Macduff Ship Design Tug deliveries and future projects

Macduff ship Design has seen a number of ASD tug deliveries over recent months and some interesting development work completed on future tug technology.

The most recent completion has been that of the 25m ASD harbour tug ‘PNT Bholu’.  The vessel was built by Karachi Shipyard and Engineering Works in partnership with Tor Group who provided a comprehensive design, material and supervisory support package.  Following successful trials, the vessel has now been delivered to the Pakistan Navy where it has started service.  The vessel is a 48 T bollard pull harbour tug and is powered by twin Cummins QSK50-M1 marine engines delivering 1529 Kw @1800 rpm.  These each drive a Schottel SRP 360 FP azimuth thruster fitted with a 2200mm fixed pitch propeller.  The vessel is fitted with a forward towing winches supplied by DMT and an aft towing bollard fitted with tow hook, and is fully FiFi equipped.

Further to this we have also seen over the past month the completion of the 30m ASD harbour tug ‘Abdul 11’.  The vessel was built by Tor Group and following successful trials has now been delivered to the owner The Urban Region of the Future, in Saudi Arabia.  The vessel is a 65 T bollard pull harbour and anchor handling tug and is powered by twin Cat 3516 marine engines delivering 2000 Kw @1600 rpm.  These each drive a Kongsberg 205S azimuth thruster fitted with 2500mm fixed pitch propellers.  The vessel is fitted with forward and aft towing winches supplied by DMT marine equipment who also supplied the small winches, capstans and chain stopper.  The vessel is also designed to complete anchor handling duties with a stern roller and shark jaws, and is fully FiFi equipped.

The third recent delivery is a landmark design for Macduff Ship Design being the first vessel designed for an Indian owner and built by an Indian shipyard.  The 21m ASD tug /service vessel, ‘River Pearl 10’, has been handed over to its owners Knowledge Marine & Engineering Works Limited by Synergy Shipbuilders from their yard in Goa, following successful trials where the vessel exceeded the contract requirements of 10 knots speed and 10 T bollard pull.  ‘River Pearl 10’ is designed as a multirole tug / service vessel with large open working deck aft, forward focsle and wheelhouse.  The main propulsion is provided by twin Cummins KTA19 M3 engines delivering 500 Hp @ 1800 rpm through twin Hydromaster Z drive ASD units all supplied by Parikh Power.  On deck there is a main aft towing bollard fitted with tow hook.

Late Summer also saw the delivery of a 30m ASD Harbour tug to its new owners PD Industries.  The vessel was built by Tor Group international for their own operations in 2022 and has now been renamed as ’Dalton Hunter’ and delivered to its new owners on the East coast of Canada.  The vessel is a 45 T Bollard pull harbour tug with forward winch and aft tow hook, and is fully FiFi equipped.

Further to these new vessel deliveries we have spent the past 6 months working closely within a consortium of companies including Harland and Wolff, Kongsberg and Echandia to develop the concept for a 25.5m 65 T bollard pull ASD battery electric harbour tug.  The aim of the concept is to develop a vessel that will meet the needs of most in harbour tug operations within the UK in full electric mode.  The vessel will be supplemented by two HVO driven generators for unusual operations including longer coastal voyages and tows to ensure a fully green solution to the requirements of this sector.  It is hoped that this concept can be developed into a working demonstrator and onto a product that Harland and Wolff can market to the shipping industry.  Beyond this exciting project we hope to be able to further develop the concept to apply to smaller and larger tugs and onto other vessel types.

21.0m ASD Tug ‘RIVER PEARL 10’ for Knowledge Marine & Engineering Works Limited

Macduff Ship Design is pleased to announce that the 21m ASD tug /service vessel, ‘River Pearl 10’, has been delivered to its owners Knowledge Marine & Engineering Works Limited.  The vessel was completed by Synergy Shipbuilders at their yard in Goa and has recently completed successful trials exceeding the contract requirements of 10 knots speed and 10 T bollard pull.

