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Date Author Address

December 2005 Jakob Pinkster

Deift University of Technology Ship Hydromechanics Laboratory

Mekeiweg 2, 26282 CD Deift

mv VIleland - A 15 knot Ropax catamaran

of 64 metres length

by

)akob Pinkster

Report No. 1464-P

2005

Publication in Schip en Warf Da Zaa

TU Deift

Daift University of Technology

(2)

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Deift University of

Technology

Ship llydromechanjcs Laboratory

Library

Mekelweg 2, 2628 CD

Detft

The Netherlands

Phone: +31 15 2786873 - Fax: +31 15 2781836

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Innovatie door elektrificatie

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Maritieme Training

Maritieme

Nova Contract Opleiding & Training Kanaalstraat 7 1975 BA IJmuiden Tel. 0255-54 7200 E-mail: ncot.maritiern@novacollegenl www.ncot.nJ Nutec Rotterdam B.V. Beerweg 101 3199 LM Maasvlakte Tel. 0181 -362394 Fax 0181- 362981 E-mail: info@nutec.nl Mega Jachten

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Groothandelsgebouw E. 7 Postbus 29156 3001 GD Rotterdam Tel.010-4130852 FaxOlO-4130851 E-mail: info(groensoet.nl

Safety Training

Nutec Rotterdam B.V. Beerweg 101 3199 LM Maasvlakte Tel. 0181 -362394 Fax 0181- 362981 E-mail: info@nutec.nl

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afdichtingen L1

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mv VIleland in

her element as a ferry

Jakob Pinkster is marine consultant and also works as a teacher for TU Deift

14

Rederij Doeksen, along with

compa-nies such as Aqualiner, Veer Maassluis,

Fast Ferry/Waterbus and Nedlines is, a subsidiary of the Doéksen Transport Group, based in Rotterdam. Doeksen's latest new building mv Viieland, yard number 1018, is a vessel suitable for day passengers and roll-on/roll-off

ve-hicular ferry operations for trucks,

lor-ries, cars and other related cargo. The ferry operates along with other

Doek-sen vessels between Harlingen and

Viieland in the Netherlands with

mul-tiple day sailings.

The new vessel was designed by Sea

Transport Solutions Pty Ltd in close co-operation with Doeksen.

FBMA-Marine Inc. Shipyards carried out

de-tailed design and construction

enginee-ring. The completed vessel was

deliver-ed at the yard to the owners and saildeliver-ed

in 37 days over 9700 nautical miles un-der her own steam from the Philippines to Harlingen arriving ori Friday 17th of June. On Tuesday 12th of July the offi-cial in service ceremony was conducted

in Harlingen in presence of the Dutch Minister of Transport Mrs. Peijs. Ac-tual service was started on the 28th of

July.

The vessel

In the past Doeksen ran this ferry ser-vice with monohull vessels. In 1974 the

company introduced the first fast cata-maran inter-island short sea passenger

ferry service with mv Koegeiwiek. This vessel and its successors were very

suc-A 1 5 knot Ropax

catamaran of 64 metres length

The Philipinnes based shipyard FBMA-Marine Inc. Shipyards delivered the 64 meter Ropax catamaran mv Vlieland to her owner on Friday 28th of May 2005. Shipping Company Rederij Ooeksen By., Harlin-gen, The Netherlands, is the proud owner. The

company has a yearly transport volume of 1,5 million

passengers and is thereby one of Holland's leading commuter services ovèr water. Mv Viieland is a

steel-aluminium 350 tdw medium speed ferry vessel and is a replacement for another ferry within the same company. At the same time it creates an expansion of capacity.

cessful and therefore the choice has

once again fallen upon the catamaran

type. Only this time the vessel is much larger.

The new vessel is a seaworthy and

highly manoeuvrable quadruple screw

Ropa steel-aluminium catamaran 'green' vessel of 64 metres length, fitted

outwith two fixed pitch bow thrusters

in each demi-hull. The vessel can carry

up to 1200 passengers and 57 PAE, or

36 PAF and 60 bicycles, at 15 knots

and is capable of roll-on/roll-off vehi-cular ferry operations. Each hull has a

transom stern and bulbous bow with

raked stem above the waterline.

The vessel's general design, as shown

in the General Arrangement Plan

(GAP) of the vessel, consists of the two

(5)

demi-hufls and a cross deck structure hull from bow to stem. Each demi-hull is sub-divided by six transverse water-tight bulkheads into the following

se-ven compartments (from forward to

aft): forepeak, bow thruster room,crew

accommodation 1, crew

accommoda-tion 2, tank/store room, engine room

Main particulars Call sign Port of registry Flag Classification Built Owners Managers Deadweight Displacement Length o.a. Lengthb.p. Rule Length Length on deck Breadth mid.

