new delivery UACC Masafi
lines have been increased to optimise flexibility and efficiency. Hamworthy’s nitrogen generators have been
active in the marine market for almost 15 years. The company has developed a new design that transforms nitrogen generators from niche, supplementary small-volume systems into large-scale main inert gas units. UACC specified this new plant on board all six vessels. The nitrogen generators installed on each ship have a capacity of 3,750 Nm3/h at 95 per cent purity. Nitrogen is distributed to cargo oil tanks and slop tanks when the ship is loading and discharging cargo as per IMO regulations. The generator will also supply nitrogen to the ballast water tanks for inerting and gas freeing. These units are compact, high efficiency systems based on air separation, using hollow fibre membrane modules, which are skid mounted. The control system is based on programmable logical control and features a touch-screen control panel. Several mimic flow diagrams are implemented as well as the controls required for safe operation with a minimum of operator supervision. Efficient cargo pumping and stripping on
board the vessel is delivered by Framo cargo pumps offering a reliable maximum discharge rate of 3,000 m3/h. Two x 200m3 tank cleaning heaters rated at 85°C are specified together with 2 x 200m3 at 120mTH tank cleaning pumps. The ships are classed with an ‘effective tank cleaning’ notation (ETC). For the ETC notation, two Scanjet tank cleaning machines have been installed in each cargo tank. Framo cargo deck heaters were chosen for the cargo tanks and heating coils for the two slop tanks. The main reason deck heaters are used is to allow for easier tank cleaning operations, as there are no coils on the bottom of the tanks. Another reason was that only the heater is exposed to cargo when in use, not the long coils. This should, in the long run, save on maintenance costs. The manifold arrangement is clearly laid out
with ample space around the pipes and valves for ease of operation and maintenance. Cargo and ballast tank valves are supplied by Keystone and controlled by Scana systems. Deck machinery forward and aft consists of
two sets of Flutek-Kawasaki mooring winches. Both the cargo hose handling crane and the two provision cranes were supplied by Dongnam. The former has a safe working load of 15 tonnes with a minimum 2m outreach at both manifolds, the latter have a very useful working radius of 3.4m from the vessel’s parallel body. Lifesaving equipment includes a DSB Engineering totally enclosed free fall lifeboat and fast rescue boat mounted on the starboard side of ‘A’ Deck. Fire protection systems were supplied by NK-Korea. A single aluminium bronze fixed pitch four bladed keyless propeller is driven by a MAN
20 I Tanker Shipping & Trade I October/November 2011
Each nitrogen generator has a capacity of 3,750 Nm3/h at 95 per cent purity
B&W 6S50MC-C8 main engine, developing 9,960kW (12,889 bhp) at 127 rpm giving a service speed of 15 knots. Engineroom machinery includes two
steam generating plants consisting of Saake VKK auxiliary boilers and one donke boiler/ economiser. The incinerator is an IMO approved Hyundai-Atlas unit. Piston-type air compressors have been supplied by Sperre, and Westfalia provided the purifiers. Hamworthy was selected to supply a range of engineroom pumps, due to their small number of components and traditionally simple design. The Alfa-Laval fresh water generator supplies ample water for the needs of the vessel and the crew. Three Hyundai-Himsen auxiliary engines
(one rated at 900kW and two providing 1,200kW at 900 rpm each) provide the extra generating capacity required to install a ballast water treatment unit in the future. Located on the starboard side of ‘A’ Deck is an STX Cummins emergency generator engine. Main and Emergency switchboards, battery
charging, distribution panels and MCR and Bridge consoles have all been supplied by KT Electric Co. L-3 Marine Systems Korea was engaged to supply engineroom alarms and cargo tank monitoring equipment, as well as main engine manoeuvring equipment. A semi-spade type conventional rudder arrangement aft of the propeller is driven by Rolls-Royce vane type steering gear. A KTE 1,000kW transverse tunnel bow thruster has been incorporated in the hull design, making ship manoeuvring safer and easier while reducing the time required for berthing operations. Marine electronics and navigational
equipment for the first two ships in this series will include installation of NAPA power voyage planning and weather routing software. This includes the NAPA optifloat feature that optimises the trim of the vessel through the loading program for fuel consumption. All vessels in the series will have KU band satellite communications installed, which will
allow Internet communications on board. All vessels will have wireless connections in the accommodation. The series of vessels being built for UACC is the first newbuilding project in Korea to have installed the SAM electronic NACOS Platinum bridge management system, which allows for a full integration between the vessel’s automation and navigation systems. SAM also supplied the radio system, radar, speed log, echo sounder, GPS, weather fax, AIS and VDR systems. Spacious and well equipped crew spaces
in the accommodation areas are an appealing feature of the UACC Masafi. Separate laundries and separate recreation rooms/mess rooms combined with spacious, well laid out dining and living areas ensure the vessel meets relevant ILO conventions concerning crew accommodation and occupational health and safety. Technical management of the fleet of
vessels will be with undertaken by Thome Ship Management. Looking ahead, UACC has devised ‘STEP’,
a strategic tanker enhancement programme designed to optimise the environmental and operational performance of all its vessels. From the second to the sixth ships in the series, UACC specified Becker Marine’s Mewis Duct system, which is designed to deliver either a high fuel saving at a given speed or a faster speed for a given power level. It consists of two strong fixed elements mounted on the vessel: a duct positioned ahead of the propeller together with an integrated fin system within. The duct straightens and accelerates the hull’s wake into the propeller and also produces a net ahead thrust. The fins have a stator effect by generating a pre-swirl in the counter direction of the propeller’s operation, recovering the rotational energy from the propeller slipstream. Other initiatives in the STEP programme
include periodic propeller and hull polishing. Trials are underway on a fouling release paint, which could save bunkers by supporting a vessel’s smooth passage at sea. TST
www.tankershipping.com
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