On Thursday, October 29th, 2009 11 a.m. our newbuilding
S 284, a 1.785 tdw / 1.700 m³ green coastal tanker for the Seychelles, was delivered at the LINDENAU Shipyard in Kiel-Friedrichsort to the Seychelles Oil Company Seychelles Petroleum Ltd.
The
newbuilding, which was ordered by the national shipping company
“Seychelles Petroleum Ltd.”, is a new development designed in close
cooperation by the LINDENAU
shipyard and Seypec. The tanker was developed to ensure the economical
and environmentally safe transport of oil and gas products within the
“inner islands” of the Republic of the Seychelles.
The vessel is characterized by the following technical details:
Classification:
GL 100 A5 RSA (50) Product Tanker
Equipped for carriage of oil products in bulk
Equipped for carriage of liquefied petrol gas in bulk
MC AUT
Technical data:
Length overall:
Length between perpendiculars:
Breadth moulded:
Depth to main deck moulded:
Draught (design):
Draught (scantling):
Deadweight, scantling:
Cargo tank capacity 100%:
Main engine output:
Speed at 3,90 m draught and 2 x 278 kW: | 67,80 m
63,70 m
13,20 m
5,20 m
3,90 m
4,20 m
1.785 t
1.700 m³
2 x 473 kW
11,0 kn |
With this newbuilding LINDENAU re-sets new standards for the environmentally friendly and economical transportation of gas and oil products at sea.
A. Design criteria
1. The ship owner gave the yard the following essential conditions:
- The
provisioning of the islands in the national waters of the Seychelles
with oil products and LPG, with an extremely safe, economical and
ecological ship.
- To be used as a bunker ship for foreign vessels that temporarily stop in the harbour of Victoria.
- An educational and training ship to be used to educate and to trainee seamen and officers (Ship and Machinery).
2.
The ship must have a deadweight of at least 1.550 t and a cargo tank
capacity of at least 1.650 m³ for oil and 100 m³ for LPG and should be
equipped for a crew of 13.
3. The ship may not be longer than 67,8 m.
4. The ship must have a service speed of at least 10 kn in the coastal areas of the Seychelles islands.
5.
The ship must have minimum fuel consumption. This requirement is
achieved by optimising the ships lines, large propellers and a
extremely favourable block coefficient.
6. The ship must have
an easy, safe and efficient manoeuvrability for berthing at terminals
as well as other ships. This will be achieved due to the efficient and
powerful bow thruster and the highly efficient full-spade profile
rudders.
7. The operation of the ship must be highly flexible.
It must be used as a provisioning ship as well as a bunker ship with
different draughts and semi filled cargo tanks.
8. Design result
Through a comparison study, the Hamburger Schiffbauversuchsanstalt (HSVA) was able to confirm that the LINDENAU newbuilding was in a top range of similar ships. With reference to the speed/Power ratio, the LINDENAU
ship was the best (taking the breadth of the ship into account). The
ship also reached excellent results in respect to manoeuvrability
because of the two variable pitch propellers, its two rudders and the
bow thruster.
9. The newbuilding received first class
aggregates, exclusively delivered by European suppliers. This
guaranteed reliability and reduces costs for operations and maintenance.
B. Cargo system
10.
The double hull tanker’s cargo space consists of 2 x 3 epoxy-coated
cargo tanks with absolute smooth tank surfaces. The stiffeners of the
main deck face outwards. Hereby the following advantages arise:
a) Short discharge times
b) Minor cargo residues
11.
A high cargo flexibility is achieved by the different cargo tank sizes
as well as a high cargo tank volume / deadweight ratio.
12. The
newbuilding will be equipped with a computer based cargo monitoring and
indication system in the wheelhouse control desk with the following
functions:
- Cargo and slop tank level indication with tank radar
- Cargo temperature indication and monitoring with two sensors arranged at different heights
- Cargo tank pressure monitoring with given alarms
- Draught measure system with 4 sensors
- Tank level indication of ballast and storage tanks
13.
A central, computer operated remote control system for the cargo pumps,
cargo valves and ballast valves is installed in the wheelhouse control
desk. Ballast pumps will be manually (push button) controlled from
wheelhouse desk.
14. The powerful electric driven deck mounted
screw pumps will enable a total cargo separation, very short discharge
times and thus very short times at the terminals or bunkered ships.
15.
The new building will be equipped with an online loading computer which
is connected to the integrated cargo monitoring and indication system
as well as to the tank level measurement system for ballast and engine
room storage and consumable tanks. This loading computer enables the
crew to control the longitudinal strength, intact and damage stability
during loading and discharging online. Furthermore it is possible to
simulate the loading and discharging procedure, to calculate loading
conditions for pre-planning and to check each loading condition.
C. Engine room, Navigation and Communication
16.
The engine room is optimised to the economical arrangement of all
aggregates including the pertaining pipes, cable trays and air ducts.
All workstations are designed according to ergonomic aspects.
17.
The integrated engine control system and power management system of
auxiliary diesel engines will ensure an economical, environmental and
safe operation of engines.
18. The installation of an integrated
bridge system with two anti collision radar systems in combination with
an ECDIS will ensure the highest standard of safe navigation.
19. The integrated navigation system of this new building will be equipped with an Automatic Identification System (AIS)
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