mv Balticborg; The first of a series of two of the greenest new Sto-Ro ships’

(1)

Date Author Address

February 2005

Jakob Pinkster

Deift University of Technology

Ship Hydromechanics Laboratory Mekelweg2, 26282 CD Delft

Phone: +31 15 2782544

TUDeift

Deift University of Technology

Mv Balticborg - The first of a series of two

of the greenest new Sto-Ro ships

by

Jakob Pinkster

Report No. 1421-P

2005

Published in: Schip en Werf De Zee, Februari 2005

(2)

r

de

02/05

a

SS 'Rotterdam' keert terug

naar Rotterdam

SS e

_Seiches

Customer Focussed innovation

(3)

-20

In hóudsopg.ave

14 mv Balticborg

Royal _Wagenborg _Delfzijl

heeft er twee nieuwkomers bij, waar de Balticborg er één van

is. Het schip is het eerste van

twee zusterschepen van Vol- n

harding Shipyards Harlingen,

die medio juli 2004 werd opge-leverd. Jakob Pinkster geeft een beschrijving van de Balticborg.

2 5 Seiches

In havenbekkens kunnen

staan-de golven optrestaan-den. Deze zijn

bekend onder de naam seiches. Lange tijd was de oorsprong van seiches m de havens van Rotter-dam onbekend. Martijn de Jong heeft onderzoek gedaan naar het opwèkkingsmechanisme van de-: ze golven en kwam tot een be-langrijke ontdekking.

ubrieken

Nieuws

. .

MaandMai'itiérn

2'.:Maritjéme Markt.

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_{. lnnovatiejn'jietMa}

Cluster'.''

8. Lloyds Statistics.:'

2 Productjnfo

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6'. Verenigingsnieuws'

O. Nieuwe.uitgaven

1.. Literatuur

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..."-.,-,-Omsiag: Balticborg (foto: Flying Focus)

SCHIP&WERF do ZEE -EBRUARI 2005

SS 'Rotterdam' keert terug

naar

Rotterdam

In september van dit jaar is het zover: dan zal het historische stoomscbip 'Rotterdam' afgemeerd aan de Maashaven in Rotterdam liggen. Het schipza!

dienst doen als hotel,

restau-rant, casino en congrescen-trum. Dat de 'Rotterdam' een rijke geschiedenis kent, blijkt

we! uit het artikel van Nico

Guns. Hij belicht een aantal

historische aspecten van dit bij-zondere schip.

.:CUstor,erFocusséd Innovation

Damen Shipyards orgniserdetiiapril vorig jar een seminar met als onder-werp CustomerFocused Innovation. De middag árerd gehouden ter

gele-genheid van het afscheid van Piet Hein. Noordenbos, die 33 jaar bij

Damen: Shipyards werkzaam is ge-weest; De seminar bood de

aarswezi-geh'eçn kijkje inde klantgerichte

inno-vaties die werden uitgevoerd tijdens

de 33-jang.periode van Piet Hein

Noordenbosbijt)amen Shipyards.

Ar'tikelen.

Ma:i, ne..T.!eh.'Ld.5y.i

:1 4; mv Baltiçborg.

20 SS Rotter am' keert

terug naar-Rotterdarn

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Mega Jachten

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Naval Architects

ConsultIng Engineers Groenendijk & Soetei-meer Groothandeisgebouw E-7 Postbus 29156 3001GD Rotterdam Tel.010-4130852 FaxOlO-4130851 E-mail: info@groensoet.nl

Safety

Training

Nutec

Nutec Rotterdam B.V. Beerweg 101 3199LM Maasvlakte Tel. 0181-362394 Fax0181- 362981 E-mail: info@nutec.nj Scheepsbouwkundig

Ingenieursburu

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Scheepsreglstratie

Hubel Marine BV Vlierbaan40

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E-mail: hubel -marjne@wxs.nl

Scheepsreparatie Nicoverken Holland b.v. Regoutstraat 1 3125 BH Schiedam Tel. 010-2380999 Fax 010-2380988 Email: sIuprepairicoverken.nj Schroefasafdjchtjngen Maprom EngineeringBV Maxwellsu-aat 22 3316 GP Dordrecht Tel.078-6180877 FajcO78-6183034 E-mail: info@maprom.nl Internet www.maprom.nl

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Brugwachter 13,3034 KD Rotterdam Tel. 010-411 4614 FaxOlO-414 1004 E-mail: info(@tbu.nl CS)_{WTK ean de Wa!} TLÍO5CHRjF ----5-- ₁ RodneyvnLambaact., s' r S t ttthusB6323OØ9I5Rft&dam .