Draft design mid Depth to main deck mid

Number of seated passengers externai Number of seatéd passengers internal Number of cars/trucks etc.

Crew

Cargo (bicycles, etc.) Main engine

Service speed (85% MCR, 350 tdw)

Bow thrusters Auxiliary engines

The tank capacities of the vessel (100%) are as follows:

Total storage capacity of marine these! oil approx. 30.0 m3 - Total storage capacity of lub. oil approx. 2 x 3.0 m3 - Total storage capacity of waste oil tanks approx. 2 x 2.0 m3 - Total storage capacity of fresh water approx. 20.0 m3 - Total storage capacity of sewage/grey water approx. 20.0 m3

- Total Bilge Water Tanks approx. 2x 20.0 m3

and steering gear compartment. In

or-der to prent cross flooding, in case of damage to watertight integrity, longi-tudinal watertight bulkheads are fitted

between the engine rooms and bow thruster rooms. The same bulkheads

can also act as a smoke and flame

divi-sion in case of fire on board. The

ves-PD2749 Harlingen The Netherlands

Lloyd's Register of Shipping for hull only

aAl SSC Passenger, CATAIvIARAN G2ICE.CLASS1D

Safety Dutch Shipping Inspectorate

re-quirements for iniand waters

2005

Rederij Doeksen By, Harlingen,

The Netherlands Rederij Doeksen BV 350t 930t 6875m. 6430m. 57.80 m. 61.26 m. 1700m. 250m. 500m.

400 (on sun deck) 905 57PAE 16 333 tonnes 4x.Caterpillar 3508B 620 kW each (8.5% MCR, 1800 rpm) 15.1 knots(45 mwaterdepthand at 25m draft)

14.0 knots(l0 m water depth and at

25m draft)

4 x JASTRAMF.p.p. diameter 860mm

(l50kWeach)

2x Caterpillar Marine 3408(285 kW each), and 2x Caterpillar 3406(245 kW each)

sei's overall appearance is similar to the

latest generation of fast ferry vessels of

similar size and speed.

Accommodation

The lay-out of the accommodation,

wheethouse, car decks and servi space is shown on the GAP. The vessel has,

from top to bottom, the following

decks: sun deck (navigation space and

passenger seating, 411 pax), saloon

deck (crew space, lounge and passenger seating, 474 pax) and upper deck (trucks and cars, 57 PAE). External deck seating is of make Bearteaux and consists of alu-minium seats of the 'café' type.

Throughout the vessel there are ample stairs and lifts for disabled persons to

get from one deck to another. The

lay-out regarding the passenger rlay-outing is

arranged in such a way that de- and

embarkation times have been kept to a minimum. Accommodation and other necessary spaces are well heated and ventilated with the aid of heater boiler,

heat recovery system from cooling

wa-ter circuit of main engines and AC

systems. The necessary life saving

equipment is stored on the different

decks and there are a number of

emer-gency evacuation stations (MES) (P&S).

The design and interior finish of the vessel is of a high and contemporary

standard, whereby came has been taken

to minimise the weight of lining,

upholstery etc. Internal webs, pillars

and bulkheads have been arranged in such a way as to minimise vibrations

and to insure continuity of strength.

Crew Accommodations

Contemporary crew accommodation

consists of eight single cabins and four double cabins. The single cabinsare all

fitted with a double bed, wardrobe,

cupboard/writing desk and washbasin

with dressing table and mirror. The double cabins are all fitted with two

single beds, two wardrobes, two

cup-boards and a single washbasin with

dressing table. A male and female toilet

and shower are fitted per demi-hull.

Standard of accommodations are good.

Lifts and shafts

Two lifts have been fitted onportside

APD. A wheel chair lift from main

deck to sun deck and a service lift from

hull compartment to saloon deck. Lifts all have a minimum travelling speed of

0.5 rn/s. Doors are self-closing and fire

SCHIP&WERF de ZEE - NOVEMBER 2005

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Passenger space

rated according to A60 specifications. A lift platform has been be fitted near

the foyer deck as indicated on the dra-wings, to enable larger electrically dri-ven wheelchairs (min. 300 kg) to use

the foyer entrance. Manual operation is possible to allow the lift to be raised/lo-wered in an emergency. Lifts are all key

operated and comply with European Norm 95/16/CE.

