Bitumen

Propulsion is in the form of a medium speed diesel engine with a gear and shaft generator coupled to a CP-screw while the bow thruster delivers 800kW. A box cooling system is utilized. The vessel carries independent cargo tanks constructed in two blocks, forward and aft of a pumproom. The forward block includes 5 tanks while the aft tanks consists of 4 tanks, divided vertically by corrugated bulkheads and heated via a thermal oil system.

The vessel is equipped with three cargo pumps, one for each segregation, where interconnections allow for any crossover combination so that any pump can empty any hold.

To reach the required deadweight she has full body and a lot of emphasise has been on space effective internal design of cargo-, engine- and accommodation spaces onboard.

The Mergus & Ardea is designed to handle cargo with a temperature of up to 250°C. The high temperature variations requires special design considerations; mainly because of thermal expansion of tanks and pipes. The Mergus & Ardea has two tank blocks with four tanks in each. Each tank block is only fixed in the middle and therefore able to move longitudinal depending on temperature. Each tank block also has an integrated pump room. All cargo tanks are isolated.

The FKAB design is a bitumen, chemical and product oil tanker with independent cargo tanks for bitumen and asphalt with a temperature of up to 250°C. The vessel is designed with single bottom and double sides for ballast water.

The high temperature variations require special design considerations, mainly because of thermal expansion of tanks and pipes. The cargo tanks consist of two blocks, forward and aft of the pump-room, with five and four tanks respectively in each block. Each tank block is only fixed in the middle and therefore able to move longitudinally, depending on the temperature. There is no structure inside the cargo tanks.

Propulsion is provided by Four (4) stroke, medium speed diesel engine with a gearbox to be fitted with PTI/PTO and shaft generator coupled to a CPP!-propeller. Take me home device, to comply with ice rules, PTI from the auxiliaries.

In order to save fuel the shaft generator is connected via a frequency converter allowing optimum propeller rpm at various speed.
Fuel consumption per 24 hours at the service speed 13 knots 85% MCR including shaft generator engaged at normal service condition and 15% sea margin. Cruising range is to be XXXX nm with FO

The FKAB I14 design is a bitumen, chemical and product oil tanker with independent cargo tanks for bitumen and asphalt with a temperature of up to 250°C. The vessel is designed with single bottom and double sides for ballast water.
The high temperature variations requires special design considerations; mainly because of thermal expansion of tanks and pipes. The cargo tanks consist of two blocks, forward and aft of the pump-room, with five and four tanks respectively in each block. Each tank block is only fixed in the middle and therefore able to move longitudinally, depending on the temperature.

There is no structure inside the cargo tanks.
Propulsion is provided by a medium speed diesel engine with a gear and shaft generator coupled to a CP-propeller. Take me home device through PTI from the auxiliaries.
In order to save fuel the shaft generator id connected via a frequency converter allowing optimum propeller rpm at various speed.

The FKAB I15 design is a bitumen, chemical and product oil tanker with independent cargo tanks for bitumen and asphalt with a temperature of up to 200°C. The vessel is designed with single bottom and double sides for ballast water. The high temperature variations require special design considerations, mainly because of
thermal expansion of tanks and pipes. The cargo tanks consist of two blocks, forward and aft of the pump-room, with four and six tanks respectively in each block.The cargo tank support are arranged in such a way that it allows free expansion in all direction. There is no structure inside the cargo tanks.

Propulsion is provided by a four (4) stroke, medium speed diesel engine with a gearbox fitted with and shaft generator for PTO and PTH coupled to a CP-propeller. Power for take me home, PTH, from auxiliary engines. In order to save fuel the shaft generator is connected via a frequency converter allowing
optimum propeller rpm at various speed. The vessel is designed for a service speed of 13,0 knots at 75% MCR with 15% sea margin, with clean hull, at a draught and even keel with an output from the shaft generator of 250 kW.

Fuel consumption of main engine in LNG mode at 13.0 knots at design draught excluding shaft generator and excluding sea margin under ISO standard ambient conditions and LCV 48,000 kJ/kg to be about: 11.9 ton per day Fuel consumption of main engine in MGO mode at 13.0 knots at design draught excluding shaft
generator and excluding sea margin under ISO standard ambient conditions and LCV 42,700 kJ/kg to be about: 13.8 ton per day.
Effective LNG tank volume to cover a cruising range of 11700 nm.

The FKAB design is a bitumen, chemical and product oil tanker, tier III, twin skeg with independent cargo tanks for bitumen and asphalt with a temperature of up to 200°C. The vessel is designed with single bottom and double sides for ballast water. The high temperature variations require special design considerations, mainly because of thermal expansion of tanks and pipes. The cargo tanks consist of two blocks, forward and aft of the cargo room, with six tanks respectively in each block.The cargo tank support are arranged in such a way that it allows free expansion in all direction. There is no structure inside the cargo tanks.

Twin skeg powered by two (2) medium speed four stroke dual fuel (diesel / LNG) engines coupled to controllable pitch propeller and two shaft generators connected via gear boxes, shaft generators will also be used as motors (PTI) when running on slow speed with just one main engine. Shaft generators will be connected to the electric net via a DC-link and frequency converters allowing variabble speed of the engine /propeller for both PTI and PTO. In order to save fuel the shaft generator is connected via a frequency converter allowing optimum propeller rpm at various speed.

The vessel is designed for a service speed of 11,0 knots at 80% MCR with 15% sea margin, with clean hull, at a draught and even keel with an output from the shaft generator of 250 kW. Fuel consumption of main engine in LNG mode at 11.0 knots at design draught excluding shaft generator and excluding sea margin under ISO standard ambient conditions and LCV 48,000 kJ/kg to be about: 9,3 ton per day Fuel consumption of main engine in MGO mode at 11,0 knots at design draught excluding shaft generator and excluding sea margin under ISO standard ambient conditions and LCV 42,700 kJ/kg to be about: 10.3 ton per day