Date Author Mdress
September 2005 Jakob Pinkster
Delft University of Technology
Ship Hydromechanics Laboratory
Mekeiweg 2, 26282 CD Deift
TU De Ift
Deift University of Technology
Mv Border Heather, mv Border Thistle and
mv Border Tartan - Three seaworthy and
well manoeuvrable double hull vessels
by
Jakob Pinkster
Report No. 1448-P
2005
Published In Schip & Wer? de Zee, JuIl/Augustus 2005
n
e.
Nieuw Schepenbesluit
se
e
..
e
ISPS Code
mv Border Heather, Thistle & Tartan
26
30
38
Inhoudsopgave
1 8
mv Border Heather, Thistle & Tartan
In een tijdsbestek van slechts drie maanden heeft Damen Shipyard Bergum de mv Border Heather, mv Border Thistle én mv Border Tartan opgeleverd
Darwin Shipping Ltd in
Jersey. De schepen zullen
wor-den gebruikt door
oliemaat-schappijen die hun producten op een veilige manier willen transporteren in het Verenigd
Koninkrijk.
ISPS Code
Een internationale standaird voor een betere beveiliging van zeeschepenen ha-venfaciliteiten. Dat is waarvoorde ISPS Code in het leven is geroepen. De
nieu-we regelgeving is op i juil 2004 van kracht geworden en is em on-derdeel van de SOLAS-conven-tion van de 1MO. Het heeft be-trekking op uitrusting, opleiding en een kwaliteitszorgsysteem voor beveiliging. Opmerkelijk is dat voor het eerst in de SOLAS-voor-schriften ook havens aan de ISPS Code moeten voldoen.
opv Sarah Baartman
Damen Shipyards Gorinchem heeft begin dit jaar het patrouillevaartuig Sa-rah Baartman opgeleverd aan het ministerie van Ruimtelijke Ordening en
Toerisme in Zuid-Afrika. Het
schip zal worden ingezet bij de inspectie van visgebieden in
Zuidelijk Afrika. Ook is de
Sarah Baartman uitgerust voor taken zoals het opruimen van
olie, zoek- en reddingswerk en brandbestrijding.
Nieuw Schepenbesluit
De inwerkingtreding van em nieuw Schepenbesluit en de totstandkoming van de nieuwe regelingvormen is de één na laatste stap van een omvangrijk
project tot modernisering van
de Nederlandse
veiligheidswet-geving voor zeeschepen Het
nieuwe besluit komt in de
plaats van het vier decennia ou-de Schepenbesluit 1965, dat in veel opzichten was verouderd.
Omsiag: opv Sarah Baartman (foto: Flying Focus)
SCHIP&WERF de ZEE - JULI/002USTIJS 2005
Artikelen
18 :-.nv.Border..Heather,
Thistle & Tartan
26 ISPS Code
O .opv Sarah Baartman
7: ijteràtuur
Marine Technology.
ieuw Schepenbesluit
Rubrieke
-2
Nieuws
5
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SCHIP&WERF deZEE -.JUU/OVOUSÎIIS'2005
I-I I
&W R 1=
Jakob Pinkster is marine
con-sultant and al-so works as a teacherfor TU Delft.
mv
order Heather,
mv Bordc
Three seaworthy and well manoeuvrable double
In a space of only three months Damen Shipyard Bergurn has delivered no less than three seagoing double hull clean product tankers to one and the same owner, Darwin Shipping Ltd, estabiished in Jer-sey. In consecutive order of delivery these vessels are mv Border Heather, mv Border Thistle and mv Border Tartan. The Darwin Shipping Ltd has purchased the vessels in order to charter them out to oil companies Who wish to transport their products around the United Kingdom in modern, reliable, safe and green vessels. The three vessels,, although in many aspects very similar to each other, still have some notable differences Worth mentioning regarding cargo deadweight and main dimensions.
mv'BorderHeather, a modern, reliable, safo and green vessel
Mv Border
Heather (yardnumber 9355, delivered December 2004), mv Border Thistle (yardnumber 9357, de-livered January 2005) and mv BorderTartan (yardriumber 9356, delivered
February 2005) were all designed 'by Damen Shipyards Bergum with Royal Scheide acting as engineering partner during design and construction.
