Stril Mermaid delivered by Simek A/S

by Hans | March 26th, 2010

Simek A/S delivers its new building no. 122, a Platform Supply, Rescue and Standby Vessel to North Sea Safety KS. North Sea Safety KS is owned on 50 – 50 basis by Torghatten Trafikkselskap ASA i Brønnøysund and Simon Møkster Rederi AS in Stavanger.

The vessel is to be operated by Simon Møkster Rederi AS in Stavanger, Norway.

The vessel is of Havyard Maritime AS, design, type Havyard 832 CD RS. The design is specially adapted to the job as a standby safety vessel in the North Sea. Simon Møkster Shipping is working strongly with concrete term charters for the vessel and strongly believes that one of these will materialise in the near future.

 The contract for the vessel was signed 8th September 2008

 “Stril Mermaid” is the second vessel to be delivered to Simon Møkster Shipping AS from Simek A/S, and is sister vessel to “Stril Mariner” delivered October 2009. On “Stril Mermaid”, 2 of the main generator engines have been increased; together with one side thruster have been replaced with a retractable azimuth thruster, compared to “Stril Mariner”. 

Simon Møkster Shipping AS was established in 1968 and is operating 20 vessels within the areas of; Emergency Services, Anchor Handling, Platform Supply and Sub Sea Services. The naming ceremony will take place at the yard on Wednesday 24th March 2010, and Ms. Grete Rekkebo Brovold, Director of Finance and Accounts for the Torghatten group of companies, will name the vessel.

Main Particulars:

Length over all                                                               approx. 78,60 m

Length perpendiculars                                                                69,00 m

Beam                                                                                        17,60 m

Depth to main deck                                                                      7,70 m

Deaught, summer                                                                         6.54 m

Deadweight;                                                                                3743 tonne

Gross tonnage                                                                             3129 tonne

Imo No.                                                                                     95 38 529

Call Signal                                                                                   LGVY

Capacities (approx.):

Fuel Oil                                                                                        859 m3

Fresh Water                                                                                 815 m3

Water Ballast                                                                              2846 m3

Drill Water                                                                                  2846 m3

Base Oil                                                                                      132 m3

Mud                                                                                             959 m3

Brine                                                                                            959 m3

Methanol                                                                                      178 m3

Glycol                                                                                          164 m3

Oil Recovery                                                                               1553 m3

Dry Bulk (cement)                                                                         298 m3

Accomodation                                                                                31 beds 

Speed (trail trip)                                                                          14.4 knots

Cargo deck                                                                                   714 m2


The vessel has been built according to the highest class in Det norske Veritas, with Class Notation; +1A1, E0, SF, Dk(+), Hl(2,8), COMF-V(3), CLEAN DESIGN, NAUT-OSV, DYNPOS AUTR, Fi-Fi I, OILREC, LFL* for World Wide trading.

In addition to the Norwegian Ship Control rules, the vessel also complies with “NOFO Standard for Oil Recovery Vessels of 2009. The NOFO (Norwegian Clean Seas Association for Operating Companies) Standard is the requirements, set by Norwegian Authorities and Classification Societies, vessels have to meet to be part of the Oil Recovery fleet operating in case of oil spill in Norwegian waters. 

The vessel also complies with the Norwegian Rescue Class Rules for taking onboard 300 persons in an emergency, together with NORSOK and NMEA Standards / Guidelines.

Stril Mermaid” is a medium size Platform Supply Vessel (PSV) in addition to the Standby and Rescue operations. 

The hull for “Stril Mermaid” was built in Gdansk, Poland, as 5 steel blocks together with the superstructure being block no. 6. The blocks were transported to Flekkefjord on barge for assembly in Simek A/S’ heated building shed after blasting and painting in the separate blast and paint hall. The superstructure was assembled separately and partly fitted out before lifted on after launching of the hull 16th January 2010. 

The vessel is divided into watertight compartments and has double hull to comply with the Clean Design Class and SF for damage stability. Clean Design means that no fuel oil or any other liquids that are dangerous to the environment are in direct contact with the vessels shell. Between the sea and the harmful liquids there is a minimum of 760 mm, containing sea or fresh water. This means that if a minor collision or grounding should occur, there will be no spill or danger to the environment. 

To avoid pollution to the air, the main generators exhaust system has been fitted out with a Selective Catalytic Reduction (SCR) exhaust gas cleaning system, cleaning the environmentally hazardous CO (carbon monoxide), NOX (nitrogen oxides) and VOC (hydrocarbons) in the exhaust with ammonia, and the nitrogen oxides of the exhaust gas becomes environmentally natural substances water (H2O) and Nitrogen (N2), thus reducing the NOX with approx. 90%. 

The vessel being a diesel electric vessel is fitted out with 4 of generators producing electric power to the propulsion and other consumers onboard. By having several engines, you only use the number of engines necessary for the power needed at any time, and thus also saving the environment for pollution and unnecessary use of fuel. 

