Development of Ship Design. Fatal Influence of Gross Tonnage

Development of Ship Design

Fatal Influence of Gross Tonnage

E. Vossnack (retired), C.T. Buys (retired), and P.W. de Heer

Report 1103 May 1997

Sponsred by: Wagenborg Shipping, A. Veidman

TU Deift

Faculty of Mechanical Engineering and Marine Technology

Ship Hydromechanics Laboratory

By:

Ir. E. Vossnack n.a. (retired) R.W.P. Seignette M.Sc. Former Hd. Nediloyd Newbuild. Dpt. Senior Project Manager TU Deift, Maritime Transport Strategic Planning & Research

TU Deift, Ship Innovation Port of Rotterdam

P. y. Leunen (retired)

Former Dir. Maritime Institute 'Wifiem Barentz', Terschelling

W.J. Varkevisser P.W. de Heer

Maritime Information Centre (MIC) Ship Rydromechanics Laboratory

TU Deift TU Deift

CONTAINER FEEDERS - CONTAINER SHIPS - RORO,FERRIES

CHEMICAL TANKERS - VLC C's - BULKCARRIERS

Purpose of this Presentation:

To raise awareness for banning out GT as base for tariffs and legislation. To raise the understanding that GT has not any scientific value.

To bring up the logic that port dues should be based on what facilities the port is serving and not be related to assumed ship operators earnings.

This presentation is proposed by:

Capt. H. Hauchart, President Belgian Shipmasters Association Capt. R. Habault, Accom. Commission Securite, Marseille Capt. V. G. Havelka, Accom. Commission Securite, Rouen

RIDICULOUS TRADITION

FATAL INFLUENCE of GROSS TONNAGE

on safety, pollution and sound ship

design

This paper is an extract from the Dutch 'Post Bachelor Master Mariner Course'

TUD ELFT

Techthcai University Deift

Marine Techno'ogy

Ship HvdromechaniCS Laboratory Mekelweg 2

2628 CD Delit. The Netherlands

Phone 31-151 2786882

Telex 38151 butud nl

TONNAGE MEASUREMENT AND SAFETY

Arguments for a different approach

By E. Vossnack, P. van Leunen and R. Seignette GT: An old enemy

In many ports and canals, the gross tonage (GT) is the base for dues. (Quite often, crew number and insurance are also related to GT)

It is the aim of the shipowner to have a vessel with maximum deadweight at a

minimum gross tonnage.

(Joke: Nowadays about 50% - 75% of the cargo cubic is carried on deck)

Since 1969 the GT is defmed as the volume of the vessel 'in total"

poop, deckhouse, funnel, crane collumns, pipe ducts and f'ocstle are included (parameter: GT = LOA x B x Depth + superstructure)

Depth is the height of the hull providing Gross Tonnage Draft is the immersion of the hull providing deadweight

Freeboard is depth minus draft providing volume above water called "Reserve Buoyancy".

Every shipowner will try to minimise costs and will ask the designer to minimse freeboard up to the minimum as far as allowed by SOLAS Requirements:

- Reserve buoyancy, metacentric height: GM

- Surface of the righting moment curve, until the critical angle where water is entering and cargo starts moving.

How this turns Out 5 clearly demonstrated by the container feeder design BW B 3 72 teu are located in the hull

228 teu are stacked 4 tiers high on the hatchcovers. The deck wifi be awash at 11 degrees heel.

Sailing in beam seas at high metacentric height, resonance rolling might be extited (8 - 12 sec)

When sailing with a huge deckload and reduced GM large heeling angles might occur. (Vikartindur ex Berulan type 1996)

Containers are at risk in case 2 x 20' boxes are lashed on 40' stacking cones. these boxes might break out.

There is only 75 mm spacing between two 20' boxes on feederships and you cannot turn a twistlock.

After having lost boxes into the sea, the vessel will heel towards the opposite side

Water starts entering the hold via leaking seals of Iow-level-hatchcovers Even a capsize might follow in a rough swell

"Disarfell" Ex "Liliental" 1982

Floating containers, Semi-Submersed, are endangering High Speed Ferries built of Aluminium-alloy

Poisonous cargo will pollute the sea and her beaches (Mind "Mont Louis" and 'Sherbro")

To favour all possible reductions on the GT-measurement in order to limit port & canal dues, insurance premiums and other GT-related operational costs as much as possible, most ships are designed with low freeboard, low coamings, small f'ocstle and if possible with an open poop.

Consequently, the reserve buoyancy of the ship has been minimi7ed.

Breadth is dependant on the required deckload which is steadily increasing during the last years.

Schip's staff - still responsible for ship, crew and cargo - is then confronted with fierce

rolling of the ship in beam seas, bringing her deck awash at already at il degrees roll. Huge deckloads are giving the ship a smooth ride, but also larger angles of roll.

Many deckloads have been lost, despite securing, leaving the ship at great risk to capsize. Six years ago, Lloyds List counted at least 40.000 containers adrift world wide 2

GT and old enemy

Considering the nature of fatal accidents on board ships, a century ago, it is

remarkable, that during stay in port so often a deckhand stumbled into an open hatch and lost his life. Elderly colleags could tell us that these accidents mostly happened because on low coamings.

Nowadays on the large container vessels, the boxes are stacked5/6/7/ tiers high on

covers.

Lashing-twistlocks are to be opened by hand with the help of long rods. Turning twistlocks is sometimes difficult and time consuming Semi automatic locks are on

trials.

During storm-rain-snow and icing conditions, lashing people are in danger. The

solution is the development of the'open vessel,fitted with fixed guide.s.

However these fixed guides are asking for increase of depth of the ship to obtain a stiff structure, which means higher port dues and higher canal duesSuez and Panama. Growing objection

In most ship designs today, reserve buoyancy is still trimmed as much as possible in fear of a 'more than minimum GT', giving the ship a competitive disadvantage with regard to her operational costs. And because any ship needs her reserve buoyancy in order to survive the seas, seaworthiness and the safety of ship, crew and cargo is at stake here.

The growing concern of shipowners, naval architects and ship officers originate from the consciouness that sound and safe ship design has become the victim of price competition

between carriers. Especially due to the fact that many port- & canaldues and insurance

premiums are based on the measurement of the ship's UT.

HISTORY of TONNAGE MEASUREMENT

Historical and critical essay (Ir. A. van Oriel - Ned. StaAtsdnlkket-ij 1925):

In the year 1423, King Henry V of England, issued a law, forcing a shipper carrying tuns of wine in his vessel, to sell a certain part of this cargo to the King (at about half the market price).

