of the wide variety of vehicles, 

rolling stock and general cargo stowed 

by terminal vehicles. The cargoes most often 

comprise of personal cars, pick-ups, vans 

and trucks and buses or coaches. Other rolling 

cargoes and special vehicles are also 

carried onboard PC/TCs, such as civil engineering 

and earthmoving vehicles, road 

and terminal trailers or multi-axle heavy-lift 

platforms. 

The 8168 series falls into category of 

the largest PCTCs ever built worldwide. 

For Gdynia Shipyard a big success may 

be regarded the fact, that its original ro-ro 

cargo flow patters between decks has also 

been accepted by two biggest Japanese 

operators – NYK and „K” Line, previously 

used to their own, different internal ramps 

arrangement of car carriers. 

Since 1999 to mid 2005 Stocznia Gdynia 

SA has built as many as 11 ships of the 8168 

type and two units of the 8213 sub-type. The 

September 2005


Gdynia built car carriers delivered so far are 

deployed in long-term charters by global, leading 

vehicle carriers operators, namely: 

n HUAL (50/50 joint venture of Norwegian 

owners Leif Höegh & Co Shipping AS 

and Ugland International Holdings plc, 

n EUKOR Car Carriers (consortium established 

by Norwegian shipping company 

Wilhelmsen Lines, Swedish owners 

Wallenius Lines and Hyundai Motor and 

Kia Motors car manufacturers of South 

Korea in December 2002, which immediately 

became the largest operator of 

the car carriers fleet) 

n NYK (Japan) 

n „K” Line (Japan). 

Further, remaining units contracted so 

far from the 8168 series, will enhance the 

fleets of the above mentioned operators, as 

well as another market leader - Wallenius 

Wilhelmsen, which so far has been employing 

the ships built in the Far East only. 

The vehicle carriers built at Gdynia Shipyard 

are renowned on the global shipping 

market, 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 

system of promotion of export production 

(through proper financing solutions) and 

the limited (significant, but already fully utilized 

now) production capacity do not allow 

the yard to accept more orders for these 

advanced ships. 

Besides the economy of the scale in 

series production of the profitable 8213 and 

8168 designs, additional advantage provided 

by this shipyard’s product line is the 

opportunity to promote best Polish marine 

equipment manufacturers in the global 

markets. 

Polish components in Gdynia Shipyard’s 

vehicle carriers include main and auxiliary 

engines manufactured by H.Cegielski - Po- 

DRAFT 


Weight of steel used for the construction of one 8168 type PC/TC - over 16 000 t 

Fuel tanks capacity - over 3 300 m 3 

Daily main engine fuel consumption - abut 60 t 

Balast tanks capacity - 7 000 m 3 

Total length of pipelines serving engine room 

(with diameters ranging from 10 to 600 mm) - 8,6 km 

Total number of valves – 680 

Total length of cabling onboard a single PC/TC - over 300 km 

Automation control points and sensors - abort 2000 units 

Fire detection sensors in cargo spaces - over 1000 

Installed power of cargo spacer ventilation fans – over 1000 kW 

Paints and protective coatings consumed for one vehicle carrier – over 290 000 liters 

znañ, anchor windlasses and mooring winches 

from Towimor, pumps supplied by 

GZUT, furniture and interior panels from 

Famos and Meblomor, to name just a few 

from a wider spectrum. 

The Gdynia Shipyard built car carriers 

incorporate many innovative design solutions, 

such as fuel saving and course stability 

improving hydrodynamic hull appendages 

or wake improvement fins fitted behind 

the propeller beneath the stern. 

The propulsion system features modern 

engine room and electric power plant arrangement, 

fulfilling the latest requirements 

of the classification society (Det Norske Veritas) 

and those of most demanding owners. 

Both main engine and auxiliary engines 

are manufactured in accordance with newest 

regulations regarding the emissions 

control. Integrated automation system facilitates 

the control and monitoring of all essential 

propulsion processes from the computers 

in engine control room and deck office. 

Top standards have been also applied 

to design and outfitting of communication 

and navigation systems. Obviously the ship 

is also equipped with „black box” (Voyage 

Data Recorder) and Automated Identification 

System. 

Cargo access and handling system includes 

two external doors / ramps – quarter 

type stern ramp (150 t SWL) and side ramp 

serving alternatively two decks (22 t SWL) 

and a system of fixed and moveable hydraulically 

controlled internal ramps, as well as 

four hospitable decks allowing for flexibility 

in setting heights of some of fixed decks. 

The hospitable decks are hoisted up and 

lowered by means of two self-propelled 

(truck based) deck lifts. 

The accommodation spaces are available 

for up to 36 persons, including 30 crewmembers 

and officers in single cabins with 

own, separate sanitary blocks and apartments 

for senior officers. The integrated office 

spaces are provided, too. 

Ships from the 8168 series have 13 internal 

decks. The accommodation block is 

one level structure placed 33 m over the 

ship’s bottom plate. Additional level of superstructure 

houses the bridge. 

