OPTIMIZED TANKER

The present invention relates generally to shipping industry vessels for storage and transport of hydrocarbon products.

It is required in various contexts to transport goods such as hydrocarbon products between locations. For example, crude oil is often transported from an oil production site to an oil processing facility. In recent years, the United States has increased their export of crude oil. Presently, there is an increasing demand for oil produced in the United States from countries in the Far East, and especially China and Korea. This gives rise to a need for transport of crude oil from the United States to overseas jurisdictions. There are also trades between various other ports.

In the prior art, the largest crude oil tankers are known as“VLCC,” very large crude carriers. Such vessels typically carry a minimum of two million barrels of crude oil, but due to their size they cannot directly access all ports in the U.S. Gulf of Mexico. As a consequence, these vessels are often loaded using lightering solutions, and the loading period can be as great as ten (10) days or more depending upon logistics and weather. In particularly bad weather conditions loading may need to be suspended, at great cost to the operator in terms of wasted days.

Another known vessel design is a so-called Suezmax-type crude oil carrier, which is the second largest oil tanker presently available on the market. This type of vessel is optimized to pass through the Suez Canal, and can carry approximately one (1 ) million barrels of crude oil.

The ability to use different types of vessels varies depending on the trade route, with constraints arising from limitations of the ports and from requirements set by the trade route. For example, due to size constraints - especially depth, beam and Length Overall (often referred to as“LOA” which is the maximum length of a vessel's hull measured parallel to the waterline) - most existing ports in Texas and Louisiana cannot

accommodate known VLCCs and must therefore load using lightering as discussed above. In some ports it would be possible to utilize Suezmax-type vessels as an alternative, but in view of economies of scale, for loads originating in the U.S. Gulf of Mexico operators on balance favour the use of VLCC’s over such smaller vessels.

The present inventors have identified a currently unmet need for alternative vessel types, as explained further below.

Viewed from a first aspect, the invention provides a shipping industry vessel for storage and transport of hydrocarbon products, the vessel being arranged for passage through the Panama Canal at least when in a partially loaded state and having an overall length in the range 300 to 366 m, a maximum beam of no more than 49 m and, at least when in said partially loaded state, a draft of no more than 15.2 m; wherein when in said partially loaded state the vessel has a cargo capacity of at least 160,000 m ³ .

By means of this new vessel type it is possible to increase capacity compared to existing solutions, with significant advantages being provided by the ability to use the Panama Canal. The dimensions of the vessel exceed those permitted for Suezmax requirements but fit within the“New Panamax” requirements, at least when in the partially loaded state, thereby allowing for maximised capacity whilst traversing the Panama Canal, and optimizing the vessel with the dual aims of increasing capacity in comparison to Suezmax designs, whilst permitting transit of the Panama Canal. The vessel may be incapable of passing the Panama Canal when fully loaded, thus taking best advantage of the abilities of a vessel of this size to maximise capacity for different trades. Hence, the vessel in the example embodiments will have a draft in excess of 15.2 m when fully loaded, such that where there is an ability to take the vessel via the Panama Canal in one trade, but to return via another route, then there is no compromise on the capacity of the vessel for the return route. For example, the vessel may have a draft of 16 m or above when fully loaded.

It is noted that even with present Suezmax designs, only 15% of known vessels can pass through the Panama Canal. Whilst VLCC vessels may have a greater capacity, it is impossible for such vessels to use the Panama Canal. Therefore, when VLCC vessels are used for trade routes between such US ports and foreign ports of call in the Far East then this is done via the Cape the Good Hope. This route is much longer and more problematic than desired, however, since a great many extra miles are added to the route as compared to a vessel that could simply travel through the Panama Canal and on to the Far East without having to traverse the often difficult route around Cape Horn. It known that advantages may arise if a vessel can use the Panama Canal.

In light of this the inventors have made the non-obvious realisation that there is a need for a new species of ship having a large carrying capacity and being designed for passage through the Panama Canal so that travel around Cape Horn can be avoided. By designing a new vessel type with the aim of maximising the amount of oil that can be carried through the Panama Canal it is possible for such a vessel to out-perform existing VLCC trade routes between the Gulf of Mexico and eastern ports, due to the advantages that arise from avoiding the need for travel around the Cape of Good Hope as well as the potential for also avoiding the need for loading via lightering solutions, since the proposed new vessel may be able to access more existing ports than VLCC designs due to its smaller size (i.e., smaller depth and beam). The cargo capacity of the vessel when in the partially loaded state, with draft no more than 15.2 m, may be 180,000 m ³ or more, and optionally it may be 200,000 m ³ or more. The vessel may have a larger draft when fully loaded, as noted above, and the fully loaded capacity may for example be at least 220,000 m ³ or at least 240,000 m ³ . In some examples the vessel is partially loaded when one pair of cargo tanks are empty, with the vessel being provided with 5-8 pairs of cargo tanks, such as 6 pairs or 7 pairs. The other tanks may be nominally full when in the partially loaded state, and when full loaded then all cargo tanks are nominally full. By nominally full it is mean that the tanks are, for example, at least 95% full, optionally at least 98% full. It is noted that it is beneficial to operate with tanks that are either nominally full, or nominally empty, since a partially full tank may create a greater risk of instability for the vessel.

The dimensions of the vessel in one example include an overall length of about 333m, a maximum beam of about 49 m, and a draft of at most 14.8 m, at least when in the partially loaded state.

The vessel may have a bow shape arranged to provide favourable performance characteristics at all drafts where it is expected to undertake long voyages. Thus, the bow shape may be adapted to perform well in both in the partially and fully loaded state

In some examples, the bow has an elliptical shape in plan view, thus having a curve with a relatively large radius rather than being formed with a sharper shape. It is expected that all major factors affecting the hull resistance proposed vessel will be viscosity led, in view of the size of the vessel and its expected speed range, which may be perhaps 10-15 knots. In light of this an elliptical bow shape is favourable as the impact of the bow wave on hull resistance will not be significant.

The bow may be arranged to have a generally vertical form at the waterline and to a certain extent above and below the waterline (for example ± 5 m) for all drafts where the vessel is expected to undertake long voyages. Thus, the performance of the bow can be made consistent over different drafts. The bow shape may be the same over the majority of the vertical extent of the bow, with a curved section at the base of the hull.

