From Wikipedia, the free encyclopedia Steel (pusher)
Steel (pusher)
Length: LOA 41.7 m (136.8 ft)
LPP 40.2 m (131.9 ft)
Beam: 14.37 m (47.1 ft) (waterline)
15.5 m (50.9 ft) (bridge wings)
Draught: 6.7 m (22.0 ft)
Depth: 10.0 m (32.8 ft)
Ice class: 1A Super
Main engines: 2 × Wärtsilä-Sulzer 6ZAL40 (2 × 3,840 kW)
Auxiliary 2 × Wärtsilä-Vasa 4R22HF (2 × 590 kW)
Pusher Steel without a barge in the port of Raahe. generators: Strömberg shaft generator (900 kVA)
Career Propulsion: CPP, ? 4.70 m (15.4 ft)
Name: 1987–1991: Finn Speed: 13.4 knots (24.8 km/h; 15.4 mph)
1991–: Steel[1]
Crew: 9
Owner: 1987–1991: Laivanisännistöyhtiö
Puskija[2] Steel is a Finnish pusher vessel owned and operated by
1991–1993: Laivanisännistöyhtiö Steel[3] ESL Shipping. It is part of the Finnpusku integrated tug
1993–1995: Suomen Asiakasrahoitus Oy[4]
and barge system developed in the 1980s by Finnlines, a
1995–2003: Merita Rahoitus Oy[5]
2003–: ESL Shipping Ltd[6] Finnish shipping company that also managed the vessel
until 2003, in co-operation with Rautaruukki for the
Operator: 1987–2003: Oy Finnlines Ltd[5] transportation needs of the steel company. The vessel,
2003–: ESL Shipping Ltd[6]
built by Hollming in Rauma, Finland, as Finn was deliv-
Finn,
Port of 1987–: Helsinki, Finland[1] ered on 28 April 1987 and has since been used mainly to
registry: supply raw materials to the Raahe Steel Works.
Ordered: 14 March 1985[7] On 27 December 1990 the vessel capsized along with
the barge Baltic outside Hanko, Finland, while en route
Builder: Hollming Oy, Rauma, Finland[1]
from Raahe to Koverhar in southern Finland with a cargo
Yard number: 263[1] of iron ore concentrate. The cargo shifted in heavy
weather, resulting in the loss of stability and the vessel
Laid down: 7 November 1985[1]
capsizing in 10–15 seconds. Seven crew members and a
Launched: 9 May 1986[1] pilot lost their lives in the accident, but the chief engi-
neer and chief officer survived in an air pocket in the
Completed: 28 April 1987[7]
aftmost part of the engine room and were later rescued
Identification: IMO 8503503[1] through a hole cut in the bottom. The combination was
Call sign: OIVR[1] later rightened and towed to Rauma for rebuilding. Finn
Status: In service[8] returned to service as Steel and Baltic as Botnia in 1991.[9]
The Steel has an identical sister vessel, Rautaruukki,
General characteristics [1][8]
which was delivered in 1986.
