Page 55: of Maritime Reporter Magazine (December 1997)

Schleswig-Holstein

Shipyard Van der Giessen-de Noord

Shiptype Double-Ended Combi Ferry

Ship name Schleswig-Holstein

Shipowner . .Deutsche Fahrgesells

An advance in Finnish propulsor technology is central to a new generation of double-ended combi ferries introduced in 1997 to raise ser- vice levels, and virtually double route capaci- ty, on a key international route in the south- ern Baltic.

Employing a common concept in similar classes of vessel, the German and Danish partners on the Puttgarden/Rodby service have contributed two ships apiece in the wholesale modernization of the

VogelflugLinie (Bird Flight Line) run.

The terminals have also been the subject of major expenditure, so as to dovetail with the new breed of faster, larger ships in the com- prehensive upgrading of the near-sea con- nection for highway and rail links between continental Europe and southern

Scandinavia. Danish Scandlines (formerly

DSB Rederi) concentrated its investment at the north Jutland yard of Orskov, while

Deutsche Fahrgesellschaft Ostsee (DFO) took its newbuilding requirement to Van der

Giessen-de Noord in the Netherlands. The 15,187-gt Schleswig-Holstein gave first form to the German renewal program.

The new vessel and its consorts mark a step 54 change in service performance, cutting the crossing time to just 44 minutes, and incorpo- rating a high-redundancy, diesel-electric pri- mary power installation and the innovative

Contaz (contra-rotating azimuthing) propul- sor system devised by Aquamaster-Rauma.

Schleswig-Holstein is fitted at each end of its symmetrical hull with two of the Contaz azimuthing propulsion units, which confer a high degree of maneuverability, rapid acceler- ation, efficiency optimization, and claimed benefits in regard to noise and vibration lev- els. The system facilitates swift berthing and departure, a vital aspect of the intensive, around-the-clock sailing pattern that charac- terizes the Puttgarden/Rodby operation.

No less significant, the adoption of the

Contaz arrangements has also facilitated the use of a more hydrodynamically expedient form at each end of the vessel, reminiscent of a bulbous bow, which has brought benefits in speed, propulsion efficiency and directional stability. In addition to efficiency, the power- ing arrangements based on a central diesel- electric plant reflect particular considera- tions of operational flexibility and service reliability, since the availability of five diesel- generators provides a margin that will allow schedules to be made up in the event of weather delays or other factors, while imbu- ing a high degree of redundancy.

The prime movers are five MaK M32 medi- um-speed engines running at 600 rpm, three (Continued on page 86)

Sea Jaguar

Shipyard Daewoo Heavy Industries Ltd.

Ship type Containership

Ship name Sea Jaguar

Owner/operator Conti/NSB

Sea Jaguar

Main Particulars

Designer Daewoo Heavy Industries

Flag Panama

Classification GL

Contract date May 1995

Float out date January 1997

Delivery date April 1997

Length, o.a 674 ft. (205.5 m)

Length, b.p 639.7 ft. (195 m)

Breadth, molded 90 ft. (27.4 m)

GT 24,053

DWT, design 22,100 metric tons

DWT, scantling 28,300 metric tons

Draft, design 28.9 ft. (8.8 m)

Draft, scantling 33.1 ft. (10.1 m)

Speed, service 20 knots

Complement 5

Cargo capacity 2,113 TEU

Bunker 2,200 cu. m.

Water ballast 11,100 cu.m.

Fuel consumption 49.7 t/day at NCR % High tensile steel 14.6

Main engine Korea Heavy Ind. B&W 7L60MC

HP 18,200 bhp at 123 rpm (MCRJ/l 6,380 bhp at 118.8 rpm (NCR)

Propellers Thyssen

Thrusters Kamewa

Generator engines Wartsil

Thruster motor Narelli

Generator Wartsila

Emergency generator Ssang Yong

Motor starters KT Electric

Anti-heeling system Frank Mohn

Shaft couplings Daewoo

Engine controls Norcontrol

Steering gear Tongmyung

Deck machinery Kocks

Shafting Daewoo

Bearings Blohm+Vos (Continued on page 86)

Maritime Reporter/Engineering News