OUTSTANDING OCEANGOING SHIPS OF 1989
It was an excellent year for innovative design in world shipbuilding, and this is reflected by the ships selected as MARITIME REPORTER'S "Outstanding Oceangoing Ships of 1989." Members of this select group feature superior designs, sophisticated equipment and unique machinery, while offering noteworthy performances and versatile characteristics.
ADVENTUROUS Halter Marine Halter Marine Inc., a member yard of the Trinity Marine Group, delivered the USNS Adventurous, the first of six identical T-AGOS ocean surveillance ships being constructed under a Navy contract with a value of approximately $85 million.
The Adventurous (T-AGOS-13) is the 11th of 18 planned monohull T-AGOS-class ships to join the Navy's ocean surveillance program.
Operated by the Military Sealift Command (MSC) and manned by civilian technicians, the Adventurous monitors the movement of submarines by deploying towed linear arrays of hydrophones known as the Surveillance Towed Array Sonar System (SURTASS).
The SURTASS system is comprised of flexible, neutrally buoyant cable containing a large number of passive microphones, each tuned to specific frequencies enabling identification of noises made by submarines many miles away.
The data is processed and transmitted to shore via satellite, where it supplements information from seabed arrays.
The all-steel Adventurous is 224 feet long, with a 43-foot beam, and 15-foot 1-inch draft. Main propulsion and other ship's service are diesel- electric, provided by four Caterpillar- Kato 600-kw diesel generators driving two General Electric motors.
Power is transmitted through two shafts and full load displacement is approximately 2,300 long tons.
Maximum speed is approximately 11 knots and normal operating speed is about three knots.
BONN EXPRESS HDW West German shipbuilder Howaldtswerke- Deutsche Werft Aktiengesellschaft (HDW) delivered the new generation 2,291-TEU containership Bonn Express to shipowner Hapag-Lloyd.
Based on research and experience results from the "Ship of the Future" program, the Bonn Express along with her sister the Heidelberg Express equipped with some of the most modern ship operation centers in the world.
For the first time, a ship operation officer equally trained in nautics and technology is on duty, and this allows the owner to make optimal use of a first rate ship operation technique reducing the number of crew to 14.
Direct connection between the ship's and the owner's center in Hamburg is established by worldwide satellite communications. This enables direct transfer of ship data and cargo details.
The concept of ship management and ship operation is based on the concentration of all supervising and control functions into only two main working areas: the ship operation center (SOC) and the board man agement center (BMC). This concept was developed in the "Ship of the Future" project and was modified by the shipowner to meet his specific .needs.
The Bonn Express has an overall length of 677 feet, length between perpendiculars of 633 feet 7 inches, width of 105 feet 7 inches, depth of 61 feet 7 inches and a draft of 36 feet 1 inch. Below deck, the Bonn Express's container capacity is 986 t w e n t y - f o o t equivalent units (TEUs), while the capacity on deck in four tiers is 1,123 TEUs. If a 5th tier is added on deck, the containership's capacity is increased from 2,109 TEUs to 2,291 TEUs.
Classed by Germanischer Lloyd, 100 A4E "Container Ship" + AUT, the Bonn Express is powered by a single MAN B&W model 8L80MC main diesel engine, rated at 21,700 kw (29,100 bhp) at 85 rpm. Her service speed is 21 knots at 18,300 kw.
The concept of the main engine plant is mainly based on runningcost saving criteria such as: (1) energy saving; (2) easy maintenance of engine room; (3) central supervision; and (4) remote control of important aggregates and systems.
The ship is equipped with a total of 11 hatch covers supplied by Mac- Gregor-Navire.
COLUMBIA Hitachi Zosen The Ariake Dockyard of Hitachi Zosen Corporation delivered the 261,163-metric-ton tanker Columbia to the Columbia Tanker Corporation.
The Columbia features a Hitachi Zosen-developed large bulbous bow and her hull is coated with a selfpolishing copolymer coating to help reduce resistance and prevent longterm longterm pollution buildup, thereby increasing propulsion efficiency.
With an overall length of 1,070 feet, molded breadth of 185 feet 7 inches, molded depth of 93 feet 9 inches, and assigned load draft of 63 feet 6 inches, the Very Large Crude Carrier (VLCC) is powered by a derated slow-speed, long-stroke turbocharged Hitachi Zosen-built MAN B&W Diesel 6S80MC, rated at 24,180 hp at 74 rpm. The main engine can be operated via microcomputer- assisted remote-control equipment in the wheelhouse. Monitoring equipment with a built-in automation unit permits navigation even when the engine room is unmanned.
Classed by Lloyd's Register of Shipping, the 144,139-gt Columbia has a service speed of about 15 knots and a crew complement of 30.
The cargo oil steel pipe within the tanks is arranged to enable the loading of three grades of crude oil. A highly corrosion-proof paint is used on the pipe to achieve corrosion prevention.
A self-stripping system is provided to shorten unloading time and thus reduce manpower. A remote control level gage is provided to allow the monitoring of cargo oil and ballast tank levels even from the cargo control room.
CRISTOFORO COLOMBO Fincantieri-CNI The 2,232-TEU containership M/ S Cristoforo Colombo built by Italian shipbuilder Fincantieri at Venezia Marghera for Italia di Navigazione, was recently delivered to her owner. The vessel immediately entered into service within the Mediterranean to North America East Coast (U.S. and Canada) service, which Italia Line is carrying out in cooperation with Evergreen and Contship-Costa Container Lines.