In case the ship carried: 40 - 49 tuns, 4 tuns had to be sold to the King

30-39tuns,3

20-29tuns,2

10 - 19 tuns, i

0 -9 tuns,0

This toll to the King was based on the amount (and value) of the cargo carried, and this 'robber knight mentality' is still in place today;

A state authority has the right to impose taxes, based on their citizens-earnings. A port has to serve shipowners all-over the world which is quite in contrast dues should not be based on shipowners earnings

dues to be based on port services!

Wet dues

A ship operator, as client of the port, will ask:

- Has the port sufficient waterdepth during the stay of my vessel ?

- Do the port basins offer my ship sufficient space for manoeuvring 7

- Is sufficient quay-length for my ship's berth available?

- Do the quality and reliability of the port services suit my operations ? -

Isitatidalport?

The shipoperator sees it as logic when wet dues are based on:

Loa*Bmax*Tsummer

This formula is applied in French ports for many years already. Poland followed in 1994 (getting tired of smart tricks to 'converse' the GT of ship's already in operation allthe time).

L * B ' T - dues: by calculating the ship's DRAFT' and not the. DEPTH of the hull. Following this logic, naval architects will be encouraged to increase freeboard, thus increasing the ship's strength and stability and improving the ship's seaworthiness.

Dry dues

to be based - according to the amountof cargo handled

- use of terminal facilities (quays, cranes, ramps, tanks, etc.) - use of infrastructure for cargo transportation inland

- use of passenger-terminals

Freewheeling on the tradition

In 1969, 1MO, realizing the need to determine the enclosed cubic space and cargo carrying capacity on a universal base, adopted the Tonnage Measurement Convention.

However, it is not stated anywhere for what purpose the GT should be used. (It may have helped to indicate the ship's size by appearance.)

Since 1969, the GT includes the total volume of the hull + superstructures + funnel ± masts ± crane columns etc.

Today, in the EU, debates are continued about rebates on GT-based tariffs -for segregated water ba&ist spaces, because no earnings can be made by carrying water ballast ?! Gross tonnage has not any scientific value

It has not any relation to the earning capacity, which is defined by deadweight, cubic space, including deck containers.

Moreover: At container feeders 70 - 75 % is carried on hatchcovers At large containership 50 - 60 % is carried on hatchcovers

Sticking to gross tonnage means freewheeling inside a circle without any hope to fmd an opening ever.

FATÄL:ThFLTJANCE OF GROSS TONNAGE. (GT)

CONTAINIR FEEDER

Conairer feeder to have more

in orner to survive ina suesec -eecer-mzact, oDesator: try to run mes snips a: '- cnsr.s

and therefororder yarns to ouñt shins at riunirnum GrassTonnage (nazarann shins) and a: lowest

price.

These low rreeboard Teecers have became tolerates vessess - esnec:aiìv in urcpean water:

-the risks -they imnose on herdLf. her crew and cargo ano on -the environment.

The desin of these crab-louses is ruled by reasons that most porioucs. crswisìg of the vessel ant. the hibt of the insurance are based on not exceeding a sneciffc GT-iimst as dened by jaw.

The ships 5Z2& is left out of the shins design nroccs butremain resnons. bic fcr shin and carao anti

exoethence daily the unhealthy siruanon of this trenti

With only 27% of the container: Inside the ships hull and 7 % of the 000iahiers on deck

-stacked in such a way that oroner lashing is almos: imnossibie -the soros staff ernesience the

nsk ofnosjng deck-containers .wiien the vessel becomes a toyin czioonv seas. Eecause of ue icw

frceooard the weatherdeck already touching ute sea sufface at 10-12 degrees lis: wiuch :5 way

ship neecs a high metaccnmc he:ght. resulang in heavily aiiing.

In many cases deck-containers are caught by the seas and can. not be salvaren. They rcc a unintennonal. track. fioaan just beneath the sea surface or are wasned ashore. In many cases mcv camaro cangerous cargo Sto.1 toe iosses or toe DOXCS ano ie cacao are -emour:ea DV inc

insurance: toe nainage mev org to otner vesse!s ano toe environment :s :gnores.

Cbanrjng the aesign by increasms the deDth - ano thus the freenoard - of the vessel to enanie one more ncr co e stowen unoe:cenx. woulo areattv improve . sezwormsncss or me Snip.

SLaDUItY range would Increase and lisnnE up to 26-29 aegrees would normaiv not urmose the min

of broken and lost oeckstowage. The reserve bouvancy in the tonsides of the vessel will. allow for a smaller metacenaic height and a aentiv movingvessel.

However. enlar2ing the denth is eniaraing the G-T. which is punished by an increase of the crewnumber. often an increase of insurance premium and an increase of port and canal dues. Agai.n. enlarging the GT is also here the drawback.

LARGE CONTAINER VESSEL

Most shivards are offehng conveadonal contanervesseis, generally ted with hztchcoves-covering 7-8 der containers in the hull and canr,ring 5-6 der conrvie:s on the covers. Shifls huli deth approx. 19 rn.

- _{Securing of 5-6 her high conr7iners on hatchcovers will. recuire a huge}

amount of icirc

material (cones, twistlocks, rods, tumbuckles) and oeoìe prepared to mount it pmDerjy.

- The outboard stacks are at risk when the vessel is rolling heavily, because bb.dgeüHrgs _dc

not fit between containers of 8' and 8'6" height. The unoer hers are lashed by twis-Jocks only and cross-over 'coupling' is imnossibie.

- Piac-ing and securing of rwistlocks above the third er on deck becomes monkey woric.

- To insert automahc twist locks when loading the boxes is unreliable and dangerous.

Fitd.ng the locks via a sureader mounted on the container ganuy is extensive and hme consuming. However, far more safe.

Oteo contaanervessels do not have hatchcovers and her uides extend from douhìe bottom tankrot

to toplevel of hers. without intetrupdon.

On these vessels, all containers are well secured without the aid of extensive and somed.mes fiiirg

lasidng material (which l-ias been proven by these type of conHner vessels of Nediloyd, Norasia. Vroon. Adanac Line, Bell Lines, Wagenborg). They never lost a container overboard, never hat a contamer been püferased (door blocked)..

However, o en-toe container vessels need more depth to keen the top clear from washing waves and for ixanon of the guide srnicrnre inside the hull. To en1are the depth is to enlarge the GT and a larger GT is also here the drawback.

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(96)

RO-RO PASSENGER PERRLES

After a side collision, the cardeck on many eisnc RoRo passenger vessais wiLl emerge a: a Us: of 8 degrees. In case of metacenc heiht at minimum leveL raoid cansize becomes unavoidable. Even in a flat sea.

