Stena Line’s Stena Jutlandica has successfully completed its first month of operation as a battery hybrid vessel. The conversion project on the Stena Jutlandica is being carried out in measured steps. The first step underway is testing the switching to electrical power its effect on the vessel's maneuverability and power to the bow thrusters when the ship is in port. The environmental savings from using battery power for reduced generator usage and maneuvering in port amounts to about 500 tons of fuel, 1,500 tons of CO2. This in turn corresponds to the annual emissions from approximately 600 cars.
The next round of tests will be connecting battery power to two of the four primary machines, which means that the Stena Jutlandica will be able to run on electrical power for about 10 nautical miles inside the Gothenburg archipelago out to Vinga Lighthouse. In step three, all four primary machines will be connected to the batteries and the ship will be able to cover the 50 nautical miles between Sweden and Denmark solely on electrical power. The technical solutions in the first step have been developed by Stena Teknik in collaboration with the Callenberg Technology Group, with half of the funding for the project coming from the Swedish Transport Administration and the EU.
The Afros is the first ever bulk carrier to harness the power of wind using spinning sail technology. Rotor ships feature towering vertical rotors on their decks that use the Magnus effect for propulsion. The Magnus effect is caused when a spinning sphere or cylinder drags air faster on one side then the other, moving the object in the direction of side with the lower-pressure side. It's the same effect that causes balls to spin in sports and it can be harnessed by ships to move them forward in a similar way. The thrust produced by the rotors significantly reduces the need for engine power, without losing operating speed, therefore saving fuel and ultimately reducing emissions.
Vessel Type: Bulk Carrier
Year Built: 2018
Speed: 15.1 kn
Length: 199 M
Breadth: 32 M
Deadweight: 63,223 t
From 2020, shipping companies will be required to reduce the sulphur content of their fuel, which could come at a significant cost. This potentially makes investment in technologies such as rotor sails much more worthwhile. Wind propulsion for commercial vessels appears to be gaining mainstream industry support and perhaps, in the not too distant future, might even become commonplace.
On October 22, the world’s first LNG-Powered Aframax vessel, Gargarin Prospect, completed her maiden voyage across the Baltic and North Seas, from Primorsk to Rotterdam where she safely delivered 104,815 tonnes of crude oil.
Speed: 14.6 knots
Length: 250 m
Breadth: 44 m
Draught: 8.6 m
The Gargarin Prospect received is first LNG fuel from Shell’s specialized bunker vessel, Cardissa, at the beginning of October, and less than two weeks later the vessel loaded its first export cargo of Russian crude oil at the Port of Primorsk. The operation marked a number of firsts, as it was also the first ship-to-ship bunkering in the Port of Rotterdam. Tankers fueled with LNG emit zero sulphur oxide (SOx) and particulates. They emit 76 per cent less nitrogen oxides (NOx) and 27 per cent less carbon dioxide (CO2), than similar vessels operating on heavy fuel oil. This will reduce the vessels environment footprint and will also comply with tightening sulphur and nitrogen oxide emissions regulations, including the IMO’s global 0.5% sulphur cap, which takes effect in 2020.
Trying to find a Ship of the Week is not always an easy task. Sometimes a news item will refer to a vessel that would be interesting to feature in our newsletter, but quite often it is time spent researching and trolling through the internet to see what can be found. Recently we happened to come across Moby Lines, an Italian shipping company that operates ferries and cruise-ferries between the Italian or French mainland and the islands of Elba, Sardinia and Corsica. The company was found in 1959 under the name Navigazione Arcipelago Maddalenino (NARVARMA). Moby Lines is known for using Looney Tunes characters as the external livery on some of the vessels. We thought that perhaps this week we would feature some of these colourful ferries from the fleet as the Ship(s) of the Week.
Moby Niki Moby Ale
In Halifax, NS on October 5th, Sophie Gregoire Trudeau, wife of Prime Minister Justin Trudeau, presided over the naming of Canada's first Arctic and offshore patrol ship the HMCS Harry DeWolf. The vessel is named for a vice-admiral who oversaw the rescue of 42 sailors from the HMCS Athabaskan on April 29, 1944, during the Second World War. This is the first of at least five Arctic patrol vessels that will be tasked with patrolling Canadian Waters, including the Arctic. The fully completed vessel is expected to be delivered to the Royal Canadian Navy in June 2019.
Type: Patrol Vessel
Displacement: 6,615 mt
LOA: 103 m
Beam: 19 m
Draft: 5.8 m
Speed: 17 knots open water
3 knots icebreaking
The HMCS Harry DeWolf has a range of 6,800 nautical miles (12,600 km). The patrol vessel can embark up to 8 x 20’ sea containers and has a 20-tonne self loading / offloading crane. The core crew size is 65 and could surge up to 120 persons if required. The flight deck has been fitted to handle a CH 48 Cyclone Helicopter. Primary missions will include Arctic Operations during the navigable season, Search and Rescue (SAR), High Availability/Disaster Recovery (HA/DR) and will provide support to scientific research. Construction of the second and third vessels – to be known as the HMCS Margaret Brooke and HMCS Max Bernays – is already well underway.
