Eoseas Concept Cruise Ship

Eoseas is a concept cruise ship being developed by STX Europe in collaboration with Stirling Design International (SDI).
The 105,000t ship will have an overall length of 305m, breadth of 60m and draft of 8m. Eoseas is being developed as a part of the Ecorizon programme launched by STX France in 2007.

STX's Ecorizon programme


Ecorizon is a technical programme aimed at developing innovative marine clean technologies and alternatives to oil fuels. The project attained maturity in 2009 after two years of research and development work.
Jointly funded by STX Europe and the Regional Council, Ecorizon consists of five major work programmes including energy management, air emission management, water management, waste management and sustainable design.
Ecorizon addresses the entire environmental footprint of the ship throughout the design, construction and operation stages. The long-term goal of the concept is to reduce the use of non-sustainable energy to 50% by 2015.



Eoseas design and features

Eoseas incorporates a pentamaran hull design. The double hull design will feature long promenade decks on both sides of the ship.
The ship will be a trimaran on five hulls, of which two hulls on either side will have the same fore-and-aft plane. An air cushion under the main hull optimises the hydrodynamic characteristics of the vessel.
The double skin on the ship will function as a natural air conditioning system. The frictional resistance of the ship is reduced with the air film injection and the froude number is reduced by incorporating vertical bow.
Fresh water is generated onboard using highly efficient multistage evaporators and reverse osmosis. The ship will feature an advanced wastewater purification system to treat grey and black waters. An absorption chiller absorbs rain water from the upper decks. It uses heat generated from engines.
The design objectives of the Eoseas are to reduce power consumption by 50%, emissions of CO2 by 50%, SO2 by 100%, NOX by 90% and ash by 100%.



Accommodation onboard the concept cruise ship

Eoseas can accommodate 3,311 passengers in 1,403 cabins. There are 555 cabins for 1,089 crew members. The ship allows the passengers to fully explore the maritime environment. The passenger space ratio of the ship will be 31.7 when full and 37.4 based on lower berths occupancy. The cabins are designed to use natural lighting and are fitted with presence sensors and light sensors. The energy management systems in the cabins reduce energy consumption by 30%. 

Propulsion and power

Eoseas will be powered by four dual-fuel LNG diesel electric generator sets. Each genset provides 8MW power for propulsion and hotel load. There are four screws, two pump propellers with shaft lines on the outriggers and two pump propeller pods on the central hull.  LNG is stored in a storage system similar to that of LNG carriers and is transferred in a pressurised service tank. The ship will have an advanced heat recovery plant to recover thermal energy.8,300m² photovoltaic panels fixed on side and upper deck provide maximum power of 108MW and an average of 270kWe. The organic waste gasification plant onboard generates 300kWe syn gas which is used in the generator sets. The ship is equipped with an innovative sail concept patented by STX France. The sails mounted on five masts over 12,440m² significantly use wind energy for propulsion. STX France conducted 13 tank tests with different hulls and propulsion configurations during 2008 and 2009, achieving 17% improvements over conventional propulsion / hull systems. The innovative propulsion system aboard the ship enhances fuel efficiency, redundancy and manoeuvring.



source: http://www.ship-technology.com/

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m/y Octopus

Name: Octopus
Lenght: 126.20 m
Beam: 21.00 m
Draft: 5.66 m
Year: 2003
Shipyard: Lurssen Yachts
Passengers: 26
Engine: Mercedes Benz
Power: 19,200 hp
Speed: 20.0 kn



A lot of yachts impress us with their design, style, interior and engineering, but for Octopus the list is not so short. The luxury yacht is property of Paul Allen, one of the founders of Microsoft and the richest men in the world. The yacht is impressive with overall length of 126.20 meters, which is about 414 feet and the length between perpendiculars is 109.96 meters. The super-yacht was built in the yard of Lurssen Yachts in 2003, which is one of the highest quality yards, creating some of the most luxury and largest yachts of the world. The yacht Octopus has beam of 21.00 meters and draft of 5.66 meters. 

These measurements are too large for motor-yacht and definitely can be compared with small ship, but Octopus is one of the most luxury motor yachts, which were ever built. The guests’ capacity of Octopus is only 26 persons, who will be served by 57 crew members and staff persons. The yacht Octopus is made by steel, while the superstructure is aluminum. These materials are providing reliability of traveling, high comfort and decrease of the deadweight. The yacht has 41 staterooms, divided into 3 categories – Owner site, VIP stateroom and Guests rooms. The owner suite is definitely the most luxury apartment on board, consisted by 2 rooms, large verandah, and luxury interior created by the interior designer Jonathan Quinn Barnett. The other staterooms are also quite luxury and highly comfortable, providing large living area and great sea-view.

The engineering of the yacht should be reliable and powerful, because otherwise the yacht will lose a lot from her beauty. The main engines are 8 units Mercedes Benz engines each with power of 2,400 hp (total 19,200 hp or 14,320 kW). These engines are giving for the yacht enough power to reach cruise speed of 17.2 knots and maximum speed of 20.0 knots. The yacht has 850 metric tons of fuel capacity and 175 metric tons of fresh water capacity. This bunkering is giving for the yacht range of sailing of more than 800 nautical miles. The yacht Octopus was refitted in 2008 and a lot of innovations were installed on board, for more comfortable and more environmental traveling. The luxury motor yacht has active and passive stabilizers, which are decreasing rolling in heavy sea. Also Octopus has AIS, ECDIS, NAVSAT and etc, which are increasing the safety of navigation all around the world.