By reasons or meir wateroght mteant , to prevent these ships rom rapic asier a S1OC collision it is very efficient to aìy buoyant volumes (sonSons) on both sides of thehull (Ufeheit),

mniniy above the waterline.

However, such increase of buoyancy results in an increase of GT; Again the drawbacU.

Fcioss

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Ro Ro vesseIsO have sponsons

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GT rules are reducing reserve buoyancy.

CLLWER TANKER for CKIICA.LS

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With regard to safety, polludon and cargo contaminanon. the cdc: ranker is a far bene: ophon, because of her smooth tnc-smscture inside.

Because cleaning is easy and ecient, sios are minimal

Pre-loading surveys can be carried out rapidly and can resemble auaiirv standards of food

indusn.

Cviinders can be cooledfneated individually by mirai mounted coils outside each rank.

Free sulface efrects in ci.linder ranks do not cause stability problems. 'Slack t2T* sailing'

allowed.

Because the shane of the cilinder tank is suited for pressure vessels. ansorrahon C: chemical gas or fluids with high soecific gravity is ossibie.

Portstay shorter compared with convendonal chemical tankers.

Buüding of vessel and cilinder tanks possible se'rateiv rc become possible.

No disturbance of piannin at shipyard by erechon of stainless steel structure in convenuona

tncers.

Meanwhile, the tanks can be produced by soecialist firm in workshop (automauc cutdng -welding - rontgen - nding - polishing _{- passivadng), in a condinoned environment and a:} minimum costs.

Finally, the cilinder tanks ami.ve at shiPyard and verhcallv lowered _{on a freemoving sunnor}

at the bottom in ships hull (the 'eggs into a rack'). The upner part of the rn is enclosed in the upnerdeck, allowing for small. _Trements.

Dm2ge stability is assured by plenty freeboard and inpie steel brr-ier between the _chemicals

and the sea.

Cylinder tn3çc for chemicaLs are free for insnecdon inside and outside.

WB tnic' and fuel tanks inside the double hull (idenrical to containershius).

Galvanic corrosion between the slainiess steel and normal steel (painted) iadng inside the

WB rn'cs as exoerienced on convendonal chemical _{ncers is eiirmnateth on the cylinder}

tanker.

Building costs of the cylinder tanker are at the saine level with building costs of convendonal

chemical tankers. However, the hull snucture is idendcal to conr.ainervesseis.

Li±edme of cylinder tanker is extended. Alter scrapomg the vessel, the stainless steel cylinder

tanks can be re-used for storage ashore.

Howeyer. the depth of the vcsei of this type must be ealared: the larger GT is the drawback.

CM[CÀL TN1R.

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Convenhonal chemical tankers with recnguiar ranks sJl have rob1ems with cicanin:, nions _an:

cargo cont nindon, due to cracks. When siiing in rough weather, these convenhonal t'1-:

behave - due to a minirnised freeboard and foc'sle - almost like submanes. Pineijnes an: appendages on deck are washed by Waves. In order to remain sea-worthy, this tanker_{mus: redunc}

from sexce sne±

VLC C.

Sinaie shell hulls, with all su-ucmre m cude and/or seawater are develOping mto 'corrosion caves'.

Bottom smucture: Hoinzontal parts and shell piadng suffer from oitdng corrosion.

Undeadeck srrucmre suffers corrosion due to condensadon.

After 15 years, these tnce-s are to be scrapped. beca.use effecdve maintenance ccaung of the

heavily corroded scantlings becomes imoossfole,Çwithout proper blasmig1before touching-up the paint - without b12 cthng beforehand - is senseless,)

Although th1sdng is prohibited in Europe, blasdng by high nress. wareijet wate: (>2000 bar)

is allowed in Eurone and steel rit coonersiag is sull possible is the Far East. The dus: an

removalof slack remain problems.

The first improvement i the double hull tanker;

A double bottom and wingranks for W.B. proe:iy preserved with a realrabie uintcoa:; Wkn smooth inside-stn.iczure of cargo tanks without sness arising in webs and bees and without corrosion crevices. Tne inner hull shouid have a smooth wail on the inne: side.

Aìthou'n the underdeck- and cene tnk sm.icture can soll suffer from corrosion due to

condensadon, the cargo-oil tanks can be blasted and painted at newbuilding, when steel surface is in new and 'fresh' condidon.

Fni1y over 20 years aíre: several noflunon disasters, the cilinder tanker might be the answer to

tackle the olludon.

Because of her smooth zank-su-ucrure inside, the lifenme of this vessel might be extended from 15

years to 25 years.

However: increase of GT and less cubic capacity is the drawback. Although this increase in GT nafly results in paving i or 2 pennies exrra for the peoi at the filling stadon.

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BtLK CARRIER -15 YEAR AGE.

- Suffeng from corrosion and mechanical damage of unnrotec:ed side shell frames. which are hardly accesible by insoectors.

The ogInai paint coats (2x coaltar enoxy) since newbuüding are becominghard and b±tie. Touching up of pintcoat blisters imoossibie because of iacng adhesion.

Severe corrosion underneath of highly srressed (.dJ)steel by moisture and chemicals.

- Fasizue cracks in steel sucture.

Welding blashng and aindng of smicture is in pracdce imoossible.

Lacnghme - srazng problem - blashng often prohibited, because of dust and debris.

- Sound coadng: i pack coaltar or chlorinated rubber containing aron2dc solvents are no: allowed anymore.

- Good repair and maintenance is becoming almost impossible, very costly and rime

consuming

- Tnese bulkcaniers (and tankers of this age) are doomed to become 'throw away' vessels.

Loaded with ore or steel

Alternate holds emcy, which causes large sheeniiz soesses in side shell.

Heavy weather

When frame-connecrions become heavily corroded, the sinzic side sinn panels 'break out' into the

sea. The vessel will snc within minutes. Crew drowned.

A double sinn will reduce shearing sess in side shell and create wellaccessabìe waterbaliast side

trcs,

where a good sùcinng paintcoat (1 pack vinvitar or parfne wax) canbe applied weil. Iasecüons and prooer mftitenance become feasible.

However: increase of GT is the drawback in rce cubic capacity and deadweiaht are to be sustained.

S N f SI

CONCLUSIONS

Future Container Feeders should have more reserve buoyancy, in order to gain

sea-worthiness and reduce the risk of loosing deckload in rough seas. Depth to include 4 tiers in side the hull.