The huge dimensions of the 8168 type 

car carriers from Gdynia Shipyard may exemplified 

by their deck area, reaching 54 500 

m 2 (almost 5,5 hectares) on each ship, and 

total carrying capacity of 6 600 cars of standard 

Japanese dimension type RT-43 (equivalent 

of Nissan - Bluebird). 

33

NORASIA VALPARAISO 

Norasia Valparaiso, 

8234 type panamax 

container carrier 


number of sister 

ships still on order: 1 

Norasia Valparaiso (ex Catherine 

Rickmers), delivered in 2002, opened 

a series of the largest container 

carriers built in Polish yards to 

date. The 8234 type vessels are fast (over 

22 knots service speed) panamax box ships 

with container capacity of 4444 TEU. The 

initial units in the series have been ordered 

by German owner Rickmers. 

34 

MAIN CHARACTERISTICS 


Classification: GL,+100 A 5 E ”Container Ship”, 

SOLAS II-2, Reg.54, +MC E AUT 

Length o.a. 286.10 m 


Breadth mld 32.20 m 

Depth to main deck 21.80 m 



Gross 51 350 




Container capacity: 

Total 4444 TEU 

On deck 2393 TEU 

In holds 2051 TEU 

14t/TEU homo 3000 TEU 

Reefer plugs 450 

Main engine: single Wartsila NSD 8 RTA 96 C 

Main engine power: 43 920 kW 

Service speed 24.6 knots 

at: draught T = 12.00 m, 90.00% MCR, 15% sea margin 

cruising range 18000 Nm 

Complement: 

officers and crew 21 

passengers 4 

owner 2 

Suez Canal crew 6 

September 2005


35

SHORT-SEA CAR CARRIER 

dynia Shipyard SA, known in recent 

years for its long series of very 

large car carriers, has also entered 

the market for smaller, feeder 

and local short sea trades vehicle carriers. 

The 8245 type ship, named Elbe Highway, 

launched on July 16, is destined for 

delivery to Ray Car Carriers Ltd. of the Isle 

of Man for charter in KESS („K” Line) service. 

The ship delivery was expected by October 

2005. 

The 148 m long, 25 m wide 8245 type 

Pure Car / Truck Carrier features a deadweight 

of 7 750 t, allowing the ship to carry 

2130 car units of Japanese RT-43 standard 

(equivalent to Nissan-Bluebird car) on its 8 

internal decks with a total area of about 17 

400 m2 . These will include two hoistable 

decks of abt. 4.100 m2 G 

. The arrangement of 

moveable decks allows for flexible allocation 

of cargo space for full or mixed shipments 

of cars, bigger vehicles such as 

trucks and other cargoes including heavy 

units. 

Loading and discharge is facilitated by 

two stern ramps with 70 t SWL each. One of 

them is axial, another – a quarter ramp. The 

living quarters with navigation bridge is located 

25 m above the ship’s bottom. It offers 

accommodations for 25 persons, including 

the crew of 23. Life saving equipment includes 

a 25 persons lifeboat, life / rescue boat 

for 25 persons and 4 life rafts for 16 persons 

each and one 6 persons raft. 

The main propulsion is effected by 

MAN B&W 7S46 MC-C type engine, ma- 

DRAFT 

36 


nufactured by H. Cegielski - Poznañ, developng 

9170 kW at 129 r.p.m. This is 

expected to allow the ship to achieve service 

speed of 18,9 knots. Ship’s electric 

power plant comprises three diesel alternators 

with total mechanical output of 


Elbe Highway 

8245 type pure car / truck carrier (PC/TC) 

sister ships: not delivered yet – on order 


Length o.a. abt. 145.60 m 


Breadth moulded 25.00 m 

Depth to deck no. 4 (entr.) 11.80 m 

Depth to deck no. 9 25.20 m 



Design draught deadweight 5800 t 

Scantling draught deadweight 7750 t 

Car capacity: (RT 43) abt. 2130 pcs 

ME: MAN B&W/Cegielski 7S46MC-C 

Main engine power (mcr) 9170 kW 

Fuel oil 1400 m 3 

Diesel oil 150 m 3 

Lub oil 70 m 3 

Potable water 150 

Ballast water 3500 

Endurance 13 000 Nm 

Class: DNV + 1 a 1, “car carrier” (ro/ro, mcdk), Ice 1a, e0,naut-oc, pwdk 

3360 kW at 900 r.p.m. providing 440 V, 

60 Hz electric current. For enhanced 

maneuverability a rotary vane type steering 

gear was used, and thrusters installed 

fore and aft, with power rating of 

660 and 365 kW respectively. 

September 2005

Gdynia Shipyard 


37

T 

KOTA PERKASA 

DRAFT 

38 

he 8200 type container vessel represents 

a series built since 2001 

either by Gdañsk Shipyard or by Gdynia 

Shipyard. Geared, versatile box ships fe- 


Kota Perkasa, 8200 type geared container carrier 



ature an accommodation block with bridge 

located at a quarter stern. 

