'Super-cooler' - a new generation of LPG tanker

NEW generation of medium-size LPG tankers is currently being launched onto the market by Norgas, the Scandinavian company that will be operating the new series on behalf of I M Skaugen, a leading Norwegian owner. A short port turnround time is claimed as the principal benefit of the 8550m3 design, which has been drawn up by the Danish company Dwinger Marineconsult, a member of the Carl Bro group. A total of four ships of this so-called 'supercooler' class have been ordered from the Hudong-Zhonghua group in Shanghai, China; these two nearby yards amalgamated not long ago. The lead ship, Norgas Orinda, was completed in October last year. In addition, two slightly larger ships are to be constructed, and options exist for four further tankers. The benefits have been achieved by increasing tank pressure from 4.5bar to 7bar, and this - in conjunction with a daily maximum o cooling capacity of 2 C in tropical waters means that in practical terms loading time for o ambient propylene at 25 C has been cut by between two and three days, when compared

The 8550m3 Norgas Orinda is the first of a new series of so-called 'super-cooler' LPG tankers on order at the Chinese Hudong-Zhonghua yards, that are claimed to offer major benefits in shorter port turnround times.

TECHNICAL PARTICULARS NORGAS 'SUPER-COOLER' LPG TANKERS Length, oa............................... 124.90m Length, bp........................... 115.00m Breadth, moulded.......19.80m Depth, moulded to main deck............................11.50m Draught, design............6.70m Draught, scantling...................... 8.30m Gross........................8720gt Deadweight, design..... 6000dwt Deadweight, scantling.........9400dwt Capacity capacity... 8550m3 Water ballast........5000m3 Speed, service (85% MCR).... 16.70knots Main engine MAN B&W 6L48/60 Output, MCR ..6300kW Flag........ Hong Kong Classification....Det Norske Veritas 1A1 Tanker for Liquefied Gas, Ice 1C, o EO, T-MON, Ship Type 2G, -104 C, 972kg/m3, 7bar g

with similar conventional tankers. At the same time, the designer says that between four and 10 days can be saved when cooling a cargo o o from 25 C to -46 C. A shallow draught and a wide beam have been selected to allow this new class to load and discharge on an even keel, as well as giving an ability to handle a large cargo in shallow-water ports. At the same time, the specification of an Ulstein high-efficiency flap rudder and a 700kW Brunvoll bow thruster assists fast turnrounds by permitting Norgas Orinda and her sisters to turn in their own length as well as an ability to track sideways. The two cargo tanks have capacities of 5322m3 and 3139m3 and are of cylindrical shape with spherical ends, a design that is claimed to offer 30% less surface area than bi-

lobe types, thus contributing to insulation efficiency. A further tank, of 90m3, is installed on the weather deck to transport coolant. An onboard nitrogen plant allows tank purging on route, and this can be used, with coolant in the deck tank, to prepare for a different cargo grade while at sea. A MAN B&W 6L48/60 main engine develops 6300kW MCR, and drives a Alpha CP propeller to give the new class a service speed of 16.70knots. The reduction gearbox is fitted with a power take-off for a 1700kW alternator, which is equipped to double as a propulsion motor in emergencies, when it is supplied with current by four 550kW dieselalternator sets. More information on Norgas Orinda can be found in the newly published RINA annual Significant Ships of 2002.

Consultancy launches engineering service for air conditioning

NEW independent marine engineering consultancy is hoping to improve airconditioning onboard passenger ships, which, in Giles Consulting's opinion, has fallen behind the standards of land-based installations. Problems often arise because design, supply, and installation of an air-conditioning system are often vested in a single contractor. Thus the company has launched investigative engineering services to determine the cause of airconditioning failure, and then come up with the right solution. Such services may stop potential

litigation ever going to court. Giles is also in the market for original design work, which aims to prevent problems happening in the first place. Present problems are often caused, according to Giles Consulting, by a shipyard's sub-contractor agreeing to design a system for free, or at very low cost, on the condition that the same company wins the supply and installation contract. For expediency and cost, a contractor will employ methods, however antiquated, and specify products that may not be appropriate for the job. Making one company responsible for all aspects

of the work may be expedient for the shipyard, but there are often too many vested interests in such an arrangement. This consultancy, which can respond rapidly anywhere in the world, is looking to work on more cruise ships, ferries, and luxury yachts over 45m long. It believes that money saved by its corrective surgery will in the long run mitigate the cost of its services. Giles Consulting cites a number of ship systems that it already attends as a strong indication of industry demand for its services.

THE NAVAL ARCHITECT FEBRUARY 2003

General arrangement plans of the 8550m3 LPG tanker Norgas Orinda and her sisters, ordered by I M Skaugen from Hudong-Zhonghua.

THE NAVAL ARCHITECT FEBRUARY 2003