The 34,000-dwt Cristoforo Colombo is the first of three newbuildings ordered by Italia Line. She has an overall length of 683, molded breadth of 105 feet, molded depth of 63 feet, and scantling draft 38 feet.
Her main propulsion is provided by a slow-speed Fincantieri/GMTSulzer 7RTA84 diesel engine with a maximum output of 31,500 hp at 90 rpm, producing a service speed of 19.5 knots.
The new containership is among the most advanced in the world. Her integrated automation system allows controlling and monitoring all equipment on board from a simple keyboard and VDU located on the bridge. The Cristoforo Columbo has a full Sperry Marine integrated bridge including ADG autopilot, RASCAR/ARPA, voyage management station, navigation work station, SRD-421s speed log, and MK37 gyrocompasses. The integrated navigation system controls all data from nautical instrumentation and allows automatic running of the ship on routes preestablished by the operator with the help of data coming from satellite systems (Inmarsat and GPS); charts can be digitalized and put on electronic instrumentation.
DELFIN CLIPPER Rauma Yards The first luxury cruise ship ever built at Rauma Yards Oy, the Delfin Clipper, was delivered this past year to her Finnish owners, Delfin Cruises Ltd., by the Rauma, Finland shipyard.
The 354-foot Delfin Clipper has a passenger capacity of 330, breadth of 50 feet 6 inches, and draft of 14 feet 4 inches. Her pair of main engines, Wartsila-Vasa 6R32Ds, produce 2,250 kw (3,017 hp) at 750 rpm each.
The cruise liner is intended for luxurious service. In the summer season, she will sail in the Baltic Sea and among the islands of the archi- pelago between Sweden and Finland.
During the winter season, the Delfin Clipper will operate in warmer waters. The cruises can be tailormade to meet the demands of clients. For example, the whole vessel can be hired for conferences and business meetings, or even for private parties.
Classed by Lloyd's Register of Shipping, the Delfin Clipper has 178 passenger cabins, eight of which are suites with private jacuzzis. Some of the cabins can be combined to make a family cabin unit. A large number of the cabins are single and especially intended for conference passengers.
Each cabin is highly equipped and provided with fully adjustable air conditioning, toilet, shower, telephone, color TV, refrigerator, and hair dryer.
Other amenities offered include conference facilities for 150 persons, saunas with swimming pool and jacuzzi, tax-free shop, lounge, casino, veranda bar/cafe, nightclub/disco, beauty salon, as well as hospital unit. The large restaurant can seat all the passengers at a single sitting.
Close to the sun deck and the swimming pool there is a cozy winter garden.
DEL MONTE PLANTER Astilleros Espanoles Spanish state-owned shipbuilder Astilleros Espanoles S.A. (AESA) recently delivered the Del Monte Planter, the first of four 370,000- cubic-foot reefer vessels for Del Monte under construction at its Sevilla yard.
Classed ABS ' 1 E MS +RMC CCU, the Liberian-flag reefer Del Monte Planter has an overall length of 462-1/2 feet, length between perpendiculars of 426-1/2 feet, beam of 73 feet, depth of 42 feet and draft of 30 feet. Like her sister ships, the Planter is powered by an AESAbuilt MAN B&W Diesel 6L60MC engine, which has a specific fuel oil consumption of 124.5 grams/bhp/hr, with a maximum continuous rating of 13,750 bhp at 117 rpm. The 10,000-mt refrigerated cargo vessel will be able to obtain a speed of 20 knots at her design draft of 22-1/2 feet, and 18 knots at her full draft of 30 feet.
Each of the four 370,000-cubicfoot reefers has four holds optimized for the carriage of palletized cargoes, with single hatches. All the holds have similar cubic capacities.
Deep fuel oil tanks are arranged fore and aft of the holds aboard the 8,990-gross-ton vessels. Even though the machinery space and accommodations are located aft, the machinery space and uptakes are not integrated with the accommodation block. There are 16 single crew cabins on board.
The 124-FEU (forty-foot equiva- lent-unit) Del Monte Planter has three 'tweendecks, with 16 refrigerated spaces divided into eight thermally independent parts. She is fitted with two sets of 19-mt lifting capacity twin cylinder topped electrohydraulic cranes. A single 3-mt cylinder topped electrohydraulic crane has been installed for stores and provisions.
Furthermore, the Del Monte Planter will feature computerized Spare Parts Inventory Management (SPIM), Planned Maintenance (PMS) and Condition Monitoring (CMS) systems from Marine Man- agement Systems, Inc. (MMS) of Stamford, Conn.
The fully integrated systems were installed under a contract awarded by Del Monte Fresh Fruit International of Hamilton, Bermuda, to MMS.
According to Don Logan, MMS vice president, the systems will be installed on the eight other Del Monte reefers under construction at AESA.
The shipboard systems will interface with MMS's SPIM and PMS systems being installed at Del Monte's operation office in Hamilton, as well as at an additional shore office expanded to support a warehouse system. Working together, these systems will provide full inventory and maintenance management control for the Del Monte fleet of vessels.