In one example there is a curved section at the base of the hull extending over 3-6 m of the vertical extent of the bow, and above that curved section the bow shape is the same over the majority of, or all of, the vertical extent of the bow, which may be a further 15-20 m. The total height of the bow, which may be similar to the overall height of other parts of the hull, may be 20-30 m. The bow shape over the vertical extent of the bow aside from the curve at the base may be an elliptical shape as set out above.

The vessel may make use of any suitable propulsion machinery, optionally to achieve a service speed in the range 10-15 knots. Advantageously, the vessel may use a Liquefied Natural Gas (LNG) machinery plant or may be adapted to allow for conversion to a machinery plant burning LNG at a future point. Thus, the vessel may include an LNG fuel system. The propulsion machinery may also form the basis for a power generation plant, or the vessel may comprise a separate power generation plant.

In some examples, such a power generation plant may comprise a main engine driven shaft generator and/or rechargeable batteries. Such a system may include appropriate frequency control devices. These arrangements may minimise the need for operation of diesel generators, as well as enhancing redundancies available during operation of the vessel within the confines of the Panama Canal.

In some examples, the Panama Canal optimized tanker disclosed and claimed herein may be able to carry around 1.4 million barrels of crude oil, and since operators will be transiting the Panama Canal rather than the Cape of Good Hope, a roundtrip journey will take approximately fifty (50) days fewer as compared to a VLCC or Suezmax vessel traversing the Cape. Relative to all known existing vessels, the optimized tanker of the present invention will increase the speed and frequency of delivery efforts. Likewise, bunker costs will be around 1 million dollars ($1 ,000,000.00 USD, or around $400.00 per metric ton), and thus the vessel described and claimed herein will also contribute to a smaller environmental footprint relative to the prior art vessels described above.

Viewed from further aspects the invention extends to a method comprising use of a vessel as discussed above, and to the manufacture of such a vessel. Thus, the invention may provide a method for manufacture of a shipping industry vessel for storage and transport of hydrocarbon products, the vessel being arranged for passage through the Panama Canal at least when in a partially loaded state and having an overall length in the range 300 to 366 m, a maximum beam of no more than 49 m and, at least when in said partially loaded state, a draft of no more than 15.2 m; wherein when in said partially loaded state the vessel has a storage capacity for oil of at least 160,000 m ³ . The vessel may be manufactured with other features as discussed above, for example it may be provided with a bow shape that is elliptical in plan view and/or that extends vertically as set out above.

An example embodiment of the invention will now be described by way of example only and with reference to the accompanying drawings, in which:

FIG. 1 is a cross-section side elevation view of a shipping industry vessel;

FIG. 2 is a cross-section front elevation view of a shipping industry vessel;

FIG. 3A is a plan view of the deck of a shipping industry vessel; and

FIG. 3B is a plan view of the cargo hold of the shipping industry vessel of FIG. 3A. The Figures show a shipping industry vessel 10 that is suitable for carrying crude oil or dirty petroleum products such as fuel oils etc. The vessel 10 as shown may have any of the following specifications and/or characteristics, which are set out in detail by way of example only.

1. Genera! Arrangement

The principal features of the design for the example vessel 10 are visible in FIGs 1-3B, and set forth in more detail below.

Layout:

• One continuous deck with 1000 mm straight line camber in cargo area 18.

• Continuous double skin and double bottom throughout the cargo area 18.

• Soft-nosed vertical stem and open water stern arrangement

• Machinery spaces located aft

• Large, separate casing and funnel with space for Composite boiler, economizer and possible scrubber if required.

• Four (4) FO storage tanks in way of machinery space and cargo pump room to facilitate handling incompatible fuel grades.

• One (1) pair of FO storage tanks forward to facilitate trimming without using

ballast.

• Ballast Water Treatment plant located in Ballast Pump room.

• Cargo- & Slop-tanks below main deck in cargo area 18, subdivided into 6 pairs of cargo tanks, and 1 pair of slop tanks, with the cargo- and slop-tanks separated from engine room by FO storage tanks and cofferdams.

• Double bottom and double skin tanks in way of cargo tanks for water ballast.

• After peak tank to be either void space or fresh water tank.

• Accommodation 20 block with 6 levels above main deck aft.

• Wheelhouse 16 providing all-round vision located above the accommodation 20 block.

Principal Particulars:

• Length Overall (LOA) ~ 333.0 m

• Length between perpendiculars ~ 326.0 m

• Breadth, mid. (B) ~ 51.10 m

• Breadth, extreme < 51.25 m

• Depth, mid. ~ 25. 5 m

• Design draft, mid. ~ 14.8 m • Scantling draft ~ 17.0 m

• Gross Tonnage 1969 ~ 120,000 GT

Capacities:

• Deadweight on design draft ~ 170,000 metric tonnes

• Deadweight on scantling draft ~ 200,000 metric tonnes

• Cargo tanks, excl. slop tanks, 14 tanks, 100% ~ 240,000 m ³

• Slop tanks, 2 tanks, 100% ~ 7,700 m ³

• Ballast water tanks ~ 80,000 m ³

• Technical fresh water tanks, 2 tanks ~ 1 ,000 m ³

• Potable fresh water tanks, 2 or more tanks ~ 800 m ³

• Heavy Fuel Oil storage tanks, 6 tanks - 5,000 m ³

• Heavy Fuel Oil settling tanks, 2 tanks ~ 100 m ³

• Heavy Fuel Oil service tanks, 2 tanks ~ 100 m ³

• Marine Gas Oil, storage tanks, 2 tanks ~ 600 m ³

• Marine Gas Oil service tank, 1 tank ~ 40 m ³

• Lub. Oil storage tanks, 2 tanks ~ 100 m ³

• Cylinder Oil tanks, 2 tanks - Each tank for minimum 90 days at MCR Accommodation 20:

• Accommodation 20 for 30 persons in 4 suites, 8 officers’ cabins and 17 single crew cabins, and 1 pilot cabin all with shower/WC. Hospital with free standing bed and shower/WC.

• One additional 6-berth cabin for service / riding crew with own WC and shower, with door direct to deck.

