Wilh.

Wilhelmsen & Wallenius Lines

Mark V RO/RO design
Tnsberg (MHI Hull No 2262)

EXTERNAL
General Fuel oil in protected deep tanks forward and aft.

WW Technical: HPG & GMG, 18 March 2011.
This new generation of RO/RO vessels for Wallenius
Wilhelmsen Logistics Round the World Liner Service is
designed for efficient transportation and handling of High &
Heavy rolling cargo, Non Containerised Cargo (NCC),
Breakbulk, Special Project Cargo and cars.
The RTW service is a 110 - 120 days roundtrip from Europe to
US East Coast, Oceania, South East Asia, Far East, US West
Coast, US East Coast across the Atlantic back to Europe.
Deck no 5 is watertight to provide a second watertight barrier,
in addition to the freeboard deck (deck 4). The hull will be
constructed with double ship sides up to deck 5.
Pilot ladder, gangway, bunker station and Rescue boat (only
port side) to be arranged in one continuous recess on deck no
5 on each side of the vessel. Free fall lifeboat to be arranged
aft, with safe emergency walkway from the accommodation
block.
Cargo hold
Cargo hold to be arranged for efficient and safe cargo handling
with completely flush bulkheads or horizontal cargo support
rails to support efficient stowing of breakbulk cargoes on all
decks.

Generally, single row pillars at abt 15 m longitudinal spacing.

6 fixed cargo decks for H&H, NCC and breakbulk,: Deck 1, 2,

3, 4, 5 and 7.

Deck no 1, 2, 3, 4 and 5, including relevant internal ramps, to

Major design objectives: Optimum hull shape to give good form be strengthened for fork lift operations and roll trailers of
stability and low resistance, good transport economy, efficient varying payload. Main deck to be strengthened for heavy lift
and safe cargo handling, minimum environmental impact. trailers including Samson type trailer.

3 hoistable decks for flexibility and maximum utilisation: Deck

4B, 6 and 8. Deck 6 and 8 is intended for cars and constructed
with plywood plating to save weight. Although experience with
Principal Particulars hydraulic jigger winches in use in our present fleet is excellent,
All figures are approximate and preliminary: electrical winches will be used on the Mark 5 to eliminate the
risk of hydraulic oil spills entirely.
Length overall 265 m
Thorough studies of cargoes and trends have helped to
Length Betweeen Perpendiculars 250 m determine the clear height of all decks. Part of the main deck
Breadth (moulded) Panamax: 32.26 m will have a higher clear height than previous generations
RO/RO ships.
Depth to Upper Deck (moulded) 33.22 m
Transverse ventilation of cargo holds to be arranged.
Depth to Main Deck (moulded) 15.20 m
Cargo securing by means of closely spaced circular holes and
Design draught 11 m cloverleaves. Side lashing points arranged on all heavy decks
and top lashing points on the main deck to secure high and
Scantling draught 12.30 m
heavy cargoes.
Deadweight design: 31,824 t
Weather deck to be arranged for the traditional transportation
scantling: 41,554 t of Aquavit containers; project cargo such as windmill blades
and yachts.
Gross tonnage 76,500 gt

ID & Call Signs

Cargo Capacity
IMO number Tnsberg: 9515383
2
Total deck area in holds abt. 50,335m
Call sign Tnsberg: 9HA2066
2
Deck area for H&H abt. 31,250 m
3
Cargo volume abt 138,000 m
2
Cargo area on upper deck abt. 2,730 m
General Arrangement
The vessel is arranged with engine room aft, mooring decks
forward and aft on deck 5 and wheelhouse forward to give
space for weather deck cargo. Accommodation to be arranged
for a crew of 36 in two tiers on the weather deck; one for public
spaces and offices and one for living quarters to improve
rest & recreation for the crew.

Low double bottom construction to reduce vertical centre of

gravity of lightship and cargo.

