A number of commercial and regulatory factors have contributed to growth in the RoRo ship upgrading and conversion market over the past year, particularly in the North European arena: The abolition of tax-free sales on ferries in intra-EU traffic forced shipowners to find new sources of revenue.
A declining number of passengers can be countered by converting ships to carry more cargo: for example, by reconfiguring car decks or exploiting former passenger cabin and amenity areas to accommodate more trucks and trailers — and fewer cars.
• Continual search for higher profitability from existing assets rather than investment in new tonnage dictates maximization of cargo capacity and optimisation of handling to speed traffic flows and shorten times in port. A conversion to allow loading and discharging on two levels may be considered, for example, and the retrofit of auto-mooring equipment.
• Safety issues, with maritime authorities and classification societies dictating upgrading/conversion measures by shipowners to maintain certification.
• Trade within the European Union has increased and demanded more cargo transportation capacity.
Increasing road congestion and air pollution call for less-polluting transport solutions. An EU program aims for improved inter-modal freight services, easing the movement of cargo between land, river and sea. and stimulating shipowners to seek more flexibility and efficiency from their fleet units.
• Low interest rates, making investment in upgradings and conversions more attractive.
• Competition from new players entering an arena, such as the Baltic, influencing established ferry operators in the region to execute upgradings or conversions to sustain business.
Swift and cost-effective upgradings/conversions to suit a ship for a different service, freight mix or terminal — or to meet new safety rules — are valued by RoRo passenger and freight ferry operators in changing market conditions. Such projects help to maintain or increase revenues on an established route or to redeploy tonnage in more profitable trades.
Tapping experience from what it claims is the world's largest installed RoRo equipment base. MacGREGOR has executed numerous modernization and conversion projects — often on a turn-key basis embracing initial study, technical solution, design, manufacturing, installation and commissioning. Specialist teams aim to eliminate or minimize downtime by performing as much work as possible while the ship is in service.
Participation by MacGREGOR as an invited specialist in the post-Estonia disaster committee contributed to the Nordic Rule proposals — covering the strength, securing and locking arrangements for bow doors and visors — subsequently adopted by the International Association of Classification Societies (IACS). These addressed the first line of defense (preventing water from entering the vehicle deck).
MacGREGOR has since supplied inner bow doors and carried out bow reinforcements for numerous ferries.
In tackling the second line of defense (improving the ship's survivability if water enters the vehicle deck), the company has undertaken numerous retrofits of flood control doors on RoPax ferries.
Dividing the car deck into watertight compartments with longitudinal or transverse barriers is an efficient way of improving the survivability of damaged RoRo ferries. Flood control doors prevent the free water from spreading over the whole car deck, and thus decrease the total free surface effect and its potential to capsize the vessel.
Side-stowing and top-stowing jalousie types as well as hemicyclic and telescopic doors can be selected from a MacGREGOR portfolio developed to minimize loss of cargo space, operational interference, first cost and weight. Reliability and low maintenance demands were also sought by the designers. Effective 'defense barrier' hardware is vital but some RoRo ferry casualties have underlined the importance of owners and crews being committed to a rigorous operational regime and to maintaining equipment subject to arduous duty. A pro-active approach is urged by MacGREGOR.
embracing regular inspections and reports by specilaists to secure sustained ship safety and cargo handling efficiency.
Operators can take advantage of continual equipment and system refinements.
with relatively small investments often proving highly cost effective.
Upgrading hydraulic or electric systems, for example, is a common option as original equipment ages and components needing replacement become more difficult to source. These can be replaced by contemporary equivalents or by more modern alternatives.
A typical upgrading is the replacement of a manually-operated system by an electro-hydraulic PLC-controlled system, which, via push-button operation, controls the sequences and leaves the PLC to check the signal when the operation is completed.
A new development proving attractive for RoRo ship newbuildings as well as retrofit projects is MacGREGOR's COREX panel for creating fixed and hoistable car decks/ramps. The stainless steel sandwich construction yields a significantly reduced profile (approximately one-third the depth) and about half the weight of an equivalent conventional steel panel.
The resulting lower lightship weight, reduced molded depth and increased stability can be exploited to maximize the operational flexibility of a RoRo ship and extend payload configurations.
Improved profitability and a higher second- hand value are thus promoted.
Weight reduction was a prime factor in Sams0 Linien's decision to retrofit lightweight COREX panel-based hoistable car decks to its small vehicle/passenger ferry Sam-Sine. A larger free height above and below the hoistable car deck was also sought. Replacing the existing hoistable deck with a 98 x 13 ft. (30 x 2.4m) COREX version secured a weight reduction of 10 tons and extra free height on the main vehicle deck. The Danish owner can also anticipate lower maintenance costs from the stainless steel construction.
Ships with conventional car decks and a trailer deck free height suitable for accompanied trailer traffic can be converted to take unaccompanied trailers or to accommodate higher trailers by installing COREX decks. The standardization and modularity of a car deck built from COREX panels foster short lead times for conversion projects, says MacGREGOR, and the containerfriendly decks and associated components can be shipped pre-assembled or for final assembly close to the customer.
