Finnpusku

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When salvage tug Herakles was converted to a pusher, a new wheelhouse was installed on top of a cylindrical pillar 14.2 m (46.59 ft) above the old superstructure, the hull was modified to accept the coupling devices, additional diesel generator was installed to power the bow thruster of barge and propulsion and steering gear was upgraded. The conversion also included refitting the existing barges with new coupling devices since Herakles, having considerably smaller breadth than the original Finnpusku pushers and a different hull shape, was incompatible with the original rigid three-point Wärtsilä Marine Locomotive coupling. Herakles and the barges were fitted with Japanese Articouple K articulated coupling system that allowed free pitching of the tug relative to the barge. [17] [18]

Being considerably less powerful than Rautaruukki and Steel, Herakles received new main engines and propellers in 1995. While the engine output was nearly doubled to 4060 kW, she remained underpowered in comparison with the original Finnpusku pushers. She also had a lower Finnish-Swedish ice class, 1B. [11]

Barges

The barges of the Finnpusku system were built in two series, Kalla and Tasku in 1986 and Baltic, Board and Bulk in 1987. Their hulls were constructed by the Portuguese shipyard Estaleiros Navais de Setubal and towed to Hollming in Rauma for outfitting. Of these Baltic was renamed Botnia after capsizing and Bulk sank along with pusher Herakles in 2004.

Hull and machinery

As the Finnpusku system is designed to operate independently in the severe ice conditions of the Bothnian Sea, special attention has been paid to the hull form. The spoon-shaped bow has a low stem angle to reduce icebreaking resistance and the sides of the barge are flared to prevent the combination from becoming immobilized by ice ridges and compressive ice fields. [1] When the pusher is coupled to the barge, the deep stern notch forms a streamlined aftship with seakeeping characteristics similar to those of conventional ships. [12]

When coupled, the power for the ramps, pumps, floodlights and other equipment on board the barge is taken from the pusher. When the power cables on the starboard side of the pusher's superstructure are disconnected, a 200 kVA Volvo Penta TD100CRC generating set starts automatically and provides power to operate the equipment when the barge is left alone for loading or unloading. To increase maneuverability in ports the barges are equipped with a 680 kW controllable-pitch bow thruster which is powered by the pusher's shaft generator. [3]

Cargo space

The barges of the Finnpusku system are of the so-called deck cargo type, meaning that the cargo is carried on the main deck in an open cargo space instead of closed holds as in conventional bulk carriers. The cargo space, surrounded by coamings 7.5 to 9.0 metres (24.6–29.5 ft) high, has a free area of 2,650 square metres (28,500 sq ft) and a total volume of 20,000 cubic metres (710,000 cu ft). The total cargo carrying capacity is about 13,400 tons. Bulk cargo is loaded either by shiploaders or bulk-handling cranes, but while the cargo deck is strengthened for grab discharging, the barges are also equipped with two side ramps to facilitate faster discharging by wheel loaders and dump trucks. This more efficient method also removes the need to invest in discharging equipment in the unloading port. The ramps are 14.5 metres (48 ft) long, have a free driving width of 7.6 metres (25 ft) and are strengthened for axle loads up to 52 metric tons (51 long tons; 57 short tons). [2] [3]

There are some differences between the first and the second series of barges. The first two were built with lower side coamings due to the limited clearance under the loader at the port of Luleå. When the Finnpusku system was developed, the volume enclosed by the fixed coamings was included in the tonnage of the barge by the rules regarding ship measurement, so to minimize this the side coamings in Kalla and Tasku consisted of removable cassettes held in place by vertical supports. However, the rules were later changed so that none of the open deck was included in tonnage assessment, so the last three barges had their cassettes welded in place. The second series was also originally designed with higher coamings all around to increase capacity for cargo with low stowage factor, such as coal, but restrictions placed by the cargo handling equipment of the ports resulted in a compromise with lower coamings forward of the side ramps and higher towards the aft. [2] [3]

