Fatal influence of GT - Measurement on safety environment sound ship design

Purpose Presentation

Video: "Floating Coffins"

Bulkcarriers

VLCC's

Chemical Tankers

pause GAk

t«.

NVTS-lecture, Willemswerf Bld.,

Rotterdam, April 4, 1996

FATAL INFLUENCE OF

GT-MEASUREMENT

ON

SAFETY

ENVIRONMENT

SOUND SHIP DESIGN

TECHNISCHE UNVERSITET

Laboratodum voor

Scheepshydromechanlca.

Azchlof

Mokelweg 2,2628 CD Deift

1ÚL O1-78$873- Fax O15.781S38

Container Feeders

Container Ships, closed and open

RaRo, Ferries

Conclusions and alternative for GT-measurement

i O.

Discussion

E. Vossnack

A. Carlebeur

R. Seignette

A. Hurkmans

TUD

H''DRO

19GO

PURFOSE OF THIS PAFE:R:

PORT UE5 EASED ON

DE'ELOPNENT OF CARCOYEE

TO COTANER CASQE1S

(SSO

PORT UE5 BASEDON

GT

DCLOAD.

5YARD

ARE OFFRLNC HU

W T H M Nl

u

M

FREßOARD

O

r

SH(PS

OT 3EA0R THY

k.

E)TRA bEAM

HEA'J'1 ROLLIÇ'40

'N AOuG-i 3EA

"

HUGE DEÇOLCAD

NEED FOP, RE5ERIE BUOYAÑC'1 ¿M To5fDEE

T

NCRESE THE

i99'-'36 PROPOSAL:

POET DUES

SD ON

L B ,T

WITH Ti-US FORMUL1,

THE DE5jcMER IS FREE TO

F

'ì

\\

N\\

:-ON

k\\\

DCN

cSEATE A

VESSEL WITh ADcJAT

cEE3ORD

A

\

S ?.'RtL

T

r

---

FREAD

-I.-

ETcE

o :00 OOO

-I

A

¿M CREASE OF FRE»3OARD WiLL

[A

However gross tonnage as rule is acting as a corset

around

the vessel and should be banned in the first place.

Bulkcarriers to have double skin in

he sides.

Container tee

smu.iiuuu

iuua.øm.

rn

uiiiiiuiVliI

I uiinm

.. u..ft...

U m.N.iu.i

&usII.

ANN1A rn-A H P CH COV S

Suez max and V.L.C.C. to have higher double bottom.

EX 'T V

Cylinder tanker for chemicals to have more depth.

er to have more fr eboard.

_{7,.ç', ,-'}

/

muuu.iiu.u..

IUURUIIUUUUU O P E N

I UUU!4UUUU

_uiiuuua

LA. -197 II.. ('t t,nfl _I,n I1-_tCI IIfltVIIfAfl -flU.. tflO,;IIn,flt

CROSS TONr-A'E.

,-fl,1 n,.,,wçIr,H I

COI' 1Q91 von rnsjtkc(q7

Ro Ro vessels to have sponsors ?.ÖR

CHPCNCtNÇ -r

cr ?

2

Conclusion:

future vessels, they need more reserve buoyancy

A double side shell improves safety: width 2.

-

3.

M

(as absolute value independant of

vessel size).

ore depth.

cbntainer \'Ssels to have

.rI. CAR-TRAIOER'r,5

rntI.ni--CONCLUSIONS (1)

i

.

Bulkcarrier:

Single

side

shell

plating;

high

shear

stresses and bending

in

side frames and

shell plating, due to

alternating loading of

ore/steel cargo.

Double skin

in

the

sides.

For panamax

bulkers depth to be

increased in order to

maintain

original

cubic.

-L-

.

mv Alpha Star bulkcarrier built in 1972

_{- fully classified with}

Hellenic Register Loaded with 99OOO iron ore concentrate

-voyage from Canada to Mediterranean in December 1993

-Vessel arrived with some major structural defects

_{to hull}

..HPraft resolution approved on bulk carrier safety

The Committee considered a report on this

subject prepared by a working group and

approved a draft resolution for

considera-tion by the Assembly in N'ovember. It

deals with the safety of ships carrying

solid buLk cargoes and contains measures designed for use by port State authonties.

flag State Administrations. shipowners and classi fication societies.

lt also addresses the safety of single-hull bulk carnets carrying high-densirv bulk

car-goes. It recomniends that single-hull bulk

carnets of 20,000 dwt and above should not be oerrructed to carry high-density bulk car-s. such as ore, unless they comply with

.cnous conditions with resoect to the

En-Cunilicting n(ormuilon ron, uiffernt sourc

.

T;.

MARmME SAFETY COMMITTEE - 6th SESSION: 9-17 MAY 1995

Bulk carrier accidents involving loss of life 1990-1994

hanced Survey Programme. Futrterrnore.

amendments to SOLAS will be developed o ensure that such ships meet at least a

one-comparmient standard of subdivision for any cargo hold in all relevant loading

conditions and betng able to show that transverse bulkheads are able to withstand flooding of any singie cargo hold.

The Committee approved a series of Further measures for consideration by

vari-ous sub-committees. It is expected that

some of these will lead to the adoption of amendments to the International

Conven-tion for the Safety of Life at Sea

(SOLAS), 1974. One of these is likely to

be a recuiremem for bulk carners over 150

Il

metres in length to be fitted with loading instruments to help the master ensure that

shear forces and bending moments are kept within permissible limits during cargo loading and unloading.

T'ne safety of bulk carriers has been a

matter of concern lo 1MO For several

years. In 1991 the Assembly adopted a

resolution. originally submitted by the

Secretary-General. Ár William A. O'Neii.

which contained measures designed to im-prove the way bulk carriers were surveyed and inspected. Bulk carriers were lost (not necessarily sunk) at the rate of more than 2 per month (23 in I 990. 20 in I 99 I ). which losses declined until I 993. when IO losses

were recorded. but increased to 16 in

I 994. According to the report of a corre-spondence group established at the

De-cernber meeting of the MSC. over the

penod 1990-1994. 97 bulk carriers were

lost with a total of 532 ives. The report also highlighted the Fact mat:

. ships of I 5 years of age and over rep-resent most of the losses:

.44% of_ the bulk carriers were ost or had the potential to be lost through

structural damage andlor heavy weather.