Aft is the propulsion room where the two azimuth thrusters of make Roll-Royce Marine AS, Ulstein Aquamaster, type US 205 CRP, driven by electric motors of max. 1500 kW. The motors are frequency controlled, and thus controlling the revolutions of the motor from 0 – 1200 RPM, again turning the propellers 0 – 197 RPM. The electric motors and frequency converters together with similar equipment for the thrusters forward and electric generators and switchboards have been supplied by Scandinavian Electric Systems AS in Bergen, Norway (today part of Rolls-Royce Marine AS). 

Forward of the propulsion room, below on tank top is a pump room where cargo pumps are installed. 

Forward of the pump room is on tank top the bulk room with the new CARGOMAXX supplied dry bulk system. The system is an integrated cargo system whereby all cargo tanks can carry dry or wet cargo. The cargo tanks for the CARGOMAXX system are made without the pressurised bulk tanks. The CARGOMAXX system is developed with the principle to combine liquid and dry cargo in the same tank. The principle is proven for many years and therefore very reliable. With liquid cargo, the tanks works as regular tanks. With dry cargo, the tanks are loaded from ashore with compressed air, which blows the cargo directly into the CARGOMAXX tanks. When discharging the dry bulk, this is done by means of the VAN AALST VP (Vacuum – Pressure) type Bulk Handling System. The dry bulk will be sucked by vacuum into a re-loader tank. Once a re-loader tank has been filled, the re-loader tank will be pressurised by means of compressed air. After a pre-set pressure has been reached inside the re-loader tank, the pipeline will be opened and the dry bulk will be blown out. 

In aft part of the bulk room are the two re-loader tanks for the bulk system, stretching from tank top to below main deck. On tween deck is the compressor for the bulk system. On starboard side, an emergency exit to main deck with the nitrogen inert gas bottles. The inert gas is used for gas purging of the methanol system and the cofferdam surrounding the methanol tanks. The methanol is a liquid with low flash point and danger of fire.

On port side is another emergency exit to main deck, also containing foam for the fire fighting of the low flash cargo with a fixed monitor on top of the cargo rail. 

The upper part of the bulk room is fitted out with various cargo tanks. 

Forward of the bulk room, through a watertight sliding door, supplied by IMS together with the two other similar doors onboard, we enter the engine room with four off generator sets with Cummings engines, two of type KTA50DM, developing 1291 kW, and two off type QSK60DMI, developing 1900 kW each, connected to a Marelli generator supplied by Scandinavian Electric Systems AS. 

In forward part of the engine room are situated 2 off electric driven fire fighting pumps for external fire fighting according to Fi-Fi I, each delivering 1723 m3/h of seawater, of which 1200 m3/h is to the two monitors installed on top of wheelhouse and the rest for fire protection by water curtain of the vessel itself. 

Forward of the engine room is the thruster room with one off side and one of retractable azimuth thrusters have been installed, also supplied by Rolls-Royce Marine AS of type Kamewa Ulstein TT2000 DPN FP and Ulstewin Aquamaster TCNS 73/50-180. The thrusers are fitted out with frequency controlled electric motors varying the speed of the propellers. The vessel is fitted out with a water mist fire fighting system which protects the exposed parts of the engines, separators and boilers where fire often starts, based on the Classification societies long time experience. The system is automatic started if a certain heat is reached, and supplied by Autronica Fire and Security AS, together with the fire fighting system for the engine room with aragonite. The thruster room is surrounded by fresh water tanks on each side and forward the forepeak water ballast tank. 

In aft part of the engine room on tween deck is the switchboard room with switchboard from Scandinavian Electric Systems AS. On tween deck in the engine room are the vacuum toilet system with sewage treatment plant from DVZ, both supplied by Jets AS. Here is also the electric steam boiler supplied by Peder Halvorsen Industrier. The boiler delivers steam to heat the vessel in addition to, in an Oil recovery operation, heating the recovered oil and keep it heated so it is possible to pump it ashore. 

In an oil recovery situation, the light fluids of the oil spill will vapour, and what are left are the heavy substances of the oil, which is heavy to pump when cold. What is collected and pumped onboard after an oil spill is a mixture of oil and water. The water settles and are being pumped overboard, and leaves the vessel with a thick and sticky oil product. To be able to pump this ashore, steam has to be injected into the oil, warm it and keep it pumpable. 

 A storeroom together with engine room workshop is on the forward part, with all necessary tools for daily maintenance of the vessel. 

The cargo deck of aft of the superstructure is 714 m2, and lined with pinewood. On the main deck can be carried various deck cargo like pipes, containers, pallets etc. to the offshore installations. The cargo deck is protected at each side by safe haven with passage on top. Aft on main deck and midship on the safe haven are loading and discharge stations, with the connection points for the liquid cargoes and bulk hoses. 