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Vertaalbureau's

Scheepa- en RegelTecFmische Vertalin-gen Nederlands, Frans, Engels, Spaans

SRT Vertalingen Postbus 8203,3301 CE Dordrecht Tel.078-6l791 17 Fax078-6186802 E-mail: srtdel@compuserve.com Voo,- al uw marltierne zaken

Lloyd's

kegrster

Uoyd'a Register Weena Zuid 170 3012 NC Rotterdam Tel. 010-2018447 FaxOlØ-404 5588 Waardevolle adressen

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Hulstkarnpgebouw, Maaskade119

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mv Baltîcborg

The first of

_{a series of two of the}

_greenest

new Sto-Ro ships

Royal Wagenborg Delfzijl is now the proud owner of a modern fleet of 1 70 Multi _{Purpose Vessels,} Con-tainer Carriers and RaRo vessels. Included in this number are two newcomers to the fleet. Wagenborg Shipping received mv Balticborg,

_{the first of two sister ships medio}

2004 from Volharding Shipyards Harlingen, followed by the second of the series of two: Bothniaborg, received later in 2004. Balticborg became operational in week 24 of 2004 and Bothniaborg followed in week 44 of 2004. The following is a description of mv Balticborg.

Mv 'Balticborg' and mv 'Bothniaborg'

- respectively yard number 528 and

529 - operate on a long term time

char-ter basis for Kappa Kraftliners's

trans-port system (via the

Netherlands-based paper and liner boani

manu-facturer Kappa Packaging). The

ves-sels are scheduled to make a biweekly

roundtrip between Sweden, Germany,

UK and the Netherlands andare part

of the new 'RoRo2Stockholm' route.

The new Wagenborg ships were

de-signed by Conoship International (the

central Netherlands shipbuilding

de-sign and marketmg organization),

with Vuyk Engineering of Rotterdam

acting as consultants during design

and construction. Voihardingwas able

to reduce costs by sub-contracting the

construction of the hulls to Daewoo Mangalia shipyard in Romania and doing all the fitting out work at

Har-Lingen.

Design challenge

The main function of the Balticborg isto:

- Load, transport and discharge paper rolls with own ramps via roll on/roll

off method

- Load, transport and discharge other

cargoes for the return trip such as:

trucks, trailers and containers

- Functión in an environmentally

friendly manner (green ship)

- Possess a high degree of

manoeuvra-bility

In order to do this a seaworthy and

high-14

--mv Balticborg in her element at sea (foto Flying Focus)

ly manoeuvrable Sto-Ro single-screw 'green' vessel of 153 metres length has been built, fitted out with fixed pitch bow thrusters and a single stem thruster. Equipped with Ro-Ro gear (ramps) and a large 1600 metre lane length (yielding a 678,700 sq feet hold volume) for cargo storage, the vessel offers a suitably stable

and safe platform for the (often very

cold) sea leg of the journey.

Green ship

Within this project Wagenborg Ship-ping BV started the development ofa 'product based environmeraaJ care

sys-

-j__---- T

I 'i

r

-tern' by analysing these two new to de-velop and to build vessels.

The environmental aspects of 'ship'as

a product are determined, analysed and

valued by the arranged Environmental Design Committee (EDC). The EDC

was formed by different parties, i.e. the

shipyard, subcontractors andoperator

representing different parts of the

pro-duction chain. To realise a workable

system and analysis the different ship components are divided into systems and/or product-groups (like lighting, cooling systems and cabling). The

en-vironmental effects are assessed over

SCHIP&WERF de ZEE - FERU4RI 2005

(6)

the life cycle of the ships, which ad

dreases manufacturing, use and _dis:

mantling.