Damen Shipyards Bergum subcon-tracted the actual construction of the vessel to the sister company Damen
Shipyards Galati in Rumania.
Design challenge
Main design challenge for these vessels:
Maximise cargo carriage capacity
within a given set of length, breadth anddraft restrictions
Ail cargo tanks to be fitted with
dou-bIebarriersbetween product anden vironment
Sail in United Kingdom and conti-nental watersandbe able to enter the smaller ports (maximum vessel draft was set at 6.30 m)in winter ortropic conditions
Load, transport and discharge clean
oil products with the aid of shore
pumps or own pumps
Function in an environmentally friendlymanner (greenship)
Possess a good degree of manoeuvra-biity in all sailing conditions (loaded
or ballast) and sailing areas (on the open sea or restricted waters such as
rivers and harbours)
Modern'crewaccommodatjon In order to satisfy these requirements, all three vessels make use of the same
design conoept namely a seaworthy and well manoeuvrable single-screw 'green'
double hull vessel
limited by the
length, breadth and draft requirements
involved, fitted out with a fish tail
rud-der and ducted bow jet thrusters. The
vessels each have ten cargo tanks. Each
tank is fitted with a deep-well pump
and tank cleaning installation and
fill-ing as well as dischargfill-ing can be carried
u
I
u u A'Thistle and
mv
Border Tartan
jil vassels
out with high flexibility regarding
car-go types and tank designations. The
main deck manifold for shore access to
the tanks is positioned amidships on
the main deck and connection of shore
lines can be handled via vessels deck
crane or a shore crane. Full service in
the United Kingdom and continental
areas are able throughout the year as all
vessels meet the standards of Lloyd's
Register of Shipping.
The vessel
The vessel's general design is the same for all three vesselsand is shown in the General Arrangement Plan of the Bor-der Heather. From bow to stern the
de-sign is dominated by:
A forecastle deck with the usual
mooring equipment
A main deck with piping and mani-folds and catwalks fitted with a
hy-draulic crane
A modern superstructure for part of
the crew accommodations and the
navigation bridge
Small aft deck area for mooring
pur-poses
Engine room aft housing a single
screw'single engine installation along with auxiliary generators etc.
Steering gear room aft below the
main deck
Exhaust outlet and air intakes with
storage space above the engine room
in one single funnel aft of the bridge
The vessel'soverall appearance
issimi-lar to the latest generation of coastal
product tankers of similar size and
speed.
The longitudinal subdivision under the
main deck, from forehead to aft is as
follows
Forepeak with water ballast tank Behind the forepeak collision
bulk-head are two chain lockers and the
bow thiusterroom,a11
embeddedbe-tweentwowater ballast tanks Water ballast tank
Ten cargo tanks (protected by dou-ble bottom 'and side tanks) of which the last six ame separated by a two
longitudinal watertight bulkheads
All cargo tañks are embedded by
wing (water ballast) tanks and double bottom (water ballast) tanks
Between the cargo tanks and the
en-gine room, one wash water tank, two
fuel bunkers tanks, two fuel day
tanks, domestic water tank, and one
slop tank (in between the two fuel
bunker tanks)
Engine room for main
engines/gen-erators, auxiliary generators and tanks for liquid containment such as tanks for thermal oil, cooling water drain tank, lub oiltank, sewage tank,
dirty oil tank and'bilge water tank
Aft peak for water ballast, on top of
which the steering gear room is
situ-ated
"Cargo handlti!ng
The tank capacities of the .vessel(100%)
are shown in table 2. Ballast water is
stored in double bottom, wing tanks
and fore and aft peak.