A garbage chute is found on port side

from main deck to saloon deck, with

skip at main deck. The doorsare gas

tight and the lift shaft has been fitted

with fire rated insulation and internal

sheathing/chute to allow clear falling of garbage.

Hull Construction

The vessel has been constructed

accor-ding to Lloyds SSC rules and outfitted in accordance with the Rules and Re-gulations of the maritime authority of

the Netherlands IV\V Scheepvaart

(Netherlands Shipping Inspectorate),

also known as the Flag Authority for

the vessel. As such the vessel complies with the rules, requirements and

regu-lations as described: Flag Autho'rity IVW div. Scheepvaart

- Het Binnenschepenbeslujt Bijlage 2,

3&5

- Special attention is drawn to Bijlage 5

- Technische regels voor veerboten

- Area of operation: Zone 2

- Hoofdstuk 1 - Algemeen

SCHIP&WERF de ZEE - DECEMBER 2005

Classification Authority

- Lloyds Register of Shipping, Lloyds

SSC Rules Category G2

- ITS rules for accessibility of

handi-capped persons

Main engine installation

Mv Vlieland has been fitted out with four high speed keel cooled main

en-gine installations; two in each

demi-hull. Most contemporary catamarans

have two engine/propeller

installa-tions, but here four are used due to the low draft restrictions of the vessel and the required sailing speed, as well as

extra redundancy. The engines may

ea-sily be replaced via a hatchway on the

main deck directly above each engine.

The main propulsion machinery

-

con-sists of four keel cooled marine diesels

Caterpillar 3508 B. They each produni

745kW at 100% MCR at A-rating.

The main engines run at 85% of MCR

in order to achieve the required

perfor-mance. Each demi-hull houses two

re-siliently mounted Caterpillar 3508B high-speed main engine, output 620

kW at 85% MCR and at 1800 rpm and

burning MDO fiel, driving a fixed

pitch AM\V design propeller via a

re-verse reduction Rientjes gearbox WAF

364, reduction 4.0:1. The built-in clut-ches for reverse, neutral and forward

operation are hydraulically operated

from the bridge via a built in the gear-box direct driven hydraulic pump. The

gear is also provided with a builtron lu-brication oil cooler, connected via a by-pass at thé engine cooling water system.

The shaft line has an inclination of 90

degrees with the horizontal line. Just in front of the propeller an A-bracket

sup-ports the shaft and both shafts are fur-thermore supported by grease

lubrica-ted bearings.

The attained service speed is

15,1

knots, resulting in a fairly economic 210 gr/kWh when running at 85%

MCR. Exhaust

emissions thereby

comply to BSO Stufe 2 (Boden See

Norm).

Auxiliary installation

Electrical Power is supplied by four

diesel generator sets, from three phase,

rotary current alternators producing

400V, 50 Hz. Each main generator can

supply the entire ships power and the

units can be automatically synchro-nised for parallel running to provide

ships power. The gensets can be

swit-17

Two main engines in demi-hull

(8)

ched onto the main distribution board automatically and have the following functions incorporated: automatic

stand-by/starting function through

manual selector switch, automatic

syn-chronisation for parallel running and

automatic load sharing.

Two auxiliary generator sets are

resi-liently mounted on a rigid common

frame in the engine room in each

demi-hull. The four auxiliary engines are the

same make as the main emgines,

Cater-pillar, 2 x 3406 and 2 x 3408 and

res-pectively drive 2 x 245 kW and 2 x 280

kW at 1500 rpm 400V AC, 3 phase 50 Hz generators from which 230 V AC

single phase is derived, with load

balan-ced amongst the phases for the use of

domestic and operational equipment

on board the vessel.

Provisions on board allow shore power

18

Manoeuvring Panel

i.

4

400 V, i25 A'to,be

lugged into the vessel; Ïnterlocks are provided to en-suré that the shore power and the ships power 'annot Óperate together. Phase indicator lamps 'have been fitted with means of' reversing polarity. Each

engine is fitted out with a 24V'x 120

amp alternator for battery charging.

DC-system

Besides the AC-system, the electiic iii:,

stallatiori also consists bf a24V twò

wire system with each engine having iti

own baitery starting and charging

cir-cuit., The arrangements aré sch that either engibe may prdvide the power

for the veiinl's lectric ciruits and

fur-ther emergency provisions allow that either engine may be started from ei-ther battery. The DC-system services

the navigation lights and navigation

equipment, bilge pump system, ships

horn, fire detection, 'window wipers & washer arid accessories.