Hyundai Heavy Industries ordered COREX panels for the hoistable car decks and ramps of two Seapacer-class RoPax ferries booked by the Swedish owner Stena RoRo. COREX panels were selected for the car decks because of their impact on lowering weight and their significantly reduced thickness compared with conventional car decks.
The latter characteristic enabled the designer to meet the owner's strict specifications for maximum free height on the cargo deck without compromising the stability of the ship.
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, with day facilities for 2,000 passengers, is located in mid-ships leaving the aft end of the vessel open. The cargo is transported on two large car decks. Trailers and trucks are located on the main car deck, which has enough free height over the entire deck for high vehicles, and on the open aft
the lower hold. With only cars onboard the main hold including the total hoistable deck will take 624 cars and the lower hold will take 79 cars. Both car decks offer additional parking area for a total of 142 motorbikes. The ferry features a stern and bow ramp for loading and unloading, and both ramps
NKK (Nippon Kokan) of Japan recently delivered the 42,000-dwt car/bulk carrier Merak Eighty, fitted with temporarily hoistable cardecks, to Irvine Shipping Inc. of Liberia. Shin-ichi Hirayama, president of NKK America Incorporated, said the bulk carrier is NKK's first new vessel equipped with such
items of cargo access gear per ship: an angled stern ramp/door and side ramp/door; nine internal ramps and four internal ramp covers; four liftable car decks, each covering the complete cargo area; two mobile deck lifters; four shell doors, two for bunker and two for pilot access; and a main hydraulic pump
The 10,848-dwt, diesel-powered vehicle carrier Toyofuji 7 (shown above) was delivered recently to Toyofuji Kaiun Kaisha, Ltd. of Japan by Hitachi Zosen, Tokyo. The ship was built at the Setoda Shipyard of Naikai Zosen, a Hitachi affiliate. The vessel is 178 meters long by 29 meters wide by 26.2
trucks, large and small buses, car knock-downs, and containers, in addition to passenger cars. Including the upper deck, the ship has a total of 13 car decks, the fourth and sixth of which are hoistable to permit height adjustments. In addition to a midship shore ramp, there is a stern ramp over which
of 5,300 cars, is designed to transport microbuses, large buses and forklifts, in addition to passenger cars and trucks. The ship has a total of 13 car decks, the seventh and ninth of which are liftable decks that permit height adjustment. On either side at the center and on the starboard of the stern
in early June for service between Valencia, Spain and the Balearic Islands, i.e. Majorca, Ibiza, etc. Designed for 880 passengers and 200 cars, TMV 115 is a 377 ft. (115-m) monohull ferry powered by four 7,200 kW Caterpillar 3618 diesels. The car deck uses an innovative combination of hoistable
Ab. As the Wellamo will spend only about one hour in port, special attention was given to reducing the time required for unloading and loading the car decks, handling provisions and stores, and discharging waste ashore. As in the Svea, careful consideration has been given to the special requirements
, including the choice of hull material. The additional truck lane meters of the TMV 115 have been obtained by using hoistable central and outboard car decks to allow for these taller vehicles. The car decks may be quickly hoisted upwards in a variety of configurations depending on loading requirements
capacity. If an elevator is the only means of transporting cargo to and from a deck, alternative means of operation must be considered. Car decks: Car decks should be stowable to the overhead and lockable with a minimum amount of lost space. Heights under stowed car decks should be sufficient f
material motor. It’s offered with a choice of three of its new 895 E Series model to North handler ever built. The 895 E is powered standard undercarriages. www.senebogen.com by a 755 HP (563 kW) diesel motor or American customers next year. At an es- 9 Southampton JUNE TO 2020 United Kingdom 11 Seawork
and recovery op- signed with long pitch lead to allow the erations when escorting large ships from the port through a narrow channel into diamond shaft carriage under extreme the open sea.” As most tech developments, this one was envisioned to solve a loads to rotate and slide to an unloaded problem
100% tires and are provided with diesel en- company is manufacturing four luf? ng Technology recently supplied a mobile made in Italy products, taking care of gines that supply a total power of 1600 cranes for Vard Braila SA in Romania, boat hoist 1120 – which is actually the the design, the fabrication
FCS 3307 Patrol has a 75 sq. m. as well as redundant fuel oil separators offshore assets of Homeland’s clients ing up to six crew and 12 security per- cargo deck aft rated at 2.5 tons/sq. m. to protect the engines and generators which include many international oil sonnel they can remain at sea for
Fuel Oil (Day tanks) 1057 gallons / 4 000 liters system, whereby ? ve ramps per side load passen- Fresh Water 528 gallons / 2 000 liters ger and cargo in segregated ? ows. VIP and Royal Sullage 793 gallons / 3 000 liters Class passengers board into a discreet stair tower Passengers 477 directly