CONTAINER SHIP OF 2680 TEU 

CONTAINER SHIP OF 2700 TEU 

September 2005



Classification: GL +100A 5E ´Conatiner Ship´, 

SOLAS II-2, Reg.54, +MC E AUT 



Breadth mld 32.24 m 

Depth to main deck 16.80 m 



Gross tonnage 30 024 




Container capacity: 

Total 2681 TEU 

On deck 1681 TEU 

In holds 1000 TEU 

14t/TEU homo 2060 TEU 

Reefer plugs 400 

Main engine H. Cegielski / MAN B&W 7S70 MC-C 

M.E. Power (MCR) 21 735 kW 

Cruising range 17 000 Nm 


39

POLAR RESEARCH SHIP 

MARIA S. MERIAN 

NNaval Shipyard Gdynia has outfitted 

and delivered in July 2005 

the new generation polar research 

ship Maria S. Merian using 

the hull and deckhouse provided by the 

Polish company Maritim Ltd. located in 

Gdañsk. The ship was subcontracted to 

Naval Shipyard Gdynia by German shipyard 

Kröger Werft GmbH & Co. KG belonging 

to Fr. Lürssen shipyard. The ship was 

ordered by German Federal Ministry of Research 

and Education and she will be operated 

by the Leibnitz Institute for Baltic Sea 

research in Warnemünde. 

The new research vessel built for operation 

up to the ice margins of the Baltic 

TECHNICAL DATA 

GT 5300 

Deadweight 1345 t 



Breadth 19.20 m 

Depth 9.50 m 

Draught 6.50 m 

Propulsion 2 x 2100 kW 

1 x 1600 kW 

Electric 5600 kW 


Range 7500 NM 

Crew 21 persons 

Scientific personnel 22 persons 

40 

DRAFT 

Sea, North Sea and Atlantic Ocean is classed 

by Germanischer Lloyd for the notation 

+100 A5 E3* Nav-OC Sonderschiff 

+MC E3 AUT RP3. State-of-the-art facilities 

make it possible to conduct effective 

research in geology, geophysics, physical 

and chemical oceanography, marine biology 

and meteorology. Research results can 

be analysed and processed onboard of the 

ship. Endurance of the ship is calculated 

for 35 days at sea. 

In the mid part of the ship’s hull two parallel 

vertical tunnels are arranged for lowering 

and lifting of research probes to the 

depth over 10000 m. 

Research vessel Maria S. Merian has a 

diesel-electric propulsion system with two 


Schottel poded propulsors and one Schottel 

Pump Jet type bow thruster enabling 

effective dynamic positioning of the vessel. 

The ship can boast excellent manoeuvrability 

for the whole speed range. Shipboard 

electric power plant includes two 

1600 kW and two 1200 kW main dieselgenerating 

sets. 

The ship is provided with the 200 kN 

stern gantry, three 50 kN electro-hydraulic 

cranes and two auxiliary 15 kN cranes as 

well as various winches designed to serve 

measurement and research equipment and 

devices. The vessel can also carry special 

10-feet containers with supplies and equipment 

- seventeen of them on deck and 

13 in the hold. 

September 2005


NS-935 TYPE FAST PATROL CRAFT 

Naval Shipyard Gdynia under the 

contract signed on 11 October 

2004 has under construction a series 

of five NS-935 type fast patrol 

craft ordered by the Indonesia Police (Kepolisian 

Nagara Republik Indonesia). All 

five vessels will be completed in 2006. Those 

new ships are a development of the standard 

Naval Shipyard Gdynia patrol craft 

design modified to include the specific police 

requirements. Each patrol craft will be 

provided with two six-person inflatable semirigid 

fast inspection boats to be lowered into 

the water and hoisted with the articulated 

electro-hydraulic deck crane. 

NS-935 type patrol craft have steel hulls 

especially designed to ensure good sea 

keeping qualities. The transom stern is provided 

with a platform for the inspection boat 

crews. Steel fenders are welded to the ship 

sides providing protection during mooring 

operations or coming alongside another 

vessel. 

The two-storey light-alloy deckhouse is 

located in the mid part of the ship and includes 

both open and enclosed command 

posts. The small enclosed mast mounted at 

the aft part of the deckhouse carries radar 

antenna, signal lights etc. 

New patrol craft are powered by two 

MTU diesel engines with two reduction-reverse 

gearboxes and two fixed pitch propellers. 

Electrical power is provided by two 

diesel generators wit Caterpillar engines 

and one 35 kVA harbour diesel generator. 

Propulsion machinery is fully automated 

and remote controlled. Air conditioned crew 


accommodation spaces are located forward 

in the hull and in the deckhouse. 

New police patrol craft are provided with 

light armament of three .50 calibre machine 

guns located in the fore and aft part of the 

vessel as required by the owner. NS-935 

type patrol craft may be however provided 

with more powerful armament, such as for 

example Polish twin 23 mm Wróbel naval 

gun mounting forward and two .50 calibre 

machine guns aft. 

