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
2005Publication in Schip en Warf Da Zaa
TU Deift
Daift University of Technology4
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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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6
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
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
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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
15,1knots, resulting in a fairly economic 210 gr/kWh when running at 85%
MCR. Exhaust
emissions therebycomply 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
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. Eachengine 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
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,
.
.
.
20
Bridge Area
r
From within
the, wheelhouse thehelmsman 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.
jØ j
e,
SCHIP&WERF de ZEN - NOVEMBER 2005
Hamworthy
FLUID INNOVATION