24V DC

12OAH emergency system batteries co-ver radio and alarm systems.

Swithboards and Power

Manage-ment System

-Two main switchboards split the elec-tric system in port and starboard,

allo-wing for redundancy in the event of the

loss of one switchboard to fire or any

other critical event with the other board remaining operational. The port switchboard is located in the port

en-gine room and the starboard main

switchboard is located in the starboard

engine room. Each of the main

switch-board's main rail (bus bars) is divided

into two parts, each fed by one

genera-tor set is to be provided. A PowerMa-nagement System is fitted to oversee

and control electrical power generation onboard the vessel.

Propefler installations

mv Vlieland has four, fi.x&l pitch,

AMW polished five bladed propellers of aluminium bronze, to meet BS1400

standard as a minimum. Each propeller has a diameter of 1500 mm anda

maxi-mum revolution rate equal to 375 rpm.

They are designed to absorb, 620 kW

corresponding to 85% MCR of the each

main engine. This results in a propeller tip speed of 29.5 rn/s and a propeller

lo-ading (Power/Diameter) of 276 kW/

m2. The propellers are specially desig-ned for operation in shallow and highly

silted conditions and are furthermore provided with rope guards/cutters and

epoxy propeller nut cones. One spare of each left and right handed propeller has

been.provided for. The shaftsare made

of SAP2205 stainless steel. Looking

from aft, both starboard propellers turn clockwise (outward) and both port pro-pellers turn anti-clockwise (outward).

Bow thrusters

Four electrically driven tunnel type

bow thrusters are fitted aft of the fore-peak; two in each demi-hull. The input

power of each thruster is approximately 150 kW at '1500 rpm. Along with a

pro-peller diameter of 860 mm, each

thruster can develop a minimum of 2,4 tons side force each and is fully electro-nically controlled from the wheelhouse

helm station and both wing stations.

Each thruster is equipped with a

fre-quency controlled starter. Control of

the thruster is incorporated into the

Po-wer Management System, thus

ensu-ring automatic starting of auxiliaries

depending on power demand.

Noise and vibration levels

The noise levels in the passenger ac-commodation arid working areas, with machinery operating and the vessel in light condition, satisfy both the 1MO

Standard of noise levels in ships and the

IVW requirements. In order to keep

the noise levels below the specified

fi-gi.ires, the usual counter measures were undertaken by the builder.

Vibration levels in the accommodation,

engine control room and wheelhouse

were kept within the limits indicated by

the publication ISO/TDIS 6954-1984

'Vibration acceptable to crew on board

ships' (latest proposals). Propeller tip clearances applied were taken greater

than those recommended by the Survey

Authority.

Manoeuvririg/Steerjng gear

The vessel's manoeuvrability is

gua-ranteed using per demi-hull the excep-tional combination of two propellers, two rudders and two fixed pitch bow thrusters. Of the four Van der Velden rudders, the two outboard ruddersare

of a barke/flap rudder type whereas the

inboard rudders are of the foil type. A

(9)

DWKK 60/80 hydraulic steering

en-gine is fitted in each demi-hull in the

steering gear compartment. Both

stee-ring engines are electronically

synchro-nised and can be independently

con-trolled.

Each steering system is powered bya

hydraulic pump driven by a main

en-gine gearbox. The rudders can be

ope-rated from hard over to hard over in a maximum time often seconds. The hy-draulic steering system gives a

maxi-mum sixty degrees rudder angle to ei-ther side and a Van der Velden steering

gear controls the rudder.

Rescue boat and davit crane

A folding hydraulic crane, 8.0 t.m

ca-pability and 8 m maximum reach, is

fit-ted having a 1400 kg winch for the

launching and recovery of the rescue

boat in a safe and controlled manner. The crane also allows lifting of items from main deck at CL. The crane hasa

self contained dual fed electric/ hydraulic power pack with automatic

switchover at the crane.

The rescue boat is a rigid boat of 4.6m

overall length and is equipped withan

electric starting petrol outboard engine of 50 hp, a central bench (Buddy Seat)

and central

hoisting/towage pillar.

Propeller protection is provided byway

of a guard ring. The rescue boat is

posi-tioned on deck in a suitable cradle with quick release tie down straps and is

at-tached to the crane by means of a safety quick release hook

Bow door/visor

The forward end of the main deck is

fit-ted with a bow visor/door, hydraulical-ly operated via ram and cable arrange-ment. The visor forms a weather tight

seal when in the closed position by

means of a wide resilient seal material with a stainless steel flat bar forminga

knife edge seal.