Since the cargo is open to the elements, there are four drainage pipes and six storm shutters, gravity-closed hatches opened by internal water pressure, on both sides of the barge to remove water from the cargo space. These are often covered by cargo, so the forward part of the barge Bulk was equipped with a retractable, air-filled cloth cover to protect the cargo from the water splashing over the bow in heavy weather. Due to problems especially during the winter months it was later removed and not installed on the other barges. [2] [12]

As the cargo is carried on the main deck, the barges have considerable tank capacity belowdecks. In addition to 12,413.75 m3 of ballast water in the side tanks and 12,304 m3 of void space in the middle of the barge there are tanks for 592.66 m3 of heavy fuel oil that can be used to replenish the fuel tanks of the pusher, 82.05 m3 of marine diesel oil for the pusher's auxiliary engines and the barge's own generator and 82.05 m3 of freshwater. [12]

Career

After the last vessels of the Finnpusku integrated tug barge system entered service in 1987, the barges owned by different companies were operated interchangeably and when the transportation department of Rautaruukki required additional capacity, it time-chartered the second pusher owned by the joint shipping company. Although the main purpose of the Finnpusku system was to supply the Raahe Steel Works with raw materials from various ports of the Baltic Sea, such as limestone from the port of Storugns in Gotland, iron ore concentrate from Luleå, Sweden, and coal from Eastern European ports, [1] the jointly owned pusher and barges were also used for other cargoes such as lumber by the owner companies and, to reduce the number of southbound ballast legs, the pusher-barge combinations carried occasional iron ore concentrate and pellet cargoes from Luleå to various ports in the Baltic Sea for the Swedish mining company LKAB. [6]

By the end of 1987 the amount of cargo transported by the Finnpusku system, 7.5 million tons per year, had grown beyond the capability of the transportation department that was under the central administration of the steel company. It was decided to replace it with a subsidiary company that would inherit the responsibilities and obligations of the transportation department and deal with both the parent company's own cargoes and external shipping business. The new company, JIT-Trans, was established on 1 May 1988. [6]

Due to the difficulties in the timing of the transportation needs of Rautaruukki and Finnlines the time-chartering of the second pusher did not fulfill the requirements of the steel company's raw material supply schedule. It was decided to transfer the ownership of the pusher Finn and barges Baltic, Board and Bulk to new joint shipping companies owned by Rautaruukki Oy (95%) and Oy JIT-Trans Ltd (5%). Once all vessels were under the control of a single company, these issues disappeared and the Finnpusku system was found out to be suitable for the transportation needs of Rautaruukki in both port-to-port transport and lightening large bulk carriers outside the port of Raahe. [6]

In 1989 JIT-Trans signed a long-term contract with SSAB for the transportation of iron ore concentrate and pellets from Luleå to Oxelösund. Since Finland and Sweden had no reciprocity agreement for cabotage, part of the Finnpusku system had to be transferred to the Swedish Register of Ships. Rautaruukki sold pusher Rautaruukki and barges Kalla and Tasku to new joint shipping companies formed by the Finnish companies' Swedish subsidiaries and half of its shares in the other joint shipping companies to Dalsbruk, another Finnish steel company. Despite the changes in ownership and flag Finnlines retained the management of the vessels through its Swedish subsidiary. [6]

In the 1990s the ownership of the pushers and barges was transferred to a Finnish financial institution Suomen Asiakasrahoitus (later known as Merita Rahoitus and nowadays as Nordea Rahoitus) [19] and by 1996 all vessels of the Finnpusku system were again under the Finnish flag. [20]

Rautaruukki and Tasku at Arctech Helsinki Shipyard on 26 June 2011. Rautaruukki and Tasku in Helsinki on 26 June 2011.jpg
Rautaruukki and Tasku at Arctech Helsinki Shipyard on 26 June 2011.