Future large Open Conatiner Ships should have more depth and allow for total container stacking between angle bars from bottom to top, so that lashing is eliminated. This reduces

the risk of human casualties during cargo operations. The concept of the 'open ship' should be promoted.

Flexibility by Rapid conversion of cells, from 1*40' box to 2*20' boxes has been solved now (e.v.)

Future RoRo Passenger Ferries should have an increased freeboard of the car deck. (14 degr. angle)

Present RoRo passenger Ferries - characterized by a low freeboard cardeck - should be fitted with 'sponsoons', to prevent them from rapid capsizing after a side coffision.

Future Chemical Tankers should be fitted with independent cylindertariks, toimprove safety and minimise the risk of pollution and cargo contamination.

Stiinless steel tanks inserted in an "egg rack" should be removable.

Future VLCC's need extra double bottom height, to avoid pollution after grounding.

Flush cargo compartments inside a double hull are making these compartments less

susceptible to corrosion and cracks. For environmental reasons, independent cylindertanks for VLCC's should be considered. (Maximum outflow4000m3)

This might remain a "fata morgana", until the next great oil pollution disaster.

Future Bullccarriers need double side shell, to prevent the high risk of sinking after 15 years operation due to detrimental side-frame corrosion. Double plate transverse bulkheads should also be fitted at the foot of corrugated plating.

NB. Generally all waterballast wing tanks to have easy access via stringers for inspection.

After 15 years the original epoxy-star coating to be touched up with a one pack paraffin-grease

(Camrex Nop5), or a one pack vinyl tar in order to obtain adhesion on the hardened and rusty surface.

As a base for port and canal dues, the Tonnage Rules act as a oppressive corser around the vessel and any relation between these dues and these Rules should be banned in the first place. The Naval Architect should be free in designing adequate depth.

'Wet' port and canal dues should to be based on the use of port- or canal 'wer'-infra-structure.

'Dry dues' to be based on the use of their 'dry '-infrastructure.

By reason of logic, 'wer' dues to be related to the ship 's draft, length over all, and breadth; 'dry' dues to be related on the amount of cargo loaded and/or discharged and the quality of their terminals and 'dry '-infrastructure.

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Have more freeboard.

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Conclusion:

futuré vessels, they heed more

-

-However gross tonnage as rule is acting as a corset around

the vessel and

should be banned -

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FURFO..SE 0F

THIS PAPER

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-- Reserve buoyancy is criticaL

Safety is at risk.

- Gross Tonnace is ow.

- Insurance premium is low.

The most vulnerable ship is covered by the lowest premium i!

- in case crewnumber is based on GT,

then the small. container-feeder may

have a small crew. (3999 GT 9cr.mbrs)

Ship design:

Nich Freeboard

:cngasTeDelt.:

- Gross Tonnaae is hich.

- Safe shio1High premium.

- (4100 CT 12 crew members)

Fo

dues should be based on what is below the waterline. Por and canal authohties

have to dredee for draft and should keep the basin wide enough. L.0.A. * B * Tz.

Po and canal authorities have nothinc to do about What ¡s up in the air!

In case par-t and canal dues are based on CT then the folowing modern shictypes will suffer - open container-vessel. - Cylinder-tanker. - Double-side-shell roro. - Double-side-shell bufkcarrier. - Double-hull tanker.

FRDA _{POR1.- CANAL EUES} S.6 1 rAil4.T1-4r3EN I .977GT NORJJj 3I.598G - _{- Ç.--;}

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JE2C.AN. PPLN CAN PORT DUES 1INIMUr1

SuZPNC,N

PODUEZ:Mxr1Ur'

The connection between GT and port dues should be cut. instead the product of L B T can be used as a base for the calculation of port dues. This term bares a

better relation to the cosi of the necessary harbour infrastructure.

An analysis of Tankers worldwide has shown that there is a linear relation between the GT and LET. This is also the case for buikers.

_200 000

RO5S TONNACaE

G2T

20

An analysis of container vessels varying from between 11 40 m. in breadth, has demonstrated that hatchiess vessels are unfavourable with

regard to the GT figure.

300

- O0 000 C T

J00ri 3

Ships with a high freeboard do have a GT figure that is weH above the average.

Out of the analyses it is also obvious that in a number

of countries it was

still possible under the BRT measureme to exclude shelter-deck volumes from measurement.

With regard to RoRo ships the analysis shows clearly that tonnage according to the 1969 measurement is much higher than the tonnage according to 1947 measurement.

For car carriers and larger RaRo ships the tonnage doubles. This result is unacceptable. A harbour that grounds its port dues on the GT will lose its clients.

TARIFF

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DUTCh-h FLAC, VESSELS

i.._L1J_.11_.1_.,_. _l_t_ L_I._.I_....i._j... .J_I._.t_II_I.IL._?_ J_.I_LJ_!_j_.

OLVE.LQPMENT. OF SHIP TYPES IN CASE CT-CREW-PORT DUES

IS -BANNED :

04.

i'HE DESIR J5

FE

¡N HIS- C)40LCZ OF iUFFICN DEPTH

AND BREADTH

CO4TR .FEEDER

I

CONTAINER

-

FEEDER

WITH MINIMUM FREEBOARD AND

4 TO 5 TIERS ON COVERS

The container feeder.

On these relatively small vessels, crew costs are rather dominant. 9 < 4000 GT < 1 2 crew.

Therefore, the owner will limit his vessel up to a gross tonnage-crew-criterium Ships built to these criteria will show vessels:

Length Defined by length of containerbay's + engineroom + forecastle;

relatively high speed also requires a minimum length.

Breadth A large beam is creating a large initial stability and allows for a huge

deckload: for example 6 containers across and at least 4 tiers high.

Depth The depth will be minimal in order not to exceed the tonnage-criterium. The freeboard is also kept minimal according to the rules and the draft should of course deliver the required deadweight.

Stability range.

The minimum-freeboard and wide-beam are giving a small angle of heel. where the deck is immersing.

Beyond this angle the buoyancy, to keep the ship upright, will diminish rapidly. However stability requirements of the Government are a asking for a minimum stability range and a certain surface of the stability heel curve.

The wide beam-low freeboard ships can fulfill these requirements only if they are extremely stable in the initial stage of heel (the so called metacentric height: GM has to be rather high).

The result is a stiff vessel with jerking motions in a seaway.

Many of these low freeboard-ships can be seen rolling heavily in beam seas in resonance with the wave period.

At BF 8 to 9 the wave period is between 9 and 1 3 seconds and the natural

rolling period of a stiff vessel is within this range.