Cargo tanks
The ten cargo tanksaresuitable for all kinds of oil products and all pipelines
are self-draining back into the cargo
tank or slob tank, from even keel up to
two metre trim by stem. The cargo tanks are coated with. an epoxy tank
coating and'all the cargo piping is made
of stainless steel. Process regulation of
loading/unloading of cargo is carried
out in the caígo control room (CCR)
which may be found in a central
posi-tion (at the centre in the front of the
ac-commodation on the poop deck)
over-looking the tanks and manifolds On
summer draft, the vessel is designed for
the carriage of cargo with a specific
gravity'of'1.025t/m3. Alarm (viaradar systems) and monitoring of the cargo levels in The tanks is done by a cargo tank monitoring and loading computer.
located in the CCR.
Handling,ofcargocan be carried out by
the ship's own loading/discharging
system. To this end, each tank is fitted
with a deep well pump, plad well at the bottoni of each tank and a heater
placed directly above the tank on the deck keeping the necessary lines and heat losses to a minimum. At a
maxi-mum, the system can have up to six
cargo pumps working simultaneously and the pumps are run through six fre-quency converters. There is a total of
can be
carried out with own system'
three manifolds situated on the main
deck midships from where oil cargoes may 'be loaded and/or discharged. All
cargo valves are 'hydraulically
con-trolled from theCCR. A hose handling crane midships (capacity 1.5 t at 16m)
handles the shore line and facilitates
connecting/disconnecting of the same
to the manifold. At any given time, three different types of cargo grades
may be loaded or discharged via this shipboard system. Through one mani-fold alone, up 'to five different cargo
grades may be loaded or discharged
SCH IP &WERF do ZEE - JULIIAUGUSTUS2005
Poop dàk 10300 ab. Boat didt 13000 ab.
General Arrangement Plan mv Border Heather, Thistle and Tartan
20 SCHIP&WERF da ZEE JULI/AU000TUS 2005
BfldgededElBlOOa.b. Fo
MOO
SCHIP&WERF de ZEE - JULI/AUGUSIUS 2005
Table 2 - Tank Capacities
21
Dirty Òil
Potable ater Domestic water Tank wash water
Border
Heather
Border
ThistleBorder
Tartan
Shiptype Doub1ehull oiktanker with coated tanks
Yardnumber 9357 9355 9356
G.T. 2,159 3,187 3,187
D.W.T. t 3,185 4,965 4,988
IMONr. 9287833 9287819 9287821
' Poiiofregisti-y ,- j : Y Douglas J:o.Mari .
-Flàg
:: ..
':-.
1sleèfMan,':?:'
H:
-.
'. Classification; -«
. . ' - - Ll'oydsRégister ofShippingBuilt October 2004 January 2005
I February 2005
Owners Darwin Shipping Ltd Shipping Jersey
- Managers -
-:
- ;- -. - -r- JubileeShippiñgU'K'-:;.,-.-.
I -6,638 6,651 Displacement t 4,537 Lengtho.a. ni 75.10 79.85. Lengthb.p. ni 70.40 75.75 Breadth mouldedm 14.00
17.00 Depth ni 7.6 8.95 Draft (summer) m 5.75 6.30 'Draft(ballast- -: .-m -
-.4.2o .:.
-.--r;-;:r.,.. - -'.Nurnberofcargotanks r - :.--
-40 '-
' T. -Totalvolumeofcargotanks ni3 3,000 5,130 Mainengine. -'. -. . r....Mak,tpe8M25,2,4004kWatr1;ÌJooTpjTI CPP Propeller diameter mm 3,500 3,850 - Servicespeed(90%MCR). -- -. .-. -.
-- ---.12.-3;- ' - -. - -. PTFtspeed -. i -- 7I2--- - -r,
.IBbwtbruter - . - - - '-..: I:
2Ô0kW.e1ectibbtor,Fpp'
- . - - - -:Auxiliary engines 21x diesel gen sets 525 kVA/0Hz
-Shaft generator . -- - - . 45 kVA/50H
-. .
-ActiTonradiis r
- rim -, - -
--
:-- 4,200.-- ' '-- r -.
m3 33.5
3700 Boethrust.r Table I - Main Particulars Speed in power take in' mode (see Propeller Installation)
Gàsil
:1O
Sludge m3 4
The mein engine
22
consecutively into five pairs of tanks. Each deep well cargo pump has a
ca-pacity of 200 m3/hr at 110 mwc (90
KWe) and more than one pump (up to a maximum of six) may be connected up in sequence for cargo handling pur-poses. A number of possible loading! discharging configurations and
capaci-ties are shown in a separate figure.
