The RO/RO vessel MV Tønsberg is our 150 years anniversary vessel, named after our city of origin in Norway. Tønsberg is the world’s largest, most modern ro-ro vessel, specially designed to carry high and heavy cargo. The vessel was delivered from the yard in Nagasaki, Japan in March 2011 and is now commencing service.
This new generation of RO/RO vessels for Wallenius Wilhelmsen Logistics Round the World Liner Service is designed for efficient transportation and handling of High & Heavy rolling cargo, Non Containerised Cargo (NCC), Breakbulk, Special Project Cargo and cars.
The RTW service is a 110 - 120 days roundtrip from Europe to US East Coast, Oceania, South East Asia, Far East, US West Coast, US East Coast across the Atlantic back to Europe.
Major design objectives: Optimum hull shape to give good form stability and low resistance, good transport economy, efficient and safe cargo handling, minimum environmental impact.
The vessel is arranged with engine room aft, mooring decks forward and aft on deck 5 and wheelhouse forward to give space for weather deck cargo. Accommodation to be arranged for a crew of 36 in two tiers on the weather deck; one for public spaces and offices and one for living quarters to improve rest & recreation for the crew.
Low double bottom construction to reduce vertical centre of gravity of lightship and cargo.
Fuel oil in protected deep tanks forward and aft.
Deck no 5 is watertight to provide a second watertight barrier, in addition to the freeboard deck (deck 4). The hull will be constructed with double ship sides up to deck 5.
Pilot ladder, gangway, bunker station and Rescue boat (only port side) to be arranged in one continuous recess on deck no 5 on each side of the vessel. Free fall lifeboat to be arranged aft, with safe emergency walkway from the accommodation block.
Cargo hold to be arranged for efficient and safe cargo handling with completely flush bulkheads or horizontal cargo support rails to support efficient stowing of breakbulk cargoes on all decks.
Generally, single row pillars at abt 15 m longitudinal spacing.
6 fixed cargo decks for H&H, NCC and breakbulk,: Deck 1, 2, 3, 4, 5 and 7.
Deck no 1, 2, 3, 4 and 5, including relevant internal ramps, to be strengthened for fork lift operations and roll trailers of varying payload. Main deck to be strengthened for heavy lift trailers including Samson type trailer.
3 hoistable decks for flexibility and maximum utilisation: Deck 4B, 6 and 8. Deck 6 and 8 is intended for cars and constructed with plywood plating to save weight. Although experience with hydraulic jigger winches in use in our present fleet is excellent, electrical winches will be used on the Mark 5 to eliminate the risk of hydraulic oil spills entirely.
Thorough studies of cargoes and trends have helped to determine the clear height of all decks. Part of the main deck will have a higher clear height than previous generations RO/RO ships.
Transverse ventilation of cargo holds to be arranged.
Cargo securing by means of closely spaced circular holes and cloverleaves. Side lashing points arranged on all heavy decks and top lashing points on the main deck to secure high and heavy cargoes.
Weather deck to be arranged for the traditional transportation of Aquavit containers; project cargo such as windmill blades and yachts.
All cargoes to be loaded and discharged over a wide and strong stern quarter ramp
Internal ramps to be arranged in succession for efficient and safe cargo handling. Internal ramps between fixed decks to be 8 m wide.
Internal ramps leading down from main deck to be of fixed type with ramp covers. Internal ramps leading up from main deck to be of liftable type. In general, the ramp system is arranged to allow simultaneous cargo operations on all decks.
4 m wide ramp to weather deck to be arranged to reduce dependence upon shoreside mobile crane.
All hoistable decks (deck 4B, 6 and 8) to be operated by electric winches arranged under each car deck panel. Hoistable deck no 6 and 8 to be constructed with plywood top plating in a steel frame to save weight.
Tank Capacities and Arrangement
The vessel will have two pair of ballast water tanks in the double bottom to avoid excessive amounts of WB and reduce the free surface effect. All WB wing tanks connected to anti-heel system.
Water ballast lines (GRE) to be arranged in double bottom with valves in a dry box for easy and continuous access.
WB tanks abt. 16,080 m3
Fuel Oil tanks (100%, excl settling & service) abt. 4,970m3
Fuel Oil tanks (100%, incl. settling & service) abt. 5,500 m3
Diesel Oil tanks (100%) abt. 650 m3
Fresh Water tanks (100%) abt. 475 m3
Service speed 20.25 kn
The vessel is powered by one electronically controlled slow speed, two stroke main engine and propelled by a single fixed pitch propeller.
Electric power to be provided by a Steam Turbine generator and Shaft Generator in normal sea going condition. In port and during manoeuvring, electric power to be provided by 3 auxiliary generator sets (2,400 W each).
Efficient low resistance rudder and transverse thrusters forward and aft is fitted to enhance manoeuvrability.
All ancillary systems and fuel tanks to be arranged for operation on Low Sulphur Heavy Fuel Oil and Marine Diesel Oil.
The vessel is built for unlimited worldwide operation to Malta flag and under survey of Det Norske Veritas with the following class notations
+ 1A1 GENERAL CARGO CARRIER / RO/RO, PWDK, PET, MCDK, E0, TMON
The vessels is built to the voluntary class notation CLEAN and delivered with a CLEAN PASSPORT (an inventory of all materials potentially hazardous to human health or the environment, used in the construction of a ship).
The hull lines is optimised to give minimum resistance in calm water and waves. Extensive hull optimisation and model tank tests is undertaken to ensure good performance over a range of draughts reflecting the most frequently used loading conditions.
Reduced resistance together with increased capacity improves the transportation efficiency by 15 - 20% compared to the previous generation of RO/RO ships; the Mark 4 series.
Fuel efficient, modern electronically controlled main engine.
The Turbo Generator system is estimated to cut the total fuel annual consumption by about 5 - 6%. CO2, SOX and emissions of particles (PM) will fall proportionally; NOX emissions by about 3%.
All fuel oil tanks is protected against grounding and collision.
Ballast water treatment, 5 ppm bilge water separator and biodegradable stern tube oil contribute to reduced emissions to the sea.
Systems and equipment have been designed to minimize energy consumption. Examples include chill water air conditioning system, extra insulation in the accommodation bloc, dual speed water ballast pumps and several separate light zones in the cargo hold.