Ship Interiors Often Require
Careful Planning and Design
F
ounded in 1981, S.A.Svendsen Oy has become an experienced
specialist supplier of interior outfitting materials for the ship-
building industry in Finland for close to 30 years. The company also provides custom-made ship interior modules and furnishings.
“We supply ship interiors for new ships as well as for vessels
hauled to repair yards for two to three weeks for annual docking,” explains Mr. Kimmo Räisänen, Managing Director for S.A.
Svendsen Oy.
“It is not uncommon that design work for ship interiors is
started as early as 1.5 years prior to installation.” Occasionally,
interior furnishings are also provided to ships at sea.
According to Räisänen, S.A. Svendsen Oy recently supplied
new interiors for such well-known passenger ferries as Silja Serenade, Silja Symphony, and Birka Paradise at Turku Repair Yard.
Interior design trends for ships largely depend on who the
shipowner appoints as architect. Of course, designers tend to
choose furnishings and colour schemes that are currently fashionable within the industry. “These days, many shipowners are investing in the design of ships’ restaurants,” Räisänen recounts. ■
Onboard-NAPA Solutions Prove
Highly Beneficial in the Green
Marine Industry
S
afety is the most important factor to consider when
loading a ship or planning the loading condition. The
vessel must meet stability and strength requirements at
all times. Today, e.g. large passenger vessels already operate within a very narrow margin as regards these limits, making it very difficult to achieve the most efficient
loading condition.
NAPA OptiFloat enables more efficient and safe
planning of the loading condition because it takes the
vessel’s operational limits (stability and strength) into account. In fully loaded conditions, considerable savings
can be achieved realistically and easily by using OptiFloat to re-plan the loading condition. In the case of interim or light conditions, the savings potential increases
dramatically.
It is very common to believe that a certain trim requires less power and therefore saves fuel. This, how-
MERJA KIHL
ARI MONONEN
ever, is based mostly on feelings and rather than facts.
Sometimes it is more economical to reduce the displacement instead of adjusting the trim, which often requires
WatMan SWRO
S
taking on more ballast water.
eawater Reverse Osmosis (SWRO) rejects typically 98.5–99.5%
When a vessel sails with a full load, close to its maximum draft, there is little flexibility for changes in trim,
of the salinity in one pass.
In large-scale production, energy consumption creates a no-
etc. This is the case especially with regard to operation-
ticeable expense. In conventional SWRO systems, typical energy
al limits; in addition, the safe loading conditions are lim-
consumption varies from 6 to 10 kWh/m -fresh water, depending
ited. The stability and strength limits do not necessarily
on salinity, temperature and recovery rate among others. In state-
allow the most efficient floating position. If these lim-
of-the-art systems with energy recovery the energy consumption
itations are not considered, the ship may suffer from
3
3
can be as low as 2...4 kWh/m -fresh water.
structural damages or it may not have an adequate sta-
On the other hand, 1-pass SWRO can produce fresh water
bility margin when it sails. NAPA OptiFloat takes these
with 100–150 mg/l of chloride at its best. These high rejection
limitations into account and recommends the best pos-
systems always need an average feed pressure of 55–70 bars. So
sible solution for the most efficient and safe condition.
called 2-pass SWRO can remove even up to 99.9 % of the total
In fully loaded conditions, e.g. for modern passen-
salinity, meaning 20–50 mg/l of chloride. These extremely high
ger vessels, the trim is normally flexible, allowing chang-
rejections are sometimes needed to spare the metal piping from
es that enable potential savings of 250–500 USD/day,
corrosion.
while the interim or light loading condition allows chang-
WatMan SWRO Systems can help you to produce extreme-
es making it possible to save 1,200–1,600 USD/day. ■
ly low-salinity fresh water with very low energy consumption.
This means less energy, less maintenance, less down-time, less
costs and more customer satisfaction. Less is sometimes more. ■
More information: www.watman.fi
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seatec 2/2010
More information: www.napa.fi