A number ofdeiegations expressed dis-appointment at the action taken by the Committee. Canada said that 1MO had identified the problem of bulk carrier

safety several years ago. but experience n inspecting ships in recent years indicated that matters were not improving. Canada had been encouraged by che

Secretan-General's initiative in establishing the

cor-respondence group in December but had

been disappointed at the action sub-sequently taken.

Norway said that the bulk camer

prob-lem was at least as importarli as that oF rro passenger ships and it regretted that

action was being delayed. Brazil. Canada.

Denmark. Finland. France. South ,Afnca

and Sweden and the observers of tne Inter-national Confederation of Free Trade

Un-ions ¡ ICFI'U) and the niernational

Federation of Shipmasters' Associations (IFSMA) associated themselves with this

statement.

.5

bUllO I

CHARLiE 1975 0.673 20 January 990 37*

ALEXANDRE P 967 U.566 ¡4 March ¡990 35

AZ.ALE.A ¡969 i 44275 _. 22 Marcn 990 I CORAZON 1972 15.392 2 August 1990 6 PASITHE.A , ¡97! 30.225 4August ¡990 ₃₁ ALGARROBO 1973 89,178 8 Seiember 990 32 PROTEKTOR ¡967 43.218 II January 1991 33

CONTINENTAL LOTUS ¡967 29.966 2! Janua 1991 38

C' Frtt I 1 o-i, I a-rn

;riç-..-,

1001 I

MINERAL DIAMOND 1973 36j30 7 Aprii 1991 26

POWER 968 15.809 5 June 99!

SWAN POINT 973 6.072 21 Juiv 1991 ¡

PETC-iOMPHOO 969 9,730 l8Auusi ¡99! 24*

MEL ETE 975 35.489 24Auusi 991 25

EPATO 1968 ¡6,616 2! Octoner ¡99!

DA.EYANG HONEY ¡970 64,955 22 October 1992 25

PEGASUS 972 I 15,798 9 November 992

GOLD BOND CONVEYOR 974 4.94 I IS Marcn 993 33

NACOS 969 36.981 26Mav ¡993 7

ANCERSON 975 6.623 ¡7 Seoternoer 993 24

MARIKA 1973 81.623 I Jnuarv ¡994 36

CHRISTINAKJ 973 16.401 3 February 1994

SHIPS RO KER 1980 4.826 I] Marcn ¡994 -'ç

-POLLO SEA 973 67,914 20 June 994

1RON ANTONIS 968 8.756 Scaiernoer 1994

of this damage and its likely canse-cuences on the caoabiiiry of the shic

under adverse oeradng condinons.

Operators also believed that ships :auid withstand variadons th hold iJ1-ng levels, both above and below design vaines. The higher 11ng races of modern loading grabs are

apparent-v greatlY irleasing the range of these :ananoris rrom cnose exoenenceo a

sw years ago

Revision of Rute requirements

:n resonse to the 5.ridings of its

Lnves-oanoa. LR carried out a reappraisal

f smictarsi and survey repuiremencs ,virn a view to revising ts Rules where

aecessary This Led co the enhancement

biscantiings on new tonnage and

thiess renewal

reuíre-tz for a number of components on esnng ships. May 1991 saw crie Launch of an LR awareriess

pro-prnme to alert the shiing

carnrnu-to the pocendaL probLems. [t was

iecred through the publicanori of LR technical parers, brochures, seminars

na Lectures. .As a result of the investi-acion, LR inidaced the foLlowing .ctions:

Iinoduchon of more rigorous

in terms of extent and

frecuen-prior to che Lnoducnon of the [A

i±anced survey programme;

I _{reduchon in pertaissibie}

corro-lion margins for hold structure, includ-ing side frame and brackets, transverse

:orrugated bulkhead pLaang, topside nd hopper tank sloping pladng and ankrop riadng;

ublishing the tACS Bulk Camera

- .iethtes For Surveys, A.ssessrrierzr arid

tsoazr cf Hull Structure in conjunchon

ith other LACS members;

introduction of a remsiremenr for iaincenance of ccanngs in ware: bai-ast tanks;

inaoducoa of opdonai bull

ess monitoring systems;

increase za the thicicness of

bou-ie bottom and hopper slope olating; 4 increase in the scantiings repuire-:erirs for frames and associated

:ackets, and transverse watertight ulkheads;

3 introduchon of coadng repufre-encs for side shell sn-amure and -onsverse bulkheads.

Progress through partnerships

Ar a meedng of the international Assodadon of Dry Sulk Shipowners

(Incercargo) in February last vean Lts chairman Dr Frank Chao

acicriowi-edged that the industry nab made

"strenuous efforct' co lessen me Loss

of lives and of ships in the dr bulk

trades: "Lives lost are dow-ri by nearly

a haiL and the cotai and constructive losses of ailbuikers and OSOs are down by 80%". However, he noted chat there were coridnuing problems.

One sixth of losses were OSOs, which

are now thought to be four nines more prone to casuaides than buikers. Dr Chao went on co sav "Condnuing

probLems highlight the need for more

research into corrosion and structural design. constant care in loading and unloading, as well as an appremanon of the importance oi well-trained. proPerly cerdncated ofcers and crews

using good operatoria! pracisces.

Con-stant vigilance and rio short cuts must be the watchwords".

These have long been the

warcn-words of LR, where specialists tri the Technical Planning, Design ano Deve!-opment (T?DD) department have

cori-dnued their research into the safety of bulk carriers and OSOs throughout the last rive years. John Ferguson, former

lsiikawiima-Haririza Heavy ri.ustriesC. Ltd Tetsuo Okada

advanced arai','sis Techno'ogy O-oxo

Many doer large tiutk carnets rave surfet&O s;gnirfcarit SO-uccursl failure n recant years. causing tre C rtsioersale osa or If e ano croo-erry. A serious concern riss dean felt world-woe as ro Irre safety of sucri duik camera. It ass in t.fle context of this erivrronrnent trat tre researcrr croen 'vas irlítiateO. The Crdlect

5 ainiec at develooing an Integrated Huit

con-Sitien Monitoring (IHcM) system, To fully realise iHcrvl systems we ntrooucec tre con-ceoc cf sea state ano ne snios null resoorise analysis Into our feasidlkry azuay.

