Rolls Royce will deliver the design and the Azipull thrusters in a package worth about $2m.

Additional Rolls Royce equipment may be specified as a result of continuing negotiations.

The design concept provides increased cargo space compared to a conventional single screw product tanker since the azimuth thruster system allows the engine room bulkhead to be moved further aft, increasing the cargo volume by up to 7%.

By using two independent propulsion lines comprising thrusters, shaft generator and main engine, a high level of redundancy is achieved. Maintenance work can be carried out on one engine when the vessel is in port since the other unit, assisted by the tunnel bow thrusters, is immediately available to take the vessel to safety should an emergency arise at the terminal.

Propulsion system redundancy also increases the level of safety in coastal navigation.

In developing the hull form, Rolls Royce had to ensure good course keeping ability as earlier similar hulls propelled by azimuth thrusters tended to have poor course stability, requiring large fuel-consuming steering corrections. The choice of Azipulls for propulsion has helped here because the hydrodynamically optimised units provide a substantial rudder area.

The double hull meets new regulations and incorporates a bulbous bow plus a short skeg for docking purposes. Azipull propulsors are positioned below headboxes and allow the aft end of the hull to be optimised for minimum resistance and simplified hull construction.

Each independent propulsor system comprises a main engine driving an Azipull thrusters equipped with a CP propeller, with a generator interposed in the shaft between engine and thrusters. The simple mechanical layout offers flexibility and efficiency, with transmission losses lower than a diesel electric drive and the system less demanding to operate.

Each main engine develops 1,400kW at 900rpm, coupled to a 1,000kW generator and an AZP85 Azipull thrusters.

MJ Information No 19216