In July 2003 a seven-year contract for the transportation of raw materials in the Baltic Sea, worth 140 million euros, was signed between JIT-Trans and Aspo Group. As part of the agreement, the ownership and management of the Finnpusku system was transferred to ESL Shipping, a subsidiary of the Aspo Group. [21] Under the new owner the vessels have occasionally carried other cargo as well, including coal to the Hanasaari Power Plant in Helsinki. [22]

In February 2011 ESL Shipping signed a new long-term contract with Rautaruukki for the transportation of the raw materials of the steel industry in the Baltic Sea. The pushers and barges of the Finnpusku system were docked at Arctech Helsinki Shipyard and modernized by STX Finland Lifecycle Services during the summer of 2011. [23] In addition to basic maintenance and machinery overhaul the outdated SELMA automation system in all six vessels was upgraded and the cargo deck plating in the barges, damaged after years of elevator loading and grab discharging, was strengthened with new 10-millimetre (0.39 in) steel plating. [24] [25] Rautaruukki arrived at the shipyard in late June and Steel in mid-August.

While the Finnpusku system has been criticized for its constant need of icebreaker assistance during the winter months especially on the Raahe–Luleå -route and replacing the vessels with new icebreaking cargo ships to free 1–2 icebreakers was proposed by the Finnish Maritime Administration in 2007, the pusher-barge combinations remain in year-round service in the Baltic Sea after more than two decades. [26]

Accidents

There have been two serious accidents involving the vessels of the Finnpusku system, one resulting in the loss of eight lives and the other in the total loss of the pusher-barge combination.

Finn-Baltic

Soviet crane ship Stanislav Yudin rightening the capsized Finn-Baltic on 27 January 1991. Rightening of capsized Finn-Baltic (27 January 1991).jpg
Soviet crane ship Stanislav Yudin rightening the capsized Finn-Baltic on 27 January 1991.

Pusher Finn capsized along with the barge Baltic outside Hanko, Finland, on 27 December 1990 at around 12:25 (UTC+02). The pusher-barge combination Finn-Baltic was en route from Raahe to Koverhar with 13,398 tons of Malmberget A Fines (MAF) iron ore concentrate when the cargo shifted in heavy weather, resulting in the loss of stability and the vessel capsizing in 10–15 seconds. Seven crew members and a pilot lost their lives in the accident, but the chief engineer and first officer survived in an air pocket in the aftmost part of the engine room and were later rescued through a hole cut in the bottom. [12]

Finn-Baltic was rightened two months later by a Soviet crane ship Stanislav Yudin and towed to Rauma for rebuilding. [12] The pusher returned to service in 1991 as Steel and the barge as Botnia. [10]

Herakles-Bulk

Herakles sank along with the barge Bulk on 3 March 2004 at around 00:30 (UTC+02) in the Bothnian Sea. The combination had left Oxelösund two days earlier and was heading north with the barge fully laden with coal. On 2 March she ran into a storm and the captain, not certain if the vessel could be safely turned around in such conditions to seek shelter closer to the coast, decided to evacuate half of the crew by helicopter. When the port engine began overheating and later the starboard engine lost all power, the combination was no longer able to keep the bow into the wind and began to drift uncontrollably in the storm. The remaining crew was soon evacuated and shortly afterwards Herakles-Bulk foundered in the shallows near the Swedish Grundkallen lighthouse. [13]