Type: Pusher
Classification: DNV 1A1 ICE-1A+ Pusher and Pusher/
Development and construction
Barge Unit E0 Main article: Finnpusku
The development of the Finnpusku system dates back to
Tonnage: 1,562 GT
469 NT the 1960s when Finnlines developed the first version of
431 DWT the icegoing pusher-barge system. While the concept was
not pursued further due to various problems, an upgrad-
Displacement: 2,230 tons
ed version was developed in the 1970s.[10] In the late
1
From Wikipedia, the free encyclopedia Steel (pusher)
Career
While the first pusher, Rautaruukki, was used since the
beginning solely to supply the Raahe Steel Works with
raw materials, the jointly owned pusher Finn was time-
chartered by the transportation department of Rau-
taruukki only when the steel company required addi-
tional capacity. The pusher-barge combinations trans-
ported different bulk cargoes 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 various Eastern European ports. In addition
the jointly owned pusher and barges were also used for
Rautaruukki, the sister vessel of Steel, and Kalla outside Luleå,
Sweden. 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
1970s Rautaruukki Oy began transporting raw materials
ore concentrate and pellet cargoes from Luleå to various
to the steel mill in Raahe by towed barges and found
ports in the Baltic Sea for the Swedish mining company
them suitable for the steel company’s transportation
LKAB.[12][11]
needs. However, due to the poor maneuverability of the
Due to the difficulties in the timing of the transporta-
barges and their inability to operate in winter conditions
tion needs of Rautaruukki and Finnlines the time-char-
Rautaruukki decided to investigate if it would be possible
tering of the second pusher did not fulfill the require-
to design a pusher-barge system that could also be op-
ments of the steel company’s raw material supply sched-
erated in ice conditions. When Finnlines was consulted,
ule. It was decided to transfer the ownership of the push-
it presented the Finnpusku system it had developed and
er Finn and barges Baltic, Board and Bulk to new joint ship-
the two companies signed a development contract. Later
ping companies owned by Rautaruukki Oy (95 %) and Oy
Finnlines performed several feasibility studies which
JIT-Trans Ltd (5 %). Once all vessels were under the con-
showed that a pusher-barge system would be the most
trol of a single company, these issues disappeared and
economical and efficient method of transporting bulk
the Finnpusku system was found out to be suitable for the
cargoes on the relatively short routes of the Baltic Sea.[11]
transportation needs of Rautaruukki in both port-to-port
The initial plan was to establish shipping companies
transport and lightening large bulk carriers outside the
for each vessel of the Finnpusku system under the joint
port of Raahe. By the end of 1987 the amount of cargo
ownership of several large Finnish industrial and ship-
transported by the Finnpusku system, 7.5 million tons per
ping companies, including Rautaruukki and Finnlines,
year, had grown beyond the capability of the transporta-
which would also manage the vessels. However, due to
tion department that was under the central administra-
delays in negotiations Rautaruukki, concerned about the
tion of the steel company, so on 1 May 1988 a subsidiary
continuous supply of raw materials to the Raahe Steel
company, JIT-Trans, was established to deal with both
Works, decided to order one pusher and two barges for
the parent company’s own cargoes and external shipping
itself. A follow-up order for another pusher and three
business.[11]
more barges was signed by joint shipping companies
The Finn was rebuilt after capsizing and returned to
"Puskija", "Proomu I", "Proomu II" and "Proomu III",
service in 1991 as Steel under the ownership of a new
formed by Effoa Oy (20 %), Oy Finnlines Ltd (16 %), Hollm-
jointly owned shipping company.[3] Later the ownership
ing Oy (10 %), Neste Oy (25 %), Palkkiyhtymä Oy (10 %),
of the pushers and barges was transferred to a Finnish fi-
Oy Paratug Ltd (5 %), Rautaruukki Oy (9 %) and Thomesto
nancial institution Suomen Asiakasrahoitus, later known
Oy (5 %), on 14 March 1985. The second pusher of the Fin-
as Merita Rahoitus and nowadays as Nordea Rahoi-
