buques.ppt

UNIVERSIDAD DE OVIEDOÁrea de Tecnología Electrónica ++ ++

13326 - Electrónica de Potencia (Diplomado Máquinas Navales)

1 Hatch Cover2 Rudder3 Monkey Island4 FO`CSLE (Forecastle)5 Shell plating6 Bulbous bow7 Crew accommodation8 Quarter Deck9 Ship's Office (Smoko)10 Stern Tube11 Bridge12 Loadline Marks (Plimsole Line) (3 lines: Tropical waters, Summer time and winter time)

Bulkcarrier



Drillship



Fesco Sakhalin Icebreaking and Support Vessel

The Fesco Sakhalin provides icebreaking and support operations to the Sakhalin offshore

project.

The double-acting vessel concept means the ship travels bow-first in ice-free conditions and approaches ice stern-first using azimuthing electric propulsion.

POWER AND ELECTRICITYPower is provided by a diesel-electric system which centres around three eight-cylinder Wartsila 38B gensets.

Each engine can deliver 5,800kW of power at 600rpm.

Electricity is provided by an ABB 6,847kVA synchronous generator.

This supplies electricity at 3.3kV/50HZ.

A secondary genset is available for harbour supplies.

This consists of a six-cylinder Wartsila 20 diesel engine which is rated for 1,080kW at 1,000rpm.

The icebreaker also has an emergency Caterpillar genset.

PROPULSIONPropulsion is carried out by a pair of 6.5MW ABB Azipod V16 DAS pods which are designed to meet DNV Ice Class 10.

These are used to 'eat up' the ice rubble while the waterflow flushes the hull. Each Azipod has four hydraulic steering motors.

There is a hydraulic power unit with two electric motors connected to hydraulic pumps which provide the power for the steering system.

One of the electric motors is connected to the main network while the other is connected to the emergency network.

There are also two Kamewa Ulstein TT2200 tunnel thrusters units with high ice class.

ELECTRICS AND HEATINGThe main switchgear and transformers were supplied by ABB.

The distribution boards and starters were provided by Estonian specialist company Harju Elekter.

Aalborg supplied a Unex CHB-4000 oil-fired boiler with Oilon RP300 M heavy fuel burner to provide steam for heating the cargo tanks and fuel oil, warming cabins and fuel oil separators.

The vessel is classified under the notation 1A1, Supply Vessel, Icebreaker ICE-10, DEICE, Standby Vessel, Fire Fighter I, NAUT-OC, DK (+), HL (2.0), DYNPOS-AUT, OILREC, SF, EO.

Three Wartsila 38 main engines provide the power for the Fesco

Sakhalin.



Suction Dredger



Chemical Carrier



Wind Turbine Installation Vessel

The system elevating capacity is 2,500t per leg and holding capacity is 5,000t per leg.

The Mayflower Resolution during installation of turbines at the North Hoyle offshore wind farm.

The six-leg vessel can be jacked clear of the water, turning it into a stable working platform.

The Mayflower Resolution has been designed to install wind turbines in hostile coastal environments.

VESSEL POWERVessel power is supplied from two sets of two Mitsubishi S16R-MPTK-2 main generators, with a capacity of 1,920kW at 1,800rpm, and two Mitsubishi S6B-MPTA harbour generators (276kW at 1,800rpm) located in each of two engine rooms, port and starboard. One Mitsubishi 6D24TC emergency generator, which supplies 210kW at 1,800rpm, is located in a separate room in way of No.2 leg. Power distribution is via two switchboard rooms, port and starboard. Main power is 690V AC which is transformed to 440V AC and 220V AC for auxiliary machinery and small power consumers.

The Mayflower Resolution has been designed to install wind turbines in hostile coastal environments. It was constructed in China's Shanhaiguan shipyard at Qinhuangdao



Bulkcarriers ("bulkers")are the great work horses of the shipping world, carrying raw dry cargoes in huge cavernous holds, such as coal, iron ore, grain, sulphur, scrap metal. Currently there is a huge demand for these vessels, driven by the extraordinary expansion of the Chinese economy. Imports of iron ore into China have boosted the earnings of bulk carrier owners as freight rates have gone through the roof into uncharted territory.The vessel on the left is that rare beast called a "geared" bulkcarrier, so called because it carries it's own cargo cranes - very useful when visiting ports lacking portside cargo handling equipment.The vessel on the right is a more regular design of "gearless" bulkcarrier.Bulkers range from about 25,000 Deadweight tons ("handysize") through the medium size ("Panamax") vessels of about 75,000 DWT, to the giant ("capesize") vessels of over 200,000 DWT. Due to the heavy use that these vessels are put to, their life-expectancy is less than it would be for say, a container ship. A problem facing the industry is that with freight rates so high, there is little incentive for ship owners to scrap the older tonnage when it is still able to earn very good money. As we have seen, the dangers of running old bulk carriers can be catastrophic, not only for the vessels and their insurers, but also for the crew who have to man them.



