Atlantic Dawn – Out of the Dark, Into the Light

The Hartmans of Urk have always had very distinct ideas what their (new) vessels should look like and what its capabilities should be. Coupled to previous experiences with Shipkits, part of CIG, it did not take them long to define the design parameters of what was going to be the successor of the current Deo Volente class. With the planning of the engineering phase and building process matched to the operation wishes of Hartman, all parties soon reached an agreement. The end result has a quality level to be proud of.

The Atlantic Dawn, as the first vessel’s name will be, is a heavy lift vessel (HLV4400) built by CIG’s Shipkits, who on this occasion outsourced the design and engineering to C-Job Naval Architects & Engineers. The vessel has the accommodation and wheelhouse situated all the way upfront on the forecastle deck, a single funnel on starboard side aft and two heavy lift cargo cranes also on starboard side. All of which provide for large and oversized project cargo exceeding the ship’s dimensions. The HLV is designed to meet the open top notation and has one box shaped cargo hold for the transportation of special cargo and voluminous goods, as well as 20′ and 40′ containers.

The two heavy lift cranes provide the HLV with a high degree of autonomy, as combined they are capable of lifting 300 tons loads, using the special made ballast pontoon and anti-heeling system. Due to its restricted main dimensions and draught, this ship is able to access more ports than standard heavy lift ships can. With its relatively high speed, this ship has a larger range and can deliver the cargo quicker than most other heavy lift vessels. With the Atlantic Dawn, and the other vessels in the ‘Dawn’-series, Hartman will simply be able to offer more productivity at lower cost.

Based on mutual trust

The initial idea for developing a successor to the mini heavy lift vessel Deo Volente was first conceived in November 2011, at a meeting between Reini Kleiverda (managing director of CIG’s Shipkits) and Daniel Hartman (managing director of Hartman Shipping). The contract between CIG’s Shipkits and Hartman Global Seatrade for the delivery of four new heavy lift vessels was signed just before Christmas 2011. This contract was based on three design requirements: voluminous cargo, open top and heavy cranes of two times 150 tons. Whilst the design existed only in their heads, there was no drawn general arrangement yet. Such a commitment based only on a few parameters, proves the level of mutual trust between both parties.

What followed on this start-up, was a meticulously planned process. Almost on the first workday in 2012, CIG’s Shipkits invited C-Job Naval Architects & Engineers, initially to discuss the possibilities for the design and general arrangement. A contract for the complete basic engineering package, to be performed within four months, followed shortly after. Mid February the first drafts of the general arrangement were submitted and approved by Hartman: the initial design was finalised. The cutting of the first steel packages started soon after that, in July. In retrospect, all parties agree that the time span that was ‘left over’ for preparing the engineering package was challenging.

To obtain a short turnaround time, the section/ block building sequence was carefully evaluated and the steel delivery sequence tuned to that. To enable the yard to make some early progress, the steel parts for the parallel midship sections (four double bottoms and two times four side tanks) were cut first. In June 2013 the first steel hull was ready to be launched and transported to the Netherlands, where it arrived late summer for outfitting under management of CIG’s Shipkits. The sea trails and handing over to the owner were in November of 2013.

The second vessel, Arctic Dawn, due for delivery to Hartman in December 2013, is already moored at the quayside in Urk and outfitting is progressing. The hull of the third vessel, Indian Dawn, is also in progress and will follow shortly.

Specific design features

On board a number of design features can be found, which are worth mentioning separately. This primarily concerns the tank arrangement in the double bottom and the sides. To start with, the HFO tanks are completely isolated from the outside of the shell. Hence the traditional warming of the fuel and keeping it at a ‘pumpable’ temperature, consumes far less energy. The MGO, which is less susceptible to temperature, is stored in the side tanks.

The slim hull shape, with a particularly low block coefficient in combination with the high requirements for lifting heavy loads over starboard side, demanded special attention to the tank arrangement. To counteract this, large volume dedicated heeling tanks are provided in the sides, especially on port side. For optimal use of these heeling tanks an Azcue transfer pump, with a capacity of 600 cubic metres per hour, is fitted in a special pump room halfway along the piping duct. The total bilge/ballast pump capacity is complimented with two bilge/ballast and two ‘general service’ pumps, located in the forward pump room.

For the purpose oftransporting high volume, low weight, project cargo with a relatively high centre of gravity, matching large volume ballast tanks for compensation are integrated in the double bottom. In the double bottom is a ‘pipe duct corridor’ the full length of the ship, providing access to all relevant spaces for maintenance.

Finally, the vessel is fully prepared for the expected future environmental requirements. In the lower part of the funnel, a complete technical room is reserved for the purpose of fitting exhaust gas scrubbers. In the pump room an impressive number of cubic metres is kept empty for an extensive ballast water treatment plant.

Accommodation and wheelhouse

The forward location of the superstructure enhances the visibility from the bridge when carrying odd sized deck cargos. The aft superstructure has a recess between the upper and officers decks for stowing equipment and housing winches in such a way as to keep a clear deck over almost the full length of the vessel.

The wheelhouse centre area contains the navigation console with all the required navigation, communication and ship control facilities; to starboard of this is the radio desk and chart table. The aft facing control desk contains all the equipment for control of cargo cranes, tank valves, anti-heeling system and tank sounding system. The aft part of the bridge is a seating area with storage space and a U-shaped settee. The bridge wings are enclosed and each have a small control desk with relevant primary control facilities.

