MV Deo Volente

Special door Jakob Pinkster MSc. FRINA

On Tuesday 2nd December 2006, the Urk based shipyard Hartman Marine BV delivered MV Deo Volen-te to her owner, Hartman Seatrade, Urk, The Netherlands. Deo Volente is an ice strengthened 3650tdw general cargo/heavy lift/container (MPC) vessel and is custom built to the owner’s specifications.Design was carried out with the owners. Conoship and Marin also carried out calculations and modeltesting. Hartman Seatrade has previously owned coasters that also sailed under the name Deo Volente.

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MV Deo Volente, yard number 001,operates in the free market while opera-tions will be managed by Amasus Ship-ping Delfzijl. The new vessel was de-signed jointly by the Hartman brothers(Hartman Marine BV Johan andBerend Hartman) and by Conoshipwith Marin Wageningen acting as engi-neering partner during design and con-struction. Exceptional for a vessel of hersize (<3000 GT) is her high speed ofeighteen knots (normally similar sizedvessels sail around twelve knots) andher two large cranes which together canhandle up to 240 tons SWL. Hartman Seatrade expects to be able tocompete well with this ship on the openmarket by offering shorter sailing timesand being able to make more trips peryear at reasonable operating costs as thevessel sails on heavy fuel. The building

costs of the vessel (totaling aroundeleven million euro) was reached bysubcontracting the complete construc-tion of the hull to the OAG/Partner,Stettin, Poland, and by outfitting her atHartman Marine BV in Urk under su-pervision of Hartman Seatrade, Urk.

The Design ChallengeThe main function of the Deo Volenteis to:– Reduce passage time under all cir-

cumstances without high fuel costs;– Maximize cargo lifting capabilities on

vessel below 3000 GT (2 x 120 mt at16 m);

– Maximize the floor space in the holdand on deck by the tween decks andlarge clear weather deck;

– Function in an environmentallyfriendly manner (green ship) by using

her non self-polishing silicon an-tifouling. None of the bunker tanksare in contact with the hull plating;

– Possess an extremely high degree ofmaneuverability by the large rudderand the high rudder turning angle(65-0-65 degrees);

– Possess a high degree of automationto decrease the crew requirementsand to reduce the risk of mistakes andpollution. The vessel is equippedwith a PLC control system control-ling ballast, power, loading, lighting,engine room equipment and propul-sion plant;

– Maximize the work and living atmos-phere and comfort for the vesselscrew (swimming pool, world-wide e-mail access, low noise, large cabins,separate crew officer mess rooms);

– Reduce the maintenance of the vessel

Jakob Pinkster ismarine consul-tant en docentaan de TU Delft

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by using stainless steel at drivingparts at open areas (stainless steelfender alongside hull);

– Maximize the lashing facilities by the

multitude of lashing rings on deckand in the hold to handle project car-goes and heavy lifts;

– Reduce work for crew by applying

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modern/innovative facilities such asintegrated pilot ladder, semi-auto-matic gangway, easy tween deck han-dling, one-handle closing system atall doors and hatches including venti-lation flaps, etcetera);

– Maximize the action radius to reducebunkering frequency (12,600 nm);

- Maximize the sailing speed in badweather by her slim lined and highbow and the enclosed forecastle deck.

In order to do this a seaworthy andhighly maneuverable MPC single-screw green vessel of 105 meters lengthhas been built, fitted out with a bulbousbow. The vessel has one large cargohold with a clear opening of 63.60 x11.50 m.

The vesselThe vessel general design, as shown inthe GAP of the vessel, from bow tostern is dominated by:– A relatively small forecastle deck,

covered against the elements (ap-proximately twelve percent L.o.a);

– A large main deck and hatch coverarea for the carriage of deck cargocovering approximately seventy per-cent of the vessel’s overall length;

– One large hold;– Two large cargo handling cranes on

starboard side on deck;– A poop (approximately twelve percent

L.o.a.) with a symmetrically placedfour story high superstructure for crewaccommodation and navigation bridge;

– Engine room aft housing a singlescrew single engine installation alongwith auxiliary generators etcetera;

– Steering gear room aft on main decklevel;

– Aftship with a gondola underwaterform and a duck tail just below thewaterline aft exhaust outlet and air in-takes along with storage space abovethe engine room in one single funnelon port side of the accommodation.