Speed:

• Service speed about 13 knots with 15% sea margin and ME at 60-65% mcr.

• Trial speed to be about 15 knots with no sea margin at 100% mcr.

Estimated Fuel Consumption:

• Estimated fuel consumption at service speed with ME at about 60% mcr. is about 40 tonnes per day*, assuming wake improvement duct and high-performance rudder/propeller system are fitted.

Cruising Range: • Cruising range to be about 28 000 nautical miles with 10% reserve bunker capacity at service rating.

2. Hull Structure

General:

• Main hull 12 formed of mild steel with High Tensile steel of grade not higher than NV36 (up to minimum yield stress of 36kg/mm2) used for main longitudinal strength members in the cargo area 18. The total amount of such HT steel used is intended to be about 65% of total steel weight.

• Main hull 12 structure shall be longitudinally framed with transverse webs and girders in general, except for engine room double bottom, aft body aft of aft peak bulkhead and fore body, where alternative framing system may be considered.

• Special consideration to be given to the stiffening system in the aft ship in order to ensure continuity of the main structure in bottom and deck and to minimize transmission of vibration to the accommodation 20 and achieve low structural weight.

• Cargo tanks designed for cargoes of specific gravity (SG) up to 1.025 t/m ³ , without filling restrictions.

• No reduction of scantlings for coating allowances or corrosion control shall be applied.

• Structure of main hull 12 designed for efficient emptying of ballast tanks and with sufficient longitudinal strength to facilitate Sequential Ballast Exchange.

• Amply sized drainage holes to be provided in ail structural elements including bottom floors and longitudinals in ballast tanks to ensure good drainage and sediment removal.

• Shell plating and framing in fore body to be given increased scantlings and

additional stiffening, including forecastle, bulwarks and hances, to minimise slamming damage.

Geometry:

^• For the selected speed range of 10-15 knots there are very low Froude numbers, therefore the impact of the bow shape on the hull resistance will not be significant.

• As a sharp entry is therefore not required, the shape of the bow in the plan view may be elliptical or curved.

• A bow with an elliptical shape in the plan view allows achieving a higher

displacement volume and may also have a positive effect on (reduces) the hull resistance, by ensuring a consistent curvature of the waterline around the bow. • The geometry of the bow may also have a reduced surface area, resulting in a reduced wetted surface area, which reduces viscosity-dependent hull resistance.

• The bow may be arranged to have a generally vertical form at the waterline and also to a certain extent above and below the waterline.

• The bow shape in plan view may be the same over the majority of the vertical extent of the bow.

^• The above may be true for some or all water drafts at which the vessel is expected to operate, ensuring consistent performance in all waterways (which may or may not have draft restrictions) and over long voyages.

^• The bow shape in the plan view may include a curved or elliptical shape section at the base of the hull (keel) extending 3-6 m of the vertical extent of the bow, and above that section the bow shape may be the same over the majority of, or all of, the remaining vertical extent of the bow.

Framing:

^• Longitudinal frames and transverse web-frames in the cargo area 18.

• Web frames and stiffeners on inner shell to be outside the cargo tanks

• All deck web frames and deck stiffeners to be below deck.

• Outside cargo area 18 either longitudinal- or transverse framing may be used.

• Bulkheads in Cargo and Slop tanks:

• Inner shell bulkhead serving as boundary for double skin ballast tanks, with all transverse webs, girders, stringers and stiffening on the outside cargo tanks in the double skin tanks.

• Plane transverse and longitudinal subdivision bulkheads in all cargo- and slop tanks.

• Transverse bulkheads at ends of cargo section to be arranged with stiffening

outside cargo and slop tanks.

Outfitting:

• 2 low suction sea chests, one on each side, and 1 high-suction sea chest, all with inward opening hinged gratings.

• One sea-chest in ballast pump room.

• Bulb bar bilge keels for 30% of the hull 12 length, aligned according to stream-line flow tests.

• Overboard discharges not to pass through cargo or slop tanks.

• Swimming pool provided on 01 -deck in way of casing/funnel. Structural preparation for Gas-Ready:

^• The hull 12 structure shall be dimensioned and given scantlings to take into

account the future fitting of Type C cylindrical tanks for LNG fuel, and to allocate space and layout for the necessary deck houses, manifolds, and pipe routing from the LNG storage tanks 24 to the LNG bunkering manifolds and to the machinery space.

^• All pipes for high pressure LNG shall be arranged with a ventilated cofferdam barrier to avoid any low temperature LNG leaks from coming into contact with the hull 12 structure.

Hull Coatings:

^• Enhanced external coating system for top sides and upper works for greater resilience, with minimum 300 microns ( ^L ) epoxy and 2 coats polyurethane as applicable with reference to the manufacturer’s recommendations.

^• Dry film thicknesses for the underwater hull 12 shall as minimum be as

recommended by supplier for a 5-year system.

^• All welds, plate edges at cut-outs such as drain holes, lightening holes etc., to be given a stripe coat before each coat of paint is applied to surfaces in cargo, slop, drain & ballast tanks.

^• In general, all top sides, exposed decks and external painting shall be 2 epoxy primer coats of total not less than 300 microns (n), plus 1 Polyurethane tie coat of 50 microns (p.) and 1 Polyurethane finishing top coat of 50 microns.

3. Equipment for Cargo

Cargo tank hatches:

• Cargo tanks: 12, oval/circular, "Swingaway” type, stainless rims, double seals.

• Slop tanks: 2, oval/circular "Swingaway” type, stainless rims, double seals.

Tank washing hatches:

• Cargo tanks: Not less than 2 hatches in each web space.

^• Slop tanks: 2 hatches per web space.

Ballast tank manholes and inspection hatches:

^• Ballast tanks in cargo area 18 fitted with 1 hinged hatch 800mm x 600mm flush fitted with one 150mm diameter inspection hatch with hinged lid and view to tank bottom. • Additionally, each ballast tank in cargo area 18 to be fitted with 1 manhole with stainless steel bolts and nuts.

Loading & discharge system for cargo:

• No. of Segregations: 3 main segregations, each with separate crossover /

manifold.