The vessel is a landmark design for Macduff Ship Design being the first vessel designed for an Indian owner and built by an Indian shipyard.  We are now working with a number of clients within the market and are looking forward to meeting them and other clients when we will be exhibiting on the Parikh Power stand at INMEX SMM India in October.

‘River Pearl 10’ is designed as a multirole tug / service vessel with large open working deck aft, forward focsle and wheelhouse.  The layout will allow for the vessel to complete a wide range of harbour operations including docking and undocking of vessels, marine services to anchored vessels including crew transfer, delivery of supplies and work with customs officers.

The vessel will operate on charter at Deendayal Port in Gujarat India and has been delivered following a year-long construction period which followed a detailed design process involving the owners, the shipyard and Macduff Ship Design.  ‘River Pearl 10’ is constructed entirely from steel to a hard-chine, hull form.  The design was a development of an existing proven hull which was further developed to provide the vessel with the required performance characteristics whilst maintaining the operational specification and owner requirements.

The main propulsion is provided by twin Cummins KTA19 M3 engines delivering 500 Hp @ 1800 rpm through twin Hydromaster Z drive ASD units all supplied by Parikh Power.  On deck there is a main aft towing bollard fitted with tow hook.  The vessel has ‘D’ fendering all around the vessel and ‘W’ style fenders around the bow to assist with pushing operations.  These are complemented by a further D fender positioned down the vertical bow.

The vessel is designed around a maximum complement of 10 with separate cabins for the Captain and Chief Engineer below the focsle deck and an 8 man crew cabin below the main deck casing.  The main deck casing houses a large galley mess area with seating for crew or up to 10 passengers. The forward compact wheelhouse offers commanding views all round with main steering console and a small crew seating area.

Vessel particulars

Length OA: 21.0 metres

Breadth: 7.2m

Depth: 3.0m

Maximum draft: 2.0 m

Fuel Capacity: 23,500 litres

Fresh Water Capacity: 7,500 litres

MFV ‘ZENITH’ – PRESS RELEASE

Macduff Ship Design are pleased to announce the completion of the new build fishing vessel, ‘ZENITH, BF 106’.  The vessel was built by Macduff Shipyards for owner Mark Robertson, along with sons Paul and Adam. This fishing vessel replaces the owner’s previous two fishing vessels, ZEYPHR BF 601 (ex UBEROUS) built by the yard in 2005 and ZENITH BF 106 (ex DAYSTAR) built by the yard in 2008. The vessel is intended to fish out of Fraserburgh in the North East of Scotland, targeting primarily prawns in the North Sea region.

ZENITH is the second vessel in a series of three sister ships, all of which are being built at the yards newly developed Buckie site. The vessel follows on from the CELESTIAL DAWN BF 109 which was handed over in the summer of 2022, and will itself be followed by the third sister ship FOREVER FAITHFUL, now well under construction. All three vessels feature the same hull form and general fishing arrangement; however, each have their own unique internal layout to suit the owners’ preferences.

Designed between the yard and Macduff Ship Design, during the early design phase of the lead vessel the yard commissioned the Wolfson Unit in Southampton to run a case study of two hull forms utilising CFD technology. The first hull form was a design previously built by the yard for a similar type of fishing. The second was the new concept model featuring increased length, a gradual bustle forward of the propeller and a unique stem where the bulbous bow was not fully submerged but rather tapered gradually into the bow’s upper region. Results from the study indicated a significant reduction in hull resistance at the two test speeds of 8 and 10 knots which has now been verified during the first year of service of the sister ship. Another significant difference between designs were an increase in beam from around 7.0 m of earlier vessels in this category up to around 7.6 m. The increase in beam allowed the vessel to carry less internal ballast whilst also creating more deck space which was of particular benefit within the accommodation and fish processing areas. This increase in hull efficiency enables the owner to save fuel, and in turn, reduce the emissions and environmental impact of the vessel.