'I-ferearter. nrcugri trie rul-acate ceveco-ment ano acolication or :HcM systems, we excect many oeriertra. sucn sa null structural design rocroverlient foilowog frorri trie cor-ren feectiacx cf hull ano environmental

tondi-tians aer trie delivery of our arilos. Uttrnsteiv

ve noce to celiver a means tor tre Saran icen-arien of vessais ario a Commercial terreift cue to a reduction n maintenance casta ano tre

sare extension or vease ife'

sulk camer5: xuzang_ last 0v' 3Ufl

----wflera StructOral lure maynave esn conoibutor'y Oeacweigrrr over 20 000 tonnes.

1,580 31. as 30 34 35 e

head of TPDD and recently appointed

deputy chief ship surveyor. coruirrns

that the areas of continuing bulk

cam-t: research for LP. are: fatigue

perfor-mance. taking account of higner yield steels; development of load planning and cargo we:ghr monitoring systems for the reduction of damage to the

ships structures: FuLI-scaie

measure-ment etercises covering stress

mea-suremeric of side framing structures

arid double bottom longstudinai

stiff-as as ao 91. 95 33 w

$.,CC 341

Bulk Carrier Losses

Fig. 4

Shift of cargo.

4.

Problem areas

o singie type of structurai weaness can be pointed out as being the main conthbuto reason when buik cartier catastroohies have occured. It is considered most llke!y,

however, that leakage to or total flooding of one hold - must have been the initiai eventi Such flooding of hold

no.! is regarded as being the most serious case.

With the exception of ballast tank structures, the probiem areas are presented in descending order of importance as judged by Doy. Ballast tank deterioration or defects may

tníluence most of the preceding problem areas. 4.1 Main side frames with end connections

Typical initiai damage on side frames is cracks starting at the toe or root of the lower bracket connection to the hopper tank. When exposed to heavy weather conditions such cracks may rapidly develop into major damage as

dluszraced in Fig. 5. Sirriflar damage may occur (less fre-quently) at tac upper bracket connection.

The casualty may take piace during a voyage carrying

iron ore or other heavy cargo, a Loading condition which leads to high structurai stresses.

When, main frames become detached from thu ship's sides and endsupports, the Crame webbrackets or their weld

connections to the shell! hopper tank! top side tank are normally severely corroded. The consequence is that shell plating will lose its support. Cracks begin to develop in the shell plating, often developing horizontally along the upper end of the hopper tank.

If one hold amidships is flooded through a crack in the ship's side deveiooing as indicated above, this will only

have a small effect ou the draughti Even with hold no.

1 flooded the freeboard at the fore end of the vessel will

still be sonic 60-70 % of the intact Freeboard. In bad

weather condition the situation may not be realized at the

br doe.

Possi'oie consequences of undetected ship side failure wnere one boLd become flooded, could be collapse of

transverse bulkheads. collapse of hull erder or shift of the cargo with suosequent and sudden loss of the vessei.

Fig.5

OBO/bulk carrier - corrosion on main frames. 4.2 Fore and aft end transition zones

The side shell areas in the forward part of hold No. I and in the aft part of the aftezost hold are particularly prone to cracking. Several factors conubute to this situation:

Disconunuities between lontudinai hold structures and the structures in the foresb.ip and in the iftsbip

respectiveiy.

The shape of the cross secuons forward and ar't causes increased slenderness and flexibiLity of side structure near the more r'id end structures.

Complete cross sections are often joined (hand weided) close to the collision bulkhead and the unneroom bulk head.

The lower part of the side structures are closer :o the vertical projection of hatchwavs and thus exposed co rough loading and discharging procedures.

As indicated in Fig. 6 the ends of hopper tanks and top wing tanks constitute spectal probiem areas. Cracks may start in the internal structure at the terminations against the transverse bulk.heads and oroagaze through the side shell causing leaks. But also the side shell itself may star: cracking near the vertical section butt. the bulkhead con-nection or at the main frame.

The problems are exaogerared by corrosion and abusive treatment by uniouding eouipment.

The bcik camer.

Many bcjc-rer

cf

abcs

i S

ar

açe.

crry-irg cre] cc. have been

st

rnainiy dje tc the cIa

cf the ne de theil patu-

wTth cracked frarrie

in

the

In c.ir cçncn dce hjfl ccrtruction cf tfle

ic side

a must

fr are

iirithe future. Lcck;n

fdrwrd te dey cçnnt1s tcward

dcube-h2i

iips

eneaiy.

P ROC SA L

FI

ç'

c)c HOU5

arr ht

Fig. 6

End rransidon zooes.

r-4.3 Cross deck structures

Te cross deck strips between hatches often consdtute the

only upper suPport of vertically corrugated biìikheads.

Le. no box struczisre is fitted Typical cross deckstructure

and upoer part of transverse bulkhead/top wing tank are shown in Fig. 7. As a transverse strength member the

cross deck structure is vulnerable to compressive Loads since the vertically corrugated transverse bui.khead

can-DOC take such Loads should the deck sinn fail.

J -.-... j

cI

_t I I j

III

I TRANSVEE SD i L i I il.! L . I /1 F k! _I

---

-j j Iii

h

DECK nETWEEN -iATCì-iE5

Fig. 7

Cross deck structure.

Typical ithtiai daClages are cracks at the jotnt between

bulkhead corrugations and deck Pianng (see Fig. 9).

Should larger portions of the cross deck stnp become de-cached from the bulkhead. t will lose ucb of its buck-ling strength.

The pressure ou the ship's sides may cnen causes the crnss deck strip to buckle upwards as indicated in Fig. 3. and the hatch covers to come Loose or fall oiL

Such compressive loads occur in fully loaded heavy cargo Loading conditions, in particular when the ore is evenjy

aistnbutea n the cargo iioids. [n tais loading condition

:nere _{s little or ao internai pressure from the cargo to}

counteract the sea water pressure ou the ship's sides. The

casualty is most likeiy to hapoen dunng heavy weather

when external dynamic loads are added.

Other initiai iia- indicating weeknesses that niav de-velop into similar collapse of the cross deck strip is local buckling of the plating between suffeners. Such buckles may be the result of severe corrosion of both the _1ating

and the underlyino transverse suiTeners.

4A Harcfiways

iatch coamings are notmaily not continuous in the ion-tudinal direction. Together with large steel hatch covers

they constitute constraints ou the Louradina! strength

members of the ball rder. which Clay cause overstressing

of the strucrure.