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Carnival Breeze

Carnival Breeze is the third Dream-Class cruise ship being built by Fincantieri in Monfalcone, Italy, for Carnival Cruise Lines (CCL). She is the sister ship of Carnival Dream and Carnival Magic, which were delivered in 2009 and 2011 respectively.

Dream-Class cruise ships are the largest passenger ships ever built for CCL. They are also the largest cruise ships built in the history of Italian shipbuilding.

Carnival Breeze is anticipated to enter service in June 2012 with 12-day Mediterranean cruises. She will then be shifted to Miami, Florida, in November 2012 for year-round six and eight-day Caribbean operations.

Design, features and dimensions of Carnival Breeze

"Carnival Breeze will be powered by a diesel-electric dual propulsion engine."
The design of Carnival Breeze was developed from her existing sister ships and has the same outdoor set-up. Her design is inspired by tropical ambiances. She will be coated with warm colours and will be given chromatic colour shades created by Partner Ship Design (PSD).
PSD has also designed most of the public areas including the staterooms, central area, shops, promenade deck, dance lounge, restaurant deck, spa, bars, entertainment lounge and open decks.
A four-slide water park will be outfitted on the last deck. A promenade will run across the ship's external perimeter.
The 128,500t ship will cruise at a maximum speed of 22.5kt. She has an overall length of 306m. Length between perpendiculars is 269.2m and moulded breadth is 37.2m.

Construction of Carnival Cruise Lines' newest ship

Orders for the construction of the ship were placed by Carnival Corporation, the parent company of CCL, in December 2009. The first building block for the ship was put in place in December 2010.
Carnival Breeze remained dry docked for about nine months (December 2010 to September 2011) in the Monfalcone shipyard's dry dock area. Here, the building blocks were assembled and welded together to construct the midship.
A coin ceremony and float out of the ship took place in September 2011. Sea trials and interior designing are expected to be completed by the second quarter of 2012. The ship is expected to be delivered in May 2012..

Accommodation and staterooms onboard
A total of 3,690 passengers can be accommodated in 1,845 cabins. There will be 746 additional cabins to accommodate 1,386 staff members.
The ship's staterooms include the Interior, Ocean View, Balcony, Suite and Cloud 9 Spa staterooms.
Deluxe Ocean View staterooms feature a separate washroom and are suitable for families. Balcony staterooms are specially designed for smooth sea breeze and sea view experiences.
Ocean Suites offer more space and feature a big balcony, VIP check-in, bathroom with whirlpool tub and walk-in closet. Cloud 9 Spa staterooms feature private spa access and special amenities. .
Some of the Ocean View cabins can be provided with five berths and two bathrooms to accommodate larger families. All staterooms will feature a new Caribbean-inspired interior decoration, television, full bathroom with shower and copious closet and drawer space.

Dining, entertainment and other facilities on the Carnival Breeze

Blush Dining Room and Sapphire Dining Room are two of the ship's main dining rooms.
"Carnival Breeze is the third Dream-Class cruise ship being built by Fincantieri in Monfalcone, Italy."
They will offer a variety of starters, entrees and desserts. Lido Marketplace will have casual dining options with indoor or outdoor seating.
Sushi Bar, Cucina del Capitano, Lanai BBQ and Fahrenheit 555 Steakhouse will be the other dining venues.
Cloud 9 Spa will be a two-level spa featuring a sauna, fitness centre, beauty parlour and thermal suites. There will also be a Thalassotherapy pool. The SportSquare sports bar will offer sports such as basketball, football, jogging and strength training.
Clubs and lounges will include Ovation Main Show Lounge, Limelight Aft Lounge, Liquid Nightclub and Piano Bar 88.
Club O2, Video Game Room and Camp Carnival will be dedicated play areas for children. A two-level health and wellness centre for children will also be available.

Power and propulsion

Carnival Breeze will be powered by a diesel-electric dual propulsion engine. Total electric propulsion will be 2 x 21MW.



source: http://www.ship-technology.com/

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Port of Hamburg

Port of Hamburg, the largest seaport in Germany, lies between the North Sea and the Baltic Sea. It is the second biggest container port in Europe and the 11th biggest in the world.

Spread over 7,250ha, it is an important port for cargo transport between Central and Eastern Europe. It can be accessed from the North Sea through the Elbe River. The Port of Hamburg is a universal port capable of handling all kinds of goods. It offers a range of services for handling cargo, customs clearance, quality control, storage and packing or distribution. A total of 320 berths are available at the port.

Facilities at the German port

"The port is operated by the Hamburg Port Authority (HPA), a public service institution."
The port features four large container terminals capable of high-performance handling. Three of the terminals are operated by Hamburger Hafen und Logistik (HHLA), a port logistics group based in Europe. Capacity of the terminals is being continually expanded to meet the growing demands for cargo handling.
HHLA Container Terminal Burchardkai is the Port of Hamburg's largest cargo handling facility. The terminal features nine berths and an area of 1.4 million square meters.It is equipped with 27 container gantries, including modern Twin-Forty container cranes which are capable of loading or unloading two 40-foot containers in a single movement. Maximum depth is 15.3m and quay length is 2,850m. The terminal will be expanded in the future to enable it handle 5.2 million twenty-foot equivalent units (TEU).

HHLA Container Terminal Altenwerder began operations in 2002 as a joint venture between HHLA and Hapag-Lloyd. The terminal is spread over an area of one million square meters and has four cargo berths. Maximum depth is 16.7m and length of quay is 1,400m. The terminal features 15 container gantry cranes.
The Eurogate Container Terminal Hamburg features six berths and a quay length of 2,080m. Maximum depth is 15.3m and terminal area is 1.2 million square meters. Operated by Eurogate Group, the terminal is equipped with 24 container cranes. HHLA Container Terminal Tollerort has an area of 600,000m2 and four container berths. Maximum depth is 15.2m and length of quay is 1,230m.