DRAFT ADRESS 


Displacement (full load) 198 t 



Breadth (moulded) 6.80 m 

Depth 4.10 m 

Draught 1.90 m 

Propulsion 2 x 2040 kW 

Electrical 2 x 106 kVA 


Range at 13 kts 2200 NM 

Complement 25 persons 

STOCZNIA MARYNARKI 

WOJENNEJ 


ul. Œmidowicza 48 

81-127 Gdynia 

Poland 

tel.: (+48 58) 625 01 48, 625 87 40 

fax: (+48 58) 625 01 47 

e-mail: navship@navship.pl 

www.navship.pl 

41

Szczecin New Shipyard Ltd. is executing 

a contract, signed on August 

1, 2003, to build the B588 

series – the world’s largest chemical 

tankers with stainless steel cargo tanks, 

for Norwegian owners – Odfjell ASA. According 

to unofficial information the price 

per unit was USD 54 million at the time of 

signing the initial contract, which might have 

been renegotiated since. 

The first unit from the series, the B588- 

III/1 Bow Sun, was officially delivered and 

left the yard on August 1, 2003. Bow Star 

and Bow Spring were delivered during 

2004, while Bow Sky in April 2005. 

The shipyard has 4 units of the B588 series 

still on order, with the fifth of eight contracted 

vessels was launched in May 2005. 

The B588 type ship is suitable for the carriage 

of IMO type I, II and III chemicals, as 

well as clean oil products, acids, vegetable 

and fish oils and animal fats, molasses, etc. 

A double skin is arranged for the sides, 

double bottom space for the whole cargo 

area, in compliance with IMO and USCG 

tanker requirements. The surface inside all 

cargo tanks is free of obstructions, such as 

structural members. The cargo area has a 

centre section and two wing sections, separated 

by two longitudinal sandwich type 

bulkheads (cofferdams). 

42 

The centre section is divided into 18 

duplex stainless steel tanks, including two 

slop tanks and the wing sections divided 

into 8 duplex stainless steel pairs of tanks 

(16 wing cargo tanks), by transverse corrugated 

bulkheads, for a total of 34 completely 

segregated cargo tanks, as per IMO requirements. 

Double bottom and sides for ballast 

water are arranged for the full length of the 

cargo area and subdivided into the same 

number of tanks as cargo wing tanks and 

as required by the damage stability regulations. 

Cofferdam bulkheads between centre 

and wing cargo tanks and a part of double 

bottom tanks are void spaces. 

To improve the cargo carriage flexibility 

additionally on main deck, six (6) deck tanks 

made of duplex stainless steel with capacity 

354 m 3 and cargo specific gravity 1.7 t/m 3 

each are provided. 

Sloshing and heeling effects of the cargo 

was taken into consideration in the design 

and construction of all the tanks so that 

they can be partially filled without filling restrictions. 

Hull structure is designed for 40 year of 

fatigue life and confirmed by DNV. 

The vessel is equipped with Rolls-Royce 

KaMeWa Ulstein made, TT2000 FP-KI 

type, 1000 kW hydraulically driven bow thru- 


WORLD’S LARGEST STAINLESS 

STEEL PARCEL TANKERS 

Bow Sun, B588-III type chemical tanker 

sister ships: Bow Star, Bow Spring, Bow Sky 


ster, to provide thrust during docking/undocking 

operations, in all loading conditions. 

The vessel is registered under the Norwegian 

flag and fulfils requirements of Norwegian 

maritime administration and all the 

International Conventions applicable to this 

type of vessel. 

From the unit no. 3 on, some structural 

design and other design changes and adjustments 

have been made under agreement 

with the owner, allowing for production 

technology simplification in some areas 

and enabling slight production cost reductions. 

To obtain excellent maneuverability for 

this type of vessel and fulfill IMO requirements 

rotary-vane steering gear, of Rolls- 

Royce Fryndebo make, with working angle 

±70° and Schilling rudder are provided. 

To serve manifold area, two (2), Towimor 

SA made, electro-hydraulically driven 

cranes of hoisting capacity of 10 t SWL and 

complying with OCIMF recommendations 

are provided. For the provision and ER spare 

parts handling, one (1) electro-hydraulically 

driven crane, 40 kN, from the same 

supplier, is provided on the port side, in the 

area between accommodation block and 

separate engine casing. 

Anchor, mooring and towing equipment 

complies also with OCIMF and consist of: 

September 2005


n two (2) Towimor windlasses for chain 76 

mm/K3, 

n four (4) Towimor made mooring winches 

of nominal pull 200 kN, non-selftensioning 

type, 

n two (2) bow stockless anchors, 9300 kg 

each, 

n two (2) anchor chains; 76 mm dia, 

n two (2) anchor chain stoppers. 

Emergency towing arrangements, in accordance 

with Resolution MSC 35/63, supplied 

by Towimor, are installed fore and aft. 

Life-saving appliances consist of Fassmer 

free-fall lifeboat for 37 person with 

hydraulically driven lifeboat davit, Fassmer 

rescue boat, DSB liferafts, lifebuoys, etc. 

according to SOLAS requirement. MOB rescue 

boat davit was supplied by Towimor. 