Heavy lift vessels are quite amazing vessels, built to load, carry and discharge large, unusual shaped cargoes (or even smaller vessels) that will simply not fit inside the holds of conventional vessels.

Shaped quite unlike any other cargo vessels, some heavy lift vessels can be ballasted down, so that cargoes (often on pontoons) can be floated on. The vessel is then raised, lifting the cargo, (now resting on the deck of the heavy lift vessel), out of the water, ready for ocean transit, often to the other side of the world. These specialist vessel are often used in the oil industry for the carriage of jack up rigs. Other unusual cargoes can include power plants, desalination units, generators and yachts. In 2003, heavy lift vessels were used to carry away the cut up sections of the TRICOLOR when she was removed from the bottom of the Dover Straits.



Tankers are designed to carry liquid cargoes (not just oil) although the carriage of crude oil has brought the tanker unwelcome attention and largely unjustified criticism. Oil tankers come in two basic flavours, the crude carrier, which carries crude oil, and the clean products tanker, which carries the refined products, such as petrol, gasolene, aviation fuel, kerosene and paraffin. Tankers range in all sizes, from the small bunkering tanker (used for refuelling larger vessels) of 1000 DWT tons to the real giants: the VLCC (Very Large Crude Carrier) of between 2-300,000 DWT and the ULCC (Ultra Large Crude Carrier) of over 300,000 DWT

HANDYSIZE TANKER = 20,000 - 30,000 DWT

HANDYMAX TANKER = approx 45,000 DWT

PANAMAX TANKER = approx 79,000 DWT

AFRAMAX TANKER = between 79,000 - 120,000 DWT

SUEZMAX TANKER = between 120,000 - 180,000 DWT

V.L.C.C. TANKER = between 200,000 - 300,000 DWT

U.L.C.C. TANKER = over 300,000 DWT It should be remembered that over 60% of the world's oil is transported by these tankers, and over 99% of that arrives safely without causing pollution. Indeed most oil pollution seen on beaches comes from the engine rooms of vessels (of all types) and not from the cargo tanks of tankers.

To ensure that oil tankers transport to all parts of the world, and not just the affluent western countries where freight rates might be expected to be higher, (and therefore tankers congregate), there is a system called WORLDSCALE, which ensures that net freight earnings for tanker owners are the same, regardless of length of voyage and varying costs (such as bunkers and port dues), so that a tanker will earn (net) as much per day on a route that is long and arduous as they will on a short and low cost voyage. This ensures that tankers take their goods to all parts of the world and don't just concentrate on the lucrative Middle East to Western Europe or USA routes.



Refrigerated Cargo Carrying Vessels ("Reefers") are purpose built to carry fruit, meat and other food products across the sea in a fresh and clean manner.

Perhaps the most famous of these types of vessels are the banana carriers, trading between the Caribbean and Europe. They are sleak and fast, as their trade demands, with cooling (refrigeration) equipment to keep their cargoes fresh.Historically the months of February and March see the greatest use of these vessels. This gives a clue to their current weakness, from a commercial point of view. Any vessel which is governed by highly seasonal trades, will inevitably have high and low activity periods during a year. At some points, there is very little work for dedicated refrigerated cargo vessels, making them rather inefficient, compared to container ships, (now with reefer box capabilities) which can switch trades in low season to carry other goods. The dedicated reefer vessel (probably the most loved type of cargo ship to work on as a seaman) is therefore becoming less common, with fewer being built each year.



The LNG carrier (Liquified Natural Gas) and it's cousin the LPG carrier (Liquified Petroleum Gas) are products of the late twentieth century. LNG and LPG are the preferred fuel types of certain countries for their industrial power needs. Japan is one such country, and so LNG needs to be transported to Japan, but is not the easiest of cargoes to be transported. In its natural state, LNG is a gas, so to transport it, it needs to be either pressurised into a liquified form, or kept as a liquid by reducing the temperature (simple application of Boyle's Law in physics !).