With this week’s announcement that LNG Canada has decided to proceed with building an export facility in Kitimat, the Ship of the Week, Murex, is an LNG carrier managed by Shell, one of the joint venture partners in the project.
Vessel Type: LNG Tanker
Year Built: 2017
Gross Tonnage: 13263
Length: 294.9 m
Width: 46.44 m
Draft: 12.5 m
Murex is one of five Teekay LNG-owned tankers managed by Shell, powered by M-type, electronically controlled, gas-injection engines. These are more fuel-efficient and produce lower emissions than other LNG-carrier engine types. Sailing at 19.5 knots, the ship will consume 50 tonnes less fuel a day than a conventional steam-powered LNG carrier. Launched in 1892, the original coal-power Murex was the first oil tanker to pass through the Suez Canal. She was named for a sea shell, a practice that remains in place for Shell vessels to this day.
The Venta Maersk competed its trial passage of the Northern Sea Route today with its arrival in St. Petersburg, Russia. The Venta Maersk, a new 3,596 TEU Baltic feeder, departed the port of Vladivostok on August 22nd and included stops in Vostochny, Busan, before passing through Bering Strait on September 6, 2018 on its way to Bremerhaven.
Capacity 3,596 TEU
The Baltic feeder class ships are designed specifically to operate in waters of -25 degrees C where the stronger hull can offer year-round operations. The trial provided Maersk with a unique opportunity to gain operational experience in a new area and to test vessel systems, crew capabilities and the functionality of the shore-based support setup. The transit route was coordinated with Russian authorities after careful evaluation of ice conditions. The Northern Sea Route could be a shorter route for journeys from East Asia to Europe than the Northwest Passage over Canada. However, Palle Laursen, Chief Technical Officer at Maersk states, "Currently, we do not see the Northern Sea Route as a viable commercial alternative to existing east-west routes. In general, we plan new services according to trading patterns, population centres and our customers demand.”
The M/V Whistler is currently sitting at Nanaimo Assembly Wharf and is operated by Transpac group and NYK Global, a leading shipping company, have partnered to own and operate 2 Japanese engineered and built 38,000 dwt bulk carriers.
Shipyard: Shin Kurushima, Japan
Delivery: February 2016
Deadweight: 38,000 MT
Gross Tonnage: 24,600 MT
Length Overall: 182.9 M
Breadth: 31.0 M
Load draft: 9.05 M
The Pacific Orca is a purpose-built heavy-lift jack-up vessel owned by Swire Pacific Offshore (SPO). This self-elevating and self-propelled vessel was built for use in the offshore wind farm market. The vessel has a carrying and installation ability of up to 12 wind turbine generators.
Speed: 13 kts
Tonnage: 24,586 t
Deadweight: 13,104 t
Length: 161.3 m
Breadth: 49.3 m
The Pacific Orca can allow for installation of wind farms to a depth of 60m, as well as being able to install ultra-large Wind Turbine Generators with a capacity of 10MW or higher, which are being developed to meet the demand for larger wind farms. The vessel can be floated up to 17m above sea level, using its six jack-up legs and the 1,200t crane fixed on the vessel allows for the installation of power generation towers, power generation rooms and wings. The Pacific Orca has 111 single berth cabins, a cafeteria that seats 70 personnel, 2 day rooms, a fitness centre, 2 TV rooms, an operations office, 2 conference rooms and 4 multi-use offices.
The Xin Guan Hua is a semi-submersible vessel that has the capability of hauling extremely large cargo or machinery. The cargo carrying area of the semi-submersible ship is submersed under the water with the help of ballast tanks. After the cargo is fully loaded into the loading area, the loading area (deck) is raised once again out of the water and the semi-submersible ship along with it cargo can make the voyage to the destination.
Horsepower: 2 x 10,500 kW
Speed: 13.5 knots
Propulsion: 2 fixed pitch propellers
Bow Thrusters: 2 x 2650 kW
Stern Thrusters: 2 x 2650 kW
Length: 255.0 m
Breadth Moulded: 68.0 m
Xin Guang Hua has 117 ballast tanks with one valve to the sea in every ballast tank. When submerging, the onboard control system will open the valves of the corresponding tanks without additional power. Within six hours she can submerge to a depth of 30.5m, where the waterline reaches 16m above the main deck. When the Xin Guang Hua has reached her required depth, four heavy-duty air compressors are responsible for lifting the vessel back up.
Semi-submersibles generally show far less motion in waves, making them especially suitable for tasks with very strict motion requirements. Semi-submersibles can also be used as crane vessels, drilling vessels, production platforms and accommodation facilities. The 98,000dwt heavy-lift vessel Xin Guang Hua is the second largest of its type in the world, after the Dockwise Vanguard.