The corners of the hatch coamings and adjacent brackets

are esnecially prone to cracking. Cracks may deveiop

from the coaming structure itself or from the deck plating underneathi If Left unattended the cracks may result in distortion that can cause e hatch covers to come Loose.

Eventually such cracks may also imnair the strength of transverse btiïcbeads.

4.5 Transierse bailthead structures (corrugateil buLkhead and stooi)

The transverse watertight bulkheads are dessed to

withstand sea pressure in an emergency situation with the

hold ou one side flooded. In addition these buLkheads constitute mln elements in the structural dein of the

intact vesseL Ensuring that acceptable stren th is apheid for the bulkheads is therefore of rnaior importance both for avoiding progressive flooding and for trouniefree

op-eration when the vessel is loaded in accordance with spe-cified procedures and capacity.

Cracks as indicated in Fig. 9 cause parts of the verticziiv corrugated bulkhead to Lose their support at the top.

Si-Fig. S

Cross deck buckling.

9

6 _Bulk

Bulk Carrier Losses

milar cracks may occur at the lower end of the bulkhead

corrugations and at the rnk ton. Such cracks are often.

indications of severe corrosion of the bukbead and stooL

Excessive and dangerous wastage of steel may also occur

at the mldheiahc of the bulkheads. An early warning of detenoradon could be minor and local buckles ou the corrucations. The ultimate consequence of such

weak-nesses could be shear buckling of the whole buikhead :n heavy load condition as indicated in Fig. 10. or benoing collapse should one bold become flooded.

Fig. IO

Transverse bulkhead - shear buckling.

4.6 Bahi.'sz tanks

Corrosion of the internat structure in ballast tanks is a

major problem for aLl types of aoeng ships. The rate of corrosion depeud.s ou several factors, among them:

Temperature and heat input to the ballast rnk

Bal-last tanks adjacent to heated fuel oli tanks, top wing tanks (subject to beat from the sun), and narrow side tanks (with Large heated surface relative co rn

vol-ume) are parncuiariy prone to high corrosion rates.

Condition of orinal coating and maintenance of the coating.

Application of high tensile steei in internal structures in the ballast tanks. High tensile steel will have larrer deilections than mild steel due to increased stress

lev-els. This may result in cracking of coating and

Loos-ening of corrosion deposits;scaies thus exposing the steel to a corrosive atmosphere.

Bailasung frecuency and operauons. Toe hiahest cor-rosion rates normally occur with a humid atmosphere in the ballast tank. Tanks which are frecuendy tilled and emptied are therefore particularly prone co rapid

corrosion.

Corrosion rates seem to be accelerating with increasing age of ships. Probably due co higher stress levels as cor-rosion reduces dimensions of structurai elements.

The areas of the ballast tanks acting as support structure to the previously discussed problem areas should be

spe-cially considered. i.e.:

Hopoer tank and top wing tanks at main frames. Forepeak tank at structure in hold No. L

Inboard end of top wing tanks at cross deck strips. Double bottom at transverse bulkhead soois. Stool tanks at transverse corrugated bulkheads.

(JJ

30__4CO

V

k

k

BRACKET BUCKLED

AND FRACTURE

FRAME

400 x lox 12E x 16

T

7 ; I

I

i

T t Tt ___

LTiL

ULKARIh,

14YEARS IN SERVICE

{FCAL DAMAGE

q4

(

FRACTURE ¡NTIATED

)

ATSCALLCP AND FRC

FdAGATE THROUGH

HCRIZ. WELD

CC!LS

(

N HOLD 2 WERE 22 CUT OF 29 HOLD

FRAAME5 (ST..) '1CUr

AND TURNED

OFF

Ships can't feel shame, but owners should

A4RP.A'1 IL AU'

Owners of shame

IT

is quite wrong to talk of "ships of shame". Ships can't feel shame, nor can ships do anything to make them-selves less shameful. It is owners which should feel shame, but too often don't, and classification societies which should feel shame, but too often don't, and flag states which should feel shame, but too often protest that targeting is unfair instead.

Owners of substandard ships should be first in the firing

line. But it is much more difficult to pin down shipowners than class and flag. This week the IJK published, for the first time, a list of shins detained after port state

insoec-hors in JK Dorts during the last month. Itshows the shin,

the owner, the flag, the class and what was wrong. lt will be difficult for ail involved not to feel shame.

Of seventeen shins, three were Cyprus-flag, two were

Panama-fla and two were Antigua-rlag. rive, ves five,

were classed with CL, two each with LR, ABS and By, and one with DNÏV. Ail except arie were classed with LACS members, which will give apologists for class who blame evervth.ing on the non-LACS members a bit of a headache.

As for the reasons for detention, two or tkree were rela-tively rrunor documentary matters. One was an 8 m hole in

the side, several were lifeboats that didn't work, and there

were a number of problems with tire-itin gar. It is a

sorry catalogue, and it is too soon to draw any trends from the information. But one thing is clear. Publishing the information is a good thing. Getting the names of the

ships, their owners and their regulators out in the open, along with details oi why they were detained, may not

make any of those involved feel ashamed. But it will put commercial pressure on them, and in the end, that will be the most effective method of eliminating substandard ships.

I5S&4

Fairplay

LOOK OUT

Ore strUck

The 1968-built, 93,356 dwt Iron Antonis,

photographed by Richard Clayton, in happier times (See "Ore struck")

No end in sight to bulker losses

LAST

week's sinking of the bulk carrier Iron Antonis,

*halfway between Tristan da Cunha and St Helena,

was made ail the more poignant by reported sightings of lifeboats and by the reception of "weak" radio signals from what may have been the crew in what may have been the shïp's lifeboats. Now, the lifeboats have been found. They are empty, and it is as certain as it can be that the vessel's crew of twenty-four has perished, as have the crews of so many other bulkers before.

The Iron Antonis is by no means the first vessel to have sunk after (or Without) being disclassed by a classification society - in this case, Bureau Ventas - following the own-er's reported failure to comply with a List of defects. But the fact that another big old ore carrier sinks without

known cause and without trace and without hull

insur-ance means that there is now another pin with which to deflate shipping's balloon of self-satisfaction. What about an international OPA 90 progeny covering ore carriers which sink anywhere other than in port, anywhere in the world, with liability based on the numbers of lives lost?

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LUS OLL GLYCOL C.:

-V-67v

4a

J CUNE. 5

2.