The shape of the LNG Carrier is quite unmistakable, with the shape of the Moss tanks (which are like enormous spherical thermos flasks !) visible along the deck, which has led to the nickname of "Dinosaur Eggs Carriers". An alternative design is known as the "membrane" type, which allows for a more standard shape of vessel without the "eggs".

Obviously, the carriage of an explosive gas - kept at below freezing temperatures as an unstable liquid presents a very dangerous cargo, yet it is for this very fact, that LNG Carriers have about the best safety record of all maritime vessels. Only the best officers and crews are employed on these vessels, and the vessels themselves are maintained meticulously, and renewed frequently. There have been accidents involving LNG / LPG carriers, but where such events have occurred, the crews or salvors have so far, successfully managed to vent off the cargo into the atmosphere, thus rendering the lethal cargo harmless.



The car carrier or more correctly the P.C.C. (Pure Car carrier) or P.C./T.C. (Pure car/truck carrier), could never be described as a beauty of the seas, yet in it's rectangular design, is purpose built to carry large numbers of cars.

Manufacturers of cars, mainly in Japan and Europe, use these vessels to ship large quantities of their products around the world. Every Japanese, Korean, or European car you see on your roads, may have been brought across on one of these car carrier vessels

A few years ago, a car carrier, called the REIJIN ran aground and partially submerged off Spain, full of Japanese cars. The manufacturers were so scared of people stealing whole cars or parts from the wrecked vessel (which was easy to reach from land) that they ordered the vessel, and it's cargo of brand new vehicles, to be towed out into deep water and sunk.

More recently, the TRICOLOR sank after a collision with another vessel in the English Channel, proving, yet again, the inherent weakness in the design of vessels with a single massive hold. OK...until water gets in. With no watertight bulkheads, the free surface effect of that water rapidly de-stabilises the whole vessel. In a matter of seconds they can capsize.



The Containership or "Boxship" is the great success story of the last 40 years. General cargo was historically carried in dry cargo vessels, without any particular specialisation. Cargo loading and unloading was always a slow, labourious task, due to the varying shapes, sizes, weights and fragility of the numerous cargoes being carried on any one vessel. The idea of standardising the carrying box, or container at 20 feet long was a breakthrough that allowed for vessels to be designed to carry these standard sized boxes, and for dockside equipment also to be designed to lift , stack and store these specific shapes.

In 1937, a New Jersey truck driver named Malcolm McLean, sitting in his truck at the New Jersey Docks suddenly had a novel idea. Instead of large numbers of stevedores having to manually load cargo, why not create a standard shaped box into which goods can be handled in a standard way ? His idea took 20 years before the first container transit was undertaken (with his own money, because no shipowners would listen to his idea) In 1969 Malcolm McLean retired as a multi-millionaire !!!

So, from a "back of the fag-packet" idea was born the container ship. Initially, these were small vessels of up to 10,000 DWT, carrying no more than a few hundred TEU (Twenty foot Equivalent Units), but have grown in size as the success and economies of these vessels have become more obvious. Today's container ships are being built to take 8,000 T.E.U., with plans to build 10 - 12,000 TEU ships.

As well as the Twenty foot container, many goods need larger boxes, so there is a larger standard sized container, the FEU (Forty Foot Equivalent Unit). On board a modern containership, the complex method of loading the TEU and FEU in an order that will facilitate offloading at the other end is now largely computerised. As if specially designed to give Chief Officers a headache, a modern development is the "high box", a standard container in length and width, but 9' 6" high (instead of the standard 8'). Refrigerated containers ("reefer containers") have become very popular for the carriage of meat and fruit. Due to their flexibility of usage, these reefer containers are gradually destroying the need for specialised "reefer" ships, whose numbers are declining due to their business being taken over by these reefer containers.The containers are anchored by "twist locks", which simply twist round to lock the 8 corners of the container to the neighbouring container. The outside of the whole stack is then further fixed with lashing poles diagonally from corner to corner. These vessels are built for speed, and can reach upwards of 28 knots, moving cargoes around the world. Globally storing and returning empty boxes has become an industry in itself !

