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Fishing Vessel ‘ENDEAVOUR V’

Macduff Ship Design are pleased to announce the delivery of the Stern Trawler MFV ‘ENDEAVOUR V’. The vessel completed by Macduff Shipyards was the fifth to be built by the yard for skipper Peter Lovie of Knockhead LLP of Whitehills, compounding a working relationship of over thirty-five years culminating in the largest vessel ever delivered by the yard.

The project began in the summer of 2017 when the owner expressed an interest to build a new fishing vessel with a desire to improve fuel efficiency, service speed and sea keeping from their existing vessel. An early study between the yard and Macduff Ship Design concluded that to achieve this a longer ship, free from the constraints of registered length, would likely be required. It was at this point that the Wolfson Unit based in Southampton was contracted to complete an initial trial using CFD technology to assess the differences in calm water hull resistance between the existing model and a new longer concept model. As expected, the data showed that a significant reduction in hull resistance could be achieved with a longer hull form, however, the computational based analysis could not assess the differences in sea keeping qualities. To answer this question the Wolfson Unit conducted a further trial but this time towing representative scale models in the Solent University Towing Tank facility. Both hull forms were assessed at a range of speeds in both calm water and head seas with wave properties reflecting those found in the north Atlantic where the owner typically operates. As well as confirming the reduction in hull resistance between the two models the tank testing also enabled sea keeping to be measured and it was conclusive that longer hull experienced considerably less pitching motions along with lower bow impact from wave force.

With the research complete the yard and Macduff Ship Design took one final review of the hull form and the decision was made to lengthen the hull by a metre to seek further improvements in hull efficiency as well as affording a little more space within the vessel.

With the hull lines faired and stability assessed by Macduff Ship Design the construction plans were then drawn up and submitted to Bureau Veritas classification for approval along with the outfitting and engineering drawings. These were then supplied to Finomar Shipyard based in Szezcin, Poland who were sub-contracted to fabricate the hull and wheelhouse which upon completion was towed to Macduff in November 2019. The full outfitting was completed in Macduff to MCA and BV regulations with the vessel departing Macduff less than one year after arriving to Fraserburgh where it was docked for a final paint. Sea and fishing trials were conducted in the Moray Firth before the vessel was signed over to the new owners who departed their maiden trip, fishing off the west coast of Scotland. Early indications are that the hull is performing as anticipated with increased speed, reduced fuel consumption and improved sea keeping evident.

The hull form is of round bilge with a streamlined bulbous bow, flared stem, beam carried full length to the transom and possesses two complete decks, as well as partial shelter and bridge decks. A ballast box keel is fitted along with deep ‘V’ bilge keels and a roll reduction tank to dampen roll motion.

Endeavour V features four deck levels which apart from the bridge deck all run the full length of the ship. The arrangement is based closely on the successful Endeavour IV which has proven itself well over the years but makes use of the additional space to increase crew comfort, fish hold capacity and working deck areas.

Below main deck is separated into four compartments; aft peak, engine room, fish hold and fore peak. The aft peak features numerous tanks used to house both fresh water and ships services such a lubrication and hydraulic oil.

Forward of this the engine room houses the main propulsion machinery which is provided by a MAK 8M20C engine rated at 1060 kW at 900 rpm coupled to a free-standing Mekanord 650HS reversing gearbox with reduction ratio of 6.47:1 which drives the large 3.3 m diameter controllable pitch propeller.

A low drag high thrust nozzle is fitted in way of the propeller and incorporates a triple rudder system to provide high turning force. Two Caterpillar C9.3 generator sets are fitted to the port side of the engine room, each delivering 250 ekW of power along with the hydraulic standby pumps and fuel filters. To the starboard side of the engine room the large main switchboard is fitted within a dedicated enclosure along with a small workstation to provide a place for the ships engineer to monitor and record system performance. Forward of the switchboard room the fish hold refrigeration is fitted along with the standby engine cooling pumps. The main engine and generators are cooled via freshwater box coolers. A hydraulically powered stern thruster is fitted aft above the propeller shaft with motor fitted in the engine room.

A large fish room is fitted forward of the engine room with capacity for up to 2,200 stacking fish boxes. Refrigeration was achieved with chilling pipes fitted to the ceiling of the hold as well as below the floor where they were incorporated into the sub flooring. The fish hold refrigerant is liquid based which poses no danger to life if a leak occurs and can be easily mended onboard. Ice lockers are arranged in the hold and can house up to 10 t of flake ice, in addition a slurry ice mixing tank if fitted to provide premium chilling for certain species.

At the stem of the vessel the fore peak is divided into four compartments with three large freshwater tanks which are used for ice making along with a bow thruster access compartment on the centreline.

Above the main deck the vessel is generally divided along the centreline with working areas to port and accommodation to starboard. To the port side there is a steering gear compartment combined with engineer’s workshop aft, fish handling area amidships and dry locker forward. To the starboard side there is a laundry/pantry/galley aft, followed by a large mess/lounge amidships and four two-man cabins forward. A large 20 m3 hopper is fitted on the centreline.

A deck up features the trawl deck where most of the deck machinery is installed and fishing takes place. The deck features twin ramps aft with hydraulic stern gates fitted to the top of each ramp for crew protection. Forward of these are two flush mounted hopper hatches where the catch is taken on- board. The deck is then open all the way to the stem where three sweep winches are fitted to allow maximum deck length for storing and mending nets. Fitted amidships immediately above the net tracks are three separate bagging winches. Three split winches are fitted amidships, two to starboard and the third to port and lead directly aft to large trawl blocks which are capable of sliding forward up to 1.2m from the transom to reduce the pressure on the steering gear when towing an edge in deep water. Numerous casings are fitted either side of the tracks and serve various functions such as a gear store, air handling unit room, two-man cabin and unloading trunk.

The shelter deck runs from stern to stem. Aft it is mainly open and provides a walkway around the perimeter of the vessel as well as shelter for those working on the trawl deck. Amidships features a full breadth casing where three two-man cabins are fitted along with an electronics room. Forward is arranged for mooring and anchoring and features a three-barrel winch fitted within a weathertight compartment and is used to stow the two anchor warps along with a spare barrel for mooring rope.

At bridge deck level a large wheelhouse is situated which is nearly the full breadth of the hull to provide great visibility when manoeuvring in restricted areas. Large windows are also fitted aft on the centreline and provide a commanding view of the trawl deck to enhance crew safety.


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