The terminal is equipped with 12 container cranes. It features its own container rail station which has been operational since 2008. The station has 720m of track and three Transtainer cranes capable of handling block trains efficiently. The Port of Hamburg also features 42 multipurpose terminals capable of handling general cargo and bulk cargo. The general cargo terminals handle cargo such as vehicles, fruits, metals, iron, paper and cardboard. Some of these terminals include Wallmann Terminal, C. Steinweg Süd-West Terminal and Rhenus Midgard - Dradenauhafen. The port handled 2.6mt of general cargo in 2010.

"Port of Hamburg, the largest seaport in Germany, lies between the North Sea and the Baltic Sea."
Bulk cargo terminals are also available at the port and are equipped with grabs, suction equipment and conveyors. The port handled 40mt of bulk cargo in 2010. Companies handling bulk cargo at the port include Vopak Dupeg, Hansaport Hafen, Kalikai, G.T.H. Getreide Terminal Hamburg and Rhenus Midgard.
The port's cruise terminals include Cruise Terminal HafenCity and Cruise Terminal Altona.
Cruise Terminal HafenCity has two berths. Length of quay is 460m and maximum depth is 12m.
Cruise Terminal Altona opened in June 2011 and features one berth. Terminal area is 1,500m2 and quay length is 360m. Maximum depth is 10.6m.

Operator of the Port of Hamburg

The port is operated by the Hamburg Port Authority (HPA), a public service institution. HPA is responsible for the development and maintenance of the port. It is also responsible for making timely investments to meet the demand for cargo handling.

Future plans for the second biggest container port in Europe
Capacity of the Eurogate Container Terminal Hamburg is to be extended towards Bubenday Ufer. The expansion will enable the terminal to handle six million TEUs per annum. Construction is scheduled to be carried out between 2015 and 2019. Area of the Container Terminal Tollerort will be expanded and two additional berths will be constructed in future.

A new terminal is also being planned for cruise liners.



source: http://www.ship-technology.com/

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Port of Philadelphia

The Port of Philadelphia is situated on the bank of the Delaware River, 151km south of New York City and 216km north of Washington D.C. The port is believed to be the number one perishables port in the USA. The port facilities are located along a five kilometre stretch of the river within the limits of Philadelphia, Pennsylvania. The port was designated as a strategic military seaport by the Defence Department in 2002. It registered a 17% increase on its total cargo output in 2010, handling 3.64 million metric tons (mt) of cargo against 3.11mt in 2009. Containerised cargo grew from 222,900 TEUs in 2009 to 264,059 TEUs in 2010, an increase of 18% year on year. Non-containerised cargoes posted growth of 32%. The Philadelphia Regional Port Authority (PRPA) takes care of the management, maintenance, marketing and promotion of the port facilities. The PRPA, created in 1989 by an act of the Pennsylvania legislature, is an independent agency of the Commonwealth of Pennsylvania.



Philadelphia Port design features

The depth of the river channel at the port is 40ft. The Packer Avenue Marine Terminal has an area of 112 acres. Its depth at mean low water (MLW) is 12.2m. Piers 96 and 98 have a combined terminal area of approximately 55 acres and an alongside depth of 9.75m. Terminal area of Pier 84 is 13.9 acres. It is served by a 260.6m long berth. Terminal area of Pier 82 is 13.3 acres, that of Piers 78 and 80 is 44.4 acres, and that of Piers 38 and 40 is 12 acres. Tioga Marine Terminal has a terminal area of 116 acres and alongside depth of 10.8m.



Philadelphia Port construction

The Port of Philadelphia is more than 300 years old. Most of the port's facilities, including piers and waterfront warehouses, were built and maintained by private concerns in its early years of operation. These facilities were built without major help from the central government or its agencies. Major improvements took place at the port in 1960s and 70s. The Packer Avenue Marine Terminal and Tioga Marine Terminal were built during this period. The PRPA, after its creation in 1989, built an additional on-dock warehouse at Tioga Marine Terminal, a forest products warehouse at the Piers 78/80 Forest Products Distribution Centre and a refrigerated warehouse at Pier 82. Delaware River Main Channel Deepening Project was commenced in March 2010 to deepen the main navigation channel to 45ft. The $311m project is being undertaken by the US Army Corps of Engineers. The federal government will fund about two-thirds of the cost and the remainder will be borne by PRPA.



Port facilities and critical functions

The Port of Philadelphia is served by two terminals and eight piers. The Packer Avenue Marine Terminal is the largest and the busiest facility, and is specialised in handling heavy lift, steel products, containers, frozen meat and fruits. It is served by six berths and a roll-on / roll-off (RO/RO) ramp. It has two dry and one refrigerated storage warehouses. The Tioga Marine Terminal is considered as a base for the Chilean fruit business. It also handles paper, containers, plywood, breakbulk cargo and steel. It has one compartmented warehouse, two dry warehouses and a cold storage with racked storage for 6,000 pallets. Piers 96 and 98 are served by two berths and specialised in handling automobiles, project, trucks and heavy equipment cargoes. They are facilitated with an auto-washing shed and a service building. Cocoa beans and cocoa products are handled at Pier 84 which is served by one container berth. The pier has two dry storage warehouses. Pier 82 is a 13.3 acre facility specialised in handling breakbulk, paper, fruits and vegetables. Piers 78 and 80 handle newsprint, coated paper, wood pulp other forest products. Pier 80 has two container berths with RO/RO ramps. Piers 38 and 40 are served by three container berths.