DOCERIO Verolme do Brasil The Rio de Janeiro, Brazil, shipyard of Verolme do Brasil, delivered the 170,000-gross-ton bulker Docerio this past summer to her owners Docenave.
The American Bureau of Shipping- classed vessel has a length between perpendiculars of 721 feet 7 inches, beam of 150 feet 10 inches, depth of 78 feet 1 inch and draft of 56 feet 7 inches. She is powered by a single MAN B&W Diesel 6L80MCE main engine, rated at 17,100 hp at 74 rpm, which was built by Mecanica Pesada S.A. of Brazil, a licensee of MAN B&W. The 90,633-grt (international) bulker is fitted with three MAN B&W L23/30 auxiliary engines, rated at 780 kw each at 720 rpm. Other equipment on board includes three GE ATI 271R266 alternators, 875 kva, 450 v, and 60 Hz each; a 120-kw Elle Hammers emergency generator; Sunrod main boiler; and Verb-Vertical Wather Tube exhaust gas economizer.
The Docerio has an optimized hull to diminish resistance and an asymmetric rudder with bulbous bow and stabilizer fins.
FANTASY Wartsila Marine The 70,000-grt superliner Fantasy, built by Finnish shipbuilder Wartsila Marine Industries, was delivered to Carnival Cruise Lines, Miami, Fla.
The 855-foot, 2,600-passenger vessel is one of the most expensive ships ever built. The 14-passenger deck Fantasy and her two sister cruise vessels under construction at Wartsila Marine each feature 2 x 14 MW Cyclo propulsion drives, 6.6 kv switchboards, four 10.3 MVA main and two 6.8 MVA auxiliary generators, plus six thruster motors and the main transformers, all engineered and supplied by ABB Marine of Helsinki. Six Wartsila-Sulzer diesel engines with a total of more than 57,000 bhp are the prime movers of the diesel-electric propulsion system. The Fantasy is also fitted with two highly skewed KaMeWa type 144 x F3/4W controllable-pitch propellers. Six Brunvoll 1,500-kw thrusters provide the ship with added maneuverability.
Cabins aboard the Fantasy are reportedly the largest afloat among the cruise industry's new generation of megaton ships, according to CCL.
Carnival introduced a new cabin category on the Fantasy called "demi-suites." These new cabins are substantially larger than standard cabins and feature private balconies.
A standard inside cabin measures 183 square feet and standard outside cabin 190 square feet, while the 26 demi-suites are 226 square feet, all with 36-square-foot private balconies. The 28 suites are 360 square feet with 71-square-foot private balconies.
The Fantasy also has the "first true spa" at sea, unprecedented in size, number of facilities, selection of programs and state-of-the-art equipment.
At nearly 12,000 square feet, the Nautica Spa provides passengers tremendous space in which to exercise or simply seek some pampering and relaxation.
One of the spectacular design features of the Fantasy and her sisters is a six-deck atrium, the Grand Spectrum, conceived by Miami architect Mr. Farcus. On the Fantasy, Mr. Farcus has created an atrium which rises six full decks, crowned by a skylight.
HENRY LARSEN Versatile Pacific The Northern Vancouver yard of Versatile Pacific Shipyards, Inc.
(VPSI) delivered the Type 1200 Arctic Class 4 icebreaker Henry Larsen to the Canadian Coast Guard. She is now in operation providing large vessel escort service in the Gulf of St. Lawrence during the winter months and in the Eastern Arctic in the summer months.
Commenting on the delivery of the Henry Larsen, David Alsop, president and chief executive officer of VPSI, said the ship performed well during her sea trials and "we are confident the Government of Canada and the Coast Guard are taking delivery of a first class vessel that will meet all expectations." The Henry Larsen is 327.5 feet long, has a beam of 64.6 feet and displacement of 8,290 tons at a draft of 23.7 feet. She is powered by an AC marine propulsion plant consisting of three main generator sets, cycloconverters and synchronous motors. Three Wartsila Vasa type 16V32 diesel engines each rated at 5,250 kw at 720 rpm, drive General Electric Canada ATI synchronous generators with brushless exciters.
Each generator is rated at 5,000 kw, 4,160 v, 6,250 kva at 720 rpm. Cullen Canada Inc., Vancouver, B.C., Canada, supplied the main propulsion generator sets.
Auxiliary power is supplied by a 625-kw Stromberg HSPTL 10/653 generator driven by a Wartsila Vasa 6R22 rated at 960 kw at 1,200 rpm.
She is also fitted with a Caterpillar emergency generator set.
The Henry Larsen can accommodate a crew of 72, has a cruising range of about 15,00 nautical miles, a cruising speed of about 13.5 knots and a total shaft horsepower of 12,000 kw through two Lips propellers.
One special feature of the Henry Larsen is her advanced Asea Brown Boveri (ABB) Integrated Automation System. The system provides true integration of control and instrumentation functions, integrating prime mover control with electronic governors, start permissives and safety systems; alarm and monitoring; fan, valve, pump and compressor control; power management; fuel consumption calculation and presentation; and tank gauging.
Completed under a C$96.8-million contract as one of several newbuildings and modernizations planned or underway in the Canadian Coast Guard's Capital Projects, the Henry Larsen is one of Canada's largest icebreakers. To enhance her icebreaking capabilities and increase her maneuverability, she is fitted with a Wartsila Air Bubbling System, which reduces friction between the hull and the surrounding ice. Additionally, she is fitted with a heeling/stabilizing system by Intering of Germany through Jas tram Canada.