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References

  1. 1 2 3 4 5 6 7 Mauno, J. Finnpusku minimoi satama-ajan. Navigator 11/86.
  2. 1 2 3 4 5 6 7 Eriksson, U. Puskuproomujärjestemä. FG-Shipping Oy Ab, 1991.
  3. 1 2 3 4 5 6 7 8 9 10 11 FINNPUSKU - Finnish tug/barge combination boosts Raahe iron works' sea cargoes. The Motor Ship, December 1986, pages 40–42.
  4. 1 2 van Leeuwen, W.A. Tug/barge systems - An economical alternative for the short-sea Archived 2011-10-04 at the Wayback Machine . Schip en Werf de Zee, 4-92.
  5. ↑ Integrated Tug Barge (ITB) / Tug/Barge Unit (TBU). GlobalSecurity.org. Retrieved2011-03-04.
  6. 1 2 3 4 5 6 7 8 9 10 von Bruun-Riegels, U. Raaka-ainekuljetukset proomuilla. Rautaruukki Oy, 1991.
  7. ↑ Holma, H. Proomukuljetukset. Oy Finnlines Ltd, 1972.
  8. 1 2 3 A revolutionary pusher-barge system. Navigator 1985.
  9. ↑ Finnpuskut valmiit. Navigator 9/87.
  10. 1 2 3 4 Pusher Vessels and Barges Archived 2012-03-22 at the Wayback Machine . ESL Shipping Oy. Retrieved2011-02-16.
  11. 1 2 3 4 5 Vapalahti, H. Finnish illustrated List of Ships 1999. Judicor Oy, 1999.
  12. 1 2 3 4 5 6 Puskija FINNin ja proomu BALTICin kaatuminen Hangon edustalla 27.12.1990. Suuronnettomuuden tutkintaselostus n:o 2/1990. Onnettomuustutkintakeskus. Helsinki, 1992.
  13. 1 2 Työntöproomuyhdistelmä HERAKLES-BULK, vaaratilanne ja uppoaminen Selkämerellä 2.–3.3.2004. Onnettomuustutkintakeskuksen tutkintaselostus B 02/2004 M.
  14. ↑ STEEL Archived 2012-03-10 at the Wayback Machine . DNV Exchange. Retrieved2011-02-27.
  15. ↑ Rohkea investointi. Navigator 11/84
  16. 1 2 Puskija on tehokas työmyyrä. Tekniikan Maailma, 16/2008.
  17. ↑ Articouple & Triofix (Taisei Engineering Consultants, Inc.): Coupler Reference List - 3 (Nos. 81-120). Retrieved2010-07-08.
  18. ↑ Description of the conversion. Navamec Oy.
  19. ↑ Finnish Maritime Administration: The Finnish merchant marine 1994.
  20. ↑ "Rautaruukki (8418174)" . Equasis. Ministry of Ecology, Sustainable Development and Energy . Retrieved 2011-04-12.
  21. ↑ Rautaruukki ja ASPO kehittävät yhteistyötä raaka-aineiden merikuljetuksissa. Rautaruukki Oyj, pörssitiedote, 30.7.2003.
  22. ↑ Steel - IMO 8503503. Photograph in ShipSpotting.com by Pekka Laakso. 2008.
  23. ↑ ESL Shipping and Rautaruukki signed a long-term contract for sea transport Archived 2011-11-17 at the Wayback Machine . ESL Shipping Ltd, 2011-02-20. Retrieved2011-03-01.
  24. ↑ Sabell, T. STX Finlandin Elinkaaripalvelut modernisoi ESL Shippingin puskuproomukaluston. Ohoi! STX Finland - Henkilöstölehti, nro 13/30.6.2011.
  25. ↑ Arctech Helsinki Shipyard Completed Conversions for ESL Shipping Ltd. Arctech Helsinki Shipyard, 26 September 2011. Retrieved2011-11-02.
  26. ↑ Vesiväylien kunnossapito. Valtiontalouden tarkastusviraston toiminnantarkastuskertomus 182/2009. Page 37.
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    Rautaruukki-kalla 20110314.jpg
    Pusher Rautaruukki and barge Kalla outside Luleå, Sweden.
    Class overview
    Builders
    Operators
    Built1985–1987
    In service1986–
    Completed
    Lost
    • Finn and Baltic, 1990 (returned to service)
    • Herakles and Bulk, 2004 (total loss)
    General characteristics (combination)
    Type Integrated tug and barge
    Classification DNV Dnv-cross.svg 1A1, Pusher/Barge Unit, Ice IA+
    Tonnage
    • 10,620  GT
    • 3,187  NT
    • 14,447  DWT
    Displacement
    • 20,930 tons (fully loaded)
    • 17,630 tons (ballast)
    Length166.6 m (546.6 ft)
    Beam27.2 m (89.2 ft)
    Draught6.7 m (22.0 ft)
    Depth10.0 m (32.8 ft)
    Ice class1A Super