Operators involved in the Port of Philadelphia

Packer Avenue Marine Terminal is operated by Greenwich Terminals, while Tioga Marine Terminal is operated by Delaware River Stevedores. Piers 38, 40, 78 and 80 are operated by Penn Warehousing and Distribution. Pier 82 is operated by Horizon Stevedoring, while Dependable Distribution Services is the operator of Pier 84.



Equipment used at the versatile port

Packer Avenue Marine Terminal has one Kocks heavy lift container crane, three Kocks container cranes, one Paceco container crane and two Hyundai container cranes. Terminal equipments include 11 toploaders, 100 forklifts and eight reach stackers. Piers 96 and 98 are equipped with forklifts, shuttle equipment and rail loading equipment. Piers 78 and 80 are provided with more than 100 customised lift trucks, 40 tractors, 30 vans, 35 flatbeds and five fifth wheels. Piers 38 and 40 are provided with 25 forklifts, 30 tractors, 20 vans and 35 flatbeds. Pier 82 is equipped with a Liebherr Mobile Harbor Crane. Tioga Marine Terminal is set up with two Kocks container gantry cranes and a Liebherr Mobile Harbor Crane.


Future plans for construction and expansion

The PRPA has planned to expand the port facilities by constructing Southport Marine Terminal in order to increase the port's capacity by three times. The terminal is estimated to cost $2bn to $3bn and is expected to be completed in 2014. Bids for the design and construction of the facility were sought in May 2010. A consortium of Delaware River Stevedores, Marine and Ports America Group and Hyundai Merchant Marine Shipping Agency was selected as the winning bidder in October 2010.

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Port of Brisbane

The Port of Brisbane is the largest general cargo port in Queensland, Australia. It is located at the mouth of the Brisbane River, about 15 miles from the Central Business District of Brisbane, Queensland. The port is currently the fastest growing container port with 978,814 TEUs traded in 2010-11; it is the third busiest port in Australia with its total trade being 33 million tons in 2010-11.

Port of Brisbane details

The Port of Brisbane is a purpose-built 7.5km² facility and is accessed via the Moreton Bay.
General cargo berths have alongside depths of 29.52ft to 45.93ft; container berths have depths up to 45.93ft and oil berths up to 46.91ft. Grain berth is 42.65ft deep and the coal berth is 44.29ft deep.

Port of Brisbane construction

The port emerged as a main commercial centre in mid-1800s. Cairncross Dockyard was built during World War II. The industrial and port structures changed forever after the completion of two major phases of development which began in the 1960s. The first container terminal was built in 1969. The general purpose berth and terminal was opened in 2009 at an investment of A$57m. Wharf ten, a 1,220.47ft dedicated container berth, was opened in June 2009 at a cost of A$65m. Berths 11 and 12 are under construction and are scheduled for completion in 2012 and 2014 respectively. The construction contract for berths 11 and 12 was awarded to Smithbridge Australia in September 2010 and June 2011 respectively.


Facilities at the general cargo port

Most of the facilities are located at the Fisherman Islands. The port is served by 29 operating berths and more than 23,622ft of quayline. Container terminals include seven container berths with 5,905.51ft of quayline. The general cargo and motor vehicles terminal has three berths with a total length of 2,296.58ft. The terminal handles containers, break-bulk cargo, motor vehicles and other roll-on roll-off cargo. Dry-bulk terminals include a coal terminal, grain / cottonseed / sugar terminal, woodchips terminal, cement / clinker plant, general purpose wharf and general purpose berth. The Pinkenba bulk terminal, Pinkenba and Gibson Island fertiliser / chemical plant, Queensland Bulk Terminal, Bulwer Island cement / clinker plant and Hamilton wharves / Maritime wharves are located upriver. Wet-bulk terminals handle crude oil and refined products. Vegetable oils are also shipped through these terminals. Brisbane multimodal terminal (BMT) acts as an interface between the container terminals and the road and rail networks. It facilitates movement of goods and cargo in and out of the port by rail. Dry dock and ship repair facilitates are available at Forgacs Cairncross Dockyard. Wharves eight, nine and ten feature 1,796 plug points for refrigerated goods and 5,766 ground slots for dry goods. Wharf three has 15,000m² storage sheds.


Operators of the Queensland port

The Queensland Government has leased the port to PBPL for a period of 99 years.

PBPL is owned by the Q Port Holdings consortium, comprising Global Infrastructure Partners, Industry Funds Management, QIC Global Infrastructure and Tawreed Investments. As per the lease agreement, PBPL is responsible for management and development of the port and its facilities. Australian Amalgamated Terminals (AAT) operates berths one, two and three. Berths four, five, six and seven are operated by DP World Brisbane, while Berths eight, nine and ten are operated by Patrick Terminals. Berths 11 and 12 will be operated by Hutchison Port Holdings (HPH).



Equipment used

Berths one to three are equipped with a mobile harbour crane and a 66t single-lift container crane. Berths four, five, six and seven are equipped with two Super Post-Panamax twin-lift container cranes, two Post Panamax single-lift container cranes and two Panamax single-lift container cranes. Berths eight, nine and ten are served by 27 machine-controlled straddle carriers and five gantry cranes. Two of the cranes have heavy lift capacities of 40t, two are 75t and one is 80t.