In order to keep the cargo at the right temperature, the cargo in each tank is
heated by circulating it through the
heater (i.e. a thermal oil heat exchang-er) directly above the tank on the main
deck. The tank's deep well pump is
then circulating the cargo through the
heater at a reduced flow rate. In case of
emergengy a 70 m3/hr at 70 mwc por-table pump may also be used for trans-port purposes.
The cargo tanks are cleaned using hot
water which is tapped off from a line on the main deck consisting of no less than
eleven connections. Each tank is fitted
with a tank cleaning machine which
ro-I
r.
tates two nozzles at two different levels
around inside the tank. After cleaning, the tank contenta are then pumped to
the slop tank (one slop pump of 45
KWe) from which the mixture can be
separated and water may be pumped
overboard at less than 15 ppm or
dis-charged ashore.
Engine installation
As usual for this class of vessel, each
vessel has been fitted out with a simple
resiliently mounted single main diesel
engine installation, make MaK, type 8M25, producing 2400 kW at 1000
rpm and burning MDO fuels. The
en-gine drives a controllable-pitch pro-peller via a gearbox (make Reintjes,
type LAF 2355 with ratio 1:5.06).
Fur-thermore, a shaft generator (make Caidic, output 435 kVA, 348 kWe,
230!400VAC/3phase at 50Hz) is
dri-ven by the main engine via a PTO from
the gearbox. A modern development
on the vessel concept here is that of an
emergency take home propulsion
sys-tem (via Power take in on the gearbox) in case of failure of the aforementioned
propulsion system. This PTI consists of an electric motor with an output of
435 kVA (348 kWe), 230/400VAC/
3phase at 50Hz, which conveys
suffi-cient power to the propeller via the
gearbox to propel the vessel at an
ap-propriately high speed (7.2 knots at
summer draft) to allow course keeping
and headway. The attained service
speed under ninety percent MCR
pow-ens 12.3
knotsresultinginafairlyeco-nomic 10.5 tonnes of fuel bunkers for
each 24 hours at sea. The complete propulsion system, coupled with the
aid of a clutches, has been designed for maximum performance with minimum
environmental effects (fuel
consump-tion and emissions).
The main engine is equipped with a
high temperature (HT) and a low
tem-perature (LT) cooling water system. A
box cooler heat exchanger and a circu-lating pump in the HT system preheats
the main engine and another heat
ex-changer produces heat recovery. The bunker tanks are heated by a
dedi-cated hot water system heated by the
main engine's cooling water system
when sailing and/or by the water boil-er. The central heating system and air conditioning system also derive their heat from this system. Electric heat is
utilized for both fuel oil end heaters and separators.
Auxiliary installation
Besides the aforementioned shaft gen-erator, each vessel has two auxiliary
generator sets (make Daihatsu, 525 kVA, 420 kWe, 1500 rpm, 230/400 yAC, 50 Hz) and one emergency air
cooled generator (make Sisu, 80 kVA,
64 kWe, 1500 rpm, 230/400 yAC, 50 Hz). Both generator sets are placed on
each side of the main engine and
gear-box on the engine room 'tween deck.
The emergency set is situated in the
deck house aft on the boat deck between the acconmiodation and the funnel.
The following voltage systems are
in-stalled:
400 VAC! 3-phase at 50 Hz, for
power supply
230 VAGI 1-phase at 50 Hz, for lighting, small systems and
emer-gency systems
24 VDC circuit for instruments Further auxiliary installations consist of:
Sewage treatment plant
SCHIP&WERF do ZEE - JULI/AUCIJSTUS 2005
The cargo Control
Incinerator for burning sludge and
garbage
Bilge water separator, according to Marpol
Emergency fire fighting pump (50
m3/hr at 40 mwc)
Two Deepwell ballast pumps in the
cargo area (each 400 m3/hr at 25 mwc)
Two General sei-vice pumps (each
150 m3/hr at 15 mwc)
Propeller installation
Border Heather has one, Scana Volda,
four bladed controllable pitch pro-peller, type 94P1/4, diameter 3,500 mm. The propeller has a maximum
revolution rate equal to 198 rpm. This system resulted in a trial speed at
sum-mer draft of 12.3 knots running at
nine-ty percent MCR; PTI mode in the
same vessel condition resulted in a
speed of 7.2 knots. Given the propeller diameter of 3,500mm and an absorbed propeller power of 2,400 kW, this
re-suits in a propeller tip speed of 36.2
rn/s and a propeller loading (Power!
