This new generation High Efficiency Ro-Ro (HERO) vessel, designed for the new wider Panama Canal, offers a capacity of 66.120 m2 deck area. This can be utilised for loading of just above 8,000 RT units, assuming 8.2 m2/RT.
Major design objectives: Designed to fit for the operation profile, low fuel consumption, good transport economy, efficient and safe cargo handling, minimum environmental impact, good form stability and thus reduced need for water ballast.
All figures are approximate and preliminary:
Length overall LOA 199.9 m
Length between Perpendiculars 190.85 m
Breadth (moulded) 36.50 m
Depth to Upper Deck (moulded) 38.25 m
Draught; Design (TD) & Scantling (TSC) 9.0 m, 10.6 m
Deadweight; Design & Scantling 14.820 t 24.240 t
Air Draft (from keel) 52 m A/B
International Gross Tonnage 75,245
Net tonnage 29.329
The vessel is arranged with engine room aft. Mooring decks forward and aft, respectively on deck 7 & 8. The living quarters in two tiers on the weather deck.
The wheelhouse is designed for optimum visibility for the officers on bridge.
Fuel oil is carried in protected deep tanks forward and aft of the cargo hold.
A pipe tunnel containing all ballast and fuel piping & valves is arranged in the double bottom.
The cargo hold is laid out with single pillars as far as possible while double pillars are used in the aft part of the vessel (abt. 1/3 of the cargo deck area). Longitudinal pillar spacing is 14.4 m in the aft double pillar region and 10.80 m in single pillar section.
All cargo holds are arranged without protrusions beyond the bulkhead (dk 1-5) and face plate of web frames (deck 5-13) as applicable. No particular racking structures are arranged.
Stern ramp width 12 m driveway, 19 m opening
Stern ramp load, without auto-tension 320 t
Access to lower decks by means of fixed internal ramps and ramp covers allowing simultaneous loading/unloading of all decks.
Access to deck 8 via liftable ramps and access from deck 8 to 13 via fixed ramps.
Ventilation fans are located on the upper deck and the ducts are designed to fit in the side double walls. Each ventilation duct is provided with remotely controlled dampers.
Tank Capacities and Arrangement
WB tanks (100%) 11.429 m3
Fuel Oil tanks (100%, incl settling & service) 3.560 m3
MDO/MGO tanks (100% incl. settling & service) abt. 550 m3
Fresh Water tanks (100%) abt. 350 m3
Speed & endurance
Endurance abt. 24,000 nm
Duration margin 10 Days
The vessel shall be powered by one electronically controlled slow speed, two stroke main engine and propelled by a single fixed pitch (FP) propeller.
M/E MAN B&W 8 cylinder S60ME-C8.
NCR 14.000 kW @101.4rpm
MCR 15,560 kW @ 105rpm
Propeller 4 blades, 6.9 mm diameter
Power generation on board will be by the means of auxiliary generator sets (3 off).
Auxiliary generator set 2 x 2000 kWe
Auxiliary generator set 1 x 1684 kWe
Emergency generator 250 kWe
The vessel shall be built for unlimited worldwide service to under survey of DNV-GL with the following class notations:
+ 1A1 CAR CARRIER RO/RO, MCDK, E0, TMON, BWM-T, COAT-PSPC(B).
The vessel shall be built to comply with the following notations, without certification:
BIS, CLEAN, F-AMC, FUEL and NAUT-AW
The vessels is delivered with a statement of compliance with IMO guidelines of ship recycling (Res a.962(23) issued by the classification society (Green passport).
The hull lines are optimised to give minimum resistance in calm water and waves. Necessary hull optimisation and model tank tests have been undertaken to ensure optimum performance over a range of draughts and speed ranges, reflecting the anticipated operation profile.
The main engine is de-rated, and tuned for low load operation. The purpose is to optimise fuel oil consumption, which also reduces the emissions to air.
The ship is equipped with an Exhaust Gas Cleaning System (EGCS), in order for the vessel to meet the new ECA requirements on sulphur emissions. At the same time, the EGCS will contribute to reduce the particulate emissions up to 70%. The maker for EGCS is Wartsila, and the system is a hybrid, which can operate in open and closed loop. The capacity of the system is sufficient to clean the exhaust from Main and auxiliary engines, in all relevant operating conditions.
A ballast water treatment is installed to meet the new discharge standards entering into force once the convention is ratified. The maker for BWTS is Techcross, and the treatment method is based on electro-chlorination.
The bilge water separator will only permit less than 5 ppm oil in water discharge, which is an imposed environmental friendly standard in our new building fleet.