Lighting appliances onboard Szczecin 

built chemical tanker come from another 

Polish manufacturer – Famor. 

Accommodation spaces are provided for 

31 persons of crew and 6 persons of Suez 

Canal crew. All crew cabins are single type 

with individual sanitary blocks. Cabin interiors 

are up to the highest Scandinavian 

standard. In addition, public / duty spaces 

for crew e.g. crew’s messroom, officers’ 

messroom, crew’s TV / recreation room, officer’s 

TV / recreation room, duty messroom, 

gymnasium, officers’ galley, etc. are provided. 

Propulsion system consists of one 

Wärtislä NSD designed main engine type 

6RTA 58TB, 12 750 kW, 105 rpm delivered 

by H. Cegielski, Poland, driving KaMeWa 

Ulstein controllable pitch propeller of 6.8 m 

dia. Shaft generator driven via tunnel gear 

is provided. 

For electric power on units no. 3 from 

the B588 series and on generation there 

are installed: 

n three (3) gen-sets, based on mediumspeed 

diesel engines 6L28/32H of 1500 

kW each delivered by H. Cegielski, with 

SAM Electronics alternator supplying 

DRAFT 


1499 kVA; 60 Hz, 3×440 V (while on two 

initial units, including prototype Bow 

Sun, these were 5L27/35 diesels based 

gen-sets, providing 1780 kVA each) 

n one (1) SAM Electronics shaft alternator; 

1838 kVA; 60 Hz, 3×440 V. 

n one (1) emergency diesel generator with 

MAN D2866 TE 218 kW diesel, and 220 

kVA; 60 Hz, 3×440 V alternator (250 kVA 

on initial units from the B588 series) 

The vessel is arranged for loading and 

unloading of homogeneous cargo via midship 

cargo manifolds, maximum loading and 

unloading rate of 3000 m 3 /hr (at 110 mlc, 

s.g. 0,9; visc. 1,0 cSt). 

Independent cargo pumping and piping 

system (1- tank, 1- pump system) is provided 

for each cargo, slop and deck tanks. 

The cargo is heated by a steam/water 

system with hot water circulating in coils 

in cargo tanks. Each tank has at least two 

separate sets of longitudinally welded 

coils made of duplex stainless steel. The 

water is heated by steam via two (2) heat 

exchangers. 

Heat exchangers with their circulating 

pumps, expansion vessels and control equipment 

are arranged in deckhouse on main 

deck, in front of superstructure (heater compartment). 

The inert gas system is supplied by 

Unitor. The same company also supplies 

ventilation system, provisions stores refrigeration 

system as well as deck foam 

fire-fighting system. „Dry Air System” for 

cargo tanks drying is supplied by Alfsen 

og Gunderson AS. 

An Integrated Control and Monitoring 

System (ICMS) is installed, fulfilling Class 

requirements for unattended Engine Room, 

to control and monitor also the whole cargo 

operation, including control of cargo pumps 

and cargo valves, ballast pumps and ballast 

valves, T/C pumps, monitoring of cargo 

tanks and the carried cargo. General, machinery 

and cargo handling automation sys- 

tems are supplied by Norcontrol and Saab 

Rosemount Marine. 

Engine Control Room and Cargo Control 

Room are provided. 

Radio communication system complies 

with GMDSS requirement issued by IMO. 


Length, o.a. 182,88 m 

Length, b.p. 175,25 m 

Breadth, moulded 32,20 m 

Depth, moulded 17,95 m 

Scantling draught 11,50 m 

Deadweight* 39 842 t 

GT 29 965 

NT 11 269 

Tank capacities 

- cargo tanks 52 126 m 3 

- ballast tanks 16 076 m 3 

- heavy fuel tanks 2 000 m 3 

Service Speer 15,30 w 

Main propulsion power 12 750 kW 

The vessel was built under the survey 

and in accordance with the rules and 

regulations of the Norwegian classification 

society Det norske Veritas and 

will be classed and registered as: 

DNV +1A1 Tanker for Chemicals and 

Oil Products ESP E0 NAUT-OC LCS 

(SID) VCS-2 HL (1.85 t/m 3 for centre 

tanks, 1.25 t/m 3 for wing tanks, 

1.70 t/m 3 for deck tanks) PLUS-2 ETC 

TMON NAUTICUS (Newbuilding), 

Ship type 1 & 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 B 

Deck tanks: 

a3, b3, c3, v3, f3, str 0.1, ss, T4 IIA / IIB 

* - according to some sources – 40 000 t 

43

SAMPOGRACHT 

With delivery, on July 28, 2005, 

of Sampogracht, featuring a 

deadweight of 23 700 t, Szczecin 

New Shipyard completed 

a series of four ships built to order of the 

Amsterdam based shipowner. In January 

2003 one of the biggest Dutch shipping 

companies - Spliethoff’s Bevrachtingskantoor 

BV, ordered four multipurpose cargo 

vessels with sto-ro and heavy lift capabilities 

and with deadweight capacity of 19 000 

and 23 700 tons for delivery in 2004-2005. 

