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 is 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 is constructed with double ship sides up to deck 5. Pilot ladder, gangway, bunker station and Rescue boat (only port side) is arranged in recesses on deck no 5 on each side of the vessel. Free fall lifeboat to be arranged aft, with safe walkway from the accommodation block.
The cargo hold is 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, is
strengthened for fork lift operations and roll trailers of varying payload. Main deck is 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 is 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 have a higher clear height than previous generations RO/RO
Transverse ventilation of cargo holds is 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 is arranged for the traditional transportation of Aquavit containers; project cargo such as windmill blades and yachts.
All cargoes is loaded and discharged over a wide and strong stern quarter ramp Internal ramps are 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 are of liftable type. In general, the ramp system is arranged to allow simultaneous cargo operations on all decks.
A 4 m wide ramp to weather deck is arranged to reduce dependence upon shoreside mobile crane. All hoistable decks (deck 4B, 6 and 8) are operated by electric winches arranged under each car deck panel. Hoistable deck
no 6 and 8 are constructed with plywood top plating in a steel frame to save weight.
Tank Capacities and Arrangement
The vessel has two pair of ballast water tanks in the double bottom to avoid excessive amounts of WB and reduce the free surface effect. WB wing tanks are 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.
Main Engine B&W 7 cylinder L70ME-C8 (derated) Electric power is provided by a Steam Turbine generator and Shaft Generator in normal sea going condition. In port and during manoeuvring, electric power is provided by 3 auxiliary generator sets.
Turbo generator 1,200 kWe
Shaft generator 1,100 kWe
Auxiliary generator set 3 x 2,400 kW
Efficient low resistance rudder and transverse thrusters forward and aft shall be fitted to enhance manoeuvrability. All ancillary systems and fuel tanks are arranged for operation on Low Sulphur Heavy Fuel Oil and Marine Diesel Oil.
The vessel shall be 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 vessel shall be built to comply with the following notations,
without formal approval or certificate: BIS, CLEAN, FUEL, F-AMC, NAUT-AW
The vessel is built in compliance with and delivered with an Inventory of Hazardous Materials.
The vessel 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 are optimised to give minimum resistance in calm water and waves. Extensive hull optimisation and model tank tests has been 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. A fuel efficient, modern electronically controlled main engine is installed.
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 are protected against grounding and collision. Potential leakage from hydraulic cylinders shall be collected in drip trays as far as possible.
Ballast water treatment is being installed as Owners Supply. A 5 ppm bilge water separator is installed 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 and several separate light zones in the cargo hold.