HUMMEL Lindenau Shipyard During the past year, the Kiel- Friedrichsort shipyard of Lindenau GmbH Schiffswerft & Maschinenfabrik delivered the 12,100-dwt chemical tanker Hummel to her owners Carl Buttner Shipping Company of Bremen.
The 477-foot Hummel is the sister ship of two vessels delivered by Lindenau Shipyard to Carl Buttner in December 1984 and July 1986, respectively. The Hummel is an energy saving oil and chemical tanker classed by Germanischer Lloyd + 100 A4 E3 "Chemical Tanker Type II" "Oil Tanker" + MC E3 AUT.
The double-skin tanker has a deadweight tonnage on summer freeboard of 12,326 tons, gross tonnage of 7,421 tons and net tonnage of 4,069 tons.
Powered by a Krupp MaK 8M551 diesel engine with a nominal output of 4,250 kw (5,695 bhp) at 450 rpm, the 14-knot Hummel was designed and built especially for the transport of chemicals and mineral oil products. The ship has 20 cargo tanks that are divided into seven side tanks (including two for slops) and six center tanks. The total volume is 14,365 m3. Due to her double bottom and double hull, the Hummel can transport products of IMO Type II in all her cargo tanks. All cargo tanks and cargo lines are coated with Camcote N3. All cargo tank internals, heating coils and stairs are of stainless steel. Therefore, the Hummel can transport more than 400 high-class chemicals and products. The double hulls of the Hummel increase the security of the ship and environment by lowering the risk of collision and therefore lowering the risk of environmental pollution. Her double-hull design also provides the benefits of: faster cleaning of her tanks (because of smooth inner tank walls); heat energy savings; separation of cargo and ballast water; and the capability of transporting high-class liquids.
Other innovative design features of the Hummel include: optimized hull lines; an efficient stripping/oil discharge monitoring system; a loading control station in the deckhouse; a steam-heated Butterworth heater with a capacity of 4.2 Gcal/h, which means up to eight tank washing machines can operate simultaneously; and segregated ballast system.
IRON GIPPSLAND IHI The Kure Shipyard of Japan's Ishikawajima-Harima Heavy Industries Co., Ltd., (IHI) delivered the 52,902-gt crude oil tanker Iron Gippsland to Broken Hill Proprietary, Ltd., in the first quarter of this year.
The 765-foot Iron Gippsland has a beam of 139 feet 9 inches, and extreme draft of 42 feet 6 inches.
She is powered by an IHI-Sulzer 7RTA62 main engine with a total horsepower of 12,400. Her service speed at full load is 14 knots, with a fuel consumption of 29.3 metric tons/day.
Classed by Lloyd's Register of Shipping + lOOAl/Oil Tanker/ + LMC"MC/IGS, the Australianflag Iron Gippsland features an integrated wheelhouse including cargo control/engine control console. Other highly sophisticated features include: MIDC (Maritime Industry Development Committee) of Australia applied for reduced manning vessel; LAN system including engine monitoring system and cargo monitoring CRT; hydraulic deck machinery system and hydraulic hose-handling deck crane; self-polishing antifouling paint and impressed current system for outside hull; and an IHI bulbous open stern.
Capacities aboard the Iron Gippsland are as follows: cargo oil tank, including her slop tanks is 104,000 m3; heavy fuel oil tank: 2,410 m3; and water ballast tank: 39,400 m3.
ISABELLA Brodosplit The second of two new generation Baltic cruise ferries, the 34,386-gt Isabella, was delivered by Split Shipbuilding Industry (Brodosplit) to her owners, SF Line of Mariehamn, for operation by Viking Line on the Turku-Mariehamn-Stockholm service route.
Classed by Det norske Veritas 1A1, ICE 1A, Car Ferry A, MCDK, EO, pwdk, bis, Finnish Ice Class 1A Super, the 2,200-passenger-capacity super ferry, which can also accommodate 620 cars/53 trucks, has an overall length of 555-1/2 feet, breadth of 90-1/2 feet, depth of 28 feet and draft of 19-1/2 feet. With a deadweight of 2,800 metric tons, the Isabella is powered by four SEMT Pielstick-Jadranbrod 12PC2-6V/ 400E diesel engines rated at 7,965 hp (5,940 kw) each at 520 rpm. The 12-deck vessel, which has 565 passenger cabins, can reach speeds in excess of 21 knots.
The order for the Isabella and her sister ship, the Amorella, which was delivered last year, represents an important breakthrough for Brodosplit into the passenger ferry building sector.
The Amorella and Isabella are the offspring of an international relationship, beginning when SF Line (Mariehamn) consulted the design office of Elomatic Oy, Turku, Finland, and were directed to MARIN (Maritime Research Institute Netherlands).
Semi-tunnel hull configuration lines were selected for the two vessels after extensive research and testing was conducted. The semi-tunnel line configuration of the vessels allowed for larger propellers (higher efficiency) and adequate propeller/hull clearances (less vibration). In order to insure good performance in ice conditions, the lines were developed in close cooperation between Elomatic Oy and MARIN. Semi-tunnel line configurations for the cruise ferries not only offered improved performance for the vessels as compared to previous Baltic ferries, but also insured that the Amorella and Isabella would have excellent resale value because of their ability to operate outside the Baltic.
