Page 31: of Maritime Reporter Magazine (March 1997)

accordingly developed a straight- forward method of protection that forms a low-cost alternative to the non-compulsory extension of the double shell aft. Its solution, built into the trio of crude carriers under construction at Koje Island, is to incorporate flat longitudinal bulk- heads in each bunker tank port and starboard. The resulting outer compartment of each fuel oil tank, accounting for approximately 20 to 30 percent of capacity, is of approx- imately the same width as the dou- ble hull around the cargo section.

The 79 to 80 percent of fuel in the inner compartment therefore has the equivalent of double shell pro- tection while the hydrostatically balanced loading (HBL) principle can be used in the outer part to reduce outflow in the event of pen- etration. The arrangements are said to represent just a fraction of $500,000 to $1 million cost associ- ated with double-hulling aft, and the attendant affect on engine room layout and pipe runs.

In Germany, Lindenau Werft's proactive approach to tankship design and construction, demon- strated in the Tanker Class 2000 concept, has borne fruit in a suc- cession of contracts over recent years. The Kiel yard's objective has been to devise a vessel type offering operating and build effi- ciency against a backcloth of new environmental and safety legisla- tion, and increasing market expec- tations in the way of performance and quality.

The completion of the 32,250-dwt product carrier Seadevil in the lat- ter part of 1996 signified a new highpoint for Lindenau. The ves- sel is not only the biggest built to date by the yard, but is also the largest double hull tanker in the

German merchant fleet. Carl

Buttner's Seadevil (pictured to the left, diagram on page 41) provides a revenue-earning volume of 38,600-cu-m, whereby the cargo section is bounded by double sides and a double bottom. The double hull configuration is claimed to be four times more resistant to colli- sion damage than single hull con- struction, acknowledged by

Germanischer Lloyd through its class notation COLL 3 for all cargo tanks. The German yard says the arrangements will safeguard the cargo section even if the outer shell has been penetrated to a depth of 6.6 ft. (2 m), and that the increased protection against collision dam- age has attracted a reduction in insurance premiums.

March, 1997

Seadevil provides the first exam- ple of Lindenau's of athwartship 'volume' bulkheads. Stooled at the base and formed like a tank, pre- senting completely smooth sur- faces to the cargo, the arrange- ments facilitate faster unloading and rapid but effective washing.

The design principles embodied in Seadevil, as in preceding new- buildings of 23,500 dwt and 13,100 dwt, are applicable to tankers as small as 1,500 dwt, and up to the 40,000 dwt vessel now possible on

Lindenau's widened berth. More than 100 variants are offered, allowing choices such as any ice class, hydraulic or electric deep- well pumps, and stainless steel tanks and propulsion systems.

Continuity of high-grade tanker production at Kiel has been ensured through an order from

Italy's Emiliana Marittima for a

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