EXTERNAL
Cargo Handling
All cargoes to be loaded and discharged over a wide and
strong stern quarter ramp
Internal ramps to be arranged in succession for efficient and
safe cargo handling. Internal ramps between fixed decks to be
8 m wide.
Classification
The vessel shall be built for unlimited worldwide operation to
Malta flag and under survey of Det Norske Veritas with the
following class notations
+ 1A1 GENERAL CARGO CARRIER / RO/RO, PWDK, PET,
MCDK, E0, TMON

Internal ramps leading down from main deck to be of fixed type The vessel shall be built to comply with the following notations,
with ramp covers. Internal ramps leading up from main deck to without formal approval or certificate:
be of liftable type. In general, the ramp system shall be
BIS, CLEAN, FUEL, F-AMC, NAUT-AW
arranged to allow simultaneous cargo operations on all decks.
The vessel to be built in compliance with and delivered with a
4 m wide ramp to weather deck to be arranged to reduce
CLEAN PASSPORT.
dependence upon shoreside mobile crane.

All hoistable decks (deck 4B, 6 and 8) to be operated by

electric winches arranged under each car deck panel.
Hoistable deck no 6 and 8 to be constructed with plywood top Environmental initiatives
plating in a steel frame to save weight.
The vessels shall be built to the voluntary class notation
CLEAN and delivered with a CLEAN PASSPORT (an inventory
of all materials potentially hazardous to human health or the
environment, used in the construction of a ship).
Tank Capacities and Arrangement
The hull lines shall be optimised to give minimum resistance in
The vessel will have two pair of ballast water tanks in the
calm water and waves. Extensive hull optimisation and model
double bottom to avoid excessive amounts of WB and reduce
tank tests shall be undertaken to ensure good performance
the free surface effect. All WB wing tanks connected to anti-
over a range of draughts reflecting the most frequently used
heel system.
loading conditions.
Water ballast lines (GRE) to be arranged in double bottom with
Reduced resistance together with increased capacity improves
valves in a dry box for easy and continuous access.
the transportation efficiency by 15 - 20% compared to the
3
WB tanks abt. 16,080 m previous generation of RO/RO ships; the Mark 4 series.
3
Fuel Oil tanks (100%, excl settling & service) abt. 4,970m Fuel efficient, modern electronically controlled main engine.
3
Fuel Oil tanks (100%, incl. settling & service) abt. 5,500 m The Turbo Generator system is estimated to cut the total fuel
3 annual consumption by about 5 - 6%. CO2, SOX and emissions
Diesel Oil tanks (100%) abt. 650 m
of particles (PM) will fall proportionally; NOX emissions by
3
Fresh Water tanks (100%) abt. 475 m about 3%.

All fuel oil tanks shall be protected against grounding and

collision. Potential leakage from hydraulic cylinders shall be
collected in drip trays as far as possible.
Machinery
Ballast water treatment, 5 ppm bilge water separator and
Service speed 20.25 kn
biodegradable stern tube oil contribute to reduced emissions to
The vessel shall be powered by one electronically controlled the sea.
slow speed, two stroke main engine and propelled by a single
Systems and equipment have been designed to minimize
fixed pitch propeller.
energy consumption. Examples include chill water air
Main Engine B&W 7 cylinder L70ME-C8 (derated) conditioning system, extra insulation in the accommodation
bloc, dual speed water ballast pumps and several separate
Electric power to be provided by a Steam Turbine generator light zones in the cargo hold.
and Shaft Generator in normal sea going condition. In port and
during manoeuvring, electric power to be provided by 3
auxiliary generator sets.

Turbo generator 1,200 kWe

Shaft generator 1,100 kWe

Auxiliary generator set 3 x 2,400 kW

Efficient low resistance rudder and transverse thrusters

forward and aft shall be fitted to enhance manoeuvrability.

All ancillary systems and fuel tanks to be arranged for

operation on Low Sulphur Heavy Fuel Oil and Marine Diesel
Oil.

EXTERNAL