Based on the information collected by

the EDC an Environmental effect

analysis (EFA) is developed. The

EEA makes it possible to assess the

environmental impact of different

parts and materials used in the ship

during the product life cycle and select the environmentally friendliest,

feasi-ble, solution or initiate new product

improvement activities. The EEA

de-veloped by the EDC forms strong

bases for the structural implementa-tion of PMZ within the Wagenbórg

Shipping Organisation. During

con-struction and new building of

mv

Balticborg and mv Bòthniaborg the

overboard and the rest

is pumped

ashore later. Zero Dumping

Rain water or sea water on deck_{may be}

polluted with any oil and grease found

on the same surface. Environmental

pollution is prevented by thecollection ofsuch water into a zerodumping tank

and subsequent filtering of the same

before finally being pumped

over-board. Furthermore, in order to avoid pollution leakage to other decks or into

the sea, the ramps are fitted out with

drains.

Sewage

Thesewage treatment plantdeals with

the black and grey water on board.

Preferably residues are deposited ashore but these may be pumped over-board beyönd the 12-mile zone (Mar-pol) whenever shore receiving

installa-SCHIP&WERF de ZEE -FERUARI 2005

fions are not (yet) sufficiently available. Garbage

Garbage is separated on board

andde-posited ashore as disposal into the sea is

prohibited.

Occupational Health

The integrated bridge has been

de-signed with the aid of ergonomics (e.g.

bridge layout) and accommodation

with the use of recognized codes. This

helps to ensures good and safe working practices for the staff.

Electrical shore connection

Wherever possible, use in port will be made of an electrical shore connection on board so that air pollution by

auxil-iary engines may be reduced. Propeller shaft

'Coast Guard' seals have been fitted

prventing oil pollution leakages from the propeller shaft lubrication system intothesea.

Corrosion prevention

By the use oían impressed current

sys-tem the number of hull anodes is

re-duced. Zinc anodes are not used since they contain cadmium and aluminium

anodes are used where necessary. Paint system

A good paint system shows a reduction

of VOC (Volatile Organic

Compo-nents) emission. Therefore solvent free

paints are used on the hull or in tanks where possiblè and water based paints

are used within accommodation and

engineroomspaces.

Ballast Water Management

New ballast water management

re-quirements (1MO) are difficult to

comply with, using conventional

methods, due to the restricted water

depth in this trade. The new system

'Optimar' was recently introduced. This system has been evaluated and

installed. The Optimar-system uses

hydrocyclones on the ballast system to

remove.particles from the water intake.

After thispre-treatment, UVisused to

kill micro-organism and bacteria.

Testshave shown that the systemis ca-pable of treating ballast water

extreme-ly thoroughextreme-ly with the added advan-tage that no sediment is deposited in

the ballast tanks.

Ships system

Halonfree cabling has been installedon

board.

Environmental Design Review

Wagenborg developed and

imple-mented a procedure for Environmental Effect Analysisof the design. The pur-pose of this procedure was to properly assess material choices during the

de-signphase and has led to the choiceof

environmental friendly materials fàr

the ship wherever technically and

eco-nomically feasible.

The vessel

The general design of the vessel, as

shown in the GAP of the vessel, from

bow to stem is dominated'by:

a large upper deck area, almost

com-pletely available for cargo fromstem to stem

a bow with a symmetrically placed

accommodation and bridge on the

foredeck at a short distance from the

bow

a large box hold on the main deck with one stern ramp, one movable ramp to upper deck and one fixed

ramp to double bottom tank top

no cargo handling equipment on

deck

Engine room aft, housing a single

screw single engine installation along with auxiliary generatàrsetç.

-steering gear room aft below the

main deck

exhaust outlet and air intakes along with storage space above the engine room in the funnels in thside.of the ship

Flume tanksfor extra stabilisation of

the vessel between thefunnels

The connoisseurs will recognise that

the vessel's overall appearance is simi lar to the latest generation of ro-ro

pa-per carriers presently opa-perated in the

Baltic trades by Finnlines and

Trans-fennica

On these vessels the concept of both bridge and accommodation forward

has proven itself as providing excellent

visibility with the added advantage, of

protection for cargo loaded on the

weather deck. .

