THE BENEFITS OF THE WORLD’S FIRST DIESEL/ ELECTRIC SUBMARINE CABLE RECOVERY SHIP By Simon Appleby & Wouter van Terwisga
When it came time for Subsea Environmental Services SARL (Subsea) (www.subsea.cc) to expand their cable recovery fleet the company was faced with a dilemma.
electric vessel also presented a significant improvement in emissions generated as part of recovery operations, further enhancing the sustainability of the vessel’s recovery work, the company as a whole and specific customer related projects.
tions? When the vessel now known as M.V. Maasvliet was first discussed, the question was practical: could the CIP3800*1 platform, originally developed as a diesel-electric general cargo vessel, be adapted for cable recovery work? The vessel’s hull had already been constructed and prepared for general cargo transport. However, Subsea and Hudig & Veder (www.hudigveder. nl), recognised that this platform could offer more.
A purpose-built vessel also proConversion costs for a new or vided significant benefits for the older vessel were similar, in fact crew with individual cabins, inmodification of crew accommo- cluding personalised entertaindation of an older freighter posed ment and state of the art high greater problems than building speed internet connections for from new, however the opportu- all, important when you consider nity to employ a modern diesel electric vessel in subma- “Maasvliet demonstrates how modern At first sight, it was not an obvious combination. The rine cable recovery work diesel-electric design can fundamen- CIP3800 was not origipromised considerable operational benefits in- tally improve submarine cable recov- nally seen as a dedicated cluding fuel economies in ery operations, delivering major gains cable recovery vessel and that is exactly what made the long term. in fuel efficiency, crew welfare, oper- the project interesting. It These economies in fuel ational flexibility, and environmental required that Subsea had also potentially repreto look beyond the ususustainability.” sented a significant real vessel categories and duction in operating costs recognise the value of the underalthough the numbers quoted each recovery voyage can last lying platform. In the view of the seemed too good to be true. An upto 60 days. There was also the designer, ConoShip International estimated 40% reduction in fuel opportunity to install an upgrad- (www.conoship.com), that was usage were discussed at the de- ed bow thruster which could op- the right approach. Good ship sign phase, which, when the vola- erate on a 24/7 basis, improving design starts with the actual optility of energy prices were taken vessel manoeuvrability. erational profile and with a clear into consideration, made a com- The promise was significant, but understanding of which ship pelling argument. A new diesel would this vessel meet expecta- characteristics really matter for 1. ConoShip International Projects 3800
54
SUBBTEL FORUM | Issue 148