VLCC:

CONCLUSIONS (2)

Single

shell;

local

cracks and

internal

corrosion.

Weared

off after approx.

15-18 years.

Double

skin.

SBT,

well

protected

against

corrosion.

The inner skin to be

of

smooth

construction

to

eliminate

cracks.

Increased height of

double bottom and

depth to protect the

inner

bottom

after

grounding.

V [CC

DOUBLE HULL

NO IFRN(

V

AFTER

RAt.çNc b

'2

Qp

MID DECKTANKR2

Crude oil tanker

Higher double bottom 3.2 -. 5.6 M

The large crude oil tanker.

The design of a tanker with extra freeboard will allow for extra height of the

double bottom.

Stability is plenty on this type of vessel and damage stability will not present a

problem when raising the cargo tanks.

Longitudinal bending moment can be met with lighter top and bottomplating

because of increase of huligirder height; increase of steetweight by extra depth

will not be very great.

Moreover, extra breadthwill enlarge the width of the double side skin.

However, although a higher double bottom and a wider double skin will make

the crude oil tanker less vulnerable regarding oilspilling by grounding, the

important fact still remains, that at moment the hull is breaking, crude oil will be

spilled into the sea, because the oiltank s an integral part of the construction of

the hull.

Only in case the tanks are independent of the hull structure, the tanks can

remain intact, even when hull

is breaking. Only then the safety against oil

spillage is greatly increased.

These independant tanks can be achieved in the same manner as with the

cylinder-tanker carrying chemical (no. 4).

Vertical cylinders protrude thought the upper deck to compensate for the loss of

tankspace underdeck (comparing with a corrugated bulkhead tanker).

Cylinder tanks need no stiffening of cylinder shell plating, and are easy in

production.

The tankbcttom might be hydraulically supported and need no inspection from

both sides (contrary to a chemical tanker).

The top of the tank can be constructed as acone, being strong enough to resist

sloshing.

Oil spillage should be limited to one-cargo-tank only in case of collision or

breaking.

In service, each tank with pump and pipelines is an individual unit.

Cargo contamination will be alomst impossible and each tank has its own

heating coils on the outside; leaking serpentines will not occur anymore.

Cleaning of the flush-cylinder-inner-tankplating by high pressure is more efficient

and much faster ¡n comparison to a corrugated rectangular tank.

Slops will be much less.

However, the shipowner has to pay for a larger weight of steel and extra pumps

and piping for the newbuilding. The yard may find advantages of the simplicity

of the cylinder construction and might gain n time of erecting the vessel.

In service, the owner has to pay higher port and canal dues.

Clear thinking does arise the following question:

Is there any relationship between port dues and the height of a ship above the water?

Is there any relationship between canal dues and cargo carried on hatchcovers ?

The obligations of the authorities of ports and canals are to take care

Whether the berth can cope with the enght overall of the ship;

Whether the waterdepth can cope with the draft;

Whether the width of canal can cope with the breadth.

Only these dimensions are defining the port facility and canal section.

Therfore gross tonnage as a base for dues should be changed into the product:

Lenght overall * maximum beam * maximum draft

coefficient

L.O.A. * Brnax * Tsum

coeff.

The coefficient to be internationally agreed to get a balanced level of reasonable

earnings, acceptable for all

Payment to be in accordance wìth performance and costs of the facilities used.

running the length of the ballast tank - at convenient heights which can serve as inspection platforms. Cargo tanks, which

will be relatively free of internal

structure, will also need some provision inspection of deckhead structure, ...pecialIy when heated cargoes are carried and corrosion can be expected to be more rapid.

Construction

issues

\'lodern shipyards adopt 'factory'

techniques to improve productivity and

thus reduce ship construction times. Whereas a VLCC might have taken two years to build in the early i 970s, double hull VLCCs are now being built, from

-st steel cutting to delivery, in about ht or nine months. This puts a great deal of emphasis on doing the iob

correctly first time - corrective work

causes delay and disrupts the shipyard's programme. This in turn puts pressure on

quality and an owners supervision team

needs to be alert to several critical aspects of the construction of double hull

tankers.

Probably the most significant of these s the protection of the ballast tanks. This aspect attains far greater significance in a Jouble hull tanker because of the

ncreased surface area of the structure nside the ballast tanks. Because these :anks are much longer and narrower than those in single hull tankers, their surface srea is two to three times that of the

jallast tanks ¡n a single hull ship. Although protective coatings are an obligatory requirement of the major -lassification societies, it is up to the jwner to choose the type and number of

:oats, ensure that they are properly pplied and decide whether to fit anodes .s well. The standard coating

specification from the builder will usually be inadequate for the expected lifetime of the ship, again to keep the build cost down and also because it is increasingly

difficult to find people willing to

undertake the extremely unpleasant job of applying the coating. The confined spaces of the double hull ballast tanks, whether sides or bottom, are tar more unpleasant to work in than the

comparatively spacious ballast tanks of the single hull tanker. Here again, good ventilation through the design of openings is very important.

Some features of the double hull design make life easier for the builder. The double sides and double bottom form natural three-dimensional rigid building blocks, less susceptible to deformation than the predominantly two-dimensional components of the single hull ship.

DOUBLE HULL TANKERS - ARE THEY THE ANSWER?

Operational

issues

Operational safety on double hull tankers was recognised at MO as requiring special consideration and industry

representatives were asked to draw up a Set of guidelines. These are now included as chapter eight in the fourth edition of the

International Safety Guide for Oil Tankers

and Terminals IISGO I II. In addition to highlighting the potential problems of stability and ventilation referred to above, the guide gives useful advice on:

.

routine monitoring of empty ballast tanks for hydrocarbon gases;

:í

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EXXON

What price the Exxon damages award?

"EXXON VALDEZ

Punitive madness

Jt"

a state of elation at winning a five billion do dar punitive damage award against Exxon for being

uncaring, reckless and greedy" in the matter of the Exxon Valde:, Brian O'Neill, lead counsel

for the 34,000 Alaskans who claim they were adversely affected by the spill, dec-lared that the size of the award will cause Exxon to change the way it does business. In being tight, Mr O'Neill and all the environmentalists and the folks in Alaska who think, for the moment, that they have

won the lottery, are all wrong.