Future plans for the Port of Brisbane

PBPL has drafted a future port expansion plan to add 2.3km² of port land and provide increased berth space. The reclaimed land will be filled over 15-20 years. Another project is the sand extraction project, for which approval has already been granted by the Environmental Protection Agency. A total of 15 million cubic metres of sand will be extracted from the Spitfire Channel in Moreton Bay over 15 years.

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Port of Amsterdam

The Port of Amsterdam is a tideless port located on the banks of the North Sea Canal and IJsselmeer, a shallow artificial lake located in the northwest part of the Netherlands. 

The port is connected to major international transport flows such as the North Sea, Den Helder, Markermeer, IJsselmeer and the River Rhine.

The port is the second largest in the Netherlands in terms of transshipment. It is ranked fourth among European ports. In the first half of 2011, the port handled 37.5 million tons of cargo, an increase of 5.7% compared to the first half of 2010.

The total amount of transshipment in 2010 was 72.7 million tons. A total of 198,530 sea cruise ship passengers and 264,540 river cruise ship passengers visited the Amsterdam port in 2010.

The Amsterdam port authority, as part of the local government, is responsible for operation, management and development of the whole port area.

Design of Port of Amsterdam

The Port of Amsterdam comprises 680ha of water surface and 1,960ha of land area that consists of port sites, quaysides, roads, railways and dikes. Of the total land area, 310ha is allocated for infrastructure, 1,305ha is issued for business sites and 345ha is available for rent or lease.

The port can be accessed from the sea as well as from inland waters. The sea route access is through the North Sea Canal. Oranje locks and Amsterdam Rhine canal provides access from inland waters. The maximum draught reserved to use the lock is 13.72m. The North Sea Canal is 275m wide and 20km long at the approach.

The port authority has taken various environmental measures to improve the natural environment in the port area. The Port of Amsterdam, in cooperation with Municipality of Zaanstad and Amsterdam's Department of the Environment and Buildings Inspectorate, has initiated a project called Afval = Grondstof (Waste = Raw Material).

The basic principle of this project is that residue flows and waste material produced by one company might become a source of raw material or source of energy for another company. The port provides project management, subsidy applications and location to those companies which want to exchange residue flows.

The port has also initiated the Port of Amsterdam Sustainability and Innovation Fund. For this, the authority is giving two million Euros in the form of subsidies for projects that can lead to sustainable and innovative development in the port area.

Other environmental measures include use of wind turbines for power generation, installation of shore power outlets at all public barge mooring facilities, production of energy by incineration of waste and installation and expansion of vapour recovery units in oil terminals.



Construction timeline and history

The first major development took place in the later half of 16th century and in the 17th century. The Ooster and Westerdok dikes were built in 1832 and 1834 respectively. Construction of the North Sea Canal in 1876 enabled seafaring vessels to reach the Port of Amsterdam. The first part of the West port was built in early 1930s for a Ford car factory and the first part of the Asiahaven harbour was built at the end of 1970s. The Afrikahaven harbour was opened in 2000. An all weather terminal was opened in 1998 by Waterland Terminal, a multipurpose, stevedoring and terminal operating company. The Passenger Terminal Amsterdam was opened in 1999 and Amsterdam Container Terminal became operational in 2001.


Facilities and equipment at the Port of Amsterdam

The Port of Amsterdam is a multifunctional port capable of handling, storing and shipping cargoes ranging from cocoa beans to coal, and from paper to oil. The port is served by three types of terminals for breakbulk, containers and energy. The Koopman Car Terminal has a surface area of 350,000m2. Its maximum depth is 12m and quay length is 350m. Automotive stevedore and RO/RO activities are performed here.  The Amsterdam Marine Terminal handles containers, RO/RO and general cargo. Its quay length is 210m and maximum depth is 10.5m.

The Amsterdam Container Terminal has a total surface area of 620,000m2. Its quay length is 645m and maximum depth is 15.5m. The terminal is served by five 100mt gantry cranes.  The VCK Terminal, located in Suezhaven / Beringhaven, is an all round logistic service provider. It has a total surface area of 175,000m2 and is equipped with a 55t crane. The Waterland Terminal is also located in Westhaven. Its covered surface area is 77,500m2 and open area is 110,000m2. The terminal is equipped with three gantry cranes. BP Amsterdam Terminal has a total surface area of 880,000m2 and maximum depth of 14.6m.



Operators at the major European port

The Koopman Car Terminal is operated by Koopman Logistics Group.  The Amsterdam Container Terminals / Amsterdam Marine Terminals are operated by Amsterdam Container Terminals (ACT) BV.
Some other operators operating breakbulk terminals include Ter Haak Group, VCK Group and Waterland Terminal BV.  Operators of energy terminals include Overslag Bedrijf Amsterdam, Rietlanden Terminals, Oiltanking Amsterdam, Eurotank Amsterdam, NuStar Energy, Noord Europeese Wijnopslagbedrijf (NEWOB), Vopak, Westway Terminals, Tankstorage Amsterdam Greenmills, Vesta, Icova, Nuon and Afval Energie Bedrijf.


Future plans for the Port of Amsterdam

The port authority is planning to build a new sea lock to simplify access to the port region. For this purpose, a covenant was signed by the Government of Netherlands, Province of Noord-Holland and the city of Amsterdam in November 2009. The new lock is expected to be operational by 2016.

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m/v Siem Swordfish

The Siem Swordfish is a new ROV (remotely operated vehicle) support vessel constructed for Siem Offshore AS by Kleven Werft at their yard in Norway (hull number 315, keel was laid in October 2006). The ship is of an MT 6016 L design (designed by Marin Teknikk AS) and will operate in a variety of different waters carrying out ROV support, subsea surveys, diving support, deep-sea crane operations, inspection, repair, construction and maintenance.

