Features: - Tanker Operator

TECHNOLOGY – SHIP DESCRIPTION
The preceding eight were built under a joint
project with Broström France and are
currently operating in Maersk Tanker’s
Handytankers Pool. Maersk finalised the
purchase of the Broström earlier this year.
The handysize orders, which kicked off
Offen Tanker’s involvement in this particular
sector, were the result of contract conversions
as they were originally ordered as 1,800-teu
containerships. By having roughly the same
dimensions meant that they could be built in
the same dock as the one originally planned
for the containerships without upsetting the
yard’s building schedule.
Both series are powered by a six cylinder
Hyundai-MAN type 6S50MC-C diesel engine
producing 9,480 kW at 127 rev/min
(maximum continuous rating), or 8,530 kW at
122.6 rev/min (normal continuous rating),
giving a service speed of about 15.2 knots at
the normal continuous rating. At this speed
and rating, the heavy fuel oil consumption is
around 34.6 tonnes per day.
As for the auxiliary machinery, the vessels
were fitted with three Hyundai Himsen diesel
generators rated at 730 kW each, plus a
Cummins emergency generator rated at 120
kW. The complete engine room control system
was supplied by Kongsberg.
Cargo is carried in 12 segregated tanks – six
on each side of the vessel. Both cargo and
water ballast pumps are of the submerged and
hydraulically driven Framo type.
Each cargo tank was fitted with one set of
pumps rated at 600 cu m per hour capacity
each and two cleaning machines. In addition,
each vessel is fitted with a further two sets of
300 cu m per hour capacity and another one of
75 cu m per hour. As for the water ballast
pumps, each vessel was fitted with two sets of
Framo pumps rated at 900 cu m per hour
capacity.
The cargo tanks were coated with a heavy
phenolic epoxy supplied by Sigma for the
36,000 dwt series and Jotun for the larger
series. This type of coating was chosen for its
resistance qualities enabling the vessels to lift
a wide variety of cargoes.
Tank cleaning is carried out with the aid
of ScanJet machines and the tanks have also
Principal Particulars - CPO Korea
Class LR +100A1
Double Hull Oil and Chemical Tanker,
Ship Type 3, CSR, ESP, *IWS, LI,
+LMC, UMS with the descriptive note:
COW, ETA, Part High Tensile Steel,
ShipRight (SCM).
Gross tonnage 30,000
Deadweight, at maximum dft 51,950t
Length, oa
183m
Length, bp
174m
Breadth, moulded 32.2m
Depth, moulded 19.1m
Draught, design
11m
Draught, scantling 13.3m
Capacities
Cargo
55,000 cu m
Heavy fuel oil
1,400 cu m
Marine diesel oil 170 cu m
Fresh water
400 cu m
Ballast water
22,500 cu m
Complement 29 + 6
Machinery
Main engine MAN 6S50MC-C
MCR 9,480 kW at 127 rev/min
NCR 8,530 kW at 122.6 rev/min
Service speed (NCR) abt 15.2 knots
Fuel consumption (HFO)
abt 35t per day
Cruising range (NM) abt 12,400
been fitted with a super stripping system for
optimum discharge by ensuring that less
residues and slops remain in the tank, which
also increases the efficiency of the cleaning
operation.
Increased inert gas functions were provided
by Aalborg Smit generators. The tank level
gauging equipment was supplied by Emerson
Process Management, while the fixed gas
detection system was supplied by Consilium
who were also responsible for the fire
detection system.
Aalborg supplied the auxiliary boiler and
exhaust gas economiser. The boiler’s capacity
is 18,000 kg per hour. The oily bilge separator
was supplied by Georim Engineering, the
sewage treatment plant by Jonghap Machinery
and the incinerator by Hyundai Atlas.
Furuno supplied the navigation and
communications equipment. Here, Offen
Tankers opted for a dual ECDIS system
ahead of the IMO convention, which will
allow the fitting of two ECDIS, to eliminate
the use of paper charts. The communications
suite includes the use of individual crew
email on board.
Polomsky said that he was a champion of
the paperless vessel and shoreside office,
illustrated by the fact that the company has
invested in Ulysses Systems’ Task Assistant
integrated management software for document
control, purchasing and planned maintenance,
as well as taking the dual ECDIS route.
Elsewhere, DongNam Marine Crane
(DMC) supplied the tankers’ hose handling
cranes, while Rolls Royce supplied the
steering gear and Pusnes was responsible for
the deck machinery.
TO
November/December 2009 TANKEROperator 49