Reggeborg – An Evolving Concept

No 2 MbH Maart 2014 voor website.jpg 50 1On 18 December 2013, Ferus Smit hosted a celebration with the naming ceremony and the launching of m.v. Reggeborg (YN 404) at their German production facilities in Leer. Marieke Reehoorn-Geerdink, wife of ABN-AMRO-bank board member Wietze Reehoorn, performed the naming ceremony, after which the vessel was launched sideways from the transverse slipway. The vessel was handed over to the owners in February of 2014.

Built for Royal Wagenborg of Delfzijl in the Netherlands, yard number 404 (together with YN 403 and 405) is the largest vessel ever built at Ferus Smit shipyards. The main particulars of the vessel, with respect to the width restriction of the bridges of the Winschoterdiep, required that Reggeborg was built at the Ferus Smit production facilities in Germany. This shipyard is just across the border and facilitates the building of larger ships. After m.v. Reestborg (YN 403), m.v. Reggeborg is the second vessel in a series of three ‘green’ cargo carriers. The series will be completed with the launch of m.v. Roerborg (YN 405), which is expected in September 2014. This R-series are also the largest vessels to date in the Wagenborg fleet.

The vessels will be sailing under the Dutch flag with Delfzijl as their homeport and are employable for worldwide trading. The characteristics make the vessels suitable for carrying an extensive range of general cargoes, such as steel, forest products, break-bulk and bulk cargoes, including grain.

The R-series – 23000/204A type general cargo ships

Ferus Smit Shipyards, in cooperation with Royal Wagenborg, have developed a new series of three 23,000 DTW multi-purpose dry cargo vessels (type 23000/204A). The vessels have two box-shaped holds, each with a length of 60 metres and a combined capacity of26,765 cubic metres (945,000 cubic feet). By the use of a propeller in nozzle configuration and a specially designed hull shape, the main engine power is reduced to 4,500 kW while the vessel’s speed is marginal influenced by sea state.

The hull form features the Eco bow shape with a negative stem profile and ‘sharp’ waterlines. This characteristic and innovative ‘bulbless’ bow (informally known as ‘Canoe bow’, after the traditional Canadian canoe design) brings this design a number of ‘green’ advantages. Her longer and sharper waterlines reduce hull resistance irrespective ofher loading draft. At the same time this shape creates more deadweight/ displacement and cargo volume within her overall dimensions. Above the waterline the more slender form will cut gradually through waves, improving performance and thus reducing speed loss in more challenging sea states. An additional advantage is ice-breaking performance, as the negative stem profile is also advantageous when breaking through ice sheets.

No 2 MbH Maart 2014 voor website.jpg 50 2The original design idea was conceived from the Ferus’ 150,00 dwt design (m.v. Beatrix). By stretching the design and trying to explore the boundaries of what was achievable, each design step with every new order from Wagenborg resulted in more displacement, deadweight and cargo volume within even larger length to breadth (L/B) ratios. The design cycle of this series, combined with Wagenborg’s wish to go even bigger, again led to an extremity in L/B-

ratio. The most surprising fact is, that along the process of optimising hull shape, bow form, cargo volume and deadweight, the design and lay-out of the engine room remained almost untouched. Still the same 4,500 kW, combined with a large diameter, low rpm propeller in a high efficiency nozzle, results in almost the same speed as her predecessors have.

The first vessel in this R-series, Reestborg, already outperformed expectations. With the second vessel, although the design is typical for general dry cargo and bulk, the desire to be able to carry more odd sized deck cargo resulted in a minor modification to the superstructure. Differing from the first ship, Reggeborg is equipped with a higher deckhouse, by adding an extra (void) deck layer, to create better visibility lines when shipping tall project deck cargoes.

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Accommodation and wheelhouse

The superstructure is located aft and facilitates comfortable accommodation for 14 persons. All cabins are air-conditioned and equipped with private sanitary units. The air-conditioning is a straightforward single-pipe system, which is relatively easy to design, install and maintain, as it has less components and materials.

The wheelhouse forward area contains the navigation console with all the required navigation, communication and ship control facilities. Starboard side aft corner is home to the radio desk, chart table and a day head for public use, whilst a seating area is situated on portside. The bridge wings are outside and each has a small control desk with relevant primary control facilities. All bridge equipment was delivered and installed by SAM Electronics, featuring the NACOS Platinum Series, an integrated navigation, automation and control system. The system is based on complimentary components and uses a common network to support a comprehensive suite of radar, ECDIS and Conning displays. All available information can be viewed on any workstation, either in the engine control room, captain’s office or public spaces of the ship.

Below the wheelhouse is the extra void deck layer, followed by the captain’s deck with the dayrooms, bedrooms and bathrooms for both the master mariner and the chief engineer  forward. The first crew cabin can be found on starboard side.

One level lower, the boat deck, contains a dayroom, bedroom and bathroom for the first mate and similar, though smaller, facilities for the second mate and the second engineer and another crew cabin. On both sides of the open deck, the life rafts are to be found, on portside complemented by the m.o.b. boat, all with dedicated cranes.

The RQD (Raised Quarter Deck) accommodates a combined pilot cabin and medical treatment room, the bosun’s cabin and the deck office, as well as the emergency generator room. The accommodation deck comprises six crew cabins, an office and a changing room. On this deck we also find the mess room, dayroom, galley and provision storages.

On upper and lower tween decks we find the air-conditioning, hold ventilation, C02 equipment, an engine room workshop and all other engine room related spaces and storage rooms, as well a laundry room and a combined fitness/ game room. The carpentry work and finish of all wheelhouse and other accommodation furniture is provided by Scheen.

