Ships of the Year

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SHIPS OF THE YEAR cargo pumps have a capacity of 12 x 250 cubic metres per hour at 12 bar. The Excello has a diesel-electric machinery with podded propulsion – so far quite a rare arrangement in a cargo ship. The first vessel in the fleet to be equipped with this type of propulsion was the Prospero, delivered in 2000. Mr Nilsson says that a decisive advantage when the company went for this solution was the compact size of the engine room. A diesel-electric machinery with podded propulsion increased the contract price by eight per cent. “A diesel-electric machinery with podded propulsion increased the contract price by approximately eight per cent compared to a conventional machinery arrangement but it means about five per cent more cargo capacity”, he stresses. “Another advantage is the outstanding manoeuvrability, which means less need for tugs.” Propulsion is provided by two ABB Compact Azipod electric main propulsion and steering devices with an output of 3,200 kW each. On the sister vessel Evinco there was one pod, but two units mean better manoeuvrability and improved redundancy. Both vessels are built to the DAT (Double Acting Tanker) concept and moves stern first in difficult ice conditions. Four generators Electrical power on the Excello is generated by four ABB generators. As prime movers there are three diesel engines of the type Wärtsilä 6L32 with an output of 3,000 kW each and one of the type Wärtsilä 4L20 with an output of 720 kW. Normally one of the large engines is running during discharging of cargo and the small engine during loading. At sea two of the large engines provide sufficient power both in ballast and loaded conditions. If the maximum speed of 14.5 knots would be required all of the three large engines are running. The Wärtsilä 32 engines are equipped with common rail, enabling operations on low load down to 20 per cent without generating smoke and soot. Mr Nilsson says that four main engines also provide additional flexibility. “Service and overhaul of one of the engines is possible even underway, which is not the case with a conventional machinery and only one main engine. Another advantage is that the same engines provide energy for both propulsion and cargo handling, which means less engines to serve.” Mr Nilsson points out that the large capacity for generating electrical power means that there is a virtually unlimited power supply when discharging. The efficient inert gas plant from Unitor has a capacity of 2,500 cubic metres per hour and includes three Atlas Copco compressors of 330 kW each. “I doubt that a conventional tanker could operate such a plant and simultaneously use the cargo discharging pumps on maximum power. I think that we are able to reach a total discharging power of 3,500 kW, which indeed is far from the maximum installed power of 9,700 kW”, Mr Nilsson thinks. Extensive automation The machinery is started from the bridge. In just a couple of seconds the power management system starts at least one large engine and the ship is ready for manoeuvring. “This is a safety issue as it is possible to leave the quay fast if there for example 36 SCANDINAVIAN SHIPPING GAZETTE • DECEMBER 19, 2008
would occur a fire. It is also possible to get engine power almost immediately if the anchor should drag”, Mr Nilsson clarifies. The engine room is separated in two compartments but it is not classed to withstand fire or water filling. “However it is obvious that such an arrangement is more safe if there would be a fire in the engine room”, Mr Nilsson says. The switchboard is also split and located in two separate rooms. There is no switchboard in the engine control room, just a computer workstation. Starting and stopping, as well as phasing in and out the engines is controlled from the computer. The switchboards, electrical motors and converters are all supplied by ABB. The ship has a frequency controlled Schottel bow thruster with an output of 850 kW. The automation system from Bjørge is the largest supplied by the company and includes both machinery and cargo handling. The integrated navigation system is supplied by SAM Electronics. The standards of the accommodation area is high and the vessel is equipped with VSAT and wireless internet. pär-henrik sjöström Donsötank The compact engine room means more space for cargo tanks. SHIPS OF THE YEAR Many months of extra time between overhaul included! Choosing Daros piston rings for your engine will not only give you the most advanced and well functioning rings that today's technology is able to produce - you also get a future with fewer problems. If that’s not enough to convince you, add the longest TBO (Time Between Overhaul) on the market to the deal! Daros Piston Rings AB PO Box 138 / SE-435 23 Mölnlycke / Sweden Tel: +46 31 338 4000 / Fax +46 31 338 4040 info@daros.se / www.daros.se SCANDINAVIAN SHIPPING GAZETTE • DECEMBER 19, 2008 37
Page 1 and 2: 24 Ships of the Year Growing market
Page 3 and 4: HEAD OFFICE P.O. Box 370, SE-401 25
Page 5 and 6: REBuBlIC of KoREA NAVy Clean-up aft
Page 7 and 8: PäR-HENRIK SJöSTRöM The Sea Wind
Page 9: KySTVERKET The Crete Cement. Crete
Page 12 and 13: PäR-HENRIk SjöSTRöM Managing dir
Page 14 and 15: Large tankers is a target group tha
Page 16 and 17: ... new content
Page 18 and 19: ... new layout.
Page 20 and 21: AkER ARCTIC TECHNoloGy Due to budge
Page 22 and 23: Steen Bryde and his private empire
Page 24 and 25: The Best "à la carte" Marine Servi
Page 26 and 27: SHIPS OF THE YEAR The Aura with a d
Page 28 and 29: SHIPS Of THE yEAR The post panamax
Page 30 and 31: SHIPS Of THE yEAR The main restaura
Page 32 and 33: SHIPS OF THE YEAR Rebuilt before fi
Page 34 and 35: SHIPS OF THE YEAR The very last one
Page 38 and 39: SHIPS oF THE YEAR Sweden’s larges
Page 40 and 41: SHIPS OF THE YEAR The crew’s fami
Page 42 and 43: SHIPS OF THE YEAR Fugro Saltire goe
Page 44 and 45: SHIPS OF THE YEAR The tanker in the
Page 46 and 47: SHIPS OF THE YEAR Sun deck with the
Page 48 and 49: SHIPS OF THE YEAR A true pioneering
Page 50 and 51: SHIPS OF THE YEAR First out in the
Page 52 and 53: ��
Page 54 and 55: SHIPS OF THE yEAR MærSk Topper Bui
Page 56 and 57: SHIPS OF THE YEAR Marinor concludes
Page 58 and 59: SHIPS OF THE YEAR No internal struc
Page 60 and 61: SHIPS OF THE YEAR Oratank is the se
Page 62 and 63: SHIPS OF THE YEAR The Ruth Theresa
Page 64 and 65: SHIPS OF THE YEAR Four 11,000 DWT t
Page 66 and 67: SHIPS OF THE YEAR The Skandi Acergy
Page 68 and 69: SHIPS OF THE YEAR New concept on th
Page 70 and 71: SHIPS OF THE YEAR The Viking XPRS i
Page 72 and 73: SHIPS OF THE YEAR The passenger are
Page 74 and 75: technical news Editor: Robert Herma
Page 76 and 77: fleet news Editor: Pär-Henrik Sjö
Page 78 and 79: MARKET REPORTS Newbuilding contract
Page 80 and 81: MARKET REPORTS Wet - OPEC cut hits
Page 82 and 83: Sailed under three Nordic flags In
Page 84: POSTTIDNING B

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