To further reduce the environmental impact of the ZENITH, the propulsion package was very carefully considered. The vessel features a Novga (previously Heimdal) CPP stern gear package with a 2.3 m diameter controllable pitch propeller, housed within a nozzle, coupled to a large reduction gearbox complete with two PTOs for hydraulic power, driven by a Caterpillar C18 main engine with power output of 600 hp. With one engine driving both propulsion and hydraulics, the engine is kept with an efficient operating window with no significant periods of idling and energy loss.

The C18 main engine on ZENITH was one of the first pair of IMO Tier III certified engines to be fitted by the yard. A SCR and urea/AdBlue system is fitted in the engine room, provided by Xeamos of the Netherlands, which allows the engine to meet the new, more stringent emission standards set by the IMO. Certification of the engine and SCR system was arranged by Finning CAT who assembled the complete system on their test bed in Cannock, with witnessing and certification provided by DNV/GL. The system was proven to work well during sea trials where the 35 dB reduction SCR silencer helped the reduce noise levels throughout the vessel.

The hull of ZENITH is built entirely from steel, apart from the wheelhouse and mast which are aluminium, and features a double chine hull form, transom stern and modern bow designed to cut cleanly through the sea with less energy leading to a reduction in fuel consumption and emissions along with increased crew comfort. In broad terms the layout of the ZENITH is like some of the other recent new builds produced by the yard. Below deck features the cabins, engine room, fish hold and a large freshwater tank forward of the collision bulkhead. Whereas above deck is situated the aft shelter, galley/mess and side passage area, fish processing area winch room.

Particular attention was paid by the owner to the arrangement of the accommodation and fish processing areas onboard. The galley is of considerable size with comfortable living space for the live on-board crew, as is the washrooms, laundry and dry locker spaces. The fishing processing area has been optimised and uses the available space neatly. Care and attention were also placed on positioning of equipment to maximise efficiency to reduce the crews workload. It features conveyor belt to sort the catch in place of a traditional tray which lifts the product out of the hopper and six different prawn washers within arm’s reach of the sorting belt. A flush hold unloading hatch is also fitted in the fish processing area forward which creates a larger floor space which is a benefit at sea when the hatch is not used anyway.

A bespoke hydraulic deck machinery package was fabricated by the yard including of a triple barrel winch featuring a Hagglunds compact CA210 motor, two split net drums complete with two Hagglunds compact CA100 motors per drum, two general purpose gantry winches and a cod end lifting winch. Thistle Marine of Peterhead supplied both the MFB8 landing crane and MBK7 power block crane, both of which featuring a slew ring base. A small hoisting winch is fitted to help the move the catch in the hold when landing.

Primary hydraulic power is provided by two pumps driven from the gearbox PTOS. At the owners request a unique secondary hydraulic system was fitted which features two electric motor driven pump sets, one of 75 kW and the other of 45 kW duty. These two pump sets allow the hydraulics to run very close to full power and speed, providing not only a net retrieve system but full redundancy.

Cooling systems for all engines and hydraulics onboard are served by box coolers supplied by Blokland Non-Ferro.

Electrical power onboard is provided by two Mitsubishi generator sets supplied by Macduff Diesels Limited, each with a rating of 98 kWe and of sufficient size to run the vessels power independently providing complete redundancy.

The electrical systems onboard were designed and fitted by R.D. Downie who also fabricated the vessels switchboard and control panels for all the pumps and motor starters.  In addition to this R.D. Downie also provided the fire, bilge and gas alarm systems onboard along with the navigation light panel and assisted with the installation of the navigation equipment.

The fish processing deck features a catch handling system built by the yard and Northeast Fabricators. A separate compartment is formed within the fish processing area which house both the ice plant room as well as an access hatch and fixed permanent stair to the hold. The fish hold refrigeration system along with ice machine was supplied and fitted by Premier Refrigeration.