It is not just Exxon that will change the

way it does business. lt will be the entire

oil industry which will change the way it handles the marine transportation of its products. The SSbn award brings the total cost to Exxon of the Valdez spill to almost $9bn, exclusive of legal costs. Further suits have yet to be settled that involve almost another half-billion dollars in claims. Financial analysts say Exxon will be able to meet the SSbn penalty without seriously destabilising the company, which

re-ported revenues of Slllbn in 1993. But that capacity to pay should not be confused with a willingness to face comparable risk in the future.

FAIRFL,A'y

s oc

₄

per cent of the interest on the recently refinanced loans which support the ship. And the ship burns 250 tonnes

of bunker fuel each day in its turbine plant. A bunker broker's dream, but is this efficient transporta-tion?

Reports have it that the Suez Canal authorities were willing to let the fahre Viking through the ditch for the price of one vlcc rather than the full half-million dollars that it should have paid, just for the pub licitv value of having the world's biggest ship go through.

Unworthy souls have suggested that

the best thing for the tanker

indus-try in generai would be to sink the ship at the entrance to the

canal and leave it there. Buy your Bergesen shares the day before, and retire.

FALRPLAY 29SEPT

Exxon took the first step to distance itself from its shipping operations last year when the corporate logo was removed in favour of the Sea River name. The company is currently believed to be transferring the management of its entire foreign-flag fleet from the US to the 111K. At what point

does Exxon's board, perhaps prodded by shareholders,

ask, "What is the risk/benefit ratio of the company's continued activity as a shipowner?"

Imagine, for a moment, if the Valdez spill had been caused by a ship owned and operated by a no-name shipping company. Would billions of dollars have been spent on

futilely swabbing the coastline? Would there have been a S5bn award? Of course not. Will there be more no-name

tanker operators carrying oil in the future? Of course there

will.

In the immediate aftermath of the Valdez, some oil majors appeared to subscribe to the "deep pockets" theory. This has the plaintiffs, pursuing big oil, regardless of the tenu-ousness of their link to a spill, in the way Dillinger used to

rob banks. "That's where the money is," was the notorious

gangsters laconic reasoning.

The argument used to be that, if the oil company is going to be sued regardless, it is best if it controls shipping as it then controLs its own destiny. The jury's award should finally scotch such thinking. Sure, the oil companies will still end up in court. But, the greater the distance they can put between themselves and the ship, the better the defence.

And so the Alaskans think this punitive award has sent a message to the oil companies that their" reckless" 99.8 per cent safety record is not good enough. They think the oil companies will spend more money improving their fleet and their svstems in pursuit of an impractical ideal of perfection. They won't. They will get out of the business of shipowning altogether. And when the next spill occurs, as it inevitably will, those who have been slimed will find that the goose is dead, and the golden egg has turned to dross.

JAHRE VKNG

565.000 DW

Very large white

elephant

EVEN if tanker owners in general are not feeling too inclined to indulge in seasonal festivities, the backers of the Jahre Viking are walking tall. They have just managed, with a lot of help from Peter Bassoe. to fix the 564,650 dwt 1976-built ulcc for two vlcc cargoes in one. The vessel will dis-charge 555,000 tonnes of crude, half each for Total and Elf, in Le Havre in January.

There will be a partY to celebrate the biggest oil cargo ever brought to

Europe, and proof that the idea of two

cargoes in one snip can work. But the economics still don't stack up for the owner.

The ship is fixed at WS37, about 560000 a day. That covers only eighty

Coincidences

.kRP.AY ¿OHOV

F&ÇPLAY (t AU

INSURANCE

Casualty figures

disappoint

IN a stern communique to the shipping indusv, the Institute of

London Underwriters (lEU) has

warned that progress made in

loss-ratios during 1993 could be erased by

this year's merchant

ship casualty figrires. ILU statistics show that 48 ships totalling 612,037 gt were

-lost in the first six months of this year.

Al-though this was

eight ships fewer than in the compara-ble period in 1993,

tonnage lost leapt almost fift-v per cent from 1992's 308,395 gt. "Unless there is a

radical improvement during the

second half of this year, which is unlikely given past experience, we could be heading for a tonnage loss exceeding 1m gt. This would equate with the tonnage lost in 1992," says

the lU.

Of the 48 vessels lost, the majority were general cargo ships, 15 ships,

followed by bulk/obo carriers, 8

ships, fishing vessels, 8 ships, tankers, 7 ships, and ro-ros, 5 ships. Panama-flag vessels topped the list, at nine of

LATE last month, the Maltese-registered, 38,263 dwt tanker Thanassis A broke iii two and sank in the 5outh China Sea. Sixteen of the thirty-six crew died. The iticident happened in foul weather during the passage of a typhoon. But it looks as if the actual cause of the loss was an explo-sion on board the eighteen-year-old vessel, which was carrying crude oil from Nakhoda to Singapore.

Of course such things happen and, by itself, the loss of the Thariassis A is not such a remarkable event. But just ten

months ago another ship was lost in a position less than a hundred miles away from where the Thanassis A sank. The twenty-year-old Maltese-flag Cosmas A was carrying crude oil from Dumai to Shanghai. Again. the loss occurred in rough seas, and again there was a fire and the vessel broke

in two. Then the death toll was ten out of thirty-four. Two

accidents don't represent a pattern, but there are some

very unhappy coincidences. Both ships wereof sinular

the forty-eight, followed by Cyprus-flag and Malta-Cyprus-flag ships, seven and four respectively.

Just four ships - a tanker and three bulk carriers - accounted for fifty pe cent of the total tonnage lost. In June,

the 67,914 gt Apollo Sea sank oft

Saldanha Bay with a cargo of iron ore. Thirty-six crew were reported

missing and pollution occurred. In the same month, the 58,896 gt

Kamar, also with a cargo of Iron ore, suffered

irreparable structural

damage in the Atlantic, while the

35,014 gt Sea Transvorter was declared a constructive total loss after grounding off India. All three bu.lkers were built

in 1973.

Figures for loss of ile at sea were no better. 274 people were killed or reported missing as a result of total or partial losses in the period, against 613 for the whole of 1993, and 386 in

1992.

If this were not enough, the ILU cautions that preliminary figures for

this year will necessarily climb further

as losses are confirmed. 1993 fu.11-rear

figures were recently updated to 136 ships totalling 886,716 gt, with 22 vessels converted from casuaitv/ partial loss status in 1993 to losses or constructive total losses in the course of this year.