Furthermore, such deck cargo may in fact be loaded higher, stability allow ing, without any detriment to

(7)

.-16 Call sigñ IMO:Nr Port óf.registry Flàg. 'Classffiction LBuilt :.: '

-'Charièrs

'ij)1n9l.

raft above lottom of keel

Lgfhoa.

LèngtF

adhñio

Nberfhojds

Nümber ofsterh ram

Tb ofxed

ram Hold capacity

edelsí,aè

m

_{* hehin hoi}

Breadth in holds uj

S1Sci

Maxirnum container capaci

tast5rcjfl-ëafijlb

TotaLsie ¿paity offreshwaier

ar

.i12 mtrai1er&r

Macic dckTload [tl'm

The longitudinal subdivision under the

main deck is as follows:

- Forepeak for water ballast - Bow thruster room

- Cargo area (with ballast wing tanks

between the outer side of the hold arid

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the ships' outer shell plating);

within a number of these wing tanks

HfO-tanks and MDO-tanks have

been situated thus creating a

sec-ondary tank barrier for these ftiel

tanks.

- Engine room (for main engines/gen

erators, auxiliary generators etc.)

- Aft peak for water ballast, on top of

which the steering gear room is situated

Cargo spaces and hold ventilation

The Ro-Ro cargoes are free to be

placed on three different vertica] levels in the vessel. The highest level is direct-lyon the upper deck. The lowest level

is on the tank top, which is the floor of

the lowest of the two box holds. An in-termediate level is situated on the main deck.

The main deck is accessed from the

stem via a stern door ramp (14 x 17.5

m, L x B). This single ramp unit

in-crease the length of the main deck and

is opened by hydraulic cylinders.

When opened, this stern ramp

pro-duces a clear stern opening of 12.8 in

across and 5.8 m high.

An open area beneath the funnels on

the starboard side of the main deck

gives direct access via a fix ramp from

the stern ramp to the open upper deck

which is protected at the sides by fixed bulwarks. _{Access to the lower hold,} whith can load up to 24 trailers, is gained by opening a side hinged ramp cover on the post side of the main deck and

utilis-ing a fixed ramp. For servi flexibility

(particularly for northbound traffic), the

vessel is also fitted with car and container

lashing points. All cargo lashing on

board features Container Technics latest lashing systems and are stored in

sepa-rate lashing stores in the vessel (aft port side and starboard just in front of the

en-gine room on the main deck).

Hold ventilation is particularly impor-tant for ro-ro ships during loading and

discharging operations in port. Ventila-tion of the hòlds is provided per hold by

six Novenco axial flow fans, 25/10 air

changes/hour at loading/sailing with

85 dB(A) maximum noise level at

1 meter from the ventilator housings_on

the upper deck. Since paper and forest products are sensitivecargoes with

re-gard to_{humidity, two Munters hold}

de-humidification system maintain hu

midity levels in both cargo holds

be-tween 50-55%. Hold ventilation and

de-humidification are remotely

con-trolled from within the cargo control

station situated on the main deck.

Accommodation

Acconm-iodatjori on board is for crew and officers (twelve). The high stan-.

(8)

dard accommodations are arranged ina

deckhouse placed on the upper deck

forehead and also in the main deck (see

GAP). Furthermore, a gymnasium and

sauna, situated on a tween deck just

be-low the main accommodation block,

take care of crew welfare. The following spaces may be found on board:

Bridge deck: - Wheel house

- Bridge deck technical space

Officer's deck:

i captain's cabin with separate office,

living room and sleeping room and

private shower room annex

i chief engineer's cabin with separate living room and sleeping room and

i spare cabin iith separate living

room and sleeping room and private

shower room annex

i pilot/supercargo cabin and private

shower room annex

- I conference room

I emergency generator room

- i store room

Boat deck:

- I chief officers' cabins with separate living room and sleeping room and

- i second engineer's cabin with sepa-rate living room and sleeping room

and private shower room annex

- i first marof's cabin with separate

- _{i second marof's cabin with separate}

- 2 one crew cabin with private shower room annex

- i AC-room

- lsbip'soffice

Upper deck (B-Deck):

- _{4 one crew cabin with private shower} room annex

- i Suez crew cabin (six persons) with

- i officer's mess room - 1 officer's dayroom - i crew's mess room

- i crew's dayroom - i laundry - i freeze store - I cool store - I provisions store - i galley - i change room

-Covered life boats and inflatable rafts (port and starboard)

Tween deck fore

- Bosun store

- Potable water/sewage treatment plant - Air dryer upper hold

- Air dryer lower hold - Recreation/fitness room

Each accommodation level is fitted out with the necessary staircases and corri-dors.