The vessel was fully painted by the yard with International products applied to a comprehensive marine spec.

The high specification navigation package was supplied and fitted onboard by Woodsons of Aberdeen.

GENERAL PARTICULARS

Length overall: 22.75 m

Length Registered: 21.83 m

Beam: 7.60 m

Depth: 4.15 m

Gross Tonnage: 222 t

Depart port displacement: 310 t

Fresh water capacity: 15,500 li

Oil fuel capacity: 21,000 li

Hold capacity:  600 boxes

Speed: 10.0 knots

Crew: 6-8

LIST OF MAJOR SUPPLIERS

Construction drawings and stability information supplied by Macduff Ship Design

Caterpillar C18 main engine supplied by Finning Power Systems, UK

Nozzle supplied by Kort Propulsion, UK

Propeller and Gearbox supplied by Novga, Norway

Generator sets supplied by Macduff Diesels Ltd, UK

Box cooling systems for each engine and the hydraulic circuit supplied by Blokland Non Ferro, Netherlands

Pumps supplied by Azcue Pumps SA, Spain

Deck machinery equipment supplied by the yard

Deck cranes supplied by Thistle Marine, UK

Fire doors supplied by B-15 Marine Ltd, UK

Weathertight doors supplied by Winel, Netherlands

Rudder system supplied by the yard

Steering gear supplied by Scan Steering APS, Denmark

Wheelhouse windows and portlights supplied by HK Van Wingerden & An BV, Netherlands

Fish handling system supplied by the North East Fabricators, UK

Refrigeration system and ice machine supplied by Premier Refrigeration, UK

Paint system by International, UK

Wheelhouse chairs supplied by Norsap, UK

Oil fuel filter/separator and main engine oil fine filter supplied by CC Jensen, UK

Pressure washers supplied by Grampian Power Clean, UK

Anchors and chain supplied by Fendercare Marine, UK

Switchboard and electrical system supplied and installed by R D Downie Limited, UK

24.0m workboat ‘TURAS A BHRADAIN’ for Bakkafrost Scotland

Macduff Ship Design is pleased to announce that the 24m Workboat, ‘Turas A Bhradain’, has been delivered to its owners Bakkafrost Scotland.  The vessel was completed by Macduff Shipyards at their yard in the Aberdeenshire and is the first of two near identical bespoke vessels being built by the yard for the business.  ‘Turas A Bhradain’ is designed as a multirole workboat with large open working deck with offset port casing for improved Starboard side access and a large forward ramp.  The layout will allow for the vessel to complete a wide range of tasks from general cargo duties through to specific aquaculture services.

The Turas a ‘Bhradain will operate across Bakkafrost Scotland’s sites on the west coast and Hebrides and has been delivered following a year-long construction period which followed a detailed design process involving the owners and operational staff, the shipyard and Macduff Ship Design.  ‘Turas a ‘Bhradain’ is constructed entirely from steel to a hard-chine, landing craft, hull form.  The final touches were completed on the vessel in July 2023 followed by final trials and delivery.  The design was a development of the highly successful ‘Helen Rice’ and ‘Geraldine Mary’ workboats designed by Macduff Ship Design.

Initially the Turas a ’Bhradain will be operate alongside Bakkafrost Scotland’s wellboats Ronja Star and Ronja Fisk, playing a key role in fish health by preparing the pens for the wellboats to carry out freshwater treatments.

The workboat is equipped with an array of equipment to allow it to operate in a range of different roles.  The main propulsion is provided by twin tier III compliant Doosan 4l 126 CAKH engines delivering 373 Kw @ 2000 rpm.  On deck there are 2 Marine Cranes to starboard both supplied by HS Marine – 1 x AK61 4E and 1 x AK30 HE3.  The engines drive 2 x 1500mm propellers supplied by Teignbridge propulsion.  These are fitted in nozzles to give excellent levels of bollard pull and there is also a stern thruster, both of which were supplied by Kort Propulsion, which when combined with the twin screw set up gives excellent low speed manoeuvrability for operations in and around the fish farm cages.