-Diameter2) of 196 kW/m2.
Border Thistle and Border Tartan each
have one, Scana Voida, four bladed
controllable pitch propeller, type
94P1/4, diameter 3,850 min. The pro-peller has a maximum revolution rate equal to 198 rpm. This system resulted in a trail speed at summer draft of 12.3 knots running at ninety percent MCR; PTI mode in the same vessel condition resulted in a speed of 7.2 knots. Given
the propeller diameter of 3,850 mm and
an absorbed propeller power of 2,400 kw, this results in a propeller tip speed
of 39.8 rn/s and a propeller loading
(Power/Diameter2) of 162 kW/m2.
Hull Construction
In order to maximize the vessel's load-ing capacity, the vessel has been con-structed partly using AH36 steel in the top coaming instead of the usual Fe360 type. Lloyds Register has been chosen
to determine the hull scantlings. The
ship has been constructed with
trans-verse frames in fore and aft ship,
longi-tudinal frames in the large remaining
pal-t of the ship and the usual gradual transition zones between the different
frame systems. The double bottom is constructed with longitudinal frames (frame spacing 665 mm). Floors on every second frame and longitudinal
girders strengthen the bottom. The
bottom is strengthened for loading and
unloading aground. The fore ship is
built with transverse frames with
stringers in the forepeak and the bow
thruster tunnel is integrated into the
center-line girder and the shell. Cross beams supported by longitudinal
girders stiffen both the decks and the
stringer decks while longitudinal frames supported by web frames are used for the
construction of the side tanks.
Trans-verse frames are used in the construction
'Exceptionally good
manoeuvrabiliiy'
of the accommodation deckhouse wherelongitudinal girders support the decks
stiffened with deck beams. The deck is
also stiffened with longitudinal frames
and the aft ship is made with transverse
frames The hull is protected for corro-sion by a traditional sacrificial anode system, in combination with an
inter-national epoxy paint system for hull
and ballast tanks.
Manoeuvring/Steering Gear
The vessel's exceptionally good ma-noeuvrabiity is guaranteed using the
usual combination of propeller, a single
(make Damen) fish tail spade rudder
and a (Veth, type 2-K-1200) bow
thruster. Two hydraulic steering
pumps, driven by a maximum oftwo
electric motors, power the hydraulic
steering engine (make Promac Stuwa) and produces a maximum of sixty de-grees rudder angle to either side.
Re-mote control is in the central navigation console. In case of emergency, steering can also be effected using local controls fitted on the steering gear itself. The bow thruster is for manoeuvring at
slow speeds and consists of a gearbox driven 1,180 mm diameter fìxéd pitch propeller placed in a transverse tunnel low in the bow. The thruster has been
fitted with a 300 kW electric motor,
1,500 rpm and can also be used at low bow drafts due to the exceptional
sys-tern of water intake ducts which are
able to cope with such conditions. The
unit is electrically driven by bridge
fre-quency control and is powered by the
shaft generator or, in the case of re-duced power, by one generator set
(max.420 kWe) only. The installation is also equipped with a remote control
system from the bridge.
Deck Equipment
On the forecastle deck, two
combi-ned windlass/mooring winches, each equipped with an anchor chain wheel, a mooring drum and a warping head,
handle the two high-holding power
Pool-TW bow anchors. On the aft
deck, two single winches, equipped with a mooring drum and a warping
head, are fitted for mooring purposes.
