T24C120 000 m3 Chemical & Product Tanker

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The FKAB T24C1 is a 20 000 m3, TIER III oil product tanker for chemicals (IMO II

and III) and oil products. It is designed for low fuel consumption and high cargo

capacity with a density of 1,54 ton/m3 in an SECA area trade. The hull form is

designed for good performance in harsh weather conditions. The tanker is designed

for European waters considering the Stanlow locks, St. Lawrence Seaways, draught

restriction in various ports and keeping the total length below 150m. Vessel is

divided into 12 cargo tanks, of which one is dedicated for slop and 2 drain tanks on

deck. Complying with 12 grades.

The vessel is designed for good performance with Finnish/Swedish ice class 1A.

Propulsion is provided by a medium speed dual fuel engine with a gearbox with PTI/

PTO and shaft generator coupled to a CP propeller in nozzle. PTI ‘Take me home’

device through PTI from the auxiliaries. In order to save fuel the shaft generator is

running on various rpm allowing optimum propeller rpm at various speeds.

The general T24 design is obtainable with various main particulars, considering

restriction in ports and channels, with two and four stroke main engines, with steam

or thermal oil heating, electrical or hydraulic driven cargo pumps, propeller with

nozzle or without and with auxiliary engines tailor-made to customer demands.

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Length over all 149,9 m

Length between pp 145,9 m

Breadth mld 22,8 m

Depth mld 12,10 m

Draught design 8,85 m

Draught scantling 9,40 m

Deadweight at design draught 16,300 tonnes

Deadweight at scantling draught 18,000 tonnes

Cargo capacity 20,000 m3

FO tanks 440+100 m3

LNG tanks 2 x 300 m3

Urea tanks 20 m3

Technical FW tanks 280 m3

Domestic FW tanks 40 m3

Water ballast abt 7,500 m3

Main engine Four stroke Dual Fuel abt 4,500 kW at abt 750 rpm

Aux engines 1 x 600 kW and 1 x 1,500 kW

Shaft generator 1,800 kW

One oiled fire steam boiler of 7600 kW and one combined oil fired /exhaust-gas steam boiler

Bow thruster 850 kW

Cargo pumps 12 x 300 m3/h

Ballast pumps 2 x 500 m3/h

Loading rate 1,200 m3/h per tank pair

Discharge rate 1,800 m3/h

Accommodation 19 pers

Gross tonnage prel 12,595

Nett tonnage prel 5,837

EED prel 5876 req less than 9330I

MAiN pARTiCULARsService speed 13,0 knots at draught 8,85m, 80% MCR with 15% sea margin and shaft generator output of 300 kW. Fuel consumption at 13,0 knots including shaft generator without sea margin, LNG 11,3 ton/day and pilot fuel of 0,13 ton/day. Fuel consumption at 13,0 knots including shaft generator without sea margin MGO 13,7 ton/day

CLAss Bureau Veritas*+ HULL, +MACH, Oil Tanker, Chemical Tanker-duelfuel , ESP, Unrestricted Navigation, Ice 1A, AUT-IMS , SYS-IBS-1,MON-Shaft, VCS, INWATERSURWAY, CLEANSHIP, EWCT,BWT,AVM-APS,IG.

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General: The vessel is an ice strengthened Oil & Chemical Tanker of ship type 2, designed for twelve segregations.

The ship is designed and constructed for unrestricted operation worldwide carrying Oil/Chemical or Crude oil within the limit of Class Notation.

The vessel is divided in forepeak, bow thrusters room, 2 x 6 tanks for cargo and double hull tanks for water ballast, engine room, after peak with steering gear room. Double hull water ballast tanks are arranged in the whole length of the cargo area. The water ballast tanks are of L-shaped type except for one set of tanks that will be divided in bottom tanks and wing tanks. The vessel is designed to burn primary Liquefied natural gas (LNG) with fuel oil as pilot fuel and backup fuel. As an option the vessel is equipped for normal heavy fuel oil operation, i.e. IFO380. The medium speed four stroke main engine is capable of running on LNG and fuel oil, both MGO and IFO 380 sCt. LNG storage tanks for fuel are located on weather deck forward.

The auxiliaries are used also for “take me home” device through the shaft generator to the propeller. SCR systems for aux engines are arranged.

One closed longitudinal pipe tunnel between the poop and forecastle is arranged, protecting the cargo system, cables and essential equipment and pipes. A whale back is arranged on forecastle deck protecting equipment from ice and green sea.

Accommodation is arranged with 19 single cabins, each with a separate WC/shower room. To minimize sound the funnel and engine casing are separated from the living quarters.

Oil tanks are protected against shell with void spaces or cofferdams for technical freshwater.

Cargo The cargo space to be divided into twelve cargo tanks, one of them dedicated for slop.

The cargo tanks are designed for a maximum specific gravity of 1,54 t/m3, of IMO II and III type and designed for a temperature between -10°C to 80°C. To improve cleaning no stiffeners, stringers, web frames, brackets etc inside the cargo/drain tanks.