Engine installation

Although this class of vessel usually has

a twin-screw propulsion system, Bal-ticborg has been fitted out with a sim-pler single main engine installation. A Wartsila 9L46C medium-speed main

engine, output 9,450 kW at 500 rpm and burning 1F0380, drives a Lips

controllable-pitch propeller via a Fien-der Navilus gearbox (type GUCP1 120,

ice-class lAS). The attained service

speed is 16.5 knots resulting in a fairly

economic 208 tonnes of fuel bunkers

for the thirteen day round trip. The

j,.

complete propulsion system has been

designed for maximum performance

with minimum environmental effects

(fuie! _{consumption and emissions).}

Low sulphur fuel ( I %) will be used

and NOx emissions will be reduced to

less than 2 grams/kWh with SCR.

Furthermore, a shaft generator (output 875/960 kVAat 1000/i500rpm)

isdri-ven by the main engine via a PTO from the gearbox.

Auxiliary installation

Hold ventilation requirements in port

during loading/discharging account fora large part of the electrical requirementson a ro-ro ship. Besides the aforementioned shaft generator, Balticborg has three aux-iliiry generator sets, one PTO shaft gen-erator and one emergency gengen-erator. The former are placed starboard on the tween deck in the engine room and the other is

situated on the officer's deck forehead.

The auxiliary diesel generator engine (air started) is a MAN (Type D2842-LE-301), with an output of 523kW at 1500 rpm. This auxiliary diesel engine

drives a generator with an output of 625

mv Balticborg showing her large stern door ramp (foto Henk zuur)

Box hold mv Balticborg (foto Henk zuurj

SCHIP&WERF de ZEE -FEBRUARI 2005

(9)

r. J. Pnkster is mai-me consul-tant en doceert tevens aan de TUDeIft -kVA. - 400 VAC/3phase at 50 HZ. (pfO.8/500kW).

The PTO driven shaft generator

dri-ves, through afrequency drive-a cojer-tor mocojer-tor/generacojer-tor set with an output

of 770 kVA

- 400VAC/3phase at 50Hz. (pf= 0.8/615kW).

The 'emergency(marine type)

generat-ing set consists of. a MAN (Type

D2886E)engine with an output of 115 kW at 1500 rpm and a generator rated at, 125 kVA-400E VAC/3phase at 50

Hz: (pf=0.8'/ 100kW)

- Propeller installation

Balticborg has one Wartsila Propulsion controllable pitch propeller, type

4C16-VL, diameter S000mm, Ice

Class lAS, with a skew angle of 29.40

and a blade area ratio of 0.585. This

system is designed for maximum free

sailing speed at around seventeen knots. The propeller has a maximum

revolution rate equal' to l40rpm. Given the propeller diameter ofS000-mm and

an absorbed propeller power of 9450

kw, this results ma propellertip speed

of 36,7 rn/s and a propeller loading

(Power/Diameter2) of 376 kW/m2.

These values-of tip speed and propeller

loading along with the, vessel's under-water volume and speed all adds up to

produce a formidable design task for

the propeller designer.

Co-operation of Wartsila Propulsion, Voiharding Shipyards, Wagenborg and SSPA has produced an answer to this challenging design problem. The hull's aft body has been optimised

us-ing a special CFD (Computational

Fluid Dynamics) program for viscous flow which calculated the complicated

flow pattern around the hull and

result-ed in a prognosis for full scale wake

field. With this knowledge_{a propeller}

configuration was designed most suited

to the requirements of the vessel, i.e.

mximurn' sailing power as wèll

-as

propulsion power ahead and astern.

