NEWS
Litigation China yard sues
Wärtsilä Wärtsilä has denied supplying a reconditioned land-based power generation plant to Rongsheng Xixiakou Shipyard Co in a two ship deal for Spliethoff Bevrachtingskanoor of Te Netherlands. Rolf Stiefel, director of sales and general manager
ship power China for Wärtsilä, told The Naval Architect: “We are currently ordering equipment for the second ship, another multipurpose vessel of around 20,000dwt, but these ships do not have an owner.” He went on to say that litigation in the original case is on-going in Shangdong province. In an earlier discussion with Te Naval Architect
Stiefel had stressed that Wärtsilä’s “aim is to settle any dispute with customers [out of court], but the yard has not been very responsive,” however, Stiefel emphasised that the engine supplied was new, “we never supplied an old engine, he said.
Ship design ABB unveils feeder
design In partnership with Danish naval architect Knud E. Hansen ABB Maritime Solutions has unveiled it design for a 2116TEU container feedership optimised for port calls in Bangkok, Tailand. Te new ship design has a smaller main engine, of 16MW from 23MW in a comparably sized conven- tional feeder vessel, but can maintain the same level
of speed and with 15-25% increase in fuel efficiency claim the partners. In addition the deckhouse has been moved forward
to a more central position which will give the vessel greater design strength, will mean less violent movements in heavy weather and will reduce noise and vibration says ABB vice president of ABB’s merchant vessel division Birger Myklebust. He added: “ABB’s vision is to be part of the whole
ship planning process and we want to move into a new market segment. Tere are many large container vessels on order so there will be a need for feederships.” An electrically driven ABB Azipod unit will propel
the vessel and with its capability of rotating 360degs the vessel will be highly manoeuvrable and will not need tug assistance in port. Attached to the Azipod is a main propeller, smaller than on a conventional ship with a smaller contra-rotating propeller in front offering greater efficiencies. In addition to the main engine the vessel will have
three auxiliary units that will provide up to 8MW of power, enough to run the vessel at a speed of 13knots if necessary and to power up to around 500TEU in reefer capacity, or more with some configurations. Te main limitation on reefer boxes is access to the boxes, say the partners, rather than electrical power. As the vessel is operated through an electrical
system optimised through ABB’s DC Grid the 172m, 18,000dwt ships will be capable of operating at any speeds between 2-21knots, though main engines will allow the vessels to operate at a maximum speed of 18knots so higher speeds will be achieved through using power from the auxiliary engines. According to Myklebust the Azipod propulsion will improve fuel efficiency by 4%, optimised hull
Artists impression of ABB and Knud E. Hansen’s Bangkok Max container feeder vessel showing the contra-rotating propellers and Azipod.
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The Naval Architect January 2012
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