KOTC Bunker Ship Concept-Initial Spec

Kuwait Oil Tanker Company S.A.K.Initial Concept Specification

4000 dwt Bunker Vessel

Kuwait Oil Tanker Company (S.A.K.)

Initial Concept Specification

Bunker Vessel

(August, 2003)

Kotc/Bunker/ICspec/Rev.0/Aug03/FNBP 1

This document is the property ofKuwait Oil Tanker Company S.A.K.

and is not to be copied (whole orin part), nor shown, nor given, to a

third party without KOTC’s consent.



General Description

The Vessel is to be constructed for world wide trading and fitted out as a twin screw, twin motor driven, double hull, fuel oil and diesel oil tanker. All oil, bunker, lubricating, bilge and sludge tanks will be arranged such that they are protected by a “double skin”.

The vessel is to be designed to carry heavy fuel oil (380 and 180 cst,) and diesel oil. The vessel is to have the capability of carrying a minimum of three (3) grades of cargo, able to be loaded/discharged simultaneously with double valve segregation.

Principal Particulars

Main Dimensions

Length (overall) about 81.00 - 85.00 m KPC to advise maximum LOA

Length (b.p.) about 75.00 - 79.00 m

Breadth (mld.) about 16.50 - 17.50 m KPC to advise maximum Breadth

Depth (mld.) about 8.00 - 8.50 m

Full-load draft about 5.50 - 6.00 m KPC to advise maximum Draft

KPC to advise KOTC of the berths that vessel to trade to, to enable KOTC to fine-tune L x B x D in the design

Deadweight and Capacity

Deadweight about 4,000 mt At Designed Draft

Gross tonnage (Intl.) about 2,100 - 2400 gt

Cargo tank capacity about 5000 - 5200 m3 At Designed Draft

Class And Flag

Class LR or DNV

Flag Kuwait

Main Engine And Speed

*Main engine To Be Reviewed Low Nox

MCR rpm about To Be Reviewed At Design Draught with 15% engine margin

Service speed 13.00-14.00 knots At Scantling Draught with 6% propeller margin




Bow Thruster To Be Reviewed

** Main Engine(s) to comply with IMO speed dependent NOx emission limitations,

General Arrangement

The vessel is to be of single deck arrangement, having a curved stem with bulbous bow and transom stern.

Main hull is to consist of fore peak, cargo and ballast spaces, fuel oil tanks, engine room and aft peak tank.

Cargo oil tank space is to be divided into four (4) pairs of cargo oil tanks and one (1) pair of slop tanks, incorporating longitudinal and transverse bulkheads, double bottom and double side hull.

(Cargo capacity to be approximately 3500 mt for HFO and 500 mt for Diesel oil.)

Cargo tanks are not to be designed to act as heavy weather ballast tanks.

Water ballast spaces to consist of fore peak, aft peak and the cargo tank protection double hull spaces, which shall be divided into between three or four (3 or 4) pairs of wing ballast tanks.

Engine and machinery rooms and accommodation to be located aft.

Hull Structure

The vessel to be constructed as per the following requirements:

Design: The vessel is to be of to be ‘double skin’ (double hull) all welded construction.

Material: Higher Tensile Steel and mild steel. Higher tensile steel should not be more than twenty five (25) percent of light ship weight and should not form part of the cargo tank bottom plating.

Fatigue Minimum 30 year (worldwide) hull structure fatigue Strength: lifetime.

Main Hull To have Longitudinal framing system throughout. All framing toFraming: be fitted internally of the vessel structure i.e. no frames to be

fitted externally on the main decks.




Cargo tank Double skin (double hull) arrangement in way of tank bottomStructure: and wing tanks. Both longitudinal and transverse bulkheads to

be plain type. (corrugated bulkhead design as an option).

Vessel Design vis-à-vis Charterability

The vessel shall be built to comply, with the marine safety criteria for suitability for time chartering for each of the following oil majors:KPC, Exxon. In addition the vessel will be built to added-value quality standards for safe operation and environmental protection.