One outstanding feature of the Isabella is that 90 percent of her passengers will have berths, whereas current generation Baltic ferries on the route provide only about 60 percent of the passengers with berths.
The outfitting of the Isabella's public spaces was subcontracted to Danish company Aalborg Vaerft.
JOSEPH & CLARA SMALLWOOD MIL-Davie MIL Davie Inc., Lauzon, Quebec, delivered one of the most sophisticated and powerful passenger/vehicle ferries ever built in North America, the 587-foot Joseph & Clara Smallwood.
Built for Marine Atlantic Inc., Atlantic Canada's major ferry operator, the Jospeh & Clara Smallwood will serve the seasonal Argentia, Newfoundland to North Sydney, Nova Scotia route. She is the sister ship to the successful M/V Caribou, which entered service for Marine Atlantic in 1986 on the North Sydney to Port aux Basques, Newfoundland route.
Like the Caribou, the Smallwood is a 1,200-passenger, 28,000-hp vessel, capable of carrying 350 automobiles or 90 tractor trailers. The vessel's powerful propulsion system and sleek hull design will shave over six hours off the current crossing time of 19 hours.
The Smallwood's main propulsion machinery consists of four nonreversible, turbocharged, fourstroke, medium-speed Krupp MaK 8M552 diesel engines, driving two controllable pitch KaMeWa propellers through flexible couplings and Lohmann & Stolterfoht reduction gears. The Krupp MaK 8M552 die- sel engines, equipped for operation with heavy fuel oil having a viscosity of 380 cSt at 50 degrees C, are designed to permit operation in two speed ranges—engine at 500 rpm, propeller at 115 rpm, and engine at 428 rpm, propeller at 95 rpm. The power plant and the propulsion system are operated from a centralized control system located in the machinery control room and the console carries a complete mimic display of the main propulsion system and auxiliary engines arrangement.
There are both automatic and manual modes of operation.
The Smallwood is capable of operating at speeds from 15 knots to 23 knots. A speed of about 23 knots will be attainable on occasion using Maximum Continuous Rating (MCR) of the propulsion machinery.
The normal operating speeds will be at 22, 18 and 15 knots. The 22-knot speed will be attained at approximately 85 percent MCR at a design draft of 21 feet (6.4 meters).
An operational draft of 21.6 feet (6.6 meters), it is predicted that 90 percent MCR will be necessary to attain a speed of 22 knots. Operation in ice will be up to 85 percent MCR.
She has two full decks with a total capacity of about 85 tractor trailers in the North Sydney/Argentia service, with an internal ramp in use and 91 tractor trailers with internal ramp not in use in the North Sydney/ Port aux Basques service.
All vehicle decks operate on a roll-through concept with both bow and stern door bilevel loading and off-loading when operating between North Sydney and Port aux Basques. An internal, hinged vehicle ramp is arranged to permit vehicle access to No. 3 Deck operating at the one level facility at Argentia.
While the Smallwood will outwardly resemble the 587-foot (179- meter) Caribou, she will have a somewhat different interior layout and improved passenger amenities for the longer Argentia route.
Some of the Smallwood's features will include plexiglass canopies and windscreens on two exterior decks, enabling enhanced outdoor activity while on board. The daynighter lounge areas have been divided into eight separate areas, providing a more quiet atmosphere, and better designation of nonsmoking and smoking areas.
Excellent quality day-nighter seats will be installed in the lounges, featuring a much greater recline and a full leg and foot rest.
MARA LOLLI-GHETTI 3.Maj The Rijeka, Yugoslavia, shipyard of 3.Maj delivered the 60,600-deadweight tonnage ore/bulk/oil (OBO) carrier Mara Lolli-Ghetti to Ecoban Steamship Co. earlier this year.
The 736-foot 10-inch OBO, classed by the American Bureau of Shipping (ABS)'l E Bulk Carrier or Oil Carrier "strengthened for heavy cargoes, Holds No. 2, 4 and 6 may be empty,'"MS,'CCU, COW, IGS, has a length between perpendiculars of 708 feet 6 inches, molded breadth of 105 feet 7 inches, molded depth of 63 feet 6 inches, and scantling draft of 41 feet 4 inches. The 39,836-gt Liberian-flag OBO is powered by a single 3.Maj-built Sulzer 7RTA62 diesel engine, with a maximum continuous rating of 8,760 kw (11,747 hp) at 86 rpm. Consumption of heavy fuel oil of the main engine at 85 percent MCR is 29.4 tons per day. Her trial speed at 100 percent MCR at a draft of 41 feet 4 inches was almost 15 knots. Her cruising range at a speed of 13.8 knots, 2,000 tons of heavy fuel oil is 22,000 nm.
The Mara Lolli-Ghetti is designed and built for worldwide service suitable to carry bulk cargoes, such as coal or grain, in all her cargo tanks/holds, ore in alternative tanks/holds, and crude oil (densities of not more than 1.05 and flash point below 60 degrees C) and oil products in all cargo tanks/holds and two slop tanks. Cargo piping can be performed for loading/unloading of two different liquid cargoes simultaneously.