For cargo spill on the weather deck as well in the pipe tunnel two circular cargo/deck drain tanks with separate pumps are arranged. Residuals after tank cleaning will also be collected in these tanks. The tanks are arranged on upper deck. One drain pump for deck spill is arranged.

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Cargo Handling system All systems for cargo handling, heating control, level monitoring etc to be carried out from the cargo control station in the wheelhouse. Cargo loading and discharging shall be performed through the cargo manifolds at midship area. The ship are equipped with 12 hydraulic or electric operated deep well cargo pumps, one pump for each cargo and slop tank. If electric, it shall be fed from a frequency converters.

Each pump in the cargo/slop tanks to be mounted in a suction well made of stainless steel.

The discharging capacity for each cargo pump is 300 m3/h at a pressure of 120 mLC and spec gravity of 0,8 tonnes/m3.

The cargo handling system will be segregated in six (6) grades of cargoes. It is possible using any converter to any pump. Cargo drain tanks are equipped with electrical driven centrifugal pump for discharge of these tanks. Capacity of pump min 70 m3/h.

All cargo tanks have separate suction and drop lines and to have one separate connection line to the manifold and overboard.

All manifolds are connected to each other via a double valve for segregation. Size (10”), one of 12”.

Loading capacity The total loading capacity to be min 1,200 m3/h delivered to any 2 tanks through any cross over. Loading capacity when loading through no 4 manifold to be 1,800 m3/h Maximum discharge rate: 1,800 m3/h

The heating system The heating system consists of a single steam system. All cargo tanks, slop tank are heated by heat exchanger. Drain tanks are heated with coils. Two circuits are arranged in each tank. Each system to be designed for 50 % required capacity.

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design criteria for the heating system

1. Cargo Heating of cargo from 44°C to 66°C in 96 hours with seawater temperature of -2°C and an air temperature -20°C. Maintaining cargo tank temperature at 70°C with seawater temperature of -2°C and an air temperature -20°C.

2. dedicated slop tanks Heating of cargo from 44°C to 66°C in 96 hours with seawater temperature of -2°C and an air temperature -20°C. Maintaining cargo tank temperature at 70°C with seawatertemperature of -2°C and an air temperature -20°C.

3. deck drain tank Heating up from 15°C to 70°C in 24 hours with seawater temperature of -2°C and an air temperature -20°C.

4. WB tanks For keeping all WB-tanks free from ice during wintertime - compressed air to be used (about 2 bar). The air bubble system to be divided in groups for each tank. Pipes of hot galvanized steel. Manoeuvring valves to be placed in pipe tunnel – manual operated. Air taken from working air compressor.

Main Engine Main engine shall be a four stroke, single acting, dual fuel engine.

Engine to fulfil IMO tier III in gas mode and to be of Dual fuel type. The engine shall run on either LNG with MGO as pilot fuel or HFO.

Technical data for Main Engine No. of units: One (1) Make: Wärtsilä 34DF Output: Approx. 4,500kWat MCR, 750 rpm

The engine to be cooled by FW low/high temperature box cooling systems. The output of the main engine is transmitted via a reduction gear connected to a nozzle and propeller with variable pitch. The main engine is connected to the gear via an elastic coupling. The gear is equipped with remote operated clutch for the CPP. The main engine shall also have possibility to supply electricity for cargo discharging and hotel load without the auxiliaries.

propeller One 4-blade CP propeller made of Ni-Al-Bronze, abt 96 rpm at design speed and to be of low noise type. Propeller diameter 5,0 m.

The propeller to be integrated with the rudder to a hydrodynamic efficient unit, optimized regarding fuel consumption at design speed at design draught.

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shaft generator One single marine gearbox with vertical offset is installed. The gearbox to be fitted with a PTO/PTI and a shaft generator. The shaft from main engine is equipped with clutch for PTI “Take me Home” operation in case of main engine break down. It is possible to disconnect the main engine within the time required by class.

Crew 19 single cabins to be arranged in the deckhouse, each with a separate WC/shower room.

• Nine cabins for officers

• Seven able seaman cabins

• One spare cabin

• One owners/spare cabin

• One pilot/spare

• One hospital room

others

The rudder is double plated, all welded, streamlined and balanced of spade type. The rudder is highefficent, twisted-leading edge with conical construction and with a hub.

Two electro-hydraulic driven combined windlass/mooring winches, remote operated from bridge and locally at winch, with independent double separate split drums with declutch able cable lifter and warping ends are installed on the forecastle deck. The capacity is 12 tonnes each with hoisting speed of 9 m/min, and 20 m/min with slack ropes. Four electro-hydraulic driven mooring winches each with two independent split drums and warping ends are arranged aft and forward. Each mooring winch will have a capacity of 12 tonnes at 10 m/min and 20 m/min with slack ropes.

One Bow thruster, electrical CPP bow thruster of about 850 kW. Except the free fall life boat one high-speed rescue/working boat with an inboard diesel engine is provided.

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2016

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