The ship, which was delivered in June 2007 (christened in Gerainger Fjord on 27 August 2007), is on a five-year charter to Veolia Environment Inc (with an option to buy the vessel when the charter is complete). The 4,800-gross-ton vessel is of a clean design (Clean Class and COMF-V rate 3) which means lower fuel consumption and lower emissions with a notation of DnV X 1A1, ICE C, Supply vessel, SF, E0,DYNPOS-AUTR, Comf-V(3),Naut OSV (A), Clean Design, DK(+), Helideck-S.

Technical

The ship has an overall length of 103.7m, length between the perpendiculars of 96.8m, loaded length of 94.8m, a beam of 19.7m, a draft of 6.2m, net tonnage of 1,450t and a deadweight of 4,500t.

The ship's propulsion is diesel electric driven and makes use of frequency controlled propellers, pumps and fans. The ship is powered by Caterpillar engines and uses Rolls-Royce AZP100FP azimuthing thrusters to provide main propulsion (able to make 16kt). There is also a Kongsberg SDP21 dynamic positioning system for accurate maintenance of position when engaged in operations.

Accomodation

Accommodation on board the ship is arranged for 100 crew and personnel. There are 24 single-berth cabins with separate bathroom, 24 double-berth cabins with separate bathroom, three four-bed cabins and eight one-plus-one-man cabins (Pullman).

"Siem Swordfish was delivered in June 2007."

Additional space onboard for work activities includes a conference room with nine seats, a four-person office on the shelter deck, a sky lobby reception and TV room, one conference room on the captain's deck, two survey / operations rooms on the bridge deck, and three large offices on the main deck.

Work equipment

The ship is equipped with four cranes from Hydra-marine including: one 150t active heave compensated subsea crane, one 70t active heave compensated subsea crane and two 5t deck cranes. The large crane (Hydra-marine HMC 3568) is capable of making a 150t lift and can operate to a depth of 3,000m using 64mm galvanised non-rot wire.

The work / cargo deck area is 1,150m² with a strength of up to 10t/m² (deck cargo capacity is 2,150t). There is a 7.2m × 7.2m moon pool with a flush hatch and also various ROV areas such as a workshop, LARS area, storage area and launch area. The ship also has a helideck that is rated for S92 (Sikorsky helicopters).

source: http://www.ship-technology.com/

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m/v Thames Fisher

The 4,765dwt Thames Fisher is the first of three double-hulled product tanker vessels built at the Vickers Shipyard in Barrow-in-Furness for James Fisher Tankships. The vessel was delivered in October 1997. Its two sister ships, Humber Fisher and Mersey Fisher were built in 1997 and 1998, respectively. The Mersey Fisher is slightly different and features a modified crossover connection on the cargo manifold. This enables the vessel to carry a greater range of parcels.

Design

The Thames Fisher has a gross tonnage of 2,760t and a net tonnage of 1,464t. The distance between the bow and centre manifold is 48m. The manifold spread is 4.8m and it has a 15.5m beam.
The Thames Fisher is 91.4m long overall and has a 6.02m design draught. The vessel's ballast parallel body length is 40m.

Cargo systems

The Thames Fisher has cargo tank volume capacity of 5,100m³ at 98%. The vessel was designed to carry refined oil products with a flashpoint below 60°C, and some categories of edible oils. The cargo piping and manifolds had been manufactured from stainless steel. The cargo system volume comprises five pairs of tanks, with capacities ranging from 550m to 3,405m. The vessel can unload a full cargo in about six hours. This is enabled by a series of ten 175m³/h (at 100m head) deep well hydraulic cargo pumps supplied by Frank Mohn.



"The Thames Fisher has a gross tonnage of 2,760t."

The cargo tanks also feature the use of stainless steel heating coils. These are able to maintain cargo temperature at 65°C allowing a high degree of flexibility in the types of cargo that can be transported. The vessel's thermal oil heater is a Wanson Termopac 2,500 3SC unit rated at 2,907kW.  By using separate lines and pumps, up to six tanks can be simultaneously loaded/discharged. During loading/unloading a Whessoe gauge is used to provide temperature and volume information, supported by an MMC vapour lock. Immediately in front of the accommodation unit lie two 63m capacity slop tanks. These were designed to carry cargo if necessary. The ballast system is composed of 11 tanks, which total 2,200m. Two Transvac eductor-jets and Desmi ballast pumps have been fitted.

Propulsion

Propulsion is provided by a Ruston 8RK 270M main engine. This eight-cylinder in-line turbo-charged, four-stroke diesel unit is capable of delivering 2,300kW (3,083bhp) at 886rpm. It gives the vessel sufficient power to maintain a service speed of 12kt at 90% MCR. Fuel consumption is estimated to be around 9.6t of diesel per day. With a bunker capacity of around 180m, this gives the vessel a range of approximately 3,000nm. The two Cummins engine-driven alternator has an output of 600kW at 800rpm. A 600kW Stamford International shaft alternator has also been fitted. For a back-up power supply, there is an emergency generator that is capable of producing 95kW.  The Thames Fisher has an Ulstein 3.5t thrust capacity bow thruster unit and a high lift rudder. It also has a 3,200mm diameter CP propeller, as well as the 600 AGSCKP main engine gearbox.