Her liquid cargo capacity at 98 percent occupancy including her slop tanks is 72,471 m3. Her dry cargo capacity at 100 percent occupancy is 72,491 m3. Manned by a crew of 33, the Mara Lolli-Ghetti is fitted with two centrifugal self-priming type electrically driven pumps for stripping, with a capacity of 200 m3/ per hr. at 12 bars head, two centrifugal ballast pumps, an exhaust gas/ inert gas generating system, and a single 150-KN SWL, 360-degree slewing cargo hose handling crane.
NEPTUNE HHI Hyundai Heavy Industries Co., Ltd. (HHI) delivered the 39,720- dwt product carrier Neptune to her American owner, Overseas Shipholding Group, Inc. (OSG), in the first quarter of this year.
The product carrier is the standard type developed by Hyundai shipyard and the second of four identical ships ordered by the American owner.
Neptune has an overall length of about 610 feet, molded breadth of 90 feet and a design draft of 37 feet 9 inches. She is designed to have seven cargo tanks and two slop tanks.
The cargo is handled by four steam turbine-driven cargo pumps of vertical, centrifugal type, each with a capacity of 1,000 m3/hour against a total head of 150 m.Th.
And the cargo pumping system is designed to discharge half of the capacity of the ship within 14 hours including stripping. She is capable of unloading the cargo at a rate of up to 4,000 m3/hour and loading up to 6,000 m3/hour. Dual inert gas deck distribution system is installed on the ship to prevent cargo contamination by vapored gas.
The ship is powered by a twostroke, turbocharged Hyundai-built MAN B&W 5S50MC main engine developing an NCR of 7,650 bhp at 114 rpm. The engine drives an Aerofoil, four-bladed propeller with a diameter of 18 feet 8 inches. In her engine room, she has four auxiliary engines including three five-cylinder Ssangyong-MAN B&W 5T23LH-4E diesel engines each direct coupled to a 500-kw generator.
The M/E remote control system is of electro-pneumatic type and starting, stopping, reversing and speed control of the main engine are controlled by an engine telegraph lever which is used as a maneuvering lever.
Neptune is classed by ABS, 1(E) Oil Carrier, MS, CCU, IGS, COW.
She has a service speed of 14 knots at NCR of 7,650 bhp with 15 percent sea margin.
OCEANIC GRACE NKK The 338-foot Oceanic Grace entered service this past April as Japan's first domestic luxury cruiser.
Ordered by Oceanic Cruise Ltd.
during 1987, Oceanic Grace was built by Nippon Kokan K.K.
(NKK) at its Tsu Works. The ship flies the Japanese flag and is classed with the Japanese classification society NK. The Dutch firm of Studio Acht worked for the vessel's conceptual design, exterior styling and interior design.
The Oceanic Grace was constructed to meet increasing leisure enthusiasm in Japan in recent years and was designed to offer passengers the pleasure of cruising in a private yacht-like atmosphere. It has deluxe cabins all located forward, away from the engines, all with a private bath and all with a view.
The passenger public space has a total area of 900 m2, unusually spacious for a passenger ship of this size. Deck 3 houses a 120-seat restaurant which serves meals on onesitting basis. The areas include a lounge, bar, small lounge, shop, library, sauna, gymnasium, and beauty parlor.
In order to limit noise and vibrations, finite element analysis was used to identify any potential problem areas regarding vibration and the NKK's noise prediction system called "Cabinoise" was employed.
The system works by input of all known noise sources into a computer program with details of structural arrangements and interior materials.
By adoption of these systems and proper countermeasures, the Oceanic Grace has achieved excellent passenger comfort even cruising at full speed.
The main propulsion system consists of Wartsila Vasa diesel engines, type 16V22HF, each with an output of 3,530 hp at 1,000 rpm. The main engines are coupled with two single input/output gearboxes to turn two shafts with fully hydraulically operated, highly skewed four-bladed Mitsubishi Heavy Industries CP propellers.
To improve operability in harbors, flap-type high-lift rudders are equipped and both wings of bridge is provided with joy-stick (single lever) control stands for engine, CPP, rudder, and bowthruster operation.
OSCO STAR Uljanik The Pula, Yugoslavia shipyard of Uljanik Shipyard delivered the second in a series of three 40,200-deadweight product tankers, the Osco Star, to the Osco Carriers Pool, under the commercial management of Osco Shipping A/S.
The Osco Star, like her sister ships, will serve to widen the scope and flexibility of the pool which currently totals 11 vessels. The three sisters from Uljanik reflect the Osco policy of constant fleet renewal and improvement with the emphasis placed firmly on economy, efficiency and capacity, qualities which have enabled the company to establish a reputation as a world leader in specialist oil/chemical trades.
Classed by Det norske Veritas as A1 Tanker for Oil and Caustic Soda, EO, COW, Inert, the 577-foot Osco Star is propelled by a MAN B&WUljanik slow-speed, long-stroke, direct reversible, constant turbocharged 5L50MC diesel engine. The specified power for propulsion without the shaft generator is 9,225 hp at 111 rpm. Maximum continuous output is 10,500 hp. The specific fuel consumption is 170 g/kwh. The four-bladed, fixed propeller was supplied by Lips BV.