npusku system, Finn, was laid down on 7 November 1985
tus.[4][13]
and launched on 9 May 1985.[11]
In July 2003 a seven-year contract for the transporta-
Pusher Steel and barges Baltic, Board and Bulk, built
tion of raw materials in the Baltic Sea was signed be-
by a Portuguese shipyard Estaleiros Navais de Setubal in
tween JIT-Trans and Aspo Group. As part of the agree-
Setúbal and outfitted in Rauma, were delivered to their
ment, worth 140 million euros, the ownership and man-
respective joint shipping companies on 28 April 1987.[11]
agement of the Finnpusku system was transferred to ESL
When the two pushers and five barges of the Finnpusku
Shipping, a subsidiary of the Aspo Group.[14] In February
system entered service in 1986–1987, it was estimated
2011 ESL Shipping signed a new long-term contract with
that they would carry one third of the ten million tons of
Rautaruukki for the transportation of the raw materials
bulk cargo arriving in Finland by sea every year.[12]
of the steel industry in the Baltic Sea. The pushers and
barges of the Finnpusku system was docked at Arctech
2
From Wikipedia, the free encyclopedia Steel (pusher)
Helsinki Shipyard and modernized by STX Finland Life- and then southeast along the outbound shipping lane
cycle Services during the summer of 2011.[15] The Steel from the port of Hanko. The wind speed, measured at the
arrived at Helsinki for modernization in mid-August and nearby island of Russarö, was 16 to 18 metres per second
left couple of weeks later. (31–35 kn) from the south.[9]
Capsizing in 1990 Capsizing
The Finn-Baltic was tracked by radar from the pilot sta-
Final voyage tion of Hanko until around 12:15, when the pilot on duty
noted that the combination had turned east and was
The Finn-Baltic left the port of Raahe with a cargo of heading towards Koverhar. When he returned to the
13,398 tons of Malmberget A Fines (MAF) iron ore con- radar half an hour later, he immediately noticed that
centrate bound for the steel factory of Koverhar in the Finn-Baltic had stopped and was drifting north by
Hanko, southern Finland, on 25 December 1990. The Baltic east at roughly one knot. However, he assumed that due
had been loaded in Luleå, Sweden, on 21 December and to heavy weather and bad visibility the pilot onboard
brought to Raahe by the pusher Rautaruukki on the fol- had decided to turn the combination back. He resumed
lowing day to wait for transit to the south. During its stay tracking the vessel, but there was no change in speed or
in Raahe, the barge developed a list of 1–2 degrees to port heading until the Finn-Baltic disappeared from the radar
and the harbour workers noted that the cargo seemed to screen ten minutes later. The low visibility due to snow-
be wet and some of the ore heaps had collapsed.[9] ing prevented him from seeing the vessel even though its
After the harbour pilot had left the ship the combina- last recorded location was only a bit over 2 nmi (3.7 km)
tion turned southwest and headed towards the Kvarken from the pilot station — the location of the capsizing,
in heavy head seas. To prevent water splashing over the based on the location of the ore concentrate cargo and
forecastle and wetting the cargo only one main engine debris that remains in the bottom to this day at a depth
was running and the ship made headway at only four of 35 metres (115 ft), is 59°47′39.2″N 22°59′16.0″E /
knots. When the Finn-Baltic passed the Ulkokalla light- 59.794222°N 22.98778°E / 59.794222; 22.98778.[9]
house, the second main engine was turned on to improve While there were no external witnesses of the cap-
the maneuverability of the vessel, increasing its speed sizing of the Finn-Baltic, it was noticed by several people
to around six knots. However, this also increased the on the shore shortly afterwards and the rescue operation
amount of water entering the cargo hold every time the began within minutes of the accident even though the
bow slammed to a wave and the watch officer, who used ship had not sent a distress signal. Around 12:30 the har-
searchlights to monitor the state of the cargo, noticed bour bailiff of the Port of Hanko saw something odd amid
that more ore heaps had collapsed. Later in the evening the waves while standing at the window of his office.