Aft on main deck is on starboard side a small house for hydraulic central and cargo manifold and various equipment. On top is arranged a winch zone where it is possible to lift personnel to helicopters, and during oil recovery operations, a Transrec oil skimmer is to be installed. On main deck are installed container sockets for fastening of oil booms and various containerised equipment during oil recovery. Oil recovery equipment is standardized and stored ashore at various locations along the Norwegian coast. 

Aft are two capstans used for mooring the vessel. The capstans together with the two tugger winches installed forward on the main deck, are used for securing the deck cargo, and are supplied by Norwegian Deck Machinery AS, together with the combined windlass / mooring winch on the forecastle deck forward. Deck stores and workshop on port side and paint/chemical store on starboard side. 

If an accident should occur and a rescue operation is necessary, survivors will be taken onboard at the rescue zones amidships on each side. On A-deck, a MOB- (Man Over Board) Boat, with 230 hp engines and water jet, make GTC 7000 FRB, supplied by Mare Safety AS. The boat can do a speed of 30 knots. The MOB-boat is launched by a davit, supplied by TTS Marine AS.

Aft of the MOB-boats are one deck crane each side, supplied by Hydramarine AS. One of the deck cranes operates a Dacon scoop, which can take onboard personnel from the sea. On the other side is a climbing net                                               

The accommodation forward has been arranged with accommodation for a total of 31 men in 21 cabins. All cabins with separate WC/shower. The accommodation is built of light coloured panels, using textiles to give the interior a colourful and inviting appearance. Norac – Arendal, roof by Norac – Danacoustic, internal doors by Norac –Baggerød and the toilet modules by Norac – Ringebu, supplies the panels. Libra Plast A/S, Hareid, Norway supplied external steel doors, and the windows are supplied by Bohamet, Poland. 

In the superstructure on main deck are aft on port side room for non-survivors and room for the fire fighting of engine room aragonite bottles. A reception, where also survivors will be registered when arriving onboard the vessel. Engine control room and dirty mess on starboard side, with laundry on port. Forward a hospital, gymnasium and survivors room with 43 seats.  

Aft on A-deck, a roll reduction tank. An Atlas incinerator where all the waste from the vessel is being burned supplied by Norsk Atlas on starboard side. The vessels air-condition room on starboard side with the air condition for the vessel supplied by Aeron Miljøteknikk AS.

10 off 2-men and 2 off 1-man cabins forward. 

On B-deck are the vessels galley supplied by BeHa-Hedo Industrier AS, provision rooms with lining from Fresvik Produkt AS and refrigerating/freezing machinery from Teknotherm AS.

A spacious mess room is arranged with seating for 24 persons at the time, cafeteria arrangement. Two off day rooms has been arranged, one dedicated for smokers, fitted out with TV and video. The vessel is fitted out with TV outlets in all cabins linked up with the Seatel 5004 satellite TV supplied by Ship Equip AS.  

Forward on B-deck is the forward mooring arrangement with the windlass/mooring winch, supplied by Norwegian Deck Machinery AS. The area is under covered by C-deck above and is well protected. 

The C-deck has 9 of 1-man cabins together with instrument room for all the electrical boxes related to the bridge equipment. Aft on port side is also the John Deree emergency generator supplied by Nogva Motorfabrikk AS.  

The superstructure also contains aft the exhaust casing from engine room to top of funnel with exhaust pipes from the engines and the catalyst exhaust cleaning system together with and air ducts to the engine room. 

Stril Mariner” having the NAUT-OSV Class, which gives guidelines for the design of the bridge onboard Offshore Support Vessels (OSV) in order to optimise the layout, design and extent of equipment / information to be handled by the operator(s) indifferent operations needed to be performed by the vessel in order to fulfil the vessel’s purposes. There are different requirements for the operator(s) dependent in what mode he is; steaming, Fire Fighting, Rescue, Cargo handling etc. 

The bridge deck gives an excellent view for manoeuvring the vessel. Forward are installed all the latest nautical equipment needed while steaming, sitting in the captain’s chair supplied by Sørlandets Aluminium Produkter AS. Aft is another captain’s chair within easy reach of the manoeuvre handles necessary for operating the vessel with the stern to the rig, Dischargeing liquids and bulk and deck cargo. Discharge of liquids and dry bulk are monitored from the aft command via the UMAS-V, Integrated Automation Alarm and Tank Tender System, supplied by Rolls-Royce Marine AS. On the bridge is the Rolls-Royce Marine AS supplied PosCon joystick system installed. “Stril Mariner” is also fitted out with a dynamic position, DP2, system of Rolls-Royce Marine AS make, type ICON DP2. 

The wheelhouse is fitted out with the latest navigation equipment and communication equipment, mainly supplied by Furuno Norge AS. 

Simek A/S’ next delivery will be another Havyard Design, and is to be delivered in August 2010 to Havila Shipping ASA, Fosnavåg. 

Flekkefjord March 2010
KTA/press 122

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