^• Number of grades: To handle 3 grades simultaneously

• Discharge time: about 20 hours, against 135 mLC with 3 pumps running.

^• Maximum discharge: 12 000 m ³ /h @ 135 mLC, SG 1.025 t/m ³ , viscosity 1.0 cSt.

• Maximum loading rate: 5 000 m ³ /h per tank, total over 3 manifolds 15,000 m ³ /h

^• Cargo pumps: Three (3) vertical centrifugal cargo pumps in pump room with self- priming equipment.

• Cargo pump capacity: 3 x 4000 m ³ /h at 135 mLC, SG 1.025 t/m ³ , serving all cargo tanks.

• Pump materials:

o Casing: bronze- or NiAI bronze

o Impeller: phosphor bronze or NiAI bronze

o Impeller Shaft: Stainless steel AISI304

o Intermediate shaft: Carbon steel.

• Pump drive: Steam-turbine in ER above pump room recess, via gas-tight gland.

Option: Electrically driven cargo pumps: see section 8 below.

• Stripping pump: Reciprocating- or displacement pump, electrically driven,

^• Stripping pump cap.: 1 x 250 m ³ /h @ 135 mLC, SG 1.025 t/m ³ , viscosity 1.0 cSt.

• Stripping eductor: 1 x 500 m ³ /h, cast steel body with stainless nozzle, driven by cargo.

• Cargo piping/manifolds:

o 1 coated mild steel cargo line & manifold for each cargo pump o 1 coated mild steel line & manifold for the pair of slop tanks

o 1 coated mild steel drop-line to each cargo and slop tank

o Spacing between manifolds, single tier according to OCIMF.

• Stripping systems: Separate mild steel stripping lines from each pump to manifold.

• Cargo valves: Remote controlled butterfly valves, except manifold valves local.

• Slop tank levelling: Gravity-flow levelling arrangement from Slop tank 1 to Slop tank 2, fitted with closing valves.

• Drip trays: Drip trays with cargo resistant GRE gratings under manifolds on each side. Arranged according to OCIMF recommendations. Slop tank heating:

• Heating system: Single medium, steam heating for both slop tanks

• Heating capacity: Slop tank capacity to raise contents from 44oC to 66oC in 24 hours

• Tank heating: Double loop heating coils stainless steel AISI316L in each slop- tank.

• Tank heating pipes: Steam pipes on deck to be pre-insulated, type LR or

equivalent.

Gas-freeing, venting & inerting systems:

• Vent lines, each tank: Full flow P/V- valve and high velocity nozzle for each cargo, slop and cargo residue tank.

• Fixed tank venting: Two (2) vent mains of GRE using inert gas fans and inert gas line to each tank.

• Portable venting fans: Four (4) seawater-driven portable fans for use via inert gas line.

• Vapour Return lines: Two (2) mild steel V/R collector lines from risers to 2 V/R- manifolds on each side.

• Inert gas system: Inert Gas Generator of flue-gas type, with two air blowers, each with 50% of the total capacity for 13,125 Nm ³ /h delivery to fixed inert gas line to all tanks. Inert gas main to be connected to ballast line on deck via spool piece and isolating valve to supply inert gas or fresh-air to ballast tanks for inerting and gas- freeing.

Note regarding Inert Gas Generator: If option with electrically driven cargo pumps is selected, see section 8 below.

Cargo control & monitoring systems:

• Cargo Control Room: Arranged on 01 -deck in centre-line with view forward to manifolds.

• Pump control: Control of cargo-, slop-, stripping- WB- and tank wash pumps from CCS via workstations in CCR and wheelhouse 16.

• Valve actuation: Butterfly valves in the cargo-, stripping-, ballast- and tank-washing systems to be remote controlled by hydraulic actuators controlled from the CCR. Cargo monitoring: Cargo monitoring from CCS in CCR. FMCW radar type level gauging in all cargo and slop tanks, issued with calibration certificate. Temperature monitoring at 3 levels in each cargo and slop tank. Independent high- level alarm at 95% & overflow alarm at 98% full. Manual ullage-measuring using portable device.

• Gas detection system: Fixed, continuous, sequential type gas monitoring &

detection system for all ballast tanks, cofferdams and void spaces in cargo area 18 and for air-conditioning inlet, accommodation entrance and pump room. Readout in CCR and alarms according to requirements. Monitoring for flammable & toxic vapours and oxygen content.

• Oil Discharge Monitor: 1 ODME system complying with requirements of MARPOL 73/78 and type approval in accordance with MERC 108(49/22) and MERC 249(65) to be arranged.

Tank washing system:

• Tank washing by Crude Oil Washing and by hot & cold seawater.

• Tank wash capacity; Two (2) cargo tanks simultaneously

• Tank wash machines:

o Single-nozzle, programmable type below deck in each tank

o Double-nozzle, programmable type on tank bottom in each tank o Number of machines in each cargo and slop tank to ensure coverage of surfaces in tanks in accordance with requirements

o Additional coverage by use of portable machines via tank washing hatches,

• Tank wash pump: One (1 ) electrically-driven centrifugal tank washing pump in ballast pump room with drive motor in ER driving via gas- tight bulkhead glands. Capacity not less than sufficient for washing. 2 cargo tanks simultaneously.

• Heat exchanger: One (1 ) tank wash heat exchanger of horizontal tube type.

Capacity sufficient to heat washing water for 2 tanks simultaneously from 20°C to 80°C.

• Tank washing main: One tank washing main line of galvanized steel pipe.

Hose-handling cranes 22:

• Two (2) self-contained, electro-hydraulic, single-jib, cylinder-luffing hose-handling cranes 22, one each side in way of cargo manifolds.

• Capacity: each 15.0 tonnes SWL at approx. 25 m outreach. ^• Outreach: In accordance with OCIMF requirements and capable of reaching minimum 6.0m outboard of the ships side abreast of all manifolds and in accordance with OCIMF guidelines.

^• Slewing range: 360 degrees

• Working conditions: To operate against adverse heel of 5 degrees together with trim of 2 degrees.

^• Remote and local operation: Arrangement to be suitable for Buoy Loading.