the combination passed the lighthouse and pilot station At first he thought it was just a barge being towed by a
of Tankar, and the wind seemed to calm down.[9] tug, but after spotting first the red bottom of the vessel
On 26 December, the Finn-Baltic continued its journey and then its propeller and rudder, he realized that a ship
south past the lighthouses of Nordvalen and Kaskinen had capsized in the storm and immediately contacted the
while maintaining an average speed of 6–7 knots in heavy captain of the rescue vessel Russarö, who alerted the mar-
head seas. In daylight the chief officer noticed that in the itime rescue sub-centre (MRSC) of Hanko at 12:40. At the
forward part of the cargo compartment three or four ore same time a harbour worker standing on one of the east-
piles had collapsed to half of their original height and ernmost quays saw something that resembled a new is-
the others appeared to be wet. Sea water flowed contin- land in the middle of the storm. At first he, too, thought
uously to the hold and washed ore to the sea through that it was just a towing, but was bothered by several
the storm shutters on the sides. However, during the strange details in the barge, such as the bow thruster,
last watch of the day the weather seemed to calm down and decided to go get binoculars. When he came back to
again.[9] get a better view, he saw the Russarö heading out. The
In the following morning the Finn-Baltic continued Finn-Baltic was also photographed only minutes before
along the southwestern coast past the pilot stations of the combination capsized by a harbour worker, who re-
Isokari, Kustavi and Turku. The captain was concerned membered hearing a rumbling sound, like a freight train,
about the upcoming turns near Hanko because the shortly after taking the picture of the ship.[9]
weather forecast predicted wind speeds up to 25 m/s (49 According to the chief engineer, who was in the en-
knots). He also noted to the pilot that the cargo was prob- gine control room at the time of the accident, the vessel
ably wet because water had been splashing over the bow suddenly heeled port around 12:30 and would not righten
since leaving Raahe and suggested stopping at Hanko to itself. Within the next 10–15 seconds, the list increased
wait for the weather to calm down. After changing the pi- to 4–5 degrees and, after briefly stopping at 10 degrees,
lot for the last time at noon the Finn-Baltic continued past the Finn-Baltic capsized. At the same time, the chief offi-
Hanko towards the port of Koverhar, heading first east
3
From Wikipedia, the free encyclopedia Steel (pusher)
cer noticed that the ship had developed a permanent list Helsinki Rescue Department. A third helicopter, a Finnish
to port, realized that something was wrong and decided Border Guard Eurocopter AS332 Super Puma OH-HVF, ar-
to head to the bridge. However, when he got to the door rived at Hanko later in the evening. Vessels from the
of his cabin, the combination turned over and he was Border Guard, the Navy and Alfons Håkans, a Finnish sal-
washed away by the water flowing through the broken vage company, also participated in the rescue efforts. [9]
cabin window. The rising water column carried the chief While waiting for equipment, the divers began
officer upwards in the staircase until, only seconds from knocking the bottom of the pusher to find out if there
drowning, he arrived at the corridor next to the ship’s was anyone trapped inside the capsized vessel and short-
sauna, which was below the main deck and thus above ly afterwards established contact with the chief engineer
the surface.[9] and the chief officer. Shouting through the bottom, the
After capsizing the main engines of the Finn-Baltic divers told the trapped crew members that they were at-
immediately went out and the emergency diesel gener- tempting to dive into the engine room from outside, af-
ator started automatically. However, it ran only for a ter which those inside asked if it was possible to cut a
short time and after a while even battery-operated lights hole to the bottom. When they were told that the res-
dimmed and died out. The chief engineer heard someone cuers were not sure yet if it was safe, the crewmen in-
yelling in the darkness and found the chief officer from formed the divers that they were not in immediate dan-
the corridor outside the control room in a shock-like ger although the air was becoming hard to breadth due
state. After getting a case of soft drinks from the ship’s to oil fumes. After diving inside the vessel was deemed to
stores and dry clothes for the chief officer they waited be impossible due to the heavy seas and the slight move-
several hours in the switchboard room, until the rising ment between the pusher and the barge indicated that