Deck arrangement

The aft main deck, behind the superstructure, is home to the aft mooring equipment. At the stern on port side of the centreline on upper deck is the Hatecke freefall lifeboat in its dedicated launch and recovery system.

When hatch covers are closed, the upper (or cargo) deck is flush between the forward bulkhead of the superstructure and forecastle deck, with a minor interruption amidships. This obstruction is to accommodate the ventilation equipment on top of the cofferdam compartment between the holds. However, to be able to create a totally unobstructed deck area for large project cargo, this ventilation equipment can be removed temporarily. The weather deck and hatch covers are reinforced to hold up to 1.75 mt/m2.

18 (nine aft plus nine forward) pontoon type upper deck hatch covers can be stowed in stacks at several positions in the hatch openings or on the deck just before the superstructure. With the hatch covers removed, the hatch openings are identical in size to the cargo holds themselves, to obtain the least possible obstructions. The tween deck panels, when not in use, can be stored on deck or in the hold itself, vertically or horizontally aft in the cargo compartments.

Handling of all upper and tween deck pontoon hatch panels (or bulkheads panels) is done by means of a gantry crane on coaming rails. For storage, the hatch crane can be positioned aft, against the superstructure. Hatch covers and gantry crane are supplied by Coops & Nieborg.

No 2 MbH Maart 2014 voor website.jpg 50 4The anchoring and forward mooring equipment is on the open forecastle deck, where a paint store can also be found as well as a ventilation duct for the forward hold. All mooring equipment is supplied by C-Nautical from Sappemeer, the Netherlands.

Cargo holds and tank arrangement

As stated above, the vessel features two cargo holds, which are identical in length. The aft hold is completely ‘box-shaped’ with main dimensions of 60.59 by 17 metres, whilst the forward measures 60.59 by 17 metres and tapers to 11.40 metres at the forward end to accommodate the bow shape. The tank top in the holds is reinforced for 15 t/m2 uniform load or 20 t/m3 non-uniform.

Both holds have a height of 13.65 metres and are provided with four tween deck hatch covers. The tween deck panels can be positioned either at one horizontal level or various vertical positions, two times two on top of each other, as (grain) bulkheads. These panels are designed for a maximum load of 3.5 t/m2. Hence the hold can be divided into versatile compartments to provide flexibility in cargo storage. Wagenborg has an option to complement the number of tween deck panels to a total of 18, to cover the complete hold length if required.

Between the two holds lies a cofferdam compartment with two separate HFO bunker tanks, an overflow tank and the ventilation ducts for both holds. The remaining fuel tanks are located against the forward bulkhead of the engine room. As a result of the location of the HFO storages, the trim of the vessel can easily be monitored and controlled during transit. All other ‘engine room-related’ liquids are stored in tanks around the engine room, whilst all side and bottom tanks in the cargo area are primarily for ballast purposes to compensate trim and stability effects of various cargoes.

Both holds are equipped with a dehumidification system and electrical ventilation, permitting up to twelve air changes per hour. This allows most common types of cargo to be transported under optimal conditions. Both holds are also suitable for the transport of a wide range of dangerous goods.

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Propulsion and manoeuvring systems

The ship is provided with a single Wartsila Controllable Pitch Propeller (CPP) with diameter of 4,750 millimetres in a HR (high efficiency) nozzle. The CPP is powered by a Wartsila 9L32, a medium speed marine diesel engine, via a reduction gearbox. This nine cylinder 4,500 kW main engine is designed to run on IF0380 at 750 rpm (MCR). The gearbox, a Siemens type Navilus GUCP 1120, has a Power Take Off (PTO) to a shaft alternator of 1,000 kWe at 1518.8 rpm. Steering is provided by a Benes balanced or spade rudder, operated by Rolls Royce Rotary Vane steering gear.

Beside the shaft alternator, the auxiliary equipment consists of two 420 kW generator sets and the Class required emergency generator set. The main generator sets are a combination of Scania diesel engines with a Stamford alternators, supplied by Sandfirden. The emergency or harbour set is composed of a Sisu diesel with a Stamford alternator, also from Sandfirden. The Wartsila bow thruster, type FT175, is a fixed pitch transverse tunnel thruster driven by a Hoyer electric motor of 860 kW.

Ferus Smit performed the complete design and outfitting of the engine room, including ship’s systems, piping and assembly, in-house, unlike most other shipyards that prefer to outsource this task. Eekels Technology was responsible for the delivery and installation of the electrical systems on board, as well as the delivery of the PTO alternator and the signalling, alarm and monitoring systems. Discom of Alblasserdam designed, manufactured and delivered the silencer for the ‘dry’ exhaust gas system.

The HFO fuel for the main engine is preheated by a system developed by Heatmaster of Hendrik-Ido-Ambacht, the Netherlands. This system is unique in that it is a combination of three heaters and four small circulation pumps, providing a high level of redundancy. The system features multiple hot water circuits, each with their own temperature control, which are heated by an economiser in the main engine exhaust uptake system when in transit. When ‘in harbour’, therefore not using the main engines, the heating is provided by a 700 kW gasoil fired boiler. This system is more flexible than traditional systems, contributing to the green credentials of the vessels.

conclusion

This series of vessels is the result of continuously improving designs and successfully expanding the limits of what was considered the maximum achievable in previous designs. Reggeborg, even more than her predecessor Reestborg, is an extremely versatile multipurpose general cargo vessel of 23,272 dwt. The maxim: a quality performance at manageable costs is all about minimum fuel consumption at maximum loading capacity.

Tom Oomkens

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