4. Ship Equipment

Rudder and Steering Gear:

^• Rudder: 1 semi-balanced spade rudder.

o The rudder may be equipped with twisted leading edge and/or may be asymmetrical.

o The rudder may be equipped with a faired rudder-bulb/propeller boss or any other propulsion improving device (RID) to improve relative propulsive efficiency.

• Steering Gear: 1 hydraulic, rotary- or piston-type steering gear with 2 pumps. Navigation Equipment:

The navigation equipment shall be purchased and installed in accordance with NAUT OC requirements. The equipment shall be fitted in an integrated bridge system including the following:

^• Two (2) radars, one S-Band (10cm), one X-Band (3cm), both with ARPA, AIS and chart overlay.

^• Two (2) ECDIS displays, Full ECDIS configuration, and one (1 ) Conning display.

^• All bridge monitors to be Multi-Function displays

^• Two (2) DGPS satellite navigators

^• Watch monitoring and alarm transfer system

^• Two (2) Gyro-compasses, with repeaters.

• Adaptive Auto-pilot system with track-keeping system

• Voyage Data Recorder (VDR) and course recorder

• Echo-sounder with depth recorder & depth indicator with 2 transducers, 1 forward and 1 aft.

^• Doppler type correlation speed log reading SOG and STW from same sensor.

^• Rate of turn indicator

^• Clinometer / trim indicator ^• Master clock system

• Complete weather station including anemometer.

Radio/ Communication:

^• Radio station and equipment for World-Wide trading, A3 area

^• Two (2) GMDSS approved satellite communications plants of type INMARSAT-C, one with facilities for SSAS & other with LRIT, in compliance with International & US requirements.

^• One (1 ) FLEET Broadband 500 satellite communication system.

• One (1 ) satellite communication plant of type V-SAT with telephone, data, and fax service

• Interconnection panel linking INMARSAT-C with the V-SAT fitted in wheelhouse 16.

^• One (1 ) MF/HF Single-Side-Band (SSB) Duplex Radio station, 250 W PEP, with DSC.

• Two (2) VHF sets with Digital Sell-Call (DSC), 70 channels.

• Mobile telephone system, with fax and e-mail.

• Weather fax and Navtex with printer.

• Three (3) portable VHF units with chargers.

• Five (5) UHF portable on-board communication sets, 15 channels, with chargers.

• Automatic internal telephone system for 3 simultaneous users with forty (40)

extensions.

• Command -, Call / Talkback Intercom and PA System.

• Emergency radio equipment (for lifeboats etc.) including SART and EPIRBs.

Search lights:

• 2 powerful search lights, one on each bridge wing.

• One (1 ) 3kW Suez-Canal searchlight stored below forecastle and arranged with facilities for deploying the light and connecting to permanent receptacle with switch on forecastle deck.

Computer Data Network:

A local area network (LAN) with double network connections, 4 outlets & one PC workstation in:

^• Wheelhouse 16 and radio station.

^• Captain’s dayroom. • Chief Engineer’s dayroom.

• Chief officer’s and Second Engineers dayrooms

• Owners dayroom

• All single Officers cabins

^• Ship Office.

^• Cargo Control Room with connection to loading computer.

• Engine Control Room.

^• A modem connection to the satellite communication plant V-SAT for data

transmission.

Mooring equipment:

^• All winches in compliance with OCIMF requirements. SWL indicated below as guidance only. All winches to be hydraulic, with duplicated local power packs fore and aft. Control of winches from consoles at ship sides and locally.

^• All mooring drums shall be rated for 25 tonnes SWL on first layer at 15m/min with capacity for fibre rope moorings according to equipment number.

^• Surfaces of all brake drums shall be of stainless steel.

^• 2 x combined windlass/mooring winches, with 2 split-flange drums, 1 cable lifter and 1 warping end forward. One mooring drum on each windlass used for storing SPM pick-up rope (see below)

^• 1 x mooring winch, with 2 split-flange drums & 1 warping end on main deck

forward.

^• 3 x mooring winches, each with 2 split-flange drums & 1 warping end on mooring deck aft.

• 2 x mooring winches, each with 2 split-flange drums & 1 warping end on tank deck.

^• Two (2) high-holding-power anchors stowed in hawse pipes forward.

^• Anchors, chain cable of K3 steel, insurance rope etc.

• Emergency Towing equipment fitted fore and aft.

^• Single point mooring arrangement and outfit forward, using 1 mooring drum on each windlass, with capacity increased for storing the SPM pick-up rope.

^• 1 additional single drum SPM pick-up- & mooring winch in centre line forward on forecastle.

^• Mooring arrangement, dimensions, SWLs and arrangement of chocks and bitts, fairleads, etc. shall comply with paragraph 8.b.(1 ) of the ACP "Vessel

requirements”, OP Notice to Shipping, No. N-1-2018. Incinerator:

• Incinerator for domestic waste and sludge, capacity about 500 kW.

Marine chemical and oil spill protection and appliances:

• "Oil pollution/Oil spill" appliances & dispersant according IMO & OPA '90

5. Machinery Main Components

Main engine 14:

^• 1 reversible, slow-speed, two-stroke cycle, single-acting, direct-injection, turbo- charged, ultra-long-stroke or super-long-stroke, cross-head engine, Tier III compliant by application of EGR.

• Main engine 14 to be of type suitable for conversion to dual fuel LNG operation.

• Output of main engine 14 about 16,000kW SMCR at about 75 RPM, and about 10,500kW CSR at about 65 RPM.

• Typical main engine 14: MAN 7G70ME-C9.5 or equivalent engine, de-rated from about 22,000kW NCR. CSR about 65% SMCR.

• SFOC at CSR in Tier II mode of operation, on test bed under ISO conditions with fuel 42,700 kJ/kg not more than 157 g/kWh, with +6% tolerance

• SFOC at CSR in Tier III mode of operation, on test bed under ISO conditions with fuel 42,700 kJ/kg about 162 g/kWh, with +6% tolerance.

• Main engine 14 rating to be selected and optimised for lowest consumption after model tests.

• Fresh water-cooled and compressed air started.

• The main engine 14 shall operate on various fuel types, including LS-HFO and MDO, and other low-sulphur fuels, including hybrid fuels, with viscosity up to 700 cSt at 50°C

• The main engine 14 shall also be able to operate on MGO grade DMA. Chiller system fitted.