The contract just completed by the yard 

constitutes the continuation of the series 

delivered to the same owner from Szczecin 

based yard during 2000-2001. The first of 

the new ships was the same as the former 

ones (B587-IV/S type). Three following units 

represent a lengthened version with higher 

loading capacity (B587-IV/L), featuring 18 

additional frame spacings equal to 12.80 m 

long midbody section. 

The B587 type ship is a truly multipurpose, 

geared vessel, destined for the carriage 

of paper rolls and palleted paper, pulp, 

packaged timber and other forest products, 

general, break-bulk, as well as bulk cargoes, 

20-,40-,45-ft containers (with a capacity 

of 1298 TEU in case of the larger version) 

and heavy and awkward, over-sized 

cargo units. 

44 

Sampogracht, B587-IV 

sister ships: Stadiongracht, Scheldegracht, Spuigracht, 

Sluisgracht, Statengracht, Suomigracht, Saimagracht. 


The ships serve Spliethoff’s West Europe 

– North America shipping service. 

The holds of the B587-IV/L and /S type 

are vessels prepared for 1-8 class IMO dangerous 

cargoes. 

The ship is arranged with removable, 

portable pontoon type tweendeck panels, 

stowable at various heights, as well as vertically 

to form transverse bulkheads for dividing 

holds for bulk or other cargoes, such 



as grain. This solution adds to operational 

flexibility of these ships. Paper and forest 

products are loaded or discharged mainly 

through side-loaders in sto-ro mode. 

The B587 type ship has the highest ice 

class. The ship in shorter version is 172.60 

m long, 25.30 m wide and reaches the speed 

of 19.5 knots. The ships also feature 

asymmetric sterns for better hydrodynamic 

efficiency. 

S2L Type S2 Type 

Gross tonnage (GT) 18 200 16 600 

Net tonnage (NT) 7 500 6 700 

Deadweight incl. tweendeck (design draught) 21 500 t 19 000 t 

Deadweight incl. tweendeck (summer draught) 23 700 t 21 500 t 

Length o.a. 185.40 m 172.60 m 

Length b.p. 173.50 m 160.70 m 

Breadth moulded 25.30 m 25.30 m 

Depth to Upper Deck 14.60 m 14.60 m 

Design draught 10.00 m 10.00 m 

Summer draught 10.58 m 10.725 m 

Speed at design draught 19.30 kn 19.50 kn 


Photo. Adam WoŸniczka


DRAFT 


B587-IV 

B587-IV/L 

45

BIGGEST BOX CARRIERS 

FROM SZCZECIN 

With delivery of APL Venezuela 

(ex Carolina) the year 2001 

saw a launch of a new series 

of container ships – at 3100 

TEU capacity, the largest to be built at 

Szczecin Shipyard so far. Today, after 13 

deliveries, they still hold this record. B178 

container ships, judging from the yard’s 

track record and current orderbook seems 

to be a very successful design, with many 

further newbuilding contracts in yard’s orders 

portfolio. 

Most of these ships have been ordered 

by renowned German owner Peter 

Dohle Schiffsbeteiligungs GmbH&Co. 

KG, Germany. 

The B178 type ships are cellular, geared 

(also available in gearless version) container 

vessel intended for carriage of: 20 and 

40 ft ISO containers in holds and on deck, 45 

and 49 ft containers on deck, dangerous cargo 

containers, reefer containers (self-contained 

air cooled type) on deck and in hold. 

One of the holds is prepared for IMO dangerous 

cargoes of 1.4s, 2.2, 2.3, 4.1-4.3, 5.1, 

6.1 (except liquids FP


THE LONGEST SERIES SETTING 

STANDARDS 

I 

n post war history of shipbuilding, not 

taking into consideration so called „standard 

ships”, such as Freedom or Neo- 

Liberty types, there were very few designs 

built to multiple orders. One of the longest 

ship series, and one of the most successful, 

most popular designs is Szczecin 

Shipyard’s B170. 

B170 are so popular, that they have become 

a standard and a synonym for their 

range of size, with brokers referring to „B170” 

type while quoting freight rates for any ship 

of similar size, so B170 have become an 

industry standard and point of reference. 

There have been 47 units built of this 

design over the recent decade in several 

mutations slightly differing according to specific 

requirements of each owners in size or 

being geared or gearless. The first unit in 

highly successful B170 series was Elisabeth 

Rickmers, delivered in 1995. The last 

of them, Robert Rickmers, of B170-III, as 15th 

unit in this version was delivered in 2003. 

However Russian owner Fesco and Italian 

one – Costa Container Lines are so pleased 

with Szczecin designs, that they have 

decided to come back for more. Further 5 

units are on order from those owners. 

Cellular, geared container vessel intended 

for carriage of: 20 and 40 ft ISO standard 

containers in holds and on deck, 45 

and 48 ft containers on deck and cellular 

type Eurocontainers in holds except of side 

stacks, dangerous cargo containers in holds 

No 1 – 4, reefer containers on deck, break 

bulk cargoes in holds No 2 – 4. 