A bow visor position indicator is fitted in the wheelhouse. The sloping bonnet

over the vehicle deck in way of the truck

access over the bow ramp is fitted with hinged opening covers to allow trucks

to load and unload at all angles of shore

bridge, resulting from operational tidal

and vessel draft and trim variations.

Anchors, windlasses and anchor equipment

Anchor gear comprises of the

follo-wing:

2 x 842 kg of High Holding Power type

SCHIP&WERF de ZEE - DECEMBER 2005

Danforth anchors and 20m Galvanised Stud Link Chain of 460 kN breaking strength for each anchor. 75m

Galvan-ised Steel Wire of 460 kN breaking

strength (each anchor). Equipped with

swivel! anchor shackle, and kenter'

joining shackles.

To operate each anchor, an electric hy-draulic operated anchor windlass, fitted

with band-brake/hand wheel/spindle

of stainless steel and a clutch to

disen-gage the anchor drum for free fall, is positioned on each forehead mooring deck. Hauling speed is no less than 10

rn/mm while lifting the full scope of cable, chain and anchor. Both winches

are locally controlled, however with wheelhouse override capability. The

portside anchor winch has been

equip-ped with a warping head.

All hinges, pins and hydraulic rams

and other fittings are made of stainless

steel.

Life Saving Appliances

M life saving equipment required by

the authority requirements for Dutch Domestic Rules vessels and fitted on board the vessel in position for best

ac-cess. There are four MES Stations, on two levels as indicated in the General Arrangement

Plan. A LSA slide

system is fitted at each IVIES station.

Each station incorporates inflatable

slides and one open reversible life raft (each 123 person capacity). Two addi-tional open reversible life rafts of each

123 person capacity are fitted on sun Bridge inside

deck per MES and raft manufacturers' recommendation. Total equipment

ca-pacity is over 1 500 passengers. There is

one lifejacket per person on board the vessel and each seat has one life jacket

stowed under it in all internal areas.

More lifejackets are found in central

storage locations situated near the MES stations, divided over the decks.

Fire Fighting Appliances and detection systems

Besides the usual number of portable fire extinguishers, the following

addi-tional fore fighting equipment has been installed on board:

- 2 x drencher pumps of 65 m3

capaci-ty; one in each tankcompartiment, feeding a three zone cardeck dren-- cling system.

- 2 x fore pumps each of capacity 30 m3/h; one in each engine room,

ca-pable of issuing through any two

hy-drants with hoses whilst

maintai--ning six bar pressure at the hydrant.

- 23 x hoses of max. 20 m length,

ny-ion braid (wet type) with adjustable

nozzle for jet and spray (Storz); each hose/nozzle is to be stored in a clear-ly marked GRP case.

2 x under car boom nozzles with

connectors to hoses.

2 x foam nozzles with reservoir for

foam additive, to connect to fire

ho-ses.

4 x fore suits, including helmet,

(10)

.

.

.

20

Bridge Area

r

From within

the, wheelhouse the

helmsman has an èxcellent viewover

360 degrees of the outside world. A

_____

- console for the navigational equipment,

engine instrumentation, radio

equip-ment etc. clearly shows the status of

- equipment and navigation on board.

The helmsman is comfortably seated thanks to a pneumatic damping system integrated in the seat at the main

stee-- ring positiòn and the air condition unit

also fitted in the wheelhouse. In case of

excessive sun use may be made of sun

ves, boots, 20 m line, harness and - 4 x breathing apparatus with over awning/blinds. Further on board is the

light. pressure masks.

usual navigation equipment for this

- 6 x escape sets. - 6 x fire blankets. type of vessel.

s

-

s

s

Hamworthy is a leading manufacturer and supplier of equipment and systmsto the

shipping, naval and offshore industries worldwide. The company's products includegas and inert gas systems, pump systems and wastewater systems. Hamworthy employs over 600 people in 14 locations in the UK and rest of Europe, throughout the Far East and ¡n

North America. Hamworthy has an active programme of new product development

including more effective means to treat waste on cruise ships and naval vessels and advanced gas systems to improve the environment.

Viit:.www.hamyvôrthy.çom/wôridwide -Ernaik ìnfo@hamworthycorn. - .

-. s

Fixed fire fighting and detection

systems are all in accordance with au-thority requirements for Ropax vessels

and positioned for optimum effect.

s.

,

Ii.

j

Ø j

e,

SCHIP&WERF de ZEN - NOVEMBER 2005

Hamworthy

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