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BORE BUILDS NEXT-GENERATION LNG-FUELLED RO-LO VESSELS

BORE BUILDS NEXT-GENERATION LNG-FUELLED RO-LO VESSELS

Friday, April 2, 2021 

Classification Society DNV has played a major part in the design of three new vessels ordered by Finnish owner Bore, part of the Spliethoff group, from Wuhu Shipyard that will cater to the forestry industry’s needs by combining the latest LNG propulsion technology with an ice-strengthened, optimised and stiff hull and maximum cargo flexibility.

With a focus on eco-friendly transport solutions as part of its corporate philosophy, Bore favours propulsion technologies that are future-proof n view of the IMO emission targets for 2030 and beyond. In early 2019, customer UPM approached Bore with a request to build three 7,000 dwt ro-lo ships to operate in north-western European waters under long-term charter agreements. Key requirements include ice class, LNG propulsion, high fuel efficiency, and strong structural reinforcements to manage heavy cargo transport.

The three new vessels will be 120m long and 21m wide. The DNV class notation, which will reflect the advanced and environmentally-focused design and build, is +1A General dry cargo ship RO/RO Container DBC DG(B,P) LCS NAUT(NAV) Ice(1A) E0 Gas-fuelled Recyclable BIS BWM(T) TMON(oil lubricated).

Bore VP Marine Management Jørgen Mansnerus said: “RoLo ships are a hybrid ship type that combines the advantages of roll-on-roll-off ships with MPVs, loaded according to the lift-on-lift-off principle. Since these vessels are being purpose-built for carrying forestry products, they have to be able to load and unload various cargo types, including project cargo, in different ways, whatever infrastructure the destination ports can provide.”

 Jan Jaap Nieuwenhuis, Manager Design Department, Conoship International, which was responsible for the design said: “While these ships will carry a wide variety of forestry products, whether in break bulk form, on trailers or in containers, the transport of paper reels involves the most stringent requirements. This is why our calculations for the design are based on paper reels as reference cargo.”

Conoship ship architect Roel Blom added: “As designers, we had to reconcile the space confinement below the ro-ro deck where all the machinery is located – the available height in that space is limited – with the need to accommodate the most suitable machinery."

Because of its favourable environmental characteristics and relatively compact dimensions, a Wärtsilä 34 four-stroke engine was specified, running on LNG as primary fuel, and driving a gearbox with power take-off (VFD) for electrical power generation. The diameter and length of the 250m3 type-C tank were chosen to fit into the available space.

The use of LNG as the main fuel was clear from the beginning, according to Mansnerus: “It significantly reduces carbon output and almost eliminates all other emissions, and the market is growing. Furthermore, we believe that LNG is more than a transitional fuel. For our fleet, we believe that fossil LNG can eventually be replaced by biofuel as a drop-in. Biofuel can be produced from the by-products from paper and pulp manufacturing and other organic waste; a biofuel plant recently opened in Finland, and more will follow. Some other Scandinavian shipowners are already using biofuels.”

The contracted builder, Wuhu Shipyard, sees in this project a proof of the expected renewal of the short-sea fleet, especially in Northern Europe where efficient, low-emission vessels are in high demand. Work at Wuhu Shipyard in China is progressing according to plan, and Bore expects delivery of the first ship in autumn 2021, with the remaining two following at three-month intervals.

 

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