The hydraulic package also comprises 3 capstans all arranged to starboard, an Anchor windlass, hydraulic rams for operation of the bow ramp and a tow winch situated on the centre line.  Due to the offset position of the casing the winch can work both aft over a stern roller or forward over a narrow roller built into the bow ramp.

The Vessel complements its extensive deck machinery package with an impressive cargo carrying capability for a vessel of this size, being able to carry, a maximum capacity of 125 T of deck cargo and has deck fittings for 3 x 20 foot ISO containers.

Vessel particulars

Length OA: 24.0 metres

Breadth: 9.0m

Depth: 3.1m

Maximum draft: 2.25 m

Fuel Capacity: 14,000 litres

Fresh Water Capacity: 5,000 litres

Deck Cargo capacity: 125 tonnes

The vessel has two cranes: HS Marine AK 61 4E and AK30 HE3

Main engines: 2 x Doosan 4L 126 CAKH – 373 KW @ 2000 RPM Tier III

Harland & Wolff has joined forces with Macduff Ship Design, Kongsberg Maritime and Echandia, to create a UK consortium with a common vision to develop and build a zero emissions harbour and coastal tug.

The nature of the UK’s topography and infrastructure means that transporting large fabricated structures, components or raw materials by road is difficult. It adds significant pressure on the road network, as well as increasing the carbon footprint dramatically.

Creating environmentally-friendly tugs and a class of ultra-efficient large barges to service the UK’s Marine Coastal Highway would not only ease pressure on the nation’s roads and reduce emissions, but also help with the Levelling Up and Net Zero ambitions. Having the ability to efficiently move large loads on the Marine Coastal Highway would create greater opportunities for shipbuilding as well as fabrication of structures for offshore wind developments across the entire country, helping spread work beyond the industry’s existing focus on the central belt of Scotland and supporting the UK’s National Shipbuilding Strategy.

Two tugs are planned in the initial order, and each will be 25.5m long, have a breadth of 12m, and a draught of 4.85m along with an impressive bollard pull for its size at 50 tonnes. The vessels are expected to have Azimuth stern drives and a series of modular battery banks. Two barges are initially planned, one measuring 90m by 30m, and the second 50m by 15m.

Together, the consortium plans to utilise technology transfer to develop and build the vessels using a 100% UK supply chain.
Harland & Wolff will act as project lead and builders, Macduff as designers, Kongsberg for propulsion and vessel control systems, and Echandia as battery and electrical control systems specialists. This consortium has been created to bring the very best technologies and skills required to deliver this pioneering green design.

The consortium will utilise innovative design combined with proven battery and propulsion technologies with the aim to deliver a zero-emissions vessel that will utilise electric propulsion from stored battery power for day-to-day operations, backed up by generators driven by biofuel for exceptional operations or when shore charging support is unavailable.

Although initially intended to move loads between Harland & Wolff’s yards, barges which are not full could transport freight for other clients, further easing traffic congestion on the road network. The consortium believes a significant number of similar vessels of smaller and larger designs and capabilities that will be required in the coming decade. Additionally, the technologies deployed are scalable to enter into the Crew Transfer Vessels (CTV) and Service Operation vehicles (SOV) markets in due course.

There is widespread agreement that a strong export market exists for these tugs and the consortium will work closely with the Department for Business and Trade in future to exploit export opportunities, benefiting UK jobs and economic growth.

Ian Ellis, Managing Director of Macduff Ship Design said:

We are pleased that our company commitment to drive towards net zero solutions for the maritime industry has been recognised by Harland and Wolff. We have been working on various initiatives to move towards net zero and this collaboration signals a major milestone in this. We are delighted to be working with Harland and Wolff, Kongsberg and Echandia on this project and look forward to developing the project through to completion.