Through-transport or inter-modal transport, means that these containers can be offloaded from a ship, and rapidly loaded onto trains or onto container lorries for onward transport to the place of delivery. Recently, this has led to serious security concerns.



The BG Ireland

was built at Volharding Shipyards in Eemshaven, based on a hull supplied by Daewoo Magnalia Heavy Industries of Romania. It is owned by Unitas Schiffahrtsgesellschaft. The BG Ireland is a single-deck container vessel with a raked stern and bulbous bow. The forecastle deck is covered to minimise potential green water problems.

POWERElectrical power is principally provided by two main generator sets,

consisting of 371kW marine diesel engines driving a Stamford HCM534C2 generator and a 1,150kW Stamford type HCM 734F2 unit.

This can provide:

440V three-phase,

230V three-phase

230V 60Hz

24VDC current

Single-Deck Container Vessel



Dry cargo vesselsUntil vessels started to be built to carry specific cargoes, all vessels were simply general or dry cargo vessels, ie built to carry any and all cargoes either in drums and bales or on pallets. Such cargoes were put in general holds with no specialisation. The role of the general/dry cargo vessel began to wane with the arrival of bulkcarriers and tankers, but the decline of these general vessels has accelerated since the arrival of containerisation (in the 1960's). Not only are container ships able to carry greater volumes of cargo in standard shaped cargo containers, the time spent loading and discharging has been dramatically reduced. Whereas a dry cargo vessel may take 3 - 4 days to load or discharge, a container ship can achieve the same in a matter of hours. Although general/ dry cargo vessels remain as the largest (in pure numbers) of cargo carrying vessels, they are often smaller (rarely above 50,000 Gross tons) than the specialised vessels that are slowly replacing them.



RemolcadoresTUGS

The tugboat has a number of functions ranging from towing vessels into berths, to firefighting, salvage and anchor handling/positioning.

Tugs range in size (and power) depending on the tasks that they required to perform. A small harbour tug may only have 3 - 400 BHP (Brake Horse Power), whereas a large ocean-going salvage tug may have up to 10,000 BHP engines, capable of towing large cargo vessels off sandbanks and rocks.

The European tug (as pictured above) is very different in shape and size, from the U.S. "Pushboat" which can be seen plying up and down the Mississippi river system, and modern European style tugs are being built with their engines amidships, propellers on the two sides of the vessel, to allow 360 degree manoevrability, ie turning on a sixpence, and sailing in any direction with equal ease -forwards - backwards - sideways. They are great fun to steer -believe me, I know !!!



Svitzer Bristol - Tractor Tug

The Svitzer Bristol is the first of a series of four tractor tugs built by the Spanish shipyard Astilleros Zamakona of Viscaya for the Copenhagen-based Svitzer Marine.

It was designed by the Spanish naval architects Cintranaval and will work in the Avonmouth area.

A second sister tug, the Svitzer Brunel, is planned for operation in Liverpool.

The Svitzer Bristol has a length of 29.5m, a breadth of 11m and a depth of 4m. It has a maximum draft of 5.9m.

ENGINES AND POWERThe tug has a large engine room, which incorporates both the main and auxiliary engines. The vessel is powered by a pair of Niigata 6L28HX main engines, which run at a maximum continuous rating (MCR) of 720rpm. This produces the total of 4,087bhp.

The engines are connected to programmable Nico-Omega slipping clutches linked to a pair of azimuthing ZP-31 propulsion units - also supplied by Niigata. This gives a running speed of 12.3 knots. In operation, the tug is able to produce a bollard pull of 58.5t.

The engines additionally drive a Norgear Kumura 2FGEC/280 gearbox connected to centrifugal fire pumps. The two main fire pumps are Kvaerner Eureka systems, one with an output of 1,200m³/min and the other of 1,500m³/min. These are linked to Fischcon water foam jet nozzles located on the wheelhouse roof and remotely controlled from the wheelhouse.

Electric power is provided by a pair of 225kVA Stamford generator sets, which are powered by a Volvo TAMD 103 diesel engines running at 1,500rpm.

These have an output of 415V at 50Hz.

There is also a 44kVA Harbour set.

The switchboards for the electrical system is forward of the propulsion system.

The tug is classified by the Lloyd's register with the notation +100A1 TUG IWS +LMC +NMS FiFI Class 1 with Water Spray

buques.ppt

Documents

electrnica

universidad

hostile coastal

diplomado

install wind

heavy lift

dry cargo

deck container