Auxiliary engines comprise two 6ATL250 Jugoturbina-Sulzer diesel engine sets, each developing 1,200 kw at 900 rpm. The generators are Uljanik-built Siemens type S7198 with nominal power of 1,350 kva.
The Osco Star has a molded beam of 105 feet, depth of 49.5 feet, summer draft of 36.8 feet deadweight at design draft of 34,300 dwt and deadweight at summer draft of 40,200 dwt.
Her cargo tanks are laid out in a configuration with six center tanks and 14 wing tanks with an aggregate capacity of 45,000 m3 when 100 percent filled. Wing tanks No. 3 port and starboard are for segregated ballast, and the two small tanks aft of No. 6 port and starboard are slop tanks for cargo. Segregated ballast is carried in the fore peak tank, double bottoms beneath all cargo tanks, No. 3 port and starboard wing tanks and the after peak tank.
PETROBULK MARS Burmeister & Wain The first ship in the world to be equipped with a one-man operated bridge, the much-talked-about 84,000-dwt product tanker Petrobulk Mars, was delivered by Danish shipbuilder Burmeister & Wain.
Sperry Marine Inc. supplied much of the electronic navigation and steering control equipment for the first one-man bridge to be approved by Det norske Veritas.
According to Hans E. Rasmussen, Sperry Marine regional manager in Denmark, the only modifications made to the Sperry equipment to meet DnV's requirements were alarm modifications to the RASCAR touchscreen control radar/ ARPA and to the SRP-690 autopilot.
In addition to dual RASCARs and the SRP-690 autopilot, Sperry Marine equipment on board the new tanker includes the SR-220 gyrocompass, SRD-421S dual axis speed log, marine data TMC/Off course alarm, separate helmsman steering stand, and Sperry's Rate of Turn System.
The vessel is classified by Det norske Veritas with the new class registration "Watch 1—Ocean Areas and Coastal Waters" (Wl-OC), which means that it can be operated safely by only one person on the bridge day and night under normal operating conditions, as soon as this has been approved by the IMO, the United Nations' International Maritime Organization. According to the international conventions, this has so far only been allowed in the daytime, and on approval of the highest ranking officer of the watch. Some of the largest seafaring nations are now working on an extension of this convention so as to apply also to navigation at night.
The class registration "Wl-OC" means that the ship fulfills special requirements as far as instrumentation and surveyance are concerned.
The bridge design enables the officer of the watch to operate all instruments unassisted at all times, have a clear view in all directions, be able to hear all signals, and by means of alarms be able to register any irregularities and errors no matter where they may occur onboard the ship. Furthermore, operational procedures are established which ensure that the bridge is manned at all times and that another qualified operator can attend the bridge within a specific response time in case of operator unfitness.
The Vanuatu-flag product tanker, type CPT 54E, has an overall length of 750 feet, molded breadth of 105 feet 9 inches, and design draft of 38 feet. She is powered by a single two-stroke, constant pressure turbocharged MAN B&W Diesel 5L70MCE engine, with a nominal MCR of about 12,250 bhp at 95 rpm and a specified MCR of 10,900 bhp at 84 rpm. Auxiliary power is provided by four sets of four-stroke, single acting turbocharged diesel engines, totaling approximately 4,000 bhp at 720 rpm. The main and auxiliary engines and boilers are arranged for operation on heavy fuel up to 6000 sec. Redwood no. 1 at 100 degrees F.
The ship was contracted by Sonderjysk Erhvervsinvestering K/S-16 and chartered on a 15-year bareboat charter to Nordan Tankers 1 Inc.
The owners behind the project are Naess, Jahre & Partners in cooperation with PetroBulk Carriers, consisting of Bulls Tankrederi A/S, Norway, Exmar N.V., Belgium, Mitsui O.S.K., Tokyo, and Shipping Development Company Limited (Erling D. Naess, Bermuda). The ship will be operated commercially by PetroBulk Carriers A/S and technically by Naess Shipping (Holland) B.V. on behalf of Nordan Tankers 1 Inc.
ROBIN HOOD Schichau Seebeckwerft West Germany's Schichau Seebeckwerft AG of Bremerhaven, delivered the second of two of the world's largest railway/freight ferries, the 581-foot Robin Hood, to Rederi AB Swedcarrier, the poolpartner of Hamburg-based TTLine.
The Robin Hood, with a molded breadth of 84-1/2 feet, draft of about 20 feet, tonnage of about 24,000 and deadweight of 7,800 tons, is powered by two main propulsion plants consisting of four MAN B&W main engines. Each main pro propulsion plant consists of a MAN B&W 6L40/45 diesel, with an output of 3,170 kw at 524 rpm, and a MAN B&W 8L40/45 diesel engine, with an output of 4,230 kw at 524 rpm. The total power for the two main propulsion plants (all four engines) is 14,800 kw. For maneuverability, the vessel is equipped with Lips variable pitch propellers and Frydenbo rudder plants. She has a service speed of about 18 knots.
The all-around combicarrier entered service on the TT-Line route between Travemunde and Trelleborg, Sweden. Her three decks are interconnected by internal ramps, and she loads and discharges via a stern ramp.
The lower deck, or combi deck, is equipped with 910 meters of rail length distributed on six tracks, allowing for the transportation of 36 long-type railway wagons or 75 rail wagons of average size.