Baring the large cranes and the accom-modation style and design in mind thevessel’s overall appearance is moremodern compared to the latest genera-tion of MPC vessels of similar size.The longitudinal subdivision under themain deck is as follows:– Forepeak (for water ballast and chain

lockers);– Bow thruster room; – One cargo hold which may be subdi-

vided into a number of smaller holds,both vertically and horizontally bythe tween decks, if required;

Main Particulars MV Deo VolenteCall sign : P.H.F.J.IMO Nr. : 9391658MMSI Nr. : 246518000Port of registry : UrkFlagstate : The NetherlandsClassification : Bureau Veritas I 3/3 E ✠

: Deepsea Cross Mach ✠1 AUT-MS: General cargo/Container ship: Heavy cargo (15 mt/m2): Unrestricted seagoing service

Delivered : January 2007Owners : Hartman Seatrade, Urk,

The NetherlandsManagers/charterers : Amasus Shipping B.V., Delfzijl,

The NetherlandsG.T. : 2999 GTD.W.T. : 3650 tDisplacement : 5486 tLightship weight : 1736 tDraft max. above bottom of keel : 5.81 m Length o.a. : 104.80 mLength b.p. : 98.20 mBreadth moulded : 15.60 mDepth moulded : 7.40 mNumber of holds : 1Hold capacity bale : 4850 m3/160243 cbftUpper Hold (length/breadth/height) : 63.6/11.5/8.171 mLower Hold (length/breadth/height) : 31.5/11.0/3.50 mHold floor surface : 1039 m2

Deck floor surface : 754 m2

Tanktop load : 15 t/m2

Deck length : 63.9 mDeck breadth : 11.8 mMaximum container capacity in hold : 73 TEUMaximum container capacity on deck : 163 TEU Total container capacity : 236 TEU

Main engine : 1x Wärtsila 8L32 (MCR: 3,680 kW @750 rpm)

Wärtsila gearbox : type SV 75-P48, 4,87:1, vertical offset1400 mm

Propeller : Wärtsila/Lips, CPP, D= 4.0 m,4 blades, high skew

Service speed (loaded) : 17.5 knots @ 5.81 m summer draftService speed (ballast) : 18.0 knots @ 5.00 m design draftFuel consumption : 14 mt/day (HFO 380)Bow thruster : 1 x HRP F.P.P. (D=1300 mm, 300

ekW @ 1500 rpm)Rudder : Bot Spade rudder (deflection 65 degr.

to each side)Auxiliary engines : 2 x Scania 455 ekW @ 1500 rpmShaft generator : 1 x 1600 ekW/2000 kVA @ 1500 rpmAction radius : appr.12640 nm (or 30 days)(vessel speed 17,5 knots (90% MCR and shaft generator consuming 200 kW))

therefore offers less space for cargo inthe lower hold area. This disadvantagehas been turned into an advantage inthat the said volume, forward of frame88 and below tween deck level, has beenutilized for deep tanks for fuel and bal-last water.The single hold is accessible via a hatchopening of 63.60 x 11.50 m and is closedby ten pontoon box-type constructionfolding hatch covers. These hatch cov-ers are weather tight, constructed withclosed box construction. An electro-hy-draulic Rodenstaal traveling hatch cov-er crane is used to handle and transport

the pontoon hatch covers which canthen be stacked up to a maximumheight of covers. The same travelingcrane can be used for moving and set-ting up the two transportable grainbulkheads fitted for bulk cargo stowingpurposes that can be slotted at severalpositions in each hold. When not in usethe crane is stored against the front ofthe accommodation superstructure aft.The hatch covers are battened to thecoaming by quick acting cleats. In thestowage position, the covers are securedby manually operated locking devices.In compliance with the rules of the clas-sification society the maximum permis-sible hatch cover load (Weather Load)is calculated as being 3.4 t/m2. When

utilised, six removable tweendeck hatchcovers close the lower hold whereby thepermissible tweendeck load is equal to2.5 t/m2. Both hatch covers and tween-deck hatches are handled by an electrichydraulic driven gantry crane.Hatch covers fitted with dove tail fittingfor containers, placed in recesses andtweendeck covers are fitted with flushcontainer fittings. Container capacityon deck allow a TEU lineload equal to35 tons and a FEU loadline of 54 tons.The cargo hold is mechanically venti-lated with a minimum of six air changesaccording to class requirements. Thecargo hold sides, hatch covers, tween-deck and gangway are amply fitted withflush mounted lashing rings with amaximum holding capacity of no lessthan 500 kN.