Bilge/Ballast/Fire Fighting
The bilge system, complying both with
the requirements of the Netherlands' Shipping Inspectorate (NSJ) and the
rules of Lloyds Register of Shipping,
consists of two bilge/ballast pumps and a general service pump. The pumps are all
in the engine room, serving the bilge, ballast, fire fighting and deck washing
system. Also placed in the engine room is a cargo tank bilge ejector, a general ser-vice ejector, a fully MEPC 60 (33) regu-lations compliant bilge water separator with less than 15 ppm cleaning standard.
For fire fighting/deck washing, a
fire-fighting pump is installed in the engine
room. Shipboard fire-fighting systems
include a CO2 extinguishing plant (make AJAX) for the engine room and the sepa-rator room. The usual fire detectors,
au-dible alarm and safety systems for this
type of trading vessel are also installed. A
smoke-sampling system is fitted in all
cargo tanks and seawater sprinlders are installed in all cargo tanks. Also seawater sprinlders are fitted in the paint store for-ward. Furthermore watermist
extin-guishing systems have been fitted in the
engineroom for local application for
main engine, auxiliary engines and boil-er.
Accommodation
Accommodation on board is for crew
and officers (nine plus one guest) and is
situated aft over three decks. The high
standard accommodations are arranged in a deckhouse placed on the boat deck, poop deck and also on the main deck (see
General Arrangement Plan). The
fol-lowing spaces may be found on board:
Bridge dech
Wheel house
SCHIP &WERF de ZEE - JULI/AUGUSTUS 2005
Wheelhouse toilet
Bridge deck technical space
Boat deck
i Captain's cabin with separate
living room, sleeping room and
pri-vate shower room
i Chief Officers' cabin with separate living room and sleeping room and
private shower room
i Officers' cabin with private shower Bonded store
Covered free fall life boat, MOB
boat/rescue boat and one inflatable
life raft (port and starboard)
Poop deck
i Chief Officer's cabin with separate
bedroom and private toilet/shower
room
I Cargo Control Room
lShip'soffl
i Wet Space
Day mess room
1 Cabin for extra offloer with private
toilet/shower room
1 2nd engineer's cabin with private toilet/shower room
Industry I Marine I Rail I Road
1 2nd offloer's cabin with private
toi-let/shower room
iToilet
i Inflatable life raft (starboard)
Main deck
i Officer's (non smoking) recreation
room
I Crew's (non smoking) recreation
room
I Mess room (cafeteria) I Galley
i Cook's cabins with private shower
room
i Provision store (with freeze cabinets) 1 CO2 room i Steering gear room
i AC room i Laundry
i Spare cabin with private shower
room
2 Single crew cabins with private
shower room
Each accommodation level is fitted out with the necessary staircases and corri-dors.
I
I
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Life-Saving Appliances
The boat deck has (in accordan to
DOT requirements) a MOB rescue boat fitted with an 18.5 kW (25 hp) outboard
engine. The MOB boat is served by a
boat crane, also used to handle a life raft.
On the opposite side (portside) of the
sanie deck, a twelve-person inflatable life raft is placed on a cradle fitted with a
hy-drostatic release devi. A free fall life
boat (located at the stem) with a capacity of twelve persons, is also placed on the portside of the boat deck; the ramp is
fit-ted with retrieval gantoy. Boats, crane
and davits are supplied by Hatecke.
A second similar inflatable life raft is
placed on a cradle fitted with a
hydro-static release device on the starboard
side of the main deck. Further installed
on board are the usual personal life-saving appliances for this type of
trad-ing vessel.
Navigation Equipment
On board is the usual navigation
equip-ment for this type of trading vessel,
supplied by Radio Holland, including
Ecdis-system.
Low-maintenance systems for safe ope-ration, high availability and quality for a wide variety of ships such as harbour and escort tractors, ferries, special-pur-pose vessels and many other types.
Voith Turbo By.
Koppelstraat 3, 7391 AK Twello Tel: +31 571 279600 Fax: +31 571 276445 voithnederland@voith.com www.voithturbo.com/marjne 24
SCI-HP &WERF de ZEE - JIJLI/AIJGUSTUS 2005
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