Below the wheelhouse is the captains deck with a dayroom, bedroom and bathroom for the master mariner as well as the chief engineer; a day head for public use can be found in the corridor. One level lower, the officer’s deck, contains similar, though smaller, facilities for four ship’s officers and a technical space.

The upper deck accommodates the pilot cabin and medical room with a separate toilet and shower space. This deck is also largely reserved for all air-conditioning equipment. Besides the changing room, the superstructure layer on main deck contains the galley, laundry, mess room, emergency generator and includes provisions and other storage spaces. The remaining crew accommodation for five persons is to be found on the tween deck, together with a bathroom for public use. The carpentry and finish of all wheelhouse and other accommodation furniture is of genuine wood veneer with greenish accents, as is typical on board most Urk-based vessels.

The vessel has crew accommodation for eleven people and spare bunks for pilot and medical care, thus offering accommodation to 12/13 people in total. Air-conditioning and sanitary systems are delivered and installed by Breman Shipping Installations.

Deck arrangement

The upper cargo deck, between the stern of the vessel and the aft bulkhead of the superstructure, is flush over the remaining length and full width of the vessel. The eleven pontoon type upper deck hatch covers and seven tween deck panels can be stowed, in stacks of three or four. These stacks can be in several positions in the hold opening to obtain the least possible obstructions in that opening.

A hatch cover crane was installed to open, close and move the upper and tween deck hatch covers to and from their store positions. The shape of the starboard topside of the hatch crane was modified to accommodate the presence of the cargo cranes. The upper deck lay-out allows for the hatch crane to be positioned either forward, against the superstructure, or aft over the small deckhouse. Coops & Nieborg delivered the hatch crane and hatch covers. The main deck features a corridor covered by upper deck on starboard as well as on port side, providing a protected route from forward accommodation to the mooring equipment on the aft ship.

The large NMF cargo cranes each have a maximum swl of 150 tons at 16 metres and a swl of 38 tons at a maximum outreach of 28 metres. Both cranes can also operate in tandem to facilitate the moving of large project loads. During ‘high-load’ cargo crane operations, the use of a ‘stability pontoon’ is required, due to the relatively small beam (required for higher speed hull shape). This pontoon, with the dimensions eleven times 5.50 times 3.40 metres, is normally stored flush in the cargo deck, next to the funnel. When deployed, it is put overboard with the aft cargo crane and hooked into the side of the vessel. The pontoon is then partially filled with sea water by gravity, thus providing a stable buoyancy component to counteract the lifting forces.

Below the upper deck at the stern is an open tween deck, which is home to the mooring equipment. On the aft upper deck on starboard side is the Hatecke freefall lifeboat in its dedicated launch and recovery system. The forward mooring equipment is protected against green water and weather influences on the enclosed forecastle deck. All mooring equipment is delivery CIG’s SEC Groningen, whilst the container lashings, fittings and sockets are supplied by CIG’s SEC Bremen.

Cargo hold

The lower cargo hold is 0.5 metre smaller than the upper hold, allowing the tween deck hatches covers to be positioned on a 250 millimetre edge on either side. Alternatively these hatch covers can be positioned at two higher levels by affixing them with latches into flush recesses in the cargo hold sides. Longitudinally, the hold is stepped in way of the engine room aft and the pump room forward, making the lower part of the hold relatively shorter. Container fixings are provided at tank top level and in the upper deck panels (outside). The large freeboard when sailing in ‘open-top’ allows for higher cargoes, such as cranes, drums/boilers and windmill foundations, to be transported upright with the hatches removed. As a class requirement for ‘open top’ a suitable bilge pump with a capacity of 350 m3/hr is fitted.

Propulsion and manoeuvring systems

The ship is provided with one Berg Controllable Pitch Propeller (CPP), which is powered by a 4000kW MaK 8M32C marine diesel engine via a reduction gearbox. The gearbox, a Renk RSV710, has a Power Take Off (PTO) to a shaft alternator. The Berg CPP as well as the Renk gearbox were delivered by AMW Marine.

Wolfard & Wessels Werktuigbouw was responsible for the complete 3D design and outfitting of the engine room, including ship’s systems, piping and assembly. A semi-balanced spade type rudder is operated by Rolls-Royce Rotary Vane steering gear. The ZF Marine stern and bow thrusters, each driven by a Leroy Somer 300 kW electric motor, ensure good manoeuvrability.

The auxiliary equipment consists of two 500 kVA Scania generator sets and an emergency generator set of 148 kVA. All generator sets are a combination of Sisu diesel engines with a Stamford alternator, producing 3-phase 400V/50Hz. The generator sets were supplied by Caldic, together with the generator control/ power management system and the matching measuring equipment. The shaft generator, revered to above, has a capacity of 750 kVA. For normal sailing the shaft generator produces enough power for the entire vessel. The generators are only required when in harbour, manoeuvring or using cargo cranes. In an emergency situation the cargo cranes can be run at reduced speed on the shaft generator. Piet Brouwer Electrotechnology was responsible for the delivery and installation of the electrical systems on board.

Conclusion

The Atlantic Dawn is a demonstration of the ultimate synergy between two experienced partners: Hartman and CIG’s Shipkits. They have delivered a highly competitive concept, offering clients more cargo volume economically transported per voyage at high speed.

Tom Oomkens