In-depth | BRAZIL
FEATURE THEME Brazil finds its niche
Brazil stated to be the next big thing in the industry has looked to tailor made designs for its come back to the shipbuilding industry
D
espite the large amount of bulk cargoes exported by Brazil the return of the Brazilian shipbuilding
to the bulk carrier market is still modest and the order book is composed of vessels mainly dedicated to the Brazilian cabotage market. Today, the market for newbuildings in
Brazil has started to improve following a long fallow period. Orders are now being the driven by the cabotage market which needs dedicated vessels. Two projects mentioned below have entered a specific Brazilian niche market for tailor made ships specially designed to fulfil requirements established to optimise sailing and port operations along the Brazilian coast and navigatable rivers that are part of the Brazilian trade routes. Te bulk carrier sector is one part in the
niche market for tailor made ships that is growing, effectively surfing on the new economic wave generated by new demand in the market. Currently, the order book is composed
of two 80,100dwt bauxite carriers to be constructed at EISA shipyard and two 81,000dwt Kamsarmax bulk carriers at Rionave shipyard. PROJEMAR is responsible for the design of these two ships that will soon be on the market. Te first project will see the first in the
series of two 80,100dwt bauxite carriers that is of a tailor made design for owner, LOG-IN, to operate on a fix trade between the Trombetas port and the port of Vila do Conde, where the aluminium factory is located. Te route that these ships will take will start with the
loading of them at the Trombetas port, located on the Trombetas River, north of the Amazon River. Operators sailing the narrow river know it as the ‘monkey route’ because of good manoeuvring characteristics have been a mandatory design premise for safe navigation of the route. Te first vessel is scheduled for delivery
in the third quarter of 2012. Te ship design concept includes many features specific to operational conditions and has been developed taking into account the characteristics of the Northern Brazilian ports, particularly with regard to length, draught and beam restrictions as with manoeuvrability in narrow rivers with sandbanks. Due to the requirements of optimal
performance at the ports, the cargo holds structure design and the ballast system design allows for optimised loading and unloading sequences in single-pour/single- pass operations. Intended to navigate in areas where the environment is very sensitive, the ship design also incorporates green aspects like the use of water lubricated stern tubes and double-hulled oil tanks. The ships are fitted with two inclined
longitudinal bulkheads and five transverse corrugated bulkheads with upper and lower stools, dividing the cargo region in six cargo holds and six pairs of wing ballast tanks. Te cargo holds are fitted with hydraulically operated side-rolling hatch covers of two panels each and strengthened for regular discharge by heavy grabs. The propulsion installed is arranged with a two stroke main
Brazil’s bulk carrier market boosts local yard demand
engine of 9960kW x 124rpm direct coupled to a controllable pitch propeller, giving a service speed of 14knots at 90% MCR. In order to allow good manoeuvrability on the rivers and restricted manouevring basins, the vessels are equipped with a high liſt rudder and two bow thrusters, with the electrical supply from four 520kW diesel generators. Te second project will see a series of
two 81,000dwt Kamsarmax bulk carriers designed for the Brazilian owner ELCANO and constructed at Rionave Shipyard to operate on the cabotage market. Following a market strategy defined by the owner, this vessel has a concept of a typical Kamsarmax bulk carrier, where some additional features specific to the operational conditions of the Northern Brazilian ports have been incorporated, particularly those related to manoeuvrability in narrow rivers. Te ships will be fitted with six transverse
corrugated bulk heads with upper and lower wing ballast
tanks. Cargo holds
are fitted with hydraulically operated side-rolling hatch covers of two panels each and strengthened for regular discharge by heavy grabs. Te propulsion installation is arranged with two stroke main engine of 11100kW x 105rpm directly coupled to a high efficiency fixed pitch propeller, giving a service speed of 14knots at 85% MCR when considering 15% sea margin. In order to allow for good manoeuvrability on the rivers, the vessels will be equipped with a high liſt rudder. Electrical supply is provided by three 550kW diesel generators. NA
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The Naval Architect September 2012
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