Casualties by ship-type in first-half 1994

size and similar age, both had sini.ilar cargoes. both were lost in almost identical circumstances in verv nearly the

same piace, and both were registered in Malta. By a twist

of fate, the first ships on the scene were both Bergesert viccs, for which no doubt the survivors can be grateful. The Thanassis A and the Cosmas A had two other things in common. Both were classed by ABS, and both were

managed by A&C Anastassiou Ship Managementof

Piraeus. Coincidence is one thing, but I trust flag state, classiflcation society and shipma.nager are right now doing everything possible to make sure Lightturigdoesn't

ERM.I-RAAc V. BSTUUR

ÛS.F KLAR

_{SCHJFF+HAFEN 4U33}

LTR

VOOR MEN5M1LIU

COMPARISON

STANDARD VLCC/E3

TAN KER

Standard tank.r

E3 doub'e.

VLcC

_{PvuU tank.r}

L

vohm

imillionkter

318

318

Fr.ght rata

w US doftar

per day

25000

_54.000

ourd trip

time in days

58

58

Average tr.ight

sts p.r 1000

Liter

US dollar

7.5 s

133 S

Av.rag. fr.ight

s per I Làter

n, US cents

_{0.75 cents}

_{1.33 cents}

Balance:

The .COOga1 pe

(

ENZN

CONCLUSIONS (3)

3.

Chemical Tanker:

cargo containment integrated in

complicated

construction;

extensive washing and cleaning;

possible cargo contamination by

leaking

coils

and

cracked

bulkheads. Waves washing over

cargo-handling arrangement on

tan kdeck-area;

Cilinder tanker:

double hull with more depth and

independant

stainless

steel

cilinder

tanks made prefab

in

workshop by specialists;

flush

inside,

easy

cleaning,minimum

slops; no cargo contamination and

individual

heating/cooling;

environmental friendly (triple skin

protection).

CHEMICAL TANKER

The chemical tanker today, has many tanks built up by erection of corrugated

stainless steel bulkheads, inside a double hull. A specialised yard only is

capable of

planning and handling 2 materials.

Complicated corners in tanks might show cracks in service, and tools for st.st.

should not be used for normal steel in view of corrosion later-on.

Cargo contamination is still there. Individual tank heating/cooling s

impossible.

Meanwhile, slops, washing, cleaning are still problems because of

shadows by

corrugated bulkheads in tanks.

Co nt rary,

The Chemical tanker can be cleaner, safer and faster in turnaround service.

The hull

is as simple as a container carrier equipped with "eggrack" decks on two

levels.

-

The special stainless steel tanks are designed and constructed by a

specialist

tank builder: tanks are lowered after hull is finished.

-

"Prefab in workshop" is very efficient: tankbuilding by caroussel table

and

automatic welding grinding polishing and passivating of internal

surface can be

optimalised "the cylinder is a natural form which does not need

stiffening".

Absence of obstructions makes the tank ideal for rapid cleanings an

minimising

slops

Heating coils outside, individua] heating/cooling and no risk of cargo

contaminati-on.

Mnimum slops and high pressure cleaning saves time.

After 15 years of age the hull might be scrapped but the st.st

tanks are stiH

usefull ashore.

However, there is one great disadvantage of the cylindertanker up

till nowadays:

the vessel needs more depth of hull to obtain the same cubic shape compared to

the traditional corrugated bulkhead vessels and gross tonnage

will be much

greater. As long as port and canal dues are related to the cubic of the hull, than

the cylindertanker has a drawback.

\

4T

' :

Refined sunf1wer seed oil contaminated with rust and paint flakes in

parcel tanker after loading in Amsterdam.

Cause Vessels tank in poor condition (coating

damaged and

nks rusty)

A

BERGEN NEK.VEK.

COMMON CONSTRUCTION OF

TANK5

VERTICAL-'CORIUATED BLILKHE.A05

HORlZONT,L- 5TRINCERS

STAINL.STEEL 31G LN

3Y5EEM - LtDINCEÑ

w. 8AET5Z-w T

SMELLNC tLAAR SCHET5 VAN

.BOERS

PANMAX.PRCDL)CT TANKER

tS8'

TKS TOO LARCE FO(R

- 1MO li

r'iA

3000 rt3

Od desl with no double will st sii and pii ptit1eneri in the tank -very bad 1or corrosion protection and tan.k desning

Burmeister & Waîn Skibsvrft

New design for tanks with no stiffeners in the Link but double tldo sil sround the tank

The key tw B&W's 'golden concept' is smooth surface cargo rank without protrusions or discontinuities. The coating is Sigma 's Phenguard.

Sch/fl & Hater,/Kornn,andobrücke. h&t 9/1904

Double skin cnstruction including deck

provides fcr effective insulation and cheap heating and means that stitfeners on deck

are not necessary, civing better access and easier maintenance on deck.

All inner surfaces in the tanks are smooth to keep cleaning time to a minimum.

Length overall approx. S.60 m

Length between perp 218.70 m

readth, moulded 32.24 m

Depth. moulded 21.50 m

Design draught 1138 ris

Scan lUng draught 15.00 m

Carrespondingdeadweight.... 54.000/84,000 t Capacity ai cargo tanks

O0%incLslop tanks 91,000 m

Average speed at loaded design draught/ballasted condition(md.15 pct sea margini at 90% MCR (9,000 3ff?) 14.6 ks Corresponding fuel consumption

=4

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32.7$ 5

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2334

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1070 M: CWt

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70-75%

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co.I

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ç-;--Hok'reko manufocrure$ all commonly used cooling 5ytemz such c dmpie plate, searnent pipe and rectangular proled ockets. Dependric on the coolant to be employed, Holvrieko con advise c to which system s the most

appropriate.

---- ,-.-.

-I8

To instoll secment pipe cooling jcckets Holvrieko uses o specially deie!oped spiral winding machine, hch enables fost production rotes to be achieved th o high degree of accuracy.

CONCLUSIONS (4)

4.

Container Feeder:

Vessel

with

low

freeboard requires a

large

metacentric

height, which results

in

unseaworthy

behaviour

in

rough

seas; Cramped space

(3") between two 20

feet containers on 40

feet

cones

makes

securing on 4th tier

almost

impossable;

High

risk

of

losing

deck cargo;

a

More

depth,

more

freeboard,

less

metacentric

heigth;

gently

moving

vessel.