• Compliance with MARPOL Annex VI requirements for NOX and SOX emissions.

Optional Dual-fuel LNG fitted: see section 8 below.

Propeller:

• One 4-bladed Fixed-Pitch (FP)-propeller, direct driven from main engine 14. MAN Kappel propeller or equivalent design to be used if it is shown to give a significant advantage. ^• Diameter: About. 9.4 m. (to be optimised)

^• RPM: Approx. 65 rpm at CSR (1 1500kW), or preferably below.

^• Material: Ni-AI Bronze

Wake improving device:

^• One wake improving duct with vanes to be fitted forward of the propeller (typical Mewis or similar duct).

Oil-fired Steam Boilers:

^• 2 oil-fired vertical water-tube steam boilers supplying saturated steam at 16 bar / 8bar to be installed sufficient to drive the specified steam powered pumps.

^• Capacity: 2 x about 35,000 kg/h steam, totally about 70,000 kg/h.

^• Fuel: Boilers to be designed to burn the same fuels as the main engine 14.

Note: if Option with electrical cargo pumps is selected, boiler spec will be as in section 8 below.

Composite oil-fired and exhaust-heated steam boiler:

^• 1 composite exhaust heated / oil-fired steam boiler to be installed.

^• Exhaust heated capacity such as to utilize waste heat available from Main Engine 14 exhaust.

^• Oil-fired section with capacity about 3,000 kg/h steam at 8 bar, burning the same fuels as the main engine 14.

Exhaust Gas Economizer for Auxiliary Diesel sets:

^• 1 Exhaust Gas Economizer to be installed serving the Auxiliary Diesels, with separate sections for each auxiliary diesel exhaust.

^• Capacity such as to utilize the maximum waste heat available from each of the diesel engine exhausts.

^• EGE to utilize the available waste heat from Auxiliary Diesel exhausts to pre-heat the feed water to boilers.

Diesel Alternator Sets:

^• 3 auxiliary-diesel alternator sets generating 3-phase AC current, 440V, 60 Hz: o 2 of about 1200 kWe*, 720 rpm.

o 1 of about 800 kWe*, 720 rpm. • Auxiliary diesels to burn the same fuels as the main engine 14.

^• Fresh water cooled, compressed-air started.

^• Fitted with SCR for Tier III compliance

^• Parallel operation between auxiliary diesel alternator sets to be arranged.

Note: if Option with electrical cargo pumps is selected, auxiliary diesel alternator spec will be as in section 8 below.

Optional Shaft Generator: See section 8 below.

Emergency Generator set:

• Emergency generator set, about 500 kWe*, 440 KW, 60Hz, 1800 rpm, burning MGO grade DMA.

6. Systems for Machinery Main Components

Fuel systems:

^• 6 bunker storage tanks for HFO, LS-HFO, or other specified fuels, with heating coils. Two of these six FO storage tanks to be located forward.

• Hereafter the term FO covers all fuels for which the machinery is designed to operate except MGO, for which separate tanks and systems are specified.

• 2 MGO grade DMA storage tanks.

• 2 service tanks and 2 settling tanks for FO.

• 1 service tank for MGO grade DMA

• 2 transfer pumps for FO, about 30 m ³ /h at 3.0 bar. One forward and one aft.

• 1 MGO grade DMA transfer pump, about 20 m ³ /h at 3.0 bar.

^• Supply pumps for FO and MGO to be frequency controlled.

• 2 FO purifiers with steam heaters, in separator room. Max. S.G 1010 kg/m ³ .

• 1 MGO grade DMA Purifier in same room as other purifiers.

^• Chiller system fitted to MGO grade DMA fuel supply system to main-& auxiliary engines and boilers.

^• Separate day tank for emergency generator in emergency generator space. Option: Dual Fuel LNG fitted: see section 8 below.

Lube Oil systems:

^• Separate storage tanks for main engine 14, auxiliary engines and stern tube. • 2 separate cylinder oil tanks for main engine 14, each with capacity for min. 90 days sailing.

• One system tank below ME, with cofferdam against shell. (ME with dry sump)

• 1 LO transfer pump, 4 m ³ /h at 2.5 bar.

• 2 LO purifiers with steam heaters, in separator room.

• 2 LO circulating pumps for main engine 14, 1 engine driven, 1 el-driven stand-by.

• 2 cylinder-oil pumps for main engine 14.

• Two (2) LO coolers, for main engine 14.

• 2 LO filters for main engine 14, 1 semi-automatic fine filter, 1 combined basket- / magnetic filter. The filters to have built-in device for cleaning by re-circulated oil ("flush-back").

• 1 Dirty LO renovating tank

• 1 sludge pump, 20 m ³ /h, 2.5 bar, able to deliver dirty oil ashore.

• Suitable number of sludge collecting tanks, with heating coils for steam heating

Cooling water systems:

Central cooling water systems provide the cooling medium for all machinery and auxiliaries such as:

• Main and aux. diesel engine’s lube oil coolers, jacket coolers, charge air coolers, etc.

• Main engines nozzle cooler

• Air conditioning plants

• Refrigerating plant

• Large frequency converters

• Shaft alternator if water cooled type

• Hydraulic oil coolers

• 2 SW cooling pumps, frequency controlled electrically driven, each 50% capacity of all users

• 2 Titanium Plate type central coolers serving the cooling system, each 100 % capacity.

• Two (2) frequency controlled el-driven low temp. F.W. cooling and two (2)

frequency controlled el-driven high temp. F.W. cooling pumps.

Compressed air systems:

One HP start-air system (30 bar) and one common LP (10 bar) utility-air system, comprising: • 2 start-air compressors and 2 start air receivers according to ME suppliers and Class requirements.

• 1 Utility air compressor 500Nm ³ /h and 1 large utility air receiver. The two (2)

smaller Nitrogen compressors and buffer tank may be used as utility air compressor if suited to purpose.

• 1 separate control air compressor and system, with drying unit and reservoir.

Exhaust gas systems:

• Separate exhaust systems for main- and auxiliary engines, emergency generator and steam boilers to be arranged in the casing and funnel aft of the

accommodation 20.