In case of a deckload of 4 to 5 tiers of containers and a rolling period of 9 to 1 3 seconds, the rolling acceleration in in range of 0,5 to 0,6 g and forces in

lashings are higher.

Twistlocks at all _{4 cornerfittings should be easily accessable and checked}

regularly.

Twistlocks-only should allow for a total stackweight of 40 ton max.

In case of more weight and forecasts or bad weather, extra cross lashings are to be applied: diagonal rods + turnbuckles.

Steeiwire and normal chains are not suitable because of deformation under load. Breaking lashings, loss of containers, listing vessel and capsize is quite possible. Seamanship is needed where the shipdesign fails. Speed reduction,

-changing course- heave to.

Designing the vessel with more depth, with one container in hull extra, and one

container less on covers, would create a more seaworthy ship, characterized

with a wide range stability curve and moderated GM. Floating like a gull on the waves, see fig.

However, because of extra gross tonnage and extra crewcosts, these better

ships will not be built unless the relation GT-crew is abandoned.

NA AUÇ; igsa: GT- EMANNSNc-2-MftJ.

_VRIJBOORD

CREW

_ÖARP

n

-

I IP It _{UU.!ItIIHhIIIi,VIIIft,, irnu} ¡5 rAN -tOCERE CT

r1ER DAN D HEL 'iAN DE.

COÑTAINRS .STAA1 Of' DE LUIKEM

EIRTE IIT5CHE

13 rAN

LACE CT

HEIDE

MA' "FINE EAGLE"

-WREED 5UNCCREN; T.C.V CROIE C- M

LA-iING1

MIIIIuI

aaaiii

IIíi

PUflRII

UIT aICHT o 1

_WA

ELMO K

:-J(OO

_{OP PE LUU<EN.}

BREDE"LE. PLATTE DEKSCHU1TEN4

ty Ioo,

GROSS TONNAGE as a base for:

-

port dues

- crew

-

insurance

affects:

-safety and environment

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 draft required.

MINIMUM FREEBOARD

.MINIMUM SPARE-BUOYANCY UNSAFE SHIP

DANGER FOR THE ENVIRONMENT

iL

LU r--i

---r---J

H

n4i

2,700

T

3C0 Thu

Contatnsr-Feeder-Schiff Typ EWB 300

8 C-'E!

33

ROTTEROAM 27 Ç1II 1ERWHAVEN

'335 o Loa = 8.7O M B r

6.20,,

6.40 T _5.04

DW =3500T

KW 2940

Vccv 14

-The effect of Gross Tonnage

as base for port dues and crewnumbers

THE Standard P&I Club,

by way of encouraging operators to be more prudent when lashing down containers, points out that under the Boxtiine Charter

Party, charterers have a

responsibility to load the ship in accordance with the vessel's stability and to provide additional lashings as necessary.

However, in one recent case, everyone was a trifle

inconvenienced - to put it mildly - when a ship going

to the aid of another in heavy weather, rolled heavily and lost 42 containers overside when the lashings failed.

The bill is likely to cost the club and its members some $3.5m, which is not a trifling sum.

N4atters were scarcely

helped by the fads

subsequently revealed that heavy containers had been loaded on top of lighter boxes and stack weights had been exceeded.

Best of all, the Standard, which recognises that a good picture is worth a thousand words (and nearly that number of boxes) illustrated

its little warning in its

Bulletin with this picture, which shows that even if it was somewhat deficient at

.35

a danger for crew, cargo, ship and environment

Lloyd' List, Friday Decembei 8 1995

(DAM

checking lashings, there was all ace photographer ou

The container feeder

In case the shipowner remains confronted with the existing GT-measuremerit, related to port and cnl dues ( and in Holland the number of _{crew members), the owner always will try to minimise}

the GT below the tonnage-step.

The GT-measurement is enclosing the vessel with superstructure like a _{waist coat,}

and the miniiuising action ends with _{a minimum-freeboard hull, which is caracterized by}

minimum reserve-buoyancy and minimum sea keeping-ability for the sea farer.

We are now comparing two designs, of same L.BT. and same displacement.

On the right-hand side we increased the depth by one container and ir became clear rhr

the range of stability did increase substantially and the ship turned out to be more seaworthy. o LI -ri

¿locO c-r

. CREW 3c YEU 8 , ccii

7'

14 o -0 tO 30 iQ 5\ (Q 70' 0 20 30 O 30 _{60 7C}

I

- aß- ç-uJ LU 260 MOcE 3EAw0RTl-18 5C rOL'ING PrtC. NO Ñ.S0MAN0 LAROER A&C

-t.__

li

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il I i 1' 2 r',atc,-.eru iazc. 2 25.20 -ratc,wv -enrg:

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96" he ,i0,3O m3f /CY2.50ClcrtruCZrJ

243'. 30' 5 anc.ic 9 _ COIC

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¿ sE-*,09o.A.Fr. 101r.

MN "FRIEDA"

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T,

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i

_____ _____ ______

- ;-

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-WHY THIS

_{LOWFREE5OARD?}

T=l(77

TCNNAE RULE5 AE MiNI MIZ1N

'AFET7

3cee. 3un

eaw oil coeraocn :30 rrr'.-s oceilirig racr.u'rery

Ceu MWM aies, yce 090 34 5.

3325 w t ECO rnirr

reoucon g.rur. : orio'oilace ccc ocle'

.u.xiIiar inec:

2 0aerollI2r:ie. vce -C3

340 W a :soc riir1 -.

O grreracts. 29G :4VA. 3801220 V. 50 -Z c'

iart oruen e-eratcr EEC VJ

Euicrnent caw trrrzr 400 çW.

2 3aar. 'm comCaS3 UtDCIICL 0re-:oi'

rie-ceu. crra sounae 3TNA' erfler U. :ee.x. w,rre st.aoon. 2 'Fjr.u.

ELuer: JJ. 3,e'-.a 40

Grnor & C.c.. acurg

''ar r1umce .C8E

yce : C.nrainerno CeiNrf'. 2? 4g. 1503 .ie" nZCrgVg. 0c-:?er : g'szrr iarcwg C:asñc.cri: - :00 A E E 2irec MC 2 -NT 2 0cwe.ç- 3 350 '_.ru.'-gr.n 3.a. 55.95 L4'rgt1 oc. 56.00 m .MO,jiCe Oreactj 18.20 m Decc o malnaec% 3.25 ru 2rgr.t

r

I I

"BEtI-ADY

1VO OLflINiG G1 2460

K\/ 23jD

-f995

Fi B wriï

"FRIEDA"

o

--6A0 ii rAIH Lj VOR. FOLOIN

- b z1820M-1

L zB.S5 Lti =96.00 H 8.25 1

=6.56.

