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consultancy Knud E Hansen brings together proven technologies in what constitutes an as yet unique class of ship. For instance, it will accomplish offshore place- ment tasks using six jack-up legs, and 300-ton and 50- ton cranes, while propulsion and positioning will be affected with four 1.5-MW thrusters, giving a maxi- mum speed of 10.5-knots. The vessel has been config- ured to transport and handle 10 turbines, and will accommodate a full engineering crew of up to 50 per- sons. Det Norske Veritas' expertise in the offshore ves- sel classification will be brought to bear on the project.

Mayflower has engaged the Cardiff-domiciled Graig

Group, a shipping, shipmanagement and marine ser- vices company with strong connections in the Nordic and Chinese markets, to provide it with technical sup- port for the scheme. Graig's input has already included advice on yard selection, introduction of Knud E

Hansen and DNV, and assistance in contract negotia- tions and technical issues, and will also encompass newbuild supervision. The Welsh firm also hopes that the relationship will extend into the operational phase, by way of technical husbandry of the vessel.

Graig points out that the Shanhaiguan yard in China is no stranger to specialized vessels, having a track record in FPSOs (floating production, storage and offloading vessels).

A commitment in the mid 1990s to a major and ongo- ing program of multipurpose cargo vessels incorporat- ing a heavy-lift capability opened a new chapter for

Graig, such that the company ranks today as a signifi- cant player in global project cargo shipping and provider of technical shipmanagement services for 33 vessels. It has also emerged as a leading figure in tech- nical supervision at Chinese yards, a role that has included a series of 19 ships from Zhonghua Hudong.

New Capacity for the Antarctic

Just as the vessels built for arduous and challenging offshore tasks testify to the maritime industry's capac- ity for innovation and propensity for working on new frontiers, that sector of the business involved in opera- tions to the polar regions is characterized by a special verve.

Norwegian firm Polar Ship Management encapsu- lates that spirit, continually investing in its fleet and acting on new opportunities for its core skills and resources while developing a broader business plat- form. Although a traditional, integrated shipping com- pany, its disposition towards tailor-made service pack- ages and vessels for polar expeditions and research, polar resupply, seismic survey, offshore support and cable-laying, sets it apart from conventional, main- stream players in the shipping market.

More power to its elbow has just been conferred by the delivery of the 294-ft. (89.7-m) Polarbjorn, which combines an Antarctic expeditionary and research capability with a suitability for a range of offshore and cable support tasks. The marriage of abilities is expressed in a robust construction and ice bow, large open working deck areas tended by heavy-duty craneage, extensive accommodation and laboratory facilities, and big foreship helicopter platform.

Built in western Norway by Havyard Leirvik, Polar- bjorn entered service under the initial employ of ener- gy group Statoil, and is the third new ship to have been commissioned by the company in as many years. Polar

Prince, designed for inspection, maintenance, repair (IMR) and subsea inspection tasks, went on five-year charter to Subsea International on delivery from

Flekkefjord Slip & Maskinfabrik in mid 1999. A sec- ond ship from Flekkefjord, Oceanic King, was adapted after delivery in 2000 for a dedicated cable laying and maintenance role.

Polarbjorn offers 2,900-dwt as a polar-going vessel on 24-ft. (7.2-m) draft, and 3,700-dwt in offshore mode on 25-ft. (7.8-m) draft. Within relatively compact over- all dimensions of approximately 295 ft. (90 m) length by 59 ft. (18-m) breadth. Some 780-sq. m. of open deck area is afforded by the aft deck and shelterdeck, plumbed by a 60-ton main crane, with the added facil- ity of 12.5-ton crane for remote-operated vehicle (ROV) deployment or other duties. There are three underdeck cargo hold compartments within the mid- ship parallel body.

The vessel's main propulsion system based on two Rolls-Royce Bergen engines of 4,605-bhp apiece driving a single, nozzled controllable- pitch propeller is complemented by an extensive thruster array for position-holding and precise maneuvering. The Brunvoll thruster outfit, amounting to an aggregate 6,725-bhp, comprises two tunnel units forward and two aft, plus a retractable azimuth thruster in the foreship section. The integrated maneuvering and dynamic positioning sys- tem is of Kongsberg Simrad origin.

While Polarbjorn carries a standard marine crew of about 16-19, it has been fitted with a total of 100 berths so as to accommodate charterer's personnel.

One of the fleet's modern vessels, the 4,000 gt Ernest

Shackleton (ex-Polar Queen), is the subject of a 15- year agreement with British Antarctic Survey (BAS). It had previously been engaged for Australian Antarctic resupply duties and other work, having a broader off- shore survey and ROV support capability.

Redundancy at A Premium

At an estimated build cost some 25-percent higher than a standard Aframax tanker, classification society

Bureau Veritas and French shipowner Services &

Transport have come up with a new Ecomax tanker proposal, design-optimized for pollution prevention.

The Aframax-sized vessel would have two indepen- dent engine rooms, power supply systems and steering gear, increased hull scantlings, reduced high tensile steel content, and duplicated navigation equipment with off-track monitoring. In the event of failure of one power plant or propulsion line, the tanker would still be able to make 12.5-knots, compared with 16.5-knots from both main engines.

It is felt that perceptions of cost and value have changed since the Erika disaster, and it is contended that build costs would reduce in the face of any future demand resulting in serial or repeat production. Be that as it may, the shipowning sector at large will first reg- ister the price premium, notwithstanding the attributes over-and-above a standard Aframax, unless there is a particular business incentive in some shape or form, arising from specific trading or charterer conditions, that can be seen to justify the higher capital outlay.

Norwegian Navy Picks GE LM2500s

GE Marine Engines reported that its LM2500 aeroderivative gas turbine will power five new

Royal Norwegian Navy F310-class frigates, which will be built by IZAR Construcciones Navales,

S.A., at its naval shipyard in Ferrol, Spain.

This is the first naval CODAG configuration to be installed by IZAR. The Germany Navy uses an

LM2500-based CODAG configuration on its new

F124-class frigates. The CODAG configuration on each F310-class frigate will consist of one GE

LM2500 gas turbine, rated at 21.5 MW/28,832 shaft hp, combined with the two diesel engines for a total propulsion system rating of 30.5 MW.

The gas turbines will be manufactured at GE's

Evendale, Ohio facility, and delivered to IZAR starting in December 2002. The F310 frigates are scheduled for commissioning starting in Septem- ber 2005 through September 2009.

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December, 2001 11

Wartsila In Talks To Acquire

John Crane-Lips

Smiths Group and Wartsila Corporation announced that they were in exclusive discussions regarding a possible sale by Smiths Group of John

Crane-Lips to Wartsila.

Wartsila and John Crane-Lips entered into a strategic alliance in October 2000 to provide total marine propulsion power systems through the

Wartsila network.

The acquisition of John Crane Lips would enhance Wartsila's position as the leading global ship power supplier.

The acquisition would generate additional sales of more than EUR 200 million for the Marine &

Licensing division of Wartsila. A definitive sale agreement would be subject to the approval of rel- evant authorities.

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