Professional BoatBuilder - December-January 2018

12 PROFESSIONAL BOATBUILDER

ROVINGS

COURTESY KRAMER MARINE ENGINEERING (BOTH)

In the workboat sector, much fanfare has surrounded

the Dutch-built MDV-1 Immanuel, which possesses attri-

butes that should interest recreational boaters as well.

First, the 99' x 28' (30.2m x 8.6m) Immanuel is the

result of a government/business collaboration, namely

 e Netherlands’ Masterplan Sustainable Fishing Foun-

dation (Masterplan Duurzame Visserij, or MDV),

which saw its commercial  shing  eet halved over the

last decade. Vessel size and type varies, though many are

working the relatively shallow coastal waters for the

 at sh plaice and sole. In 2012 MDV solicited business

plans for a vessel that would exhibit e ciencies in all

areas of its operation, from propulsion to onboard sys-

tems, catch, and processing. It was designed by Kramer

Marine Engineering (Zwijndrecht), utilizing CFD so -

ware from D3 Applied Technologies (A Coruña, Spain),

and working from initial input from MARIN (Wagenin-

gen). In plan form it is wedge-shaped, with a near verti-

cal bow. According to one description, it has “a full

body amidships and a wide and relatively  at a ship,

with little transom immersion.” Wider sections above

the bow waterline are intended to create reserve buoy-

ancy and reduce spray on deck. Engine cooling water

enters one side of the short and wide bilge keels and

exits the other, eliminating external pipework that

causes drag.

Constructed by Padmos (Stellendam), in collabora-

tion with many allied businesses, Immanuel was

launched in 2015, winning the Dutch industry’s presti-

gious KNVTS Ship of the Year Award. Hoekman Ship-

building (Urk) did the out tting and much of the engi-

neering. While other commercial  shboats in  e Nether-

lands are typically transverse framed every 17.7" (450mm),

the engineering of Immanuel concentrated on the longitudi-

nal sti eners with corresponding fewer transverse frames.

Steel was chosen over composites for several reasons, includ-

ing the economics of end-of-life recycling.

Propulsion is diesel-electric with a variable-speed genera-

tor and DC bus.  e 500-kW generator is employed at cruise

speed and while  shing; a second, smaller generator is a

backup. A 400-kW water-cooled permanent magnet motor

turns the main propeller at 120 rpm.  ere is no gearbox

and attendant loss in e ciency. Four Unidrive M variable-

speed drives from Control Techniques are for the rotary

transformer, hydraulic pumps,  shhold cooling system, and

the pulse  shing windlasses. Pulse, by the way, involves the

ship emitting a low-voltage electrical charge that supposedly

does not injure  at sh in the bottom sand, but makes them

rise so net drags can scoop them up.

A er more than a year in service, the vessel has shown

60% fuel savings compared to similar 2010  shing boats,

reports say; 60% reduction in CO 2 and NOx; and gas/oil per

kg of  sh reduced from 4.5 liters to 0.5 liters. Crew condi-

tions improved as well (55-dB noise level in the cabin and

accommodations), and “uninterrupted cooling chain for

optimum fresh  sh.” Fishing speed is about 3 mph and an

Top—MDV-1 Immanuel is a 99' (30.2m) Dutch  shing vessel devel-

oped under the country’s Masterplan Sustainable Fishing Foundation

initiative that sought to rethink all aspects of drag netting for ground-

 sh like plaice and sole. Above—The boat was designed by Kramer

Marine Engineering and built by Padmos and Hoekman Shipbuilding, all

three Dutch companies. It won an industry award as Ship of the Year.

Structure focused on longitudinals and wider-spaced transverse frames.

COURTESY CONTROL TECHNIQUES

Immanuel is a diesel-electric hybrid. Hydraulic systems that

include pumps, as well as the windlasses, cooling system, and

transformer, are powered by permanent-magnet motors governed

by Unidrive M variable-speed drives from Control Techniques.

Innovative Fishboat

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