DW. 5350 T ON DECK 366fEL, .JN HOLD = I4 . TOTAL 509 lEU T= 399e qO o

JL9

6.56 'I Li VTROLLPOftTOON B ==19.6011 LOA -116.B5 Ls tö6.85 H 8.00.. T

.i5..

DN 712.OT ON DECK 326TE1J IN hOLD 78 TOTAL = 574TE1J lOSS

-IEtNRICH-J" NoRls<Ruc

Gi 5608 MINI -GT-DESIGNS

Kw 3200

B =16.20 M =8.23 L 8'.32 H T ¿4.90 iNI 3500 T j) ON DECK 2281E N )-IOLD 72 z 24)/ fOTAL 3001t z 3 C 3 O -1

Typ

i53

5iTA5 195

SPICA

0( i-t.LINKI -ROTTEROArI- TEES PORT

5,9Or LOA .97.27 Li 3!.L+I (-1

=754,

T

=5.34.

DWT 4466 230 i-IOLD = 74-TEU= 304 e,UOYANICY B t.3O LQA,.I5 1.14 Lii ,.t4L40 H = 9.30 T = 7.44.. DWT 89 32. DECi 501 I-tOLD 248

TEU749

CT

'5796

CT 2937

/

W8t14S3C Typ 154 MAI<

5(ETA 4

IN PALLNE

WEDEN-r.SÇ.EA5TCOA5T (hur1eR) COILS CEcLASS V

Hiah hatch coamincjs and a prominent

breakwater make ,the Sietas 'Werft Typ\e164Oopen

hatch feederh''

_II

_itai

_11.17.1

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iÌ.n hrThwinr'

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tríJIROi Julv3isthè

R ROO 1w

V LI WI It21 LII1

- -

4.,arh,ri #h tIihd fin' 7flfl tp,,

- -I111J. ISI.- 11111'4 .

vrqI built for Reedere! Vòae an old

..

I j' 'j .'

k k

't

4 4Ç.$

customer at the yard. The open

_{. ... ....}

hatch area is restric edjothem,dshiP part of

the vesse

.

surrounded bythe coamings and breakwater...,CeIi

j j k s.'4 j '

guides ext

d;.down,,ntotheMolds

and conventional hatch covers

andaft hplçI

h to:aIWjtth

eh

o

2

Fairplay 18th July 1996

OÇSiL lUO LOW FIEiEßc)A&O I

5HIPPIr'4q WATft WHM I-QADe1D _{- WINDOuJ 5NMier}

-

JN CASE or Ii $0Ff _{Lt ALREADY!}

WIt'4C1-1E5 UNOL WAIlER - D ONt WOIU( LATERóN

OlO FIZONr 000( DEF0ZflEL) l3 L& _{( wr.)}

AMCNOi$ HAr1nLRIrc _{IN POC(T5}

' --;ç CONES ONL'/

220

IN 3uFFIcN-r-TWIST L-OCI5 TJEEM 2, 2ci Pt,>LID

û(PIi '/00 CANT CLOSlE TIIC

-ATL'r'JriC

ruIsrIc< S

LA5HINc ,OONTjf

I'Y

J 4I l ,1ç FOLLOWING -t

CAS CRE513 OF WAVES OID ENtE _{TEtURtNI:; Ii}

VIA II1ZPIPES ON AFTOECt< fI

-wArI

lENTCl,O iNcI,'J, _ROOf,

- V-1IMCt-1S Ur-OErZ WAftR

FLy OVlErTOArJ

I1LOWEST

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TWEE 2,2O'CONTR5 LS 75ini%.4SFACEThO SMALL FOR YW1TLOCi

8ETWEEM 22O'(ON1RS IS 600'%... 5PPCINC S(JFFLCIENÎ FOR TURNIttG 1WI5TWCKS

SuFFET

. LJ'!I

Bujldcrs: Bremer Vulkan AG., SclufThau und Maschinenfabrik. Bremen D'amer Dollars Renderei G.ns.b.H. & Co. KG..

IS He,con. Bremen owner. Neya Janssen.

Bad Zwtsctsenahn

Yard number III

Tepe: Conraineeftnuhti-ourpose corso vessel

)i..l'y 16th June 98-1 T ge 16517 CT 7 039 Nl' Deadweight = .3 i LCnpthO a. hr..l-11 ni Length b. p. 152.08 iii Breadth nsoialded 26.50 m Depthions.aindeck 15.30 ni 10.60 10.62 ni Speed 18.0 6e clazricauon: CL + 108 A I Conusinership. strengthened (orheavycarga. - MCAUT Main engine:

I BV;MAH.B&W diesel. type 6L67GB. II IB) kW at 12.3 rpm

I propeller. 4 bladed. 581X) mm dram.

(Ostetinann I

I vane iseel. 9 bladed. 6908 mme diar. I Ostermann)

Auxiliary entinni:

2 Yantriar.I11ivshoiwai diesel. type 6GL.L'T.

755 6W at 720 rpm. eseft

3 encrators. 550 6VA. 680 kW. a_ut V60 Hr. caen lF.z1i Elect. Ca. Ltd.)

t iltalt anvcn generator. 1086W.

£ 411! Iti 95

Becker-Ruder. type FKSR-12603360

Vul,tan-R.ATO coupling. utzt 3731 Lips controllable pitch propeller. 4.-biaded Auxiliary extxtcs and generators:

2 K}ID diesel cecines. type BA S M 516L. 2596W at 1208rpm each

2 AEG getscrators. 298 6VA. 4-a0.20 V.

60 Hz each

I KHD emergency diesel engine.

mpeBA6M8I6U.I86kWatl08rpma

I AEG generator. 215 6VA. 440.0 V.60 Hz

I A.EG shads cenerator. 50) 6VA at IS08 rpm 3 Separators OSA 3 and 1 OSA 20 (Westfalia t

2 Electro compressor sea, type L 35

(Hamiapa(

Equtpment:

I Teiifjord elecíbvdr. steering gear. type 1-I8 M 3X12 GM 620 1 Bowthruster. 3306W

Air conditioning plant according to tee OLD VENT.çvttem

heating capacev: 12936W cooling canaciry: 133.0kW

(Noske-Kam,er Gas6EtAB Flikdabnken;

i_

.1_i

-.

fl -'-il

UNSAFE.. LASHINC .-URi9tNC AT 3 4T1EP,

N4jV"HEICO'4' O.K

43

o,GM fOR LASHINGS

3-10V 60 Hz (BBC)

I coupling. suse Rata-54421 )Vu]han) i emergency generator. 120 6VA. 966W. 4.10 V/hO Hr (A. r. K.aick)

2 elzcir. oemarassor sets.

type W 0 (Hatlapa).