water forced them to move to the aftmost part of the en- the vessel was grounded and thus not in danger of sink-
gine room next to the propeller shaft. Even before the ing, it was decided to make a hole to the bottom to rescue
accident the chief engineer had planned to find his way the trapped crew members.[9]
to this location in case the vessel capsized because there Based on signals given by the trapped crew members
was no double bottom and, once free of its cargo, the and information received from the representative of the
combination would stay afloat upside-down. After 20 shipping company and the technical director of the ship-
minutes they heard someone banging the hull outside yard, two members of the LEKA team make a hole to the
the ship.[9] bottom plating with a gasoline-powered cutter while the
divers held them in place with safety ropes. When the
Rescue operation hull was breached, the overpressure inside was released
When MRSC Hanko received the distress call from the and the steel plate was thrown in the air. After having
Russarö, three coast guard officers were immediately dis- been rescued the crew members were flown to the local
patched to the rescue vessel. When the Russarö confirmed hospital.[9]
that a large vessel, approximately 150 metres (490 ft) in
length, had capsized near the Flatkubb skerry, the Mar- Aftermath
itime Rescue Coordination Centre (MRCC) of Helsinki was When the Finn-Baltic capsized, some heavy fuel oil spilled
alerted and a request to dispatch as many boats and per- to the sea and had to be recovered from the nearby
sonnel as possible to aid with the search and rescue op- shores. After the chief engineer and the chief officer had
erations was sent to the fire department of Hanko. When been rescued, the combination was refloated from the
MRSC Hanko asked for a helicopter, MRCC Helsinki dis- shallows and towed to a sheltered location near Ryssö
patched OH-HVE, a Finnish Border Guard Agusta-Bell AB and Mässkär islands on 9 January 1991 to prevent further
412 that had already been at high readiness at Helsinki- oil spills and damage to the vessels due to heavy seas. The
Malmi Airport after another vessel, Transgermania, had Finn-Baltic was rightened two months later by a Soviet
declared an emergency after grounding outside the is- crane ship Stanislav Yudin. The first two attempts resulted
land of Utö in the Gulf of Finland.[9] in failures, the first on 28 January due to a severed cable
The OH-HVE arrived at the Coast Guard station of and the second two days later due to insufficient lifting
Hanko three hours after the accident with one diver from capacity, but the third attempt on 1 February was suc-
the Border Guard and two from the Helsinki Rescue cessful.[9] The damaged vessels were towed to Hollming
Department. In the meantime a professional diver from shipyard in Rauma for rebuilding and returned to service
Hanko had also been called to the scene by the fire de- in 1991, the pusher as Steel and the barge as Botnia.[16][17]
partment and arrived shortly afterwards, after which Both the pusher and the barge suffered extensive
four divers were airlifted to the upturned vessel at 16:45. damages from the accident. When the cargo shifted, the
Another helicopter, a Finnish Air Force Mil Mi-8 HS-13, port side coamings and ramp were cut at the deck level
arrived two hours after the chief one with two more and disappeared to the sea along with the cargo. As the
divers and the Air Rescue Detachment (LEKA) from the Finn-Baltic drifted towards the shallows, the superstruc-
4
From Wikipedia, the free encyclopedia Steel (pusher)
ture and smoke stack of the pusher and the remaining vage tug in 1991, sank along with the barge Bulk laden
parts of the coamings of the barge were crushed and with coal when the pusher lost both main engines in
mangled when they came into contact with the seafloor a storm and subsequently foundered near the Swedish
— large parts of the superstructure were later recovered Grundkallen lighthouse. While both vessels of the com-
for investigation along the drifting path. Some minor bination were total losses and the fuel oil from the rup-
damage was also caused by the rightening operation. [9] tured tanks polluted Finnish and Swedish coastlines, the
Seven crew members and a pilot from Hanko lost crew was successfully evacuated by Finnish and Swedish
their lives in the accident. Due to the extensive damage helicopters.[18] One of the Finnish Border Guard heli-
suffered by the pusher only two bodies were found and copters, OH-HVF, participated in both rescue operations.
recovered during the initial dives into the capsized vessel The name of the integrated tug barge system, Finn-
in early January — the first engineer was found in the pusku, fell out of official use after the capsizing of the
crushed office and the chief steward in the staircase. Finn.