Automation and control

The cargo control system, accessed via the raised catwalk, houses the key cargo and ballast tank controls and pressure gauges. There are two 0.5t SWL hose handling davits fitted to handle the cargo hoses. All valves are opened and closed manually and there is no remote cargo handling control system on the bridge.
The bridge is well equipped with an array of navigational and communications aids including two Kelvin Hughes Nucleus anti-collision radar systems, one of which has an ARPA facility. GMDSS- standard communications are provided through a Marconi Salvor 6 unit.



source: http://www.ship-technology.com/

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m/v Ken Wave

Name: Ken Wave
Type: Bulk Carrier
Lenght: 189.99 m
Beam: 32.25 m
Draft: 12.69 m
Deadweight: 70,000 m.t.
GT: 31,759 g.t.
Engine: B&W 6S50MC-C
Power: 9,070 kW
Speed: 14.5 kn


Ken Wave is bulk carrier built in 2010 by Mitsui Engineering & Shipbuilding with deadweight of 56,104 metric tons. The ship is having overall length of 189.99 meters and length between perpendiculars of 182.00 meters. The beam of the ship is 32.25 meters and the draft, when the ship is fully loaded can reach 12.69 meters. The bulk carrier Ken Wave is having gross tonnage of 31,759 gross tons and cargo capacity for more than 70,000 cubic meters, which is providing large profits for the owner. The bulk carrier was built in the Chiba Works Shipyard, which is one of the best Asian workplaces for building of large vessels. The builders installed quality and reliable engine Mitsui-MAN B&W 6S50MC-C , which is providing total power of 9,070 kW at 125 rpm . The main engine is quite high revolutions for ship engine, but

having low fuel consumption and giving pretty large service speed of 14.5 knots. The main engine is complies with all the requirements of MARPOL and IMO for low CO2 emissions and provide s high number of flexibility . The ship is designed to be from Handymax type and is part of the series of Mitsui , which are highly appreciated on the market and orders are flying to the shipbuilder. Ken Wave is made according to IACS Common Structural Rules designed with hull shape to de effective and fuel saving. The main engine is designed to have low fuel consumption and how lub oil consumption, based on high effective propulsive performance . The bulk carrier Ken Wave has 5 cargo hold and all of them are designed to be proper for different cargoes even heavy cargoes. The holds have high strength of the hatches for reliable carrying of cargoes through the oceans all over the world. The ship Ken Wave is very modern and has everything to give high profits for the ship-owner and ship-operator. The bulk carrier has large cargo capacity for the size and measurements. This is quite important for the years of financial crisis, when the whole maritime transport is one of the sectors, which were mostly hurt from the world business.

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m/v Berge Ichiban

   Name: Berge Ichiban

   Type: Oil Tanker
   Lenght: 322.95 m
   Beam: 60.00 m 
   Depth: 29.55 m 
   Draft: 18.65 m 
   Deadweight: 298,552 m.t. 
   GT: 159,397 g.t.
   Year: 2000
   Speed: 16.0 kn
   Engine: B&W 7S80MC
   Power: 25,490  kW

Tanking about large sailing vehicles we should definitely notice Berge Ichiban. The oil tanker has overall length of 322.95 meters and beam of 60.00 meters. The depth of the board if 29.55 meters and the draft of the VLCC is 18.65 meters, while the ship is fully loaded. The deadweight of Berge Ichiban is 298,552 metric tons and the gross tonnage is 159,397 gross tons. The very large crude carrier has main engine MAN B&W 7S80MC (Mark VI) with total power of 25,490 kW at 79 rpm. The service speed of the ship is 16.00 knots, while the maximum one is 17.1 knots. Ships from the class of Berge Ichiban usually have lower speed and they are clumsier, but this crude oil carrier was designed with high speed with low fuel consumption. The cargo ship was built on February 2000 in the ship-yard Hitachi Zosen (now known as Universal Shipbuilding Corporation. The cargo ship was built for Bergesen D. Y. ASA, which is one of the largest ship-owners of the world. The ship is double hull cargo vessel created according to latest requirements of MARPOL73/78 and IMO. The ship is created with increased protection for marine pollutions, in case of grounding, accidents and collisions. The design, which was used from the Japan ship-builders was with creating ballast tanks in the double boards with ensured stability and increasing of meta-center height. This reducts the free water surfaces and heeling of the ship. The application of high quality steel plates is limited to only longitudinal for the upper deck and the double bottom to increase and improve the fatigue strength.

  The main reason from building large ships is to be profitable. Of course sometimes requirements of the companies for high profits are same with requirements of IMO and ecological organizations for low fuel consumption, improved shape of the ships and low marine and air pollution. The cargo ship Berge Ichiban covers all these requirements, because the ship-designers created this vessel with energy-saving shape, which is improving the power of the main engine and decrease the water resistance. The ship-builders also installed enormous large bulb for crashing the waves and decrease overflow of the bow. Also the super steam dust installed before propeller is increasing the power given from the main engine to the ship. This increases the speed even in heavy seas. The special paint over the boards of Berge Ichiban is giving also good decrease of water resistance. The ship is operating between Europe and US in regular router through Atlantic Ocean.