I electr. compressor ses.

type L IS (Haciapa)

I Aalborc boiler, tYpe AO 10/12..

capuctrv 2508 kv'h sat, steam (Karbert & Sclsmtsitzl

I AtIbar! exhaust cas bailer. type AD:.

capaxirv 2t l,b sat. its_uS

(Karberg & Schmitz) trou pumgm (Karberi & Schmitzl 3 separators. type OSA 20 (Wmttlia) I scxuarxcoè. type OSA 7 (Wet/z1iz) I CJC.lubncating oil line 011er.

tYpe HDLS 427/108 L

(Karberg Henrmein.ann)

I Atlas-Denmark

freshwater evaporator, type AFGU.E 41.

capacity 4 1/24 h (Karbnr ¿s Schmil I decir. hvdr steer.ng gear.

type ROl .11XY7O-2F I AEG). fresh water con..

bilge. hilic, ('ire ligihing. ballast, mate fresh water cooling. est colun; ='ate:. tissu sea water cooling, frech water cooling 000,1cr. emvcrg. litt. sea water cooling b00ster. cylinder pie warming

puma (all pumps Behrens.Pstmpemt)

Equipment:

(vro compass (Anschút.Z(. auto pilot

(AstscIsùt. radar (Krupp-Atlail.

Cirro compass and autopilot lAschut)

Ecliosoundnr. ripe Stmrad 603 2 Radars, type Raca)-Dccca-Ocarscan

R.M 1290

\iulreless,suiiot Sat. -Nay. Anchorwixcltes (BróltI)

Surs'ival satellite for 20 persons (Nobuskrcigt

Accxmnzusod.attomt lot 16 persons

I Hold

Hatch: 76.53 X 15.20 ta Hatch covers: IO lift and roll covers

and loldint covers lNastme)

Stern ramp 12.0 a 65

Ramp (lap 8.3k 6.: .-c

(buetse t

Lnadtxg fear:

2 Elec'nvdr. deck raxes 231126m - 35m. 'rn

lAseaj

Total carra caxaors': 9160 mi

Coatatner 574 TEL or 256 FEU ,, 62 TEL

Reeler plais: 30

r.,.

ii.) .r

'a s

AC system )Krupp'Atlas. echo sounder (Krupp-Atlasl. xpeed Ing. 2 Vi-iT-untu. direction fincar, satellite navigator. weather lac. tatellite court, Kockums

computer, tYpe V 40 2 mooring winches. IS t. each

2 mmli. artcltorrmoonng winches. 23..5 t hatchet

haithl 23.5.lunx2l.I612,OOr

ftatuis2 38J-imXi.l6m

hatch) 2554m X 2116m

Hatch covers:

uryor. o or_uoJ ts)dirwiuIIin6 Sic-cl OiC5 (von Tell)

Loading gear

I decir. hvdr. single deck coarse EH. 361150m lO&K)

I dccxc. hvdr. double teck crane. FCLM.

25 liSO ma. caen (O & K)

I cieco. ltvdm. provision crane. I 'I3 mr.

Careo capactv ' grat:'

hold! 6 7'4,3 m hold 2 12 37.O er hold3 7560.! nr Toul 25 762,1 er-Container av docs 6' TEL. hold 4' T'li. Total I 161) T'EI..

CONVERJOS container stowarr imiti .a.sruinr

materials IaøvsulCtC tvsrcm(

IIINLN&JM GT NL'V "RMS L.AGUNA ex Heinnch J'

"BACOL ViCTORIA' ex "Käthe Husrnann'

Butidert: Werft Siobtsk.rug Gmbh. Rendsburg

Osers Viera uahru GmbH & Co KG.

Mareo

Husrnann Bereederwmgs.KG. Haien

'tard numocrs 5

Tepe: RoRo - Loù ves&

Delivery: 29th lune 1985 19th Octoonm 1985 Tannage 5608 CT 3088 ''T De.adwetiit 7120 t Length o. a. 116.85 ni Length b. p. ioó.as ma Breadth mouideti 19.60 ma

Deptn to niain deck stat

Draurht 6.15 ni

Spena 1.1.5 ka

Oassillcaaon:

GL 108 A 4 E. eauippnd lot carnage of

ntamers. strengthened jar heavy cargo

+ MC E ALT

Main cireuse.

MaK diesel enetne type 6M 551.

IMPORTANCE OF FREOARD

ON STA6ILItY-1ANC

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858 nc 380 rnm2s

Teec. wireleSs 5121100 2 VHF-unas.

eieclr.-rlvor steenno gear. stern ancIlar,

2 rlvcr wind:asses,rnooring wincrces

Wem. Sremernven íei consurnçnon 22.5 iidav 2-0i80 cN

Yarc numoer 5 Prooellino macriner'I: 1 ovar. stern wnOIaSs,mooring '-linon

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'VIKARTINEUR

MN ,,BERULAN"-T YP

Builders: Stoczn a-Szczecinska, Szczecin Yard number: B 188-I-3

Type: Containership Delivery: 28 November. 1995

Owner:

Antarctico MS Berulan" GmbH & Co, Hamburg Managing owner:

Reederei B. Rickmers GmbH, Hamburg Classification: GL + 100 A 5 E

Container Ship 1W + MCE AUT

Tonnage GT8633

NT 3 350

Deadweight 9 290 t

Length o.a. 132.89 m

Length b.p. 121.64 ni

Mou Ided breadth 22.90 ni

Depth to maindeck 11.10 m Depth to tweendeck 8.50 m Schiff& Hafen 3/97 73 Draught 7.71 m Speed: 17.5 kn Propelling machinery:

1 MAN-B&W diesel, type 6L58/64 7 800 kW at 400 mm-1, i reduction gear, 1 controllable pitch propeller

Auxiliary engines:

3 Cegielski/Sulzer diesel, type 6AL2ORD,

471 kW at 900 mint, each

3 generators, 670 kVA,

440/220V. 60 Hz, each

1 shaft driven generator 1250 kVA

freshwater generator JWP 26-C80 (Alfa Laval)

central cooling system: ix A15-BFM,

2 x AK2O-FM, 2 s M15-BFM8 (Alfa Laval) Equipment:

bow thruster 500 kW air conditioning

2 radars lone ARPA arid one TMI, iro compass. autopilot, direction finder, echo sounder, GPS

na-vigator. weather FAX, Navtex receiver, log, epirb, SATCOM standard A and C wireless station,

2 VHF-units )GMDSSI

2 electr. hydr. cranes, 40 t132 m, each 3 holds

6 hatches

hatch 1 12.48 mx 10.40 m, hatch 2-6 12.48 mx 18.0Dm,

each

hatchway covering: steel pontoon covers

container capacity: 20'

holds 284

on deck 623

Total 907

70 reefer plugs

Fast feeders to match the

latest lineships

To meet demand for rapid despatch. Blohm +

Voss (B+V), a pioneer in container ship design in the early 1970s. has developed a new gener-aon of medium-sized feeder ships which com-bine exceptionally high speed with moderate propulsion power: high deadweight capacity

for low gross measurement: and easy and rapid

access to the containers, with wide flexibility

for stowing different sizes and out of gauge

cargo.