After the combination had been rightened on 1 February,
the purser was found in the shower room of his own cab-
in and the electrician in a spare cabin next to the mess
Technical details
hall. When the detached parts of the superstructure were
recovered for official investigation in late February, the General characteristics
body of the first mate was found in the remains of the The overall length of the Steel is 41.7 metres (136.8 ft)
machinery room located below the bridge. The search for and its length between perpendiculars is 40.2 metres
the missing victims continued until July 1991 mainly by (131.9 ft). The breadth of the hull is 14.37 metres (47.1 ft)
the Finnish Navy and a tourist submarine chartered to at the waterline, but the maximum breadth of the vessel
the investigation board. The bodies of the captain and due to the bridge wings is 15.5 metres (50.9 ft). The
the pilot, who were at the bridge when the Finn-Baltic draught and depth to the upper deck, 6.7 metres (22.0 ft)
capsized, were found along the drifting path in May and and 10 metres (32.8 ft) respectively, are the same as those
June, respectively. The body of the deck repair man was of a fully laden barge. The displacement of the pusher is
never recovered.[9] 2,230 tons and deadweight tonnage 431 tons, and its gross
tonnage is 1,562 and net tonnage 469.[1][8]
Legacy The Steel is classified by Det Norske Veritas with a
According to the investigation board the capsizing of the class notation of +1A1 ICE-1A+ Pusher and Pusher/Barge
Finn-Baltic was a direct result of cargo shifting, caused by Unit E0. It has the highest Finnish-Swedish ice class, 1A
the bottom layer of the ore concentrate becoming sat- Super, which means that the pusher is designed to oper-
urated with water and liquefying. When the vessel en- ate in difficult ice conditions both alone and when cou-
countered heavy seas and began to roll, the cargo in the pled to a barge mainly without icebreaker assistance.[1]
forward part of the hold shifted, resulting in a permanent While usually connected to a barge, the Steel also capable
list of roughly two degrees. When the crew attempted to of operating independently. However, the low metacen-
turn the combination against the wind, a standard pro- tric height of the pusher, only 0.5–0.6 m (1.6–2.0 ft), re-
cedure in such situation, the remaining cargo moved as sults in large roll amplitudes and pitching, making the
a single mass due to the centrifugal force, sliding against vessel very uncomfortable in severe weather.[19] For this
the port side coamings and capsizing the vessel.[9] reason short transit journeys without a barge are done
The accident led to operational changes in loading only when it is absolutely necessary.[16]
and shipping of certain types of cargo, namely iron ore The Finnpusku system uses a unique rigid coupling
concentrates — a wind limit of 14 metres per second system, Wärtsilä Marine Locomotive, which consists of
(27 kn) was imposed on the Finnpusku system when carry- two hydraulic locking pins, one on each side of the push-
ing MAF.[16] Later it was found out that the pusher-barge er, and one fixed pin in the bow. The pusher can be con-
combinations shipped the iron ore concentrate from nected to the barge at three different levels, removing
Luleå under an exceptional permit from the Finnish Mar- the need to ballast the barge to the same draught as the
itime Administration that didn’t extend to transporta- pusher when not carrying cargo.[19] In addition to me-
tions south from Raahe. This resulted in a lengthy legal chanical coupling the pusher is connected to the barge by
battle on behalf of the insurance companies and the fam- several electrical cables on the starboard side and flexi-
ilies of the crew members who lost their lives, and the ble pipes on the port side. The latter allow the pusher’s
shipping company had to return the indemnities it had fuel and freshwater tanks to be topped up from the much
received.[17] larger storage tanks of the barge.[9]
The capsizing of the Finn-Baltic remains the worst ac- One of the most prominent features of the pusher is
cident involving the vessels of the Finnpusku system. In the high superstructure rising 22 metres (72 ft) from the
2004 pusher Herakles, which was converted from a sal- waterline. In addition to accommodation, mess and day-
room for the crew of nine, it initially housed two bridges
5
From Wikipedia, the free encyclopedia Steel (pusher)
at different levels. The lower bridge on the third deck [4] ^ Vapalahti, H. Finnish illustrated List of Ships
was originally intended to be used when the pusher is op- 1994.
erating on its own without a barge, allowing more com- [5] ^ Vapalahti, H. Finnish illustrated List of Ships
fortable conditions for the crew — the chairs in the up- 1998.
per bridge on the seventh deck were equipped with seat- [6] ^ Toimintakertomus 2003. Aspo Group. Page 14.
belts due to the large motions of the vessel when operat- Retrieved on 2010-07-01.
ing independently. However, the lower bridge was rarely [7] ^ Eriksson, U. Puskuproomujärjestemä. FG-
used and the space was converted to other uses when the Shipping Oy Ab, 1991.