Stabilization/Anti-heelingAn active anti-rolling tank system(Frank Mohn) is situated in a largestructure between the deeptanks 2. Thestainless steel pump (capacity of 500m3/hr) is a reversible propeller pumpoperating in both directions by revers-ing the electric motor. This active sys-tem will perform automatic anti-heelingballasting operations during loading/discharging in port.

Bilge/Ballast/Fire FightingThe bilge/ballast/internal fire fightingsystem, complying both with the re-quirements of the Netherlands’ Ship-ping Inspectorate and the rules of Bu-reau Veritas, consists of two bilge/bal-last pumps of 250 m3/h each, a generalservice pump and an emergencyfifi/deckwash pump, all placed in theengine room serving the bilge, ballast,fire fighting and deck washing system.Ballasting and de-ballasting can be op-erated by the Vessels Control System(Marble), (see Vessel Control System).Also placed in the engine room is a holdbilge ejector, a bilge ejector fore ship, aballast ejector, a fully MEPC 60(33)

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– Raised double bottom forward in thehold with tank space for fuel and wa-ter ballast;

– Engine room (for main engines, shaftgenerator, auxiliary generators);

– Aft peak for water ballast, on top ofwhich the steering gear room is situ-ated.

Ballast water is stored in aft and forepeak tanks, double bottom and wingtanks. HFO settling and day tanks,MDO settling and day tanks, oil,sewage, fresh water tanks are all con-tained in the vicinity of or in the engineroom.

Cargo spacesOn board this very versatile containervessel, containers, general cargo orheavy lift equipment can be placed inthe vessel’s one cargo hold which is cov-ered by pontoon type, closed hatch cov-ers. The cargo hold can also be preparedfor the carriage of two cable reels in thehold up to a diameter of 8.60 m by part-ly opening hatchcovers number 4, 5 and6 at the lower side.

The cargo hold is fitted with flush fit-tings for containers. The cargo hold canfurthermore be divided vertically intoan upper and lower hold by placing apontoon tweendeck with the aid of pon-toon hatches. Also horizontal subdivi-sion of the hold is possible whereby twotweendeck hatches can be used to to-gether form one transverse bulkhead. Atotal of two transverse bulkeads can sodivide the single hold into three parts.The lower hold dimension (L x B) are31.50 x 11.00 m and the upper hold di-mensions are 63.60 x 11.50 m. The totaldepth of the cargo hold is 8.17 m.In order to accommodate the high speedof the vessel, the Deo Volente obviouslyhas less breadth towards the bow and

The tank capacities of the vessel (100%) are as follows (approximatenumbers):Total storage capacity of heavy fuel oil (including day + settling tanks) 420 m3

Total storage capacity of marine diesel oil (including day tanks) 84 m3

Total storage capacity of lubricating oil 15 m3

Total storage capacity of sludge/dirty oil 15 m3

Total storage capacity of fresh water 49 m3

Total storage capacity of sewage/grey water 27 m3

Total storage capacity of ballast water 2560 m3

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regulations compliant bilge water sepa-rator with less than 15 ppm cleaningstandard. A portable bilge ejector is alsoplaced on board for use in void spaces ifnecessary.Shipboard fire-fighting systems includea CO2 extinguishing plant, placed port-side on the main deck, for both cargohold and engine room and two separateCO2 bottles for incinerator room andseparator room.

AccommodationThe accommodation on board Deo Vo-lente is for crew and officers (fourteen)and is situated aft. It is of modern mod-ular design and contains ten privatecabins of which six have individual san-itary facilities and is furthermorearranged and equipped in accordancewith modern Northern European stan-dard.During sea trials very low noise and vi-bration levels were measured in and

around the accommodation due to thehigh standard of equipment and assem-bly methods used (acc. deck 56 dB(A),boatdeck, 56 dB(A), maindeck 58 -59dB(A)).