John Wood, Group Chief Executive Officer, Harland & Wolff said:

“As part of our ongoing commitment to fully embrace the UK National Shipbuilding Office’s aims and in our drive to Net Zero, we are pleased to have put together this consortium.

“These will be the first vessels of this type to be designed and constructed in the UK and will go on to provide firm foundations for the build of various vessels requiring this type of technology in the future. We are delighted by the initial feedback that we have received from potential clients and look forward to seeing these vessels come to life in our shipyards.”

Rear Admiral Rex Cox, CEO of the National Shipbuilding Office said:

“Innovations such as this are crucial to us realising our decarbonisation ambitions for shipbuilding. This is an exciting project closely aligned to the vision for UK shipbuilding we set out in the National Shipbuilding Strategy Refresh. Bringing together companies from across the shipbuilding enterprise, this consortium is demonstrating how collaboration can harness its competitive edge in the growing low emissions market.”

MFV ‘COPIOUS’ LK 985 – 24.9m Demersal Trawler for 60 North Fishing

Macduff Ship Design are pleased to announce the completion and handover of MFV ‘Copious’ LK 985, a new 24.9 m fishing vessel for 60 North Fishing company of Shetland.  The vessel is the first of a pair of sister vessels for the company and was built in Croatia by Tehnomont shipyard to a full design package supplied by Macduff Ship Design.  The vessel completed her delivery trip to Shetland, through the Mediterranean, up the west coast of Portugal, Spain and Ireland, arriving in Shetland on the morning of the 14^th January just in time for the islands fire festival Up Helly Aa.  The second vessel to be named ‘Prolific’ is set to be delivered later in the year.

Macduff Ship design were first contacted by Mark Anderson, who heads 60 North Fishing with partners, Andrew White, Ryan Arthur and fish selling agent LHD, 5 years ago to develop a bespoke new design. Mark had a clear idea of what he wanted the vessel to achieve and some of the key design factors that needed to be considered. In close co-operation with Mark a General Arrangement plan and Specification were produced. These were sent to a number of yards for a tendering process. Macduff Ship Design assisted Mark and his 60 North Fishing partners during this process through to final yard selection.

Once Tehnomont Shipyard were selected as builder in 2020, Macduff Ship Design set about developing hull form, detailed construction and outfitting plans. One of the first key decisions was sizing the propeller. Larger CP propellers can have notable efficiency savings hence the largest propeller that could fit was to be selected. The aft end of the hull was developed to ensure this was possible with a 3.0m Finnoy propeller chosen. This was fitted inside a Kort nozzle with triple rudder arrangement for improved manoeuvrability.

In recent years Macduff Ship Design have been involved in tank and CFD testing of several vessels, and have developed an advanced understanding on how the hull form can influence both vessel resistance and seakeeping. This knowledge was applied to the hull of the Copious to ensure the crew would have a vessel that could handle the unpredictable and often times rough seas in their fishing area but would also have optimum efficiency to minimise fuel consumption.

The amount of, and layout of, deck machinery, fishing gear and fish processing equipment was of high importance to Mark. The vessel needed to readily be able to swap between single net trawling, twin rigging and pair trawling with all equipment needed for these three operations to be carried onboard. The arrangement of the deck machinery was developed collaboratively with Mark, with a number of innovative ideas integrated into the design. This was both to improve the safety, and efficiency of the vessels fishing operations.

