The “SHARK” concept

Her gjengis hovedtrekkene for SK 2204:
Streamlined body
• Slender twin skeg hull form has been developed and extensively tested in model tank, optimized for high service speeds.
High efficiency
• Designed for high loading and discharge efficiency.
• Cargo access by stern loading ramp and deck crane. In addition, one hinged ramp from main deck to upper deck and one fixed ramp from main deck to lower cargo hold.
• Advanced maneuverability with twin screw, twin rudders and bow thruster enabling quick turn-around capabilities in port.
• Gas/diesel – electric propulsion for high flexibility and power utilization.
• Compact gas/diesel – electric machinery plant resulting in increased area for cargo.
Accountable and economical
• The vessel is arranged with twin screw propulsion and an innovative propulsive system with high propulsive efficiency resulting in low fuel oil consumption – using either gas or MDO (Dual Fuel).
• Flexibility in propulsion and power supply systems.
• Running on LNG gives lowered operation costs compared to MDO-operation. Exemptions from CO2/SOx/NOx will decrease operation costs further.
Refined - environmentally
• Low SOx/NOx emissions when using LNG as main fuel.
• Full double skin – clean design, and all bunker oil tanks protected from the sea.
• Water ballast treatment system.
• Redundancy operation served by twin engine/twin CPP/twin rudder arrangement.
Keeneyed and improved overall view
• Efficient and user-friendly bridge design providing an excellent overall view and minimal blind sectors.
• Integrated bridge systems meeting the highest classification requirements.
• Total bridge concept enhances ease of operation and vessels safety.
Cargo flexibility
• Ramp access to all decks.
• Arranged for containers, RORO included road trailers, MAFI, commercial vehicles, cars, etc.
• Weather deck for all LOLO cargoes.
Redundancy and safety
• Two independent engine rooms below main deck.
• Full redundancy of steering and propulsion.
• Design easily adaptable to different levels of redundancy class requirements.
• Operation can be sustained even with a critical failure in one of the propulsion lines, or during maintenance.
• Number of aux. diesel generator sets may be reduced.
• Highly maneuverable.
• No need for tug assistance.
Advantages of twin screw & gas/diesel-electric propulsion
• Lesser requirement to installed propulsion power compared to single screw. Engines can run with more optimal fuel consumption at service speed and high ice class.
• When considering the ”break-even” cost for transportation of one ton per nautical mile, a twin-screw alternative may have a ”break-even” rate at the same level, or even lower than a single screw vessel.
• Improved propulsive efficiency.
• Shorter engine room i.e., increased cargo volume and deadweight.
Typen skip er tiltenkt for kyst- og nærskipsfart og noen hoveddetaljer er:
Deadweight scantling 4,200 dwt
Deadweight design 2,700 dwt
Draft, design 5.40 m
Draft, max 6.10 m
Length o.a. abt. 142.40 m
Length b.p.p. 130.00 m
Beam moulded 18.00 m
Depth moulded, to deck no.3 (main deck) 7.20 m
Depth moulded, to deck no.5 (upper deck) 12.60 m
Speed, service 20 knots
Lane metres total abt. 1030 m
Dual Fuel generator sets abt. 4 x 2650 kW
Electric Propulsion motors abt. 2 x 4200 kW
MDO, incl. settl/serv. tanks abt. 240 m3
Gas storage tank ( 2 tanks) abt. 470 m3
Complement crew 14 persons
Water ballast abt. 3 000 m3