LIMLTS $NTI-1E LAW t*orc CREW

u DUES

MOU.AMO

J5 AANLE.IDIN

_{TOT MET ONT5TAAN VM MINDE.R}

ZEWkARDIE.-C-ARD5-iNTENSIVE EN NIET OPTIMALE ML5BK5ELS

AI

O\QNE5 A5X YARDS

O E5N SHtP5 3U5T BELOW THESE LMiT5

4-L

-L_

_{_}

...5

r[

LiMIT 5OORT

VOO

UNEl97

,CHTESCHIP VEELTE .STONP

AFHEuRE vc. T1OMtNG NAP

TRLLEN DOOR 0E SC-ROEF

hULL '1ORVE

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HOOC,

RDSTOF VERRUfl<

-

_{I WATERÄK}

r

KW L

h3

XSH

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PAPE.R CELLULO5E

LOUT KQLE

STAAL

STuOED

ONE5CHftT VOO CONTANRS

HEB8EN NOOtT C,ENQC,

NAAuc1ga8:

_{T.-'EEMANNSNG---M1J.VRU6OORD}

CREW

REEQARD

MN "FINE EAGLE"

?-1E. QAM CE. HELFT 'AM 0.

(ONT NR

O('CELUU(k

1TE

IT5CHE

J3 AN

LACET

hEIDE

LA htN

W.EEO

SLINC.(EN-TOY C.ROTE Ci ri D

3

UTICHT.

WAL-1O 1<

_{A--HOOc OP DELUKEN._}

+

BREDE LE PLATTE EKSCUITEN

av

t voor Pattje in de 'Eemshavètl

van hot Noorden

25.november 1995

1iiI(IItIitiIiill'HiIi.rIIiILiIi

iliitii

i iii Iii ii1 tL'.!'!I i ILì.lii:iIItitliiiiI IíflhiIiiIiLîiI!íliiiIiii:i'IIiHhiO.!1

iririi' tirir thu iIIIhpIhhhihIt

11111111 Ii lilhhllIhIll It'll

lilhlhIhil

IhIiihIJI:hIlhiv ii

I!!''!'Itr1i1it ll}hiiJI[Q Ifi

_________________

Luth

liii) hi'iIIIhIuiIIIIL"IhIhhtIhffll'I IJIII i 11H11 IIIIIJrI

IllItililIl'

IIIIIIILIIIIIILII lII1l lIthI1111U1111111111'IIIULQ iI(IIIIIL'I (II

ILIIII

r.Ilß.i,ri:lhhilII

uiIl:FIriIiI.1IFI11LF!II Ililtihhl hhlLilil.I.. [1 IOIIHhR

lIIh1liLlL'furilI;;hlI:Ihìj tuIhllhhhIIiILILnhLI!LLnuIlI.uLuhuihIIhulJ

i

b

LlhillIiIIIhhI

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h1fJRh1III FI Ifli1MI fflI9i'Ii1IEIlI Il litt lll'JIIIiilDLIllHhI'

'irffl!l[IIrhlon'1 '4IL IrnrIQ'U.I!pl

-.

- ______ ______ ______ --- -. -

S j

_

600 TEU CONTAINER FEEDERSHIP

eon buiiendijkse locatie in Deif-

ziji of de Eemshavcn voor de werven langs hei Winschoter- diep. De provincie en cok de

NOM hebben hierbe hei initia-

tief genornen. Pattje doet ook

aan dii onderzoek mee. De

o!)-dr acht is volgens Speld medo te

danken aan het fèit dat de as- sembiagewerf operationeel is. Speld verwaclit

ecu

verdere

groei van hei aanlal container-

sciiepen. Omdai er steeds gro-

tere containerschepen op

"rou-tes'naar hei Verre Oosten eri

Amerika worden ingezet za!

hei vervoer met containersche-

pen voor de kortere afstariden

ook toenemen,

Directeur

Speld

verwacht

dal hei personeeisbesiand in de

Eemshaven geleidelijk za!

vor

den uitgehreid.

Volgens Speb

wordt ook hei casco

van he

schip in Nederland gebouwd

De keuze voor kwaliieit

en eei

levertijd zijrl belangrijker

g

bickeri danì een prijsvoordeel

iI

Patije is ceri sarnenwerkin

udurhrn

se werl die s gespecialiseerd i

bet bouwen van grole siaalcor

siructies en cheepscasco's.

Patije onderhandelt met

ce

buitenlandse rederij

over d

bouw van nog twee schepe

van dezelfde afinetingen. 1h

nieuwe schip zal begiñ 199

aan de eigenaar worden opge1

verd.

- t

o

TI11BE

PAPER PULP -SALT C-UNACLAY -.TEEL REELS PPE5-CONTAINER,5

-CQLTICAL PNLE M OLA to '9 L3 L11 '-o o

260

io 20 30 40 0 5 Àt

3Tutl 4,3OcÇT -Q*ZST !0UCT C0*3rR 8V PTR NARr'rIN

t.0U'1

EXTRA DEPTH

523

\t

3 8 I TELI

r

.3i

.357 TELI

DEPTH tr'CREAED 26ri

CUB

75

M EXTRA

5

= 11 s SUL14.Atl ¿N

la.c

ao

G70

2330

T c..ii;'

= T 7.1 APtE Vf5.SE.L

L1

B 1 8.40 I I .20 6.70 = i3S ti -r T

DPL=

T

DPL

85.35 4C00 K*1

FATAL INFLUENCE OF THE GT TONNAGE MEASUREMENT ON THE FUTURE

OF SAFE AND SOUND SHIP DESIGN

- The relation between operational costs and GT is reason for the shipowner to order ships

with a minimal gross tonnage in combination with a required draught

and deadweight.

- Therefore the shipyard

produces a ship with a minimum depth at the darft required.

draught:

MINIMUM FREEBOARD

MINIMUM SPARE-BUOYANCY

UNSAFE SHIP

DANGER FOR THE ENVIRONMENT

2700

GT

300 TEU

- - -

-H--j Z28

TEL

-

1'

:

_:

Cont&ner-Fe.der-Schffl Typ EWB 300

B CREW

i L -LOA M a

r!6.20..

k

=

6.40

T

5.04

DV.)

_35OOT

- 4VI Z90

.4 L

ROTTEROAM 27r-1I r1ERWHAVEN

o

N