;StaI)ilisation/hèeling systems S si1iri in, bad weather is enhanced

vith the aid of passive anti-rolling

tanks (flumesystem) situatedin.a large

structure between the funnels. This

passive system will reduce heavy rolling due to bad weather and help

preventcargo damage and, in extreme

cases, theishifting of cargo or even

sub-sequent capsizing. In port, anti-heeling ballasting operatibns during

loading/-lB

discharging are controlled via a Frank Mobn-fitted system in the cargo

con-trolstation on the main deck.

Ice navigation

Bureau 'Ventas ice class lA has been chosen to determine thehull scantlings and main engine power to be installed on mv Balticborg so that she may

suc-cessfully navigate the icy winter waters

of theBajtic. Further measuresto

com-bat the' ice and' cold' are visible in the

form of full width completely enclosed

wheelhouse bridges, extra heating

sys-tems in the engine room, machinery

spaces and' accommodation, sheltered mooring stations, an 'ice horn fitted to

the rudder, heavy fuel oil' tanks (heated with thermal heating oil provided by an

Aalborg Wiesloch thermal oil installa-tion) positioned _{away from the hull}

sides. Finally, trace heating is fittedon

all fuel piping whilst the entire length of

theramp serv gthe

upper deck is also

heated to ensure it remains ice-free

during winter loading/discharging op-erations in Sweden.

Navigation and communication equipment

The following equipment has been

placed on board: Navigation Package:

I Pce X-Band radar i Pce S-Band radar i Pce Track pilot 1 PceConning pilot 2 Pcs Chart pilot

I Pce Chart piot,printer

i Pce Docking Radär System two monitors

i Pce UAIS System

Navigation Sensors:

i Pce 1-Channel Navigation echo sounder

i Pce 2-Channèl Navigation echo sounder

i Pce Echo sounder Slave Display unit i Pce Speed' log System

2 Pcs DGPS navigators i Pce NMEA Distribution Box

GMDSS Communication equipment:

i Pce GMDSS A3 Radio Console

i Pce 250W MF/HF SSB

Transmit-ter

i Pce Switchboard i Pce Power supply i Pce Battery Charger

i PceTransmitting Antenna

I Pce Receiving Antenna i Pce Battery Set

2 ,Pcs InmarsatC & Power Supply, 2 Pcs VHF Radiotelephone with

inte-gr.DSC receiver & Power Supply

4 Pcs VHF Antenna's

I Pce Navtex Receiver & Power Supply

i Pce EPIRB Satellite

2 PcsSART Radar Transponder 3 PcsGMD55Poi-table\THF

Other Internal & External

Communiai-turns:

2 Pcs VHF Radiotelephones 2 Pcs VHF Antenna's

I Pce Inmarsat-M Satellite Tele-phone

i Pce Phone / Fax switch i Pce Plain paper fax

i Pce Inmarsat-F Communication

System

I Pce Plain 'Paper Fax

3 Pcs GSM Telular Telephone

sys-tems, including two fixed antennas I Pce 40 'Lines Telephone Exchange

35 Pcs Wall& Table Telephones

4 Pcs Console mounting telephones

2 Pcs Water resistant telephones,

in-cluding headset andj unction box

5 Pcs Portable VHF's EX-proof 4 Pcs DECT, PortableTelephones i Pce Weather chart recorder

i Pce Wind measuring system with

NMEA output I Pce Barograph System:

Gyro and Magnetic compass system:

i Pce Anschuetz Standard 20

Gyro-compass

i Pce Steering Repeater compass 2 Pcs Bearing Repeater compass 3 Pcs Digital Repeater compass

i Pce Bearing Sight

i Pce Transmitting Magnetic

Com-pass Class

i Pce Double Magnetic Sonde i Pce Dual Hand wheel i Pce Rudder Limiter i Pce Autopilot Subsystem

2 Pcs FU-Tillen with take-over Function 1 Pce Override System

I Pce Universal SIgnal Unit

Nau-toalarm

i Pce CCTV Control Camera System:

12 Pcs Colour Camera's& Power Supply

5 PcsColour monitor 5 Pcs Matrix Units

8 Pcs Connection 'Boxes

i Pce Voyage Data Recorder incl. 1.5

GB Final recording medium

(10)

O

Algemeen Plan Batticborg