diesel-electric plant consisting of four main and two harbour gensets. A relatively high speed of some 14knots will reduce transit time to-and-from port and maximise the time that the vessel can spend working at the field. Propulsion and manoeuvring is arranged with four aſt-mounted thrusters and three forward thrusters, of which two are retractable azimuthing units, able to operate as tunnel thrusters to support shallow water operations. Te units forward can also be deployed to assist in course keeping in difficult sea ways. “Unlike a normal vessel, the thrust
required for dynamic positioning (DP) operations in deep water are extremely demanding due to the drag on the lowered legs from ocean currents,” Mr Goh said. “Te high powered thruster system is connected by a redundant power distribution system which
is necessary to maximize the DP2 operational envelope.” High capacity ballast, heeling and fuel
transfer systems have been specified to cope with movements of large load outs. An advanced load management system reads tank ullages, crane and load movements and can calculate vessel stability, trim and stresses for both planning purposes and monitoring in real-time. Heat recovery is maximised for heating and fresh water generation by using exhaust gas boilers on each of the four main diesel generators. The vessels also have a comprehensive waste handling system to reduce the amount of waste needing to be stored and to provide a high degree of operational redundancy. Furthermore, wastewater can be recycled for technical purposes. “In a market where it is becoming increasingly difficult to attract and retain
Odense yard cut down to size
After a reality check courtesy of international consultancy A T Kearney, Denmark’s biggest shipbuilder, Odense Staalskibsværft A/S set up a new business model in January, and began angling for more specialised shipbuilding projects and touting yard areas for external use.
While confirming that shipbuilding would continue at Lindø, the company’s board acknowledged that new market conditions required new solutions.
While the existing orderbook remains intact, the Lindø yard effectively finds itself sliced in three – it is a shipyard, now focusing on smaller vessel types, and specifically offshore, but it is also an industrial facility for heavy steel products, and a ‘shared facilities’ business offering maintenance workshops to the yard itself and to outside interests. “We are pleased with the new business model for Lindø which we believe is right for the company,” said Finn Buus
Nielsen, managing director of the Odense yard. “The business model is also right for A.P. Moller-Maersk, which will retain their technical knowledge of shipbuilding without having significant risk on a non-strategic business. Finally, it is the right decision for the Munkebo area which is set to gain a number of businesses in the area instead of one dominating business. We will now continue the job of converting the shown interest into firm contracts and the job of getting new orders for the shipyard.”
good crew, much attention has been paid to crew comfort conditions and the amenities available,” Mr Goh said. Each of the crew and contractors will have their own cabin with full wash facilities. Noise levels have been reduced through careful isolation of structures and use of materials. Multiple day rooms, a library, a theatre and a fitness centre with panoramic views are also among the other facilities provided to entertain and improve the working life aboard the vessels. With a large crane and deck space, the
vessel will also be able to transport and liſt large modules for the offshore oil and gas industries. A medium class helicopter platform and a large moonpool to support ROVs and other offshore operations are also provided. It is projected that the first vessel will be operational in the first half of 2011. NA
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The Naval Architect April 2009
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