• Main Engine 14 exhaust to be led through the exhaust heated section of the

Composite boiler.

• Exhausts from two (2) of the Auxiliary diesel alternators shall be led through one (1 ) common exhaust gas economizer with one section for each exhaust. The Exhaust Gas Economizer shall utilize the maximum waste heat from each of the 2 auxiliary diesels to pre-heat the feed water for the Combined boiler and Oil-fired boilers.

For optional exhaust gas arrangement see optional Composite Boiler specification above.

Silencers and exhaust boilers to give minimum 45 dB attenuation for ail engines.

Steam system:

Saturated steam is supplied from the oil-fired boilers and the combined boiler to a main steam line, with branches to the different consumers as follows:

• Domestic hot water heating.

• Cargo pump drive steam-turbines.

• Cargo heating heat exchangers.

• Tank washing heat exchangers.

• Heating coils in FO storage, service and settling tanks via pressure reducers.

• Trace heating of fuel oil pipes.

• Separator pre-heaters.

• Pre-heaters in FO systems.

• Heating coils in sludge tanks and fuel oil waste tank via pressure reducers.

• Heating element on air-conditioning units for accommodation 20 and control room • Fresh water generation system.

• Steam blowing of sea chests.

^• Heat exchanger for open steam service lines on deck and in machinery spaces. Distilled and make-up water systems:

^• 1 FW generator, 24 tonnes/24hrs. heated by main engine 14 cooling systems and steam.

^• 1 Reverse-Osmosis type FW plant with capacity about 10m ³ /day.

Piping:

• All hot pipes on deck to be patent pre-insulated type. (LR [Logstor] or similar)

• All insulated pipes in machinery spaces to be sheathed with galvanised sheeting.

Machinery automation:

^• Centralised, computerised Engine Room alarm, monitoring and control system

^• Visual and acoustic alarm signals in ER.

^• Engine room control desk for both main engines 14 and diesel sets in engine control room

^• M/E manoeuvring consoles in wheelhouse 16, with bridge wing slave stations

Automation/control of propulsion- and steering machinery:

Bridge control system for main engine 14 and propeller plant:

• ME revolution control

• Engine telegraph

• Steering wheel (follow-up system)

• Steering handle (non-follow-up system)

• Rudder indicator

• Internal communication equipment

^• Steering gear panel, including emergency control.

Automation, auxiliary alternator sets:

^• Power Management System (PMS) regulating the 3 diesel alternators.

^• Automatic modes for sea-going and harbour services.

7 Ship Systems

Bilge and Ballast systems: Ballast System:

• 2 vertical centrifugal ballast pumps, driven by frequency controlled electric motor in ER via gas-tight bulkhead gland, each 2000 m ³ /h @ 35 MLC. serving all ballast tanks in the cargo area 18 and the fore peak tank, controlled from Cargo Control Room.

• 1 Ballast Ejector, capacity 500 m ³ /h, for stripping ballast tanks, driven by ballast pumps and GS-pump.

• Ballast delivery line to deck in manifold area.

• Ballast pipes to be of GRE (Glass-fibre Reinforced Epoxy).

• One pre-defined pair of cargo tanks may be used as emergency ballast tanks in heavy weather.

• General service pump serves separate ballast system for ballast tanks in engine area or aft ship.

^• Each Ballast tank fitted with 2 flush manholes, 600 x 800mm, with stainless nuts & bolts,

• Each ballast tank fitted with one inspection hatch with hinged lid and low coaming.

• The hull structure 12 to be designed for sequential ballast exchange.

• Structural elements in ballast tanks, including bottom floors and stiffeners, to be arranged with amply sized drainage holes (rat-holes) to ensure efficient drainage and sediment removal.

• Ballast Water Treatment Plant with sediment filter, of UV-type suitable for service in fresh water, cold water and water with high sediment content, with capacity 2000 m ³ /h fitted in ballast pump room. Approved type including USCG approval.

Option: One additional Ballast Water Treatment Plant of same type and capacity to be fitted in same space, to give total ballast treatment capacity 2 x 2000 m ³ /h see section 8 below.

Bilge system:

• 2 bilge pumps (As guidance: 1 x abt. 210 / 250m ³ /h @ 90 / 40 mLC + Gen. serv, pump)

• 1 grey water pump:20 m ³ /hr @ 25 mLC, piston type

• 1 High efficiency type bilge water separator of floe type, 1.5 m ³ /hr, below 5 PPM Tank deck scuppers and drain system:

• Deck drain wells each side of after end of cargo deck, with closable scuppers. ^• Tank deck scuppers fitted with closing plugs and drain pipe through WB tank down to overboard discharge at load water line.

^• 1 fixed positive displacement pump and system for deck drain wells capacity about

20 m ³ /h.

Fire-fighting systems:

• Addressable fire detection and alarm system engine room and accommodation 20.

^• Machinery spaces: Water mist fire extinguishing system & Portable fire

extinguishers. Fixed local water spray system for hot spots.

• Cargo area 18 /tank deck: Fixed low expansion foam system with foam monitors & hydrants.

• Paint store: C02 total flooding

^• Accommodation 20: Fire hydrant system and portable fire extinguishers

• 2-speed GS pump/fire pump.

• Fire- / deck wash pump

• Emergency fire pump

• Fire- and foam lines may be of GRE if approved by class and authorities.

Tank vent- and sounding systems:

• Remote & manual sounding of all WB, FW, HFO and MGO storage tanks.

• Remote & manual ullage measurement for all cargo tanks, for closed

measurement.

• Manual sounding pipes in chain lockers, peak tanks, fuel oil tanks, ballast tanks, fresh water tanks, double bottom tanks and cofferdams, etc.

Electric power generation system:

The rating of all alternators indicated below is preliminary only and must be verified and optimized by electrical load balance, for the following conditions:

• Normal sea service with 1 diesel set under load (or optional shaft generator if

fitted).

• Sea service with tank washing with 2 diesel sets under load. ( ditto )

• Discharging cargo at full back-pressure, with 2 or 3 diesel sets under load.

• Manoeuvring, with 2 diesel sets under load.

• Harbour condition without cargo handling, with 1 diesel set only.