Steel was rebuilt. The upper bridge, with bridge wings ex- [8] ^ Pusher Vessels and Barges. ESL Shipping Ltd.
tending beyond the pusher’s breadth, is equipped to al- Retrieved on 2010-07-01.
low one man bridge operation.[19] [9] ^ Tutkintaselostus puskija FINNin ja proomu
BALTICin kaatumisesta Hangon edustalla
Power and propulsion 27.12.1990. Suuronnettomuuden tutkintaselostus
Propulsion power is provided by two six-cylinder Sulzer n:o 2/1990. Onnettomuustutkintakeskus. Helsinki,
6ZAL40 4-stroke medium-speed diesel engines running 1992.
on heavy fuel oil, manufactured under licence by Wärt- [10] Holma, H.: Proomukuljetukset. Oy Finnlines Ltd,
silä, each with a maximum continuous output of 1972.
3,840 kW (5,150 hp) at 380 rpm, giving the combination [11] ^ von Bruun-Riegels, U. Raaka-ainekuljetukset
a service speed of 13.4 kn (24.8 km/h).[20] A Lohmann & proomuilla. Rautaruukki Oy, 1991.
Stolterfoht reduction gearbox connects the main engines [12] ^ Mauno, J. Finnpusku minimoi satama-ajan.
to a propeller shaft driving a 4.7-metre (15.4 ft) four- Navigator 11/86.
bladed Rauma-Repola Liaaen controllable-pitch pro- [13] Finnish Maritime Administration: The Finnish
peller[8] and a 900 kVa Strömberg shaft generator used to merchant marine 1994.
power the bow thruster in the barge. The main engines [14] Rautaruukki ja ASPO kehittävät yhteistyötä raaka-
are equipped with steam-generating exhaust boilers to aineiden merikuljetuksissa. Rautaruukki Oyj,
improve the overall efficiency of the power plant.[16] pörssitiedote, 30.7.2003.
Electricity is provided by two Wärtsilä-Vasa 4R22HF [15] ESL Shipping and Rautaruukki signed a long-term
diesel engines, each producing 590 kW (791 hp) at 1,000 contract for sea transport. ESL Shipping Ltd,
rpm, that are connected to 710 kVa Strömberg alterna- 2011-02-20. Retrieved on 2011-03-01.
tors. The auxiliary generating sets are mounted side by [16] ^ Puskija on tehokas työmyyrä. Tekniikan Maailma,
side above the propeller shaft due to the narrow hull.[19] 16/2008.
A 158 kW Volvo Penta TMD102A emergency generator is [17] ^ Tosi tarina: Kohtalokas kaatuminen. YLE/Vidi-
located on the main deck level in the smoke stack.[8] Press Oy, 2010.
[18] Työntöproomuyhdistelmä HERAKLES-BULK,
vaaratilanne ja uppoaminen Selkämerellä
References 2.–3.3.2004. Onnettomuustutkintakeskuksen
[1] ^ STEEL. DNV Exchange. Retrieved on 2010-07-01. tutkintaselostus B 02/2004 M.
[2] Vapalahti, H. Finnish illustrated List of Ships 1990. [19] ^ FINNPUSKU - Finnish tug/barge combination
[3] ^ Vapalahti, H. Finnish illustrated List of Ships boosts Raahe iron works’ sea cargoes. The Motor
1993. Ship, December 1986, pages 40–42.
[20] Rohkea investointi. Navigator 11/84
Retrieved from "http://en.wikipedia.org/w/index.php?title=Steel_(pusher)&oldid=470225931"
Categories:
• 1987 ships
• Ships built in Finland
• Towboats
• Maritime incidents in 1990
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