The FM 157/22 fast monohull container ship

will have a very short, five-tier superstmcture

amidships. with stowage 12 x 20ft in the length forward (10. 2Oft lengths in five holds), stacked

four-to-three high and 10-wide on the hatch

covers.

THE

WRONC WAY

Blohm + Voss has developed a fast monohull feeder

.0 ç

-I-

-

r-i

G HiCH

Aft, the vessel is designed as a deck-carrier.

with 10 stacks 10-wide and six-high:

five-FOOUNG TH

ROS.S

BLOHM + Voss TYPE FM 157122 Fast Container VesseJ

r-iií -Fr-mr

-7

HL:I ijii

Particulars of the FM 157/22 lost monohull container ship

-1

r-19 Il IB 13

high above the machinery space. The holds are to be arranged for carrying dan-gerous cargoes. To provide

more rapid handling of

boxes, cell guides are not fitted - this also provides possibilities for carrying

non-containerised items. The machinery - a 'father

and son' configuration of medium-speed engines of 11.120kW and 2,640kW respectively - burns IFO

180 fuel and is to be installed aft of the superstructure. The

deck stow above is

five-high. giving enough head-room for installing a

medi-um bore size, direct-coupled

crosshead engine, which is preferred for its simplicity and low fuel consumption. Auxiliary power

will be derived from a 1.100kw shaft generator

and two 568kW diesel sets. Bow and stern

thrusters of 685kW and 735kW respectively

should ensure berthing without tugs.

The exceptional performance anticipated derives from a revolutionary hull form which

has evolved from numerous tank tests. It offers

low resistance, high propulsive efficiency and excellent stability, requiring minium ballast

and hence loss of deadweight. This slim hull is

well suited to high-speed and single-screw

propulsion.

It should be recalled that, with few

excep-tions since the war, B+V naval architects have concentrated on naval construction, although its departments are quite separate. The design prin-ciple can be applied to smaller and larger vari-ants, with service speeds up to 27kts. well able to meet future demands for feeder shipping, and even independent regional liner services.

TONNAGE RU LES

II 09 07 06 03 01 23 21

DZOuT c MEAUEN

ç

2Q=

214Tl.J u-4

r

Length 170m Length, bp 157m Breadth, moulded 25.50m

Depth to main deck 9m

Design draught 725m

Corresp dwt 11,000t

Gross measurement (app) 9,950t Containers, ThU on deck 836

in holds (1MO) 214

total 1,050

Reeler plugs 150

Service speed (90%mcr) 22kts

Daily fuel rate 60f

Accommodation for 16

NEW TONNAGE

MIC

27 25

tI.g

Particulars oF the FM 57/22

Fasi monohull container ship

Length

Length, bp Breadth, moulded Depth to main deck Design drought Correzp dwt

Gross measurement (app) Containers, lEU on deck in holds (1MO)

toto! Reefer plugs

Service speed (90%mcr) Doily fuel rote Accommodation for 170m 157m 2550m 9m 725m 11,000$ 9,950$ 836 214 i 050 150 22kts 601 16

Aft, the vessel is designed as a deck-carrier.

with IO stacks 10-wide and six-high;

o provide

more rapid handling of

boxes, cell guides are not fitted - this also provides

possibilities for carrying

non-ccntainerised items. '_,_, / -N -

-G HlH

6

5

rd/f I P'

//

o - s __,:4-' «s-,-43 41 75 37 35 33 31 25 27 25 2.3 21 l 17 IS 13 TEhoids are o be

arranged for carrying dan-gerous cargoes.

-is os

2O&I4ru

CT'ONCSIACE.

OUT O

T

Blohm + Voss (B+V has developed a new gener-atïon of medium-sized feeder ships which com-bine exceptionally high speed with moderate

propulsion power; high deadweight capacity

for low gross measurement;

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PORT AND CANAL-DUES TO BE BASED

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ocra. cOli I

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ng times for container carriers with a

complete system solution.

The new operating rod can be deployed at the third, fourth and fifth container tiers. A liaht and tensile aluminium construction material secures resistance against

twist-ing and impact damage. In the event ot

Lashing rod

MacGREGOR News 128 I OctOber 1995

PAt4MAX

any damage being suffered there is no

need to replace the complete rod since a

newly-developed plug-in mechanism

allows components to be replaced easily with spare parts. Operational cost savings

are therefore enhanced.

Setting the operating rod to the Twistlock

ETTL::ù -.

---

uT.

::r.i

Twisilock foundation

13

wt

is also much easier, a feature particularly

appreciated in rainy or stormy weather

and during cargo handling at night.

Simpler procedures associated with the CV-14, CV-14JDUAL. CV-20 and CV-20 DUAL Twistlocks thus ease stevedorirtg and foster time savings.

lurnbuckie Fixed lashing piale

Gj

- SerniauJnaticTwistIock

5

4

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3

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z I'1 :"z :('z

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SECURING

'YPICAL LASHNC ftRRANGr1T

General container arrangement

2 3 4 5 7 I L) 2 13

Above: typical lashing arrangement at midship section, Four tiers stowing with 501 lashing system CV-14/Dual housing desiqned for high pressure forces

OPRAT1NC T,W,STLOCS

FROM GONOLA

'LEFT S

TURNNC

TW(5TLOCIHAtDLE

A Reed Business Publication - -. - -

.r-- '.a.Ca

a

7fl3flTh flT. i :, L 'I

z

June 1996

i;;E;4L _ti

9i

TER4 56v) Tw*3TLOCKSOF TtRL 3

TO 6E. -1-O5E.O (Lç<E

AND pE-g a'/-2M ROI)

FROI DE.CK- LEVEL

TWI ST LOCI5

G000/