On the two upper decks, there is space for about 100 trucks/trailers.
When not in use for rail cargo, the lower deck can accommodate an additional 60 trucks/trailers.
Furthermore, the Robin Hood has accommodations for 300 passengers in 122 cabins, a restaurant, lounge/ bar, cinema and conference rooms.
STAR PRINCESS Chantiers de I'Atlantique The sleek 1,700-passenger luxury cruise liner Star Princess, P&0 Cruise newest addition, was delivered this past year by GEC Alsthom's Chantiers de I'Atlantique shipyard at St. Nazaire, France.
Operated by Princess Cruise, the 805-foot 8-inch cruise liner has a molded breadth of 105 feet 8 inches, service draft of 25 feet 3 inches and tonnage of 63,524 grt. Manned by a crew of 600, the Star Princess has 13 decks, with 735 cabins which incorporate: 14 suites, 36 mini-suites, 510 outside cabins, 165 inside cabins and 10 wheelchair-accessible cabins.
Passengers sailing on the Star Princess are treated to such cabin amenities as telephones, twin beds which convert to queen size, fivechannel color television, four music channels, card key access, outdoor terraces in suites and mini-suites, and refrigerator and bar.
As for entertainment aboard the Liberian-flagged liner, passengers can enjoy such public areas as: the Galleria, a large shopping arcade; La Patisserie, a specialty pastry-espresso lounge; the Vineyard, a wine bar; the two-level, 788-person-capacity showroom Starlight Showlounge; and Images, an exercise and beauty center. Other on-board entertainment includes the casino and gaming room, disco and nightclub, a domed forward observation lounge, a pizzeria, library, two polls, and a cinema.
The diesel-electric propulsion plant of the Star Princess, which provides a service speed of 19.5 knots, comprises four mediumspeed MAN B&W Diesel model 8L 58/64 engines, rated at 13,207 bhp at 400 rpm, each driving a 9.4 MW CGEE Alsthom alternator. The alternators supply two 16,000-hp CGEE-Alsthom electric propulsion motors which drive twin fixed-pitch propellers. Four MAN B&W Diesel generator sets produce an output of 9,270 kw each. The 40 megawatts of electric power generated is equivalent to the power supply for an industrial town of 80,000 inhabitants.
For stability, the Star Princess is designed with Brown Brothers fintype roll stabilizers, and for added maneuverability, is fitted with three transverse thrusters, two forward and one aft.
The interior design of the vessel was the sole responsibility of Los Angeles-based naval architecture and marine engineering firm Ellerbe Becket Associates. The centerpieces of the Star Princess are its spectacular three-deck atrium, the Plaza, and elegant two-deck dining room, the Fountain Court. Both the atrium and open dining area meet stringent Lloyd's Register and U.S.
Coast Guard standards.
The Star Princess, which made her inaugural voyage on March 24, operates in eastern and western round-trip Caribbean sailings from Ft. Lauderdale in the winter, and 12-day Alaska sailings round-trip from San Francisco in the summer.
Other stories from December 1989 issue
- IMO Delaval Names Three New Managers For Turbine Division page: 8
- Manitowoc Engineering Names Fox Executive VP And General Manager page: 9
- Ocean Survey Ship, USNS Tanner, Launched By Beth-Sparrows Point page: 9
- Avondale Industries Christens N a v y ' s Newest Fleet Oiler, USNS Pecos ( T - A O - 1 9 7) page: 10
- Emergency Rescue Beacon Introduced By Litton To Aid Mariners In Distress page: 10
- Nine M A N B & W Holeby GenSets Ordered For Three Containerships To Be Built At Odense Shipyard page: 11
- MarAd Repair Subsidy Proposal Opposed By U.S. Shipbuilders page: 11
- WORLD SHIPBUILDING A MARKET POISED FOR RAPID TAKE-OFF AND SUSTAINED GROWTH page: 12
- U.S. YARDS COULD COMPETE WITH EUROPE IN 1990s* page: 14
- A SHIPBUILDER'S PERSPECTIVE page: 16
- THE SHORT CRUISE MARKET IH EUROPE AHD HORTH AMERICA page: 17
- EUROPE 1992: WHAT LIES AHEAD FOR U.S. COMPAHIES? page: 18
- OUTSTANDING OCEANGOING SHIPS OF 1989 page: 20
- A STATUS REPORT ON NAVY SHIPBUILDING AND REPAIR page: 27
- $23-Million Navy Contract Awarded Avondale To Enlarge Auxiliary Oiler page: 33
- U.S. Coast Guard Patrol Boats To Be Repowered W i t h Cat Engines page: 34
- Fincantieri Launches 'Scarabeo 5' Semisubmersible Drilling Rig page: 45
- Autronica Receives Order For Radar-Based Level Gaging Systems page: 47
- Cummins-Powered 'Grand Romance' Begins Excursion Service On St. Johns River In Florida page: 48
- Australian Admiral Test-Starts New Sub Engine At Hedemora Diesel—Literature Available page: 48
- W a r t s i l a Diesel Repowers Seattle Fishing Vessels page: 49
- MSI/CAORF Trains How To Avoid Ship Accidents Before They Happen page: 49
- Workboats Northwest Delivers Versatile 58-Foot Fishing Vessel page: 49