Deck EquipmentFor mooring and anchoring purposesthe vessel has been fitted with one elec-tro-hydraulic anchor/mooring winchwith two mooring drums and two warp-ing heads on the fore castle deck and oneelectric-hydraulic mooring winch withone mooring drum on the aft ship. Con-trol of all mooring winches is local andall run stepless in both directions thusallowing a variation of force and speed.For cargo handling purposes two cargocranes (make Liebherr; each crane canhandle 81 tons at 24 meter; 100 tons at20 meter; 120 tons at 16 meter) havebeen fitted out on the starboard side.The cranes can work in tandem (han-dling up to 240 t SWL) with the aid of

one 240 tons traverse and two spreaderbeams of 120 t SWL.The vessel can lift 240 mts to both sidesof the vessel. For weights above 130 mtsthe vessel can use her stabilizer to in-crease the stability by connecting thestabilizer alongside the aftship with theaid of a large beam. The stabilizer(lxbxh 11,4m x 5,5m x 2,0m) can be ad-justed in.height by a hydraulic cylinder.When not in use the stabilizer is storedon the main deck behind the hatchcoaming and the beam inside the stabi-lizer top deck.Deck lighting and hold lighting is amplefor the complete deck area, includingworking range of both cranes, and in-cluding upper and lower hold withhatchcovers and tweendeck in position.A store/car crane (type Sormec 4.5mt/7 m - 1.5 mt/13 m) is placed on theboat deck as far as possible to the aft, tohandle owner/masters car and storesfrom shore. The swimming pool on the boat deck(when emptied) can be used as garagefor the car during winter.

Life SavingThe vessel has been equipped with twoinflatable, twelve persons, rafts at aftship, one MOB boat, six persons, han-dled with davit at aft ship and onefreefall boat, thirteen persons, handledwith davit. Further installed on boardare the usual personal life-saving appli-ances for this type of trading vessel all incompliance with statutory require-ments.

Navigation EquipmentFurther on board is the usual navigationequipment for this type of trading ves-sel, supplied by Radio Holland,Datema and others.An Integrated Ecdis system fromImtech (type Unimacs Blue Line) isplaced in the practical developed con-trol desk in the wheelhouse. One screenof the four screens of the Integratedbridge system is connected to the ves-sels network, to allow user access to sta-bility info, or access the world wideweb.

Vessels Control SystemNo less than four PLC touch screens areconnected to the vessel’s control system(Marble). Three touch screens areplaced in the engine room, switchboardroom and bridge and a mobile screencan be plugged in on deck for ballasting

and controlling during cargo handling.The PLC system can monitor and con-trol the ballast system, the tank levels,operate ballast valves, start/stop allpumps, ventilations, heaters, lights andall other equipment. The PLC systemalso monitors the vessel’s main enginepressures, temperatures, rpms and run-ning hours and controls the vessel’spower system. Generators can be start-ed, synchronised together and takenover by the PLC system.Furthermore the PLC system can oper-ate the heeling pump and controls theactual draught of the vessel by realtimesensors and will calculate the displace-ment, the ballast on board, cargo onboard and bunkers on board. The PLCsystem tank sounding is connected tothe stability program delivered bySARC and the system is connected tothe maintenance program to control therunning hours and related maintenanceitems.A camera is also mounted in vesselsforemast and is connected to the PLCsystem, and all lighting can be moni-tored and controlled via the system.

Satellite CommunicationA V-sat installation (Telenor) forworldwide satellite data (256 kb/sec)and telephone communication is in-stalled. The large bowl antenna disk issituated in the aftmast to avoid any ob-stacles from antennas or the cargocranes. Officer cabins, messrooms ofcrew and officers and the switchboardroom have access to the worldwide webat all times, by plugging in their own PCor via the vessels network system. Anetwork server is connected to the V-Satsystem.

MaintenanceThe vessel is designed and built with re-duced maintenance in mind by the ap-plication of many of stainless steel partsin open deck spaces. At vessels hullsidea stainless steel fender of 120 mm iswelded to avoid damages by corrosiondue to maneuvering and listing duringcargo handling. Also a maintenanceprogram is installed which automatical-ly adjusts and notes running hours andtemperatures and pressures of runningcomponents such as generators, enginesand compressors.The program automatically gives noticeregarding maintenance of the differentitems.