• Emergency condition, with emergency alternator only. Electrical power supplied from the following sources with indicative ratings as guidance only:

• 3 auxiliary diesel alternators, 2 of about 1200kWe each and 1 of 800 kWe,

supplying 440V 60Hz 3-phase current.

• Total installed diesel alternator power to be not less than 3000 kWe.

• 1 emergency alternator, about 500 kW, 440V, 60Hz, 3-phase.

Electric power distribution system:

The switchboard is to contain separate panels for the alternator controls, group starters, shore supply, synchronising, load sharing and power management, outgoing circuits and alternator auto start.

• Main switchboard with alternator control panels, group-starter- and shore-supply panels, synchronising & load sharing panels, Power Management System (RMS) and 440V 60 Hz / 230V 60 Hz distribution panels

• Central alarm panel, main engines 14 safety systems & auto-start incorporated in main switchboard.

• Emergency switchboard with 440V 60 Hz / 230V 60 Hz distribution panels

• 2 Main transformers 440V 60 Hz / 230V 60 Hz

• 1 Emergency transformer 440V 60 Hz / 230V 60 Hz

• 24V DC batteries with 24V switchboard & rectifiers

• Uninterrupted Power Supply (UPS) for navigation/communication

• Shore connection for 400kVA, 440V AC, 60Hz, 3Ph.

8. Optional Systems

The present disclosure is not to be seen as limited by the foregoing description, as the skilled person would understand that any of the above characteristics can be modified and/or combined to incorporate any number of variations. For example, here are some further optional configurations that may be combined with some or all of the above features: a) Optional Electrically driven cargo pumps:

The three cargo pumps to be electrically driven with electric motors in the ER, vertically mounted on recess, with drive via gas tight glands in the bulkhead recess. Capacity of cargo pumps to be unchanged. Generator sets:

The Generator sets can be increased to a size suitable to power the three cargo pumps together with one ballast pump simultaneously while also providing ample power, at 90% of the total installed generator capacity of the three generators. As a rough indication the total power requirement may be about 7500 kW, which could be provided by 2 sets of 3000 kW and one of 1500 kW: The capacity may be based on a detailed electrical load balance.

Boilers:

The boiler installation to be reduced to the following;

Main oil-fired steam boiler:

• One (1 ) oil-fired vertical water-tube steam boiler supplying saturated steam at 8 bar.

• Capacity: 12,000 kg/h steam.

• Fuel: designed to burn the same fuels as the main engine 14.

Composite oil-fired and exhaust heated steam boiler:

• 1 composite exhaust heated / oil-fired steam boiler to be installed.

• Exhaust heated capacity such as to utilize waste heat available from Main Engine 14 exhaust.

• Oil-fired section with capacity about 3,000 kg/h steam at 8bar, burning the same fuels as the main engine 14.

Inert gas generator:

The inert gas generator to be oil-fired, with two air blowers, each with 50% of the total capacity for 13,125 Nm ³ /h delivery to fixed inert gas line to all tanks. b) Optional Shaft Generator with DC bus and battery pack;

• One shaft generator to be fitted, driven directly from the propeller shaft or

main engine 14. Shaft generator rating to be sufficient to cover all normal conditions while at sea, with a rated power of not less than 2400 kWe. The shaft generator shall be fitted with frequency converter to allow operation with the shaft generator supplying power at main engine 14 speeds ranging from 50% to 100% SMCR. • To improve efficiency of operation and power supply, and to permit maximum utilisation of the shaft generator quay to quay and thereby reduce fuel consumption, emissions and running hours and wear on the diesel

generators, a permanent magnet type shaft generator may be evaluated, supplying power to the MSB via a frequency converter and DC bus.

• A battery pack shall be fitted, providing peak shaving and spinning reserve

back-up for the diesel sets, comprising

o One set of Lithium-ion batteries installed in Battery Space close to

Switchboards and Frequency converters

o Capacity of batteries: not less than 1000 kWh

o Battery space and batteries provided with suitable ventilation and fire- suppression facilities

o The batteries shall provide an additional source of power to reduce the occurrence of start-up of a second or third diesel alternator and to provide back-up instead of a second diesel set when manoeuvring and in similar situations.

This option is especially relevant if the option with electrically driven cargo pumps is selected. c) Optional increased Ballast Water Treatment Plant capacity:

One additional identical Ballast Water Treatment Plant of same capacity to be fitted in same space, to give total ballast treatment capacity 2 x 2000 m ³ /h. d) Optional Dual-Fuel LNG machinery fitted:

The shipping industry vessel 10 can be designed taking into account the later fitting of a propulsion plant, power generation plant and boilers of Dual Fuel LNG burning type.

This option requires the vessels to be built fully fitted with machinery for Dual-Fuel operation, with the following operational requirements:

• Autonomous sailing range on LNG fuel: 15000 nm

• LNG storage tank 24 capacity: not less than 5 000m ³ (4x1250m ³ or 2x2500m ³ ).

• Number of LNG tanks 24:

o 4 equal-sized, 2 forward and 2 aft of manifolds, or

o 2 larger, equal-sized, both located aft of manifolds. ^« LNG Storage tank 24 type: Insulated, horizontal cylindrical Type C tanks

^• LNG storage tank 24 insulation:

o Vacuum insulated, double walled stainless, or

o Single walled nickel steel PUR insulated and sheathed

^• LNG storage tank 24 pressure: about 6-8 bar, to give suitable utilisation of tank contents and holding time.

^• LNG storage tank 24 holding time: not less than 21 days with no LNG consumption

^• LNG pumping and compression: Tanks to have submerged LNG pumps. HP LNG pumps and associated equipment fitted if main engine 14 is of high-pressure type, boosting LNG pressure to 30 bar.

^• LNG supply piping to ER: If HP pipes, these to be protected by cofferdam to avoid leakage coming into contact with the hull structure 12.

^• Gas-Valve units: GVUs fitted for main engine 14, generator sets, and boilers.

Venting by nitrogen via double walled pipes to atmosphere in cargo area 18.

^« Machinery adapted to DF-LNG:

o Main engine 14

o 3 Auxiliary diesel engines

o Main boiler and Composite boiler oil firing

o Inert Gas Generator.