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m/v Arctic Voyager

Name: Arctic Voyager
Lenght: 289.50 m
Beam: 48.40 m
Depth: 26.50 m
Draft: 11.90 m
Deadweight: 75,434 m.t.
GT: 118,571 g.t.
Capacity: 140,000 cub.m.
Engine: Kawasaki UA-400
Power: 27,000 kW
Speed: 19.3 kn
  

    Arctic Voyager is really one of the most interesting, in engineer point of view, ships carrying Liquid Natural Gas, built last years. The vessel was ordered from Lloyds TSB Equipment Leasing and built by the famous ship-builder Kawasaki Shipbuilding Corporation according to requirements for the project “Norway Snowvit”. This feature of the LNG Carrier means that vessel is with boosted hull, which can sail in ice. The vessel was built according to latest developments of shipbuilding and designed to endure heavy seas and hard weather conditions. The overall length of Arctic Voyager is 289.50 meters, while the length between perpendiculars is 277.00 meters. The beam, of the vessel is 48.40 meters and the depth is 26.50 meters. The draft of Arctic Voyager, when the ship is fully loaded can read maximum value of 11.90 meters. These measurements are giving to the vessel deadweight of 75,434 metric tons, while the Gross Tonnage is 118,571 gross tons. The cargo tank capacity is over 140,000 cubic meters, which is large amount of cargo, which can be transported by this new and modern LNG Carrier. Arctic Voyager is really one of the most reliable ships, built ever. It is really hard to design and build vessel with large cargo capacity, reliable strength and ships’ stability. The main engine of the Arctic Voyager is Kawasaki UA-400 steam turbine, which is producing total power of 27,000 kW at 81 rpm. This power is enough for the vessel to operate, keep cargo in proper temperature and sail with service speed of 19.3 knots. The maximum speed of Arctic Voyager is over 20.7 knots. This high speed and reduced fuel consumption are making the vessel useful and very profitable for the ship-owner.

   

    The ship Arctic Voyager is built according to latest requirements of IMO and we can tell that LNG Carrier is environmental, cheap and profitable. The new comfort class notation of COMF-V reduce the noise, vibration level and make life on sea better for the officers and seamen on board. The new system for ballast loading and replacement is installed on board. The high productivity rudder and new powerful bow thruster are used for easy maneuverability in ports, while berthing and unberthing. A forcible LNG vaporizer is installed on board to convert fuel gas. Really these improvements are made for easier and more environmental operation from officers. The ship Arctic Voyager is one of the best and most modern LNG Carriers built 2008.

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m/v Simon Stevin

Length Overall     191.5m

Breadth               40m

Draught               8.5m

Depth                 13.2m

Length Between Perpendiculars       175m

    Simon Stevin is a deepwater mining and fallpipe vessel that was delivered in early 2010. With a load capacity of 33,500t, she is considered to be the largest vessel of her kind in the world.

She is also the first purpose built fallpipe vessel. Nordnes is the second largest fallpipe vessel.

Ordered by Dredging and Maritime Management, a subsidiary of Jan De Nul Group, the vessel was built by Construcciones Navales del Norte (CNN).

The vessel was built as part of Jan De Nul's 2007-2011 investment programme worth €1.8bn.

The vessel will be mainly utilised in the offshore market to install oil and gas pipes at large depths. The ship started off operations with two rock dumping projects in Australia.

Simon Stevin design and features

"Simon Stevin is a deepwater mining and fallpipe vessel that was delivered in early 2010."

The basic design of the vessel was developed by Vuyk Engineering Rotterdam. The structural design was completed in cooperation with the builder CNN and the owner Jan De Nul. The hull was designed in close cooperation with Bureau Veritas (BV).

The vessel has the capacity to carry 33,500t of quarry rock in two large rock hoppers located on the main deck that can hold 20t/m2. The two hydraulic excavator cranes discharge the rocks into the fall pipe module. Weighing 2,000t, the fall pipe module was built in Antwerp, Belgium.

It is as large as an apartment complex consisting of 70 apartments spread over eight floors. The rocks can be discharged into the sea to a maximum water depth of 2,000m. Depending on period and direction, the vessel can operate in a wave height of 3.5 to 4.5m.

The fallpipe is tied beneath the vessel so the rocks can be placed with great accuracy and features an ROV (remotely operated vehicle) that accurately positions its lower end. A second ROV is used for surveying and other interventions.

The 191.5m long vessel features a helicopter landing platform. A total of 70 people can be accommodated onboard. The breadth of the vessel is 40m, draught is 8.5m and depth to main deck is 13.2m. The length between perpendiculars is 175m. The vessel also features a moon pool which is located between the two rock hoppers. The ship, when fully loaded, can cruise at a speed of 15.5kt.

Construction of the deepwater mining and fallpipe vessel

The order for the construction of the vessel was placed in 2007. The first steel was cut in December 2007 and the keel was laid in April 2008 in Sestao, Bilbao, Spain. She was launched in March 2009. Construction lasted 26 months and the ship was finally handed over to her owner in February 2010.

Propulsion, power and performance

Simon Stevin is a diesel-electric vessel fitted with two bow thrusters and four propulsion thrusters. It is powered by a series of five MAN Diesel 32/40 main engines.

Each engine can generate 4,500kW at 720rpm. The engines are manufactured by STX Engine Company, a Korean licensee of MAN Diesel.

"The vessel was built as part of Jan De Nul's 2007-2011 investment programme worth €1.8bn."

The MAN Diesel 32/40 four stroke engine runs on heavy fuel oil (HFO). Its design is optimised to achieve uninterrupted operation at loads down to 20% and to accept overloads of 10%. The engine is fitted with a jet-assist device that injects compressed air directly into the compressor wheels of the turbochargers to attain quick response to high and sharp load variations. The engine requires minimum maintenance and has low lube-oil consumption (0.5 to 0.8g/kWh). Selective catalytic reduction (SCR) technology incorporated in the engine helps to restrict NOx emission levels below the upper limits set by the IMO (International Maritime Organization).

The vessel is also equipped with an auxiliary diesel generator set and a 350kW emergency generator set.

source: http://www.ship-technology.com/

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