Construction of cell guides for Margrethe Maersk, the first (L211) in a series of six 7500TEU containerships under construction (Photograph by Jon Nordahl).
orders, with very short delivery schedules. According to Mr Schmidt, the strategy is to diversify into different product segments in order not to be too vulnerable to changing market conditions. In July 2007, the company received an
order for six ro-ro vessels from British Epic Shipping Ltd, while orders for two sister ships were placed in February this year by Hong Kong-based Pacific Basin Group. Te design licence of these vessels was bought from Flensburger Schifau Gesellschaſt, although the final configuration has been slightly modified. Te 11,339dwt vessels will have a length overall of 193.00m, breadth 26.00m, depth to upper deck of 16.7m, design draught 6.45m, as well as 3663 lane metres of space for cars, with a capacity for 249 trailers. Two nine-cylinder in-line MaK engines produce a total MCR of 16.2MW and service speed is 21knots. With production to begin this summer, the vessels are due for delivery in 2009 and 2010. Again, in August last year, the yard received
an order for a series of Capesize 182,000dwt bulk carriers for two Greek shipowners with deliveries scheduled as soon as May 2009, running through to autumn 2010. Te design has been developed by the yard together with Carras Hellas Group, which will be the owner of some of the vessels. Te vessels will have a maximum length of 292.00m, breadth
The Naval Architect April 2008
General arrangement plan of the L217 series of ro-ro vessels, eight of which are being built for Epic Shipping Ltd and Pacific Basin Group, for delivery in 2009 and 2010.
44.98m, depth approximately 24.85m, and design draught 18.15m. Deadweight at scantling draught is 181,900dwt and at design draught a minimum of 180,000dwt. One six- cylinder MAN engine produces an MCR of 18,660kW at 91rev/min. Service speed is 14knots. Tere are nine cargo holds with a total (grain) capacity of some 198,000m3
.
DNV classed the vessel. ‘We utilised the current boom in the
bulk carrier market,’ said Mr Schmidt. ‘Te production time is very short, but this type of ship suits our production very well.’ In addition, the yard is also building
vessels for the Royal Danish Navy. The current orderbook includes three frigates with deliveries between 2010 and 2012. Te newbuilding dock (no 1) is being used for this purpose.
Automated shipbuilding Integral to the OSS story has been its hi- tech approach to shipbuilding. It takes an estimated 10 to 11 months to complete the construction of a container vessel. Te time in the building dock is around six to 10 weeks. Final outfitting takes five weeks, aſter which some additional days are allocated for the sea trials. In order to be able to produce ships at
competitive prices to those of Asian yards, the Lindø yard has systematically developed its use of welding robots. One robot installation is used for welding straight sections with
a maximum height of 12m. In all, 12 independent robots in a giant frame weld up to 2000m per day. Tere is also a robot welding station with four welding robots for automated welding of containership hatch coamings in another block assembly workshop. A special laboratory is used for developing and testing robot prototypes, in close cooperation with some other Danish companies. According to Mr Schmidt: ‘Aſter a most active period of developing robots for our production in the 1990s we have now again started to look at using robots in processes where robots have not been used before. We are developing simple robots that can do smaller jobs in narrow confined spaces. We want to enhance the process by simple means and call this philosophy micro-engineering. Another development which OSS is looking into is automation of painting.’ Te yard also uses one robot for steel cutting. OSS has also embarked on plans to increase
automation levels at its sites in Estonia and Lithuania, where labour costs have risen. Te company is also outsourcing components and steel work to China, including hatch covers and lashing bridges. ‘The distance requires sufficient shipping volumes, which means that the orders have to be placed in good time,’ said Mr Schmidt. Also typical of its forward–looking
approach has been the company’s use of design resources, including those provided
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