Catch quality and value was a high priority on the vessel and although designed with the ability for 10 day trips it is expected that the vessel is likely to focus on shorter trips.  In order to maximise the quality of the landed fish there has been a high importance placed on the way the fish is handled once caught, with care taken in the design of all of the systems, with particular attention being paid to the processing equipment supplied by JJ measuring systems.  Once the fish is landed through the aft cod end hatch into the hopper it is immediately cooled with a water spraying and slush ice system.  After passing through the gutting area the fish are sorted into one of two 6 compartment cylindrical, selector/coolers supplied by Danish firm Carsoe to a design from Jim Johnson of JJ measuring systems.  Each segment can be emptied individually in any order to suit the optimal fish cooling. Once cooled the fish are transported by conveyor to the fish access hatch and into the hold to a portable table with 4 workstations.  The fish are graded, weighed and boxed with freshwater and flake ice before being stored in the 1100 box capacity hold.  The hold also contains 2 x 2.5 T capacity Buus slush ice tanks which work in conjunction with the 2 x 4.5 T per day ice machines on main deck.  The water for the system is supplied from the onboard fresh water tanks and a 2 T per day Alfa Laval freshwater desalinator fitted in the engine room.

The vessel is fitted with a Mitsubishi V12 S12R main engine rated 588Kw at 1400rpm and this is coupled to a Finnoy FK50 11.3:1 gearbox.  This drives a Finnoy 3000mm diameter controllable pitch propeller fitted in a nozzle supplied by Kort Propulsion.  The vessel is fitted with a triple rudder and bow thruster also supplied by Kort propulsion, which give the vessel excellent manoeuvrability for fishing day to day operations.

The deck machinery package supplied by Rapp MacGregor is driven by 3 hydraulic pumps driven from power take offs on the Finnoy gearbox and electric towing pumps.  The fishing equipment consists of 3 x 14 T trawl winches arranged under the focsle forward.  They can carry 1100 fathoms of 22mm wire but are set up with 700 fathoms of Brunton Shaw warps supplied by LHD.  The winches are linked to a scantrol autotrawl system with a 3-speed arrangement of 100%, 80% and 60%.  Aft of the wheelhouse are three 20 T split net drums which are also linked to the scantrol system.  Rapp Macgregor also supplied a pair of hinged pins which are arranged just forward of the stern openings and can be raised or lowered remotely, depending on the fishing method and nets being used.

The winches tow a pair of Thyboron type 32 semi pelagic trawl doors and 2 T roller clump.  The gear is monitored by a Marport system with sensors on the trawl doors and clump measuring depth, height, distance, pitch and roll with a further sounder measuring the distance each door is off the seabed.  There are a further 2 symmetry sensors mounted on the headline of the net.  Nordso Trawl supplied the twin rig nets along with a single net and high lift pair trawl net with Scot trawl supplying the codends and extensions and Jackson Trawl the combi line sweeplines.

The crew accommodation is arranged entirely on the main deck and comprises a changing area with deck WC and shower forward to port accessible from the processing area.  Once into the main living quarters 2 x 4 berth cabins, 2 x 2 berth cabins and WC facilities are positioned from midships forward.  Aft of the cabins there is a dedicated lounge area and then a combined galley mess. 

The wheelhouse is arranged with a forward control area and an aft raised control area for fishing operations.  H Williamson and Sons supplied the wheelhouse electronics detailed below.

Navigation

Sodena Turbowin x 2

Olex with ground discrimination module

TimeZero plotter with DRS12A-NXT radar module and Wassp F3i 160 sounder

Furuno FR2228 radar

Furuno GP-39 GPS

Furuno SCX-21 satellite compass

Rayethon STD 22 gyro compass

Furuno FA-170 AIS

Navitron NT921G autopilot

Furuno RD33 heading repeater

Furuno BR-500 bridge watch alarm system

Communications

Sailor 6222 DSC VHF

Sailor 6248 VHF

ENTEL HT649 handheld VHF

Turbosailor VSAT

Furuno Felcom 18 Sat-C

Furuno NX700B Navtex

Fishfinding

Simrad ES80

Furuno FCV1900G BB

Marport gear sensor system

Miscellaneous

Jotron Phontec 3101

Superlive Plus CCTV

Jotron TRON 60 GPS