Cargo and Ballast System, Spaces and Equipment

The vessel to be outfitted with the following cargo systems:

Cargo Segregation: Minimum of three (3) cargo grades separation with double valve segregation.

Cargo Oil Pumps: To be independent of main engine, gear type (Taiko or equivalent) which should be capable of unloading vessel within 24 hours (3 grades simultaneous discharge) @ required m3/hr x 70-80 meter lifting capacity (lift capacity ~ S.G. of 1.025)

Discharging Rate To be 1000 m3/hr for Heavy fuel oil and 300 m3/ hr for diesel oil.

Cargo Blender: Two (2) blenders to be fitted.

Cargo Piping: Three (3) discharge main lines with manifolds with cross connection on the upper deck. The cargo discharge lines are to be 8 inch diameter. Separate stripping line with manifold to be fitted. Vessel to have the facility to supply two ships at one time (double banking).

Cargo Tank Vents: Two (2) Independent high velocity P/V valve to be fitted to each Cargo/Slop tank.

Heating Coils: To be fitted to all Fuel Oil (Non Diesel) tanks.







Rules, Regulations and Recommendations

The vessel shall be capable of being registered in the state of Kuwait and is to be built in compliance with the following Rules and Regulations:

National Maritime Regulations of Kuwait.

Classed as LRS, or DNV Equivalent.

International Convention for the Safety of Life at Sea (SOLAS), 1974 including Protocol, 1978 and Amendments.

International Convention on Load Lines and amendments

International Convention on Tonnage Measurement of Ships, 1969.

International Convention for the Prevention of Pollution from Ships, MARPOL 1973 (Annex I & V) including Protocol 1978 and amendments to Annex I & V of 1984, 1985, 1987, 1989, 1990, 1991, 1992, 1994,1995,1997 and amendments.

IMO MARPOL 73/78 ANNEX VI, Regulations for the prevention of air pollution from ships related to Regulation 13 (NOx) and 16 (Shipboard Incineration).

International Convention for preventing Collisions at Sea, 1972 including amendments of 1981, 1987 and 1989.

International Tele-Communications Convention 1974, 1982 and Radio Regulations, 1998 edition and amendments.

Suez and Panama Canal Navigation Rules including Tonnage Measurement of ships.

OCIMF, Recommendations for Oil Tanker Manifolds and Associated Equipment, 1991

OCIMF Information Paper on Pump room Safety, September 1993 (Chapter 3, Recommendations for Equipment Fittings - New Ships, refer to Section 310)

OCIMF guideline for the prevention of oil spillage through cargo pump room valves, 1991.

OCIMF Ship to Ship Transfer Guide, 1988 & 1997 (for fixed mooring fittings)

International Labour Organization Convention concerning Crew Accommodation on Board Ship, No.92 and 133.

International Maritime Pilot’s Association regarding Pilot Boarding Arrangement




ISO 6954 - 2000(E) Guidelines for the Overall Evaluation of Vibration in Merchant Ships.

IMO Resolution A468(XII) - Code for Noise Levels on Board Ships, 1981and amendments.

IMO Resolution A708(17) Guidelines on Navigation Bridge Visibility.

IMO Resolution A751(18) - Interim Standards for Ship Maneuverability.

IMO Resolution A601(15), 1987 - "Provision and Display of Maneuvering Information Onboard Ships".

IMO Maritime Safety Committee Resolution MSC.62 (67)

Marine Safety Criteria for industry vessels in Exxon/Mobil service, 2000.

British Factory Act (Docking Regulations and all aspects of the Factories Act appertaining to lifting equipment – all lifting equipment to be subject to class approval including Class issued Lifting Register and all test certificates)

US Department of Health Regulations for Rat Proofing in Accommodation.

IEC Pub. 60092 where regarded by the Classification Society.


Documents

KOTC Bunker Ship Concept-Initial Spec