M MARITIME MEDICAL CREW CARE “Medical care has to be managed by medical professional companies to ensure that cases are handled in the most ap- propriate way, crew members get highest quality of medical care at the most reasonable price. Additional requirements of GDPR put even additional pressure to
between Sandefjord, sions control, with a more accurate measure- Norway, and Strömstad, Sweden, is ca- ment than similar PM monitoring systems. pable of carrying 2,000 passengers and Maximum measurement stability is 500 cars. It combines four conventional achieved by the 4650-PM thanks to an ad- Photo:
to deliver the extra sumed. Many shipowners are switching to more expensive than HSFO, the poten- levels of re? ning required for LSFO and While the car’s emissions were lower low sulfur fuel oil (LSFO), but this will tial savings (i.e. savings gained from other distillates (such an upgrade would
guides the hoisted tube as it rises, in a self-installing procedure in which the tower itself is the only supporting struc- ture required. All works are carried out from a single access platform, which is removed once the turbine is installed. The consortium, comprising Esteyco, Siemens Gamesa, Ale Heavylift
OFFSHORE WIND THE INSTALLATION FLEET 14-meter leg extensions to manage off- transport of higher and heavier turbine Delft Offshore Wind Turbine Concept tion between research partners TU Delft, shore sites with deeper water and higher components. (or DOT), in just one hour, using the ? rst TNO, Van
, commercial manager at Seajacks. “The main issues for older smaller vessels in the market will be hook heights for nacelles and variable deck load, to carry heavier and larger components, and deck space. This means new cranes and leg extensions etc. and it is likely that these necessary upgrades will
In my belief, it’s kind of like the ? rst- solve the problem” So what were some of the physical and we believe in it enough that we’re year model of a car, not just a car but a And vendors should solve problems, manifestations of the changes that continuing to build. revolutionary car. Typically those
are 100 percent out. There’s no in between. And you have to be 100 percent responsible for your actions and for your inactions.” • Safely Transporting Cargo: “If you don’t safely transport cargo, you don’t have a place in our industry. • Service To Customers: “Everything is about customer service.” •
WORKBOATS THE OSV MARKET DEMEREST TIDE: Tide- water vessel now working Eastern Mediterranean Photos: Iain Cameron ering longer term sentiments. A reckon- Tidewater units are oper- to point to actual demand seeing dayrates just above $40,500, ing in an early September 2019 confer- ating, its slide deck
be able to monitor the vessel worldwide had been, this commercial vessel may ment based on factors other than cyber- sends that information to the car’s manu- like car manufacturers can now? Can have been found itself in a situation sim- security. Even if cybersecurity protocols facturer. Smart
Aerospace and Ocean engineer and has spent the majority of of Circulation, Inc. Edward Lundquist is a retired naval of? cer who writes on naval, his career in engineering design and forensic engineering. 4 Maritime Reporter & Engineering News • NOVEMBER 2019 MR #11 (1-9).indd 4 11/4/2019 10:18:12 A
methodologies to SIMA. Designed by Metal Shark, the 45 De? ant is an increasingly popular platform, with multiple vessels in service in the US, the Caribbean, and USA-based Metal Shark has expanded into the coun- Asia. Powered by twin inboard Cat Marine diesel engines try of Peru, with a new patrol
energy storage to increase the safety and reliability of the vessel. LOA: 293’ Propellers: (2) Voith Schneider cycloidal DRAFT: 16’ Beam: 66’ Capacity: 70 Car / 495 PAX Builder: Gulf Island November 2019 MN 9
MARINE EQUIPMENT pational safety, property and the envi- 2.1 declaration is a document in which Conclusion ronment. This promotion is achieved the manufacturer declares that the With so many organizations in- through the establishment and veri? - products supplied are in compliance volved and documentati
TECH FILE: DECK MACHINERY A Step Up in Safety How NABRICO’s FASST Winder Winch created a safer work environment. reat ideas can come anytime, from anyone. For leg muscles in the process. NABRICO, a ? eld team member’s understand- NABRICO discovered a core issue with the tradition- Ging of the physical
REGULATORY REVIEW deck house have resulted in 835’s. The boats have bulwarks. We were told that [144.810] required the in- stallation of rails. True; it does – but only for vessels in oceans or coastwise service. Rather than allow us to push back, the operators installed the rails because they felt if
vibration and noise-free. By resiliently mounting the wheelhouse, the design delivers smooth, whisper quiet operation as low as 63 decibels (less than a car on the highway) and is available for sea trials in Florida. Domestic Boatbuilding: Transition by ‘Design’ Asked if the Estonian computer de- sign
and Finland. emissions by approximately 10,000 tons per year. This is ABB’s Azipod propulsion is a gearless steerable propul- equivalent to the amount of carbon dioxide emitted by sion system where the electric drive motor is in a sub- about 2,200 passenger cars annually. merged pod outside the ship hull
, Sweden. Credit: ABB The Ellen E-ferry will travel at speeds between 13-15.5 the ferry. The company’s EDITRON system comprises knots and it is capable of carrying 198 passengers in sum- two propulsion motors and two thruster motors, as well mer months, with this capacity dropping to 147 during the as the