Single screw motor ship fitted with one 

fixed pitch propeller, driven by slow-speed 

engine. 

DRAFT 


Four cargo holds, engine room and accommodation 

aft, transom, asymmetric 

stern, bulbous bow, one transverse bow 

thruster. 

Holds No 1-3 prepared for IMO dangerous 

cargoes of 1.4s, 2.1-2.3, 3, 4.1-4.3, 5.1, 

6.1, 8 and 9 classes. Hold No 4 prepared 

for IMO dangerous cargoes of 1.4s, 2.1-2.3, 


Robert Rickmers, B170 type container ship 

sister ships: 46 units 


4.1-4.3, 5.1, 6.1 (except liquids FP

48 


MODERN SHORT-SEA FREIGHT 

2800 LANE METRES RO-RO VESSEL 

In 2006 and 2007 six multi-purpose conro 

newbuildings will enter trade with Baltic 

and European ro-ro operator Transfennica 

of Finland. These vessels ordered 

by Transfennica’s main shareholder, 

Spliethoff, Amsterdam, are a start of the sixth 

generation of ro-ro vessels in Finnish 

owner’s fleet. 

These new 6th generation vessels are 

incorporating features enabling fast and 

reliable service even in heavy ice conditions. 

The vessels of the sixth generation 

will be more versatile and have a carrying 

capacity of about the double in containers 

and trailers in comparison to Transfennica’s 

present successful fifth generation of 20+ 

knot fleet. New vessels of B201 type from 

Szczecin shipyard will feature speed of 22 

knots. 

The modern con-ro’s will be characterized 

by main ro-ro cargo area with wide stern 

axial ramp, and smaller – lo-lo part, being 

one open hatch container hold fore. The 

ships will be suitable for road trailers, commercial 

vehicles, mafi trailers, cassettes, 

paper, containers with holds prepared also 

for 1-8 class IMO dangerous cargoes. 

DRAFT 


B201 con-ro vessel 

sister ships: not built yet – on order 


Classification: 100 A1 Roll on-Roll off Cargo Ship, 

Container cargoes on Trailer Deck and Weather Deck, 

Ice Class 1AS, 1AS Finnish Ice class rules, LI, IWS 

LMC, UMS, SCM, NAV 1, with descriptive notes: PCWBT 

Gross tonnage 24,800 GT 

Net tonnage 7,400 NT 

Deadweight (freeboard draught) 18,250 t 

Deadweight (design draught) 12,800 t 

Length o.a. abt 205.00 m 


Breadth moulded 25.50 m 

Depth to Weather Deck 21.25 m 

Depth to Trailer Deck 15.65 m 

Depth to Main Deck 9.00 m 


Summer draught abt 8.40 m 

Speed at design draught 22.0 kn 

Lane length abt 2800 m 

Container capacity 660 TEU 

(reefer connections available) 

2 bow thrusters, 700 kW each, with AST 

2 electro-hydraulic steering gear 

2 anchor-mooring winches 

4 mooring winches 

2 life boats 

1 watertight stern ramp 

September 2005


A LUXURIOUS MOTOR YACHT 

n 30th O 

July 2005, a luxurious motor 

yacht was launched at Stocznia 

Conrad S.A. (Conrad Shipyard), 

which was made to a special 

order for a U.S. client, on the basis of a 

design provided by him, created by Bill Dixon, 

a renowned English designer. 

It is the first yacht in Poland with such stateof-the-art 

outfit and finishing standards. The 

vessel, built under the supervision of Germanischer 

Lloyd and MCA, 27 m length 

overall of the steel hull with a two-storey 

aluminium superstructure, is meant to be 

employed for recreational sea navigation. 

With such a length overall, a yacht with three 

complete decks and an extra sun deck is a 

rare occurrence. Thanks to its original construction, 

the vessel from Stocznia Conrad 

boasts space and comfort usually offered 

by over 30-meter yachts only. 

The walls of all the accommodation interiors 

of the yacht have been finished with 

decorative American cherry tree panels, 

combined with fine fabric and mirrors in 

many places. Cabin furniture made from 

American cherry tree have been encrusted 


with elements of ebony, birch and special 

ornamental veneer, whilst the tops of bathroom 

and kitchen units, as well as those of 

small tables and bedside tables have been 

of granite and marble. 

Elegant accessories and especially designed 

lighting add to the image of comfortable 

and fully air-conditioned interiors. There 

is also modern multimedia equipment 

providing top quality entertainment during 

a trip. The vessel offers four luxurious eightperson 

cabins and separate rooms for four 

crew members. What is more, there are also 

two luxury lounges, which make it possible 

to organize parties for over 30 guests. 

Users also have at their disposal a bathing 

platform abaft, comfortable sun beds 

and shower on the topmost sun deck, and 

two tables on outer decks; one for ten passengers 

on the penthouse main deck, and 

the other for eight passengers on the deck 

situated higher. A spacious locker fore makes 

it possible to take sports equipment for 

all passengers aboard the yacht. 

