FINLAND
establish the functioning of the ship, its machinery, and equipment in the prevailing Arctic conditions. Open-water service speed is anticipated to be 15.50knots.
The diesel-electric machinery consists of
three Wärtsilä 12V32 diesel engines, each with a maximum continuous rating of 6000kW at 750rev/min, driving ABB alternators each with a capacity of 8314kVA (0.7cosphi) and feeding the 6.6kV 50Hz main switchboard. Current is supplied to a single ABB Azipod with a power of 13MW. The electric motor has double windings for redundancy. Two stainless steel spare blades are carried on board for the 5.6m diameter propeller, stowed on the aft deck; they are designed to be bolted on in case of blade damage. ABB also delivered the main switchboard, propulsion transformers, two high-voltage distribution transformers, also propulsion control and remote control systems. In addition, there is a 750kVAharbour generator set and a 415kVA emergency generator, both supplied by Volvo.
Cargo-handling based on special half-height containers Norilskiy Nickel can load up to a nominal 654 20ft TEU containers, although the heavy nickel will be transported in special containers with only half the height of a standard TEU box - 4ft instead of 8ft. The ship is fitted with one tweendeck, at a height
of 10.45m, for return loads, consisting of general cargo, machinery, and rolling units, much of which needs to be protected from the weather. Due to the existence of a tweendeck, also due to need to transport occasional bulk cargoes, there are no vertical container cell guides. The container stacks obtain their support and fixings from longitudinal and side bulkheads. Longitudinally, there are three main cargo holds, each with a tweendeck, plus one smaller cargo hold forward, which is also suitable for transportation of hazardous cargo. The size of the main deck cargo holds are from aft, 25.6m x 18.1m, 25.6 x 18.1m, and 19.2m x 18.1m. The main-deck hatch covers are of MacGregor design, built at Aker Ostsee shipyard, whereas the six tweendeck cargo hatch covers were supplied and installed by MacGregor. Differing from the SA-15 class, no onboard
cargo cranes (and no stern ramp) are installed, as new Liebherr mobile container cranes will be used exclusively in the port of Dudinka. Also in Murmansk, where cargo is transhipped for onward transportation, land-based cranes are used. As explained in our February 2005 article (page 48), the harbour at Dudinka often floods in early spring, and it is necessary to remove all equipment to nearby hills.
Another feature
omitted in the new ships is a stern ramp. Norilskiy Nickel has a capacity for a complement of 18 persons, accommodated in single cabins. In addition, there are three double cabins and one cabin for the pilot. As required by
regulations for Russian Arctic ships, Norilskiy Nickel also has a sauna, a seawater swimming pool, and a gymnasium.
The ship's console-type bridge arrangement features a full set of navigation and ship- handling equipment and instrumentation, facing both forward and aft. The navigation package has been supplied by Kelvin Hughes, while the Damatic/Valmarine-type machinery control and monitoring system comes from L-3 Communications Corp (which recently acquired Valmarine). There is a free-fall lifeboat supplied by Ernst Hatecke GmbH, with a capacity of 25 persons, and a rescue boat from the same supplier, in addition to
liferafts. Mooring
equipment and deck winches have come from SEC - Groningen BV.
€70 million. The cargo part of the hull, forward of the engineroom bulkhead, was subcontracted to Aker Ostsee in Warnemünde, Germany, and towed to Aker Finnyards' covered Helsinki dock, where joining, assembly, and outfitting took place. Steel blocks for the aft part of the ship were built by Aker's block factory at the Turku yard.
The contract value of the vessel was close to
These were shipped to Helsinki on barges, since steel block fabrication in Helsinki ended two years ago when the yard was changed to an assembly and outfitting facility. The building of Norilskiy Nickel reflects the new operating strategy of Aker Yards, to share the capabilities and resources between its yards for maximum efficiency.
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THE NAVALARCHITECT FEBRUARY 2006
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