ferry profile Stavangerfjord/Bergensfjord
Bergensfjord arrives at BGF shipyard after having its hull fitted at Stocznia Gdansk shipyard
systems. One of the main challenges was that initially there was no dedicated space for them in the original design of the vessel. Mr Kalkvik commented that “we just had to come up with some clever ideas together with the Rolls-Royce and Alfa Laval to make it happen, as it was not easy.” Each vessel has been fitted with four waste heat recovery economisers, with a superheater and an evaporator installed after each one. A common steam drum connects to each of the four economisers to produce saturated steam, which is connected to the superheaters and to the steam turbine. The latter was provided by steam turbine generator manufacturer Shinko, a partner of Alfa Laval. These were not the only challenges encountered along the
construction journey: the vessels were originally designed to be night ferries, but Fjord Line decided early on in the project to combine them as day and night ferries. Originally the plan was to sail to Bergen and Stavanger by night and then stop at the final port Hirtshals for the day, before starting their night routes again. But Fjord Line found that, instead of just staying in the port for the day, the ships had time to go to Langesund too. “The Fjord Line project is one of the most challenging
OUTFIT/EQUIPMENT Ship design
Design services – architect
Main LNG engines 4 x 5500kW
LNG tanks
Bridge and navigation equipment
Waste heat recovery system
HVAC
Lifeboats Davits MES
ICCP system
Bergen Group Fosen Finn Falkum Hansen
Bergen Engines (Rolls-Royce)
Aritas (through Rolls-Royce) Thrusters (2 x 1,600kW), steering gear,
stabiliser fins, rudder: Rolls-Royce L-3 Valmarine
Aalborg (Alfa Laval) Novenco
Fassmer
Davit International Viking
Cathelco
ropax/cruise ferries ever designed,” BGF’s Mr Larsen summed up, “due to its combined operation as a night and day ferry. While other operators can dedicate their design to operation as a day or night ferry, these two vessels had to be able to meet both requirements.” The day/night ferry design was created in close cooperation between the yard, Fjord Line and architect and design company Finn Falkum Hansen. By using space in the most optimal way, they were able to create enough cabins for night and enough deck space for day. BFG explained: “To combine the use of a day and night ferry, we designed the ships with a dedicated deck for public area, providing an intimate and flexible atmosphere for travellers and, leaving the other areas as dedicated cabin areas for both the mainstream and high end market. The way it is designed enables the logistics required for both areas.” In addition the ships are designed to handle both high and low season by adding flexible seating on the tenth deck during the summer season. During winter, parts of the ship can be closed down, enabling lower crew numbers and less cleaning and maintenance. Furthermore, the nature of the design means that later development of a spa area on the tenth deck is possible. Another stand-out feature is the hull, which was tested
by both computational fluid dynamics (CFD) and tank tests at Norwegian marine technology research institute Marintek. BGF’s Mr Larsen said that the main aim was to design a hull that was capable of high speed (21.5 knots service speed) with a limited use of power. The use of CFD was a first for the yard and boosted the
hull’s optimisation. Before BGF invested in the CFD software, it would use the normal procedure for calculating the resistance of a ship: it would make a model of the ship and place it in a towing tank to calculate its resistance, focusing in particular on the bulb, before creating it in full scale. A bulb used on a similar vessel would be tested and adapted for the newbuild. However, by using CFD, many more options were
available. “CFD instead allowed us to carry out this process on the computer,” explained BGF’s project and design naval architect Eirin Stangeland – who worked with the software to create the bulbs on the twin vessels. “It is quite expensive to go to a towing tank and test, for example, 10 different bulbs,
20 I Passenger Ship Technology I 2nd Quarter 2013
www.passengership.info
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