The yacht has been fitted with a rigidinflatable 

boat lowered to water with a hy- 

draulic crane installed on the main deck. 

The RIB allows the users to reach destinations 

inaccessible for the yacht. An automatic, 

remote-controlled stern ladder enables 

comfortable getting off when the yacht is 

mooring with its stern to the wharf. 

The latest navigation equipment has 

been installed on the yacht, including two 

radars, Furuno and Simrad, and GPS system 

among others. The yacht has also been 

fitted with a system of TRAC stabilisers, 


Length, oa 27.03 m 

Length, bp 24.37 m 

Breadth, mld 7.00 m 

Draught 1.9 m 

Crew 4 persons 

Passengers 8 persons 

Bunker tanks 34.000 litres 

Fresh water tank 3.150 litres 

Range 3.000 sea miles 

Speed 12.9 knots 

49

Photo: Conrad Shipyard 

which ensure the greatest comfort and stability 

during a trip. During a stopover, the 

yacht is secured in one place by two anchors 

of 135 kg each, and when mooring, a 

bow thruster by American Bow Thruster 

company enables quick and easy manoeuvring. 

In the stern part of the yacht, there are 

accommodation spaces for the crew: a captain’s 

cabin, two-person crew cabin, bathroom 

and mess room. The midship frame 

contains a modern engine room with two 

50 

Luxury interior of the yacht 

Caterpillar 600 HP engines, enabling the 

yacht to reach the speed of 12.9 knots, with 

2100 rpm. It also has two Northern Lights 

generator units supplying the entire ample 

yacht outfit, as well as a central air-conditioning 

unit and other devices. 

In the bow part of the yacht behind the 

engine room there are two twin cabins for 

guests, each with a luxury bathroom, and 

right fore there is a larger cabin for special 

guests, with a big bathroom and an additional 

wardrobe. 


Interiors of the main deck offer a spacious 

luxury lounge with a dining-room, big 

kitchen, toilet for guests and comfortable 

owner’s cabin. The lounge, containing an 

elegant dining table for eight persons, recreation 

furniture and 42-inch LCD TV set 

with home cinema, is connected through 

automatically sliding stern doors with the 

penthouse outer deck, fitted with comfortable 

sofas and teak table for 12 persons. 

The kitchen can be accessed directly 

from the outer deck, lounge and lobby. It 

has been fitted with a dishwasher, cooker, 

microwave oven, heating plate, waste squeezer, 

ice machine, big refrigerator, and a 

wine cooler. The owner’s cabin with a separate 

wardrobe and two bathrooms is situated 

on the main deck. Thanks to big windows 

it offers daylight and stupendous 

views. It has been fitted with a royal bed, 

dressing table, capacious elegant furniture, 

and a 42-inch LCD TV set. With its marble 

floors and table tops, it will surely provide 

the yacht’s owner with due luxury. 

Interiors of the top deck in its stern part 

have a luxury lounge in store, with a dome 

showing the sky installed on the ceiling, leather 

suite, cocktail cabinet, bookcase, and 

a 42-inch LCD TV set. In the bow part, there 

is a spacious wheelhouse fitted with the latest 

navigation and steering equipment. 

After the RIB is lowered, outer part of the 

main deck may serve as a terrace with a 

permanently fixed teak table for eight persons, 

barbecue and an ice crusher. This is 

where from stairs lead to the sun deck, where 

you can sunbathe or admire marvellous 

views. 

The yacht has been built at Conrad Shipyard. 


Photo: Conrad Shipyard


51

Budownictwo Okrêtowe (Shipbuilding Monthly) is a magazine issued by the Publishing 

House Shipbuilding and Shipping Limited. The company was established in 1992 and now is 

a member of REMONTOWA Group. The magazine, available also through subscription and 

distributed among a few hundred of enterprises in Poland has been present in Polish marine 

sector since 1956. It is the only magazine of this kind on Polish publishing market adressed to 

managers, executives, scientists as well as to a lot of readers interested in this sector. 

The magazine covers all the aspects of the world’s shipbuilding industry such as building 

of ships, shiprepair and conversions, offshore constructions, new naval projects and designs, 

economical analises of the market as well as political and social issues. Our goal is to gather 

all the „first-hand” information from the whole sector simply in one place and to make an 

influence towards growth and development of Polish marine sector due to Poland’s presence 

in the European Union. That’s why every issue is read by all the representatives of 

Polish marine enterprises. 

For our partners from outside, it is a good opportunity to present their companies as well 

as to advertise their products and services destined for Polish marine sector. 

For more information 

and our price-list please don’t 

hesitate to contact us: 

Shipbuilding and Shipping Ltd. 

ul. Na Ostrowiu 1, 80-958 Gdañsk, POLAND 

phone: + 48 58 307 12 49, fax: + 48 58 307 12 56 

e-mail: zegluga@okretownictwo.pl

Untitled - Portal Morski

Create successful ePaper yourself

Delete template?

Save as template?