The arrival of the 157,000 dwt Suezmax tanker Cap Corpus Christi into the Euronav fleet in August 2018 marked the end of a series of four tankers built at the Hyundai Samho Heavy Industries shipyard in South Korea
With Cap Corpus Christi, Euronav now has 24 Suezmax tankers in its fleet. The Euronav Suezmax fleet has an average age of 10 years old – in line with the global average age of the fleet.
The Samho Suezmax quartet of Cap Pembroke, Cap Port Arthur, Cap Quebec and Cap Corpus Christi are all engaged on seven-year timecharters to independent oil refiner Valero at Quebec until 2025.
Euronav has been a partner with Valero since 2005 and in 2016 Euronav announced it had ordered two ice-class Suezmax tankers from Hyundai Samho to continue to serve the Valero refinery in Quebec. In 2017, the option for two more Suezmax was exercised.
Cap Corpus Christi is a 157,000 dwt double hull crude oil tanker with six pairs of cargo tanks plus two slop tanks. The hull is strengthened for ice in accordance to Finnish Swedish ice-class IC and designed to withstand 25 years of North Atlantic sailing.
To cope with the very low winter temperatures and ice conditions of East Canada, the vessel is equipped with a covered fore area, preventing the accumulation of ice on the forward mooring station.
The cargo handling system is designed for up to three grades of crude oil at a time. Beyond the three direct lines, an independent stripping line is provided, keeping at all time the double valves segregated. There are three vertical centrifugal pumps supplied by Shinko with a capacity of 4,000 m3/hour. Its prime movers, which are turbines, are of three stages, contributing to the reduced consumption during discharging. Emerson Marine has provided the tank radar and the tank cleaning equipment is supplied by Polar Marine. Nakakita remote control valves are fitted in the cargo and in the ballast tank system, while Hanla has provided the independent tank level alarms systems.
The steam provided to the cargo oil and slop tanks can also be used to de-ice the weather deck. Electrical heat tracing has been installed on the fore mast, independent PV valves and ballast vent heads to avoid freezing. For the same purpose, steam heaters are provided in various compartments including steering gear, pump room, emergency generator and foam rooms.
A ballast water treatment system supplied by the shipyard’s associated company Hyundai EMD disinfects the ballast sea water. The HiBallast ballast water treatment system is a filtration and electrolysis system with a capacity of 75-10,000 m3/hour.
Inert gas is provided by a Kashiwa boiler flue gas system and a Kangrim donkey boiler can supply steam for domestic use and also serve to top-up inert gas if required.
The main engine is a Hyundai-WinGD 6X72 with Delta bypass tuning with a maximum continuous rate of 16,300 kW x 79 RPM and fitted with two Hyundai MET-type turbochargers. The air compressors are supplied by Donghwa Pneutec. The engine can operate on heavy fuel oil, ultra-low sulphur fuel oil and marine gas oil (MGO).
A unique diesel switch system supplied by Pantechnic has been installed to facilitate smooth fuel change over. Since the vessel has to comply with IMO Tier III NOx emissions limits when in the North America ECA zone, a low pressure selective catalytic reduction has been installed using 0.1% MGO. The main engine drives a Hyundai high performance Ni-Al-Bronze keyless propeller through an Eagle Industry cast iron stern tube with a white metal bearing.
"The main engine is a Hyundai-WinGD 6X72 with Delta bypass tuning with a maximum continuous rate of 16,300 kW x 79 RPM and fitted with two Hyundai MET-type turbochargers"
To add propulsion efficiency, there is an HHI pre-swirl duct (designed for ice conditions) and a rudder bulb. The spade-type rudder is operated through a two-ram, four-cylinder hydraulic ram Kawasaki-Flutek steering control system connected to the Kongsberg bridge manoeuvring system. Service speed at the scantling draught and at the normal continuous rating (12,170 kW) of main engine with 15% sea margin at the condition of clean bottom in calm and deep sea to be about 14.6 knots.
In the machinery space is a Hyundai Marine-Atlas incinerator system, with burning bilge water capability.
There are three Yanmar 6EY22ALWS four-stroke generators and a GPC-Doosan emergency generator. The electrical system is controlled by a Hyundai main switchboard supplying three-phase electricity, 220 v electrics and navigation bridge electrics.
The Hi Air Korea air conditioning is designed to provide ambient air while operating in conditions from -25C to +35C. Variable Frequency Drivers (Schneider) have been installed to essential consumers for reducing the electrical consumption. Enhanced heat insulation has been provided in the external walls and decks of the accommodation. Exposed cabins also have an individual electric heater.
On the deck, the two electro-hydraulic, high pressure type, non-auto tension split type drum mooring windlasses are supplied by Flutek. The anchor chain is from the Daihan portfolio attached to two 12-tonne Kumwa anchors (a spare is also supplied). Fail safe chain compressors (stoppers) are provided by Pusnes. There are nine 20-ton capacity winches and a dedicated winch for SPM operation. Two 20-ton Oriental Precision cranes provide the hose handling capabilities. The cranes are certified for personnel transfer.
On the safety side, there is a Consilium fire detection system installed with fixed gas detection system and portable units, all supplied locally by Riken Keiki Korea. The foam on deck and fixed CO2 fire-fighting equipment in the engineroom and pump room is from the NK Co., Ltd., portfolio and is supported by loose fire-fighting equipment supplied by the same company, in conjunction with a Kashiwa local fire-fighting system. TankTech supplied the emergency towing system.
Two 32-person conventional HLB Hyundai lifeboats are supported by electric motor-driven Oriental Precision davits. One lifeboat is also a rescue boat. Heating elements have been provided for keeping the life-boat engines warm. The lifeboats are raised at the A deck level for better protection from green seas. In total there are four Viking liferafts, each with a capacity of 20 people.
In the navigation bridge, which has heated glass and special shelter at the Port bridge wing for the Quebec pilots, the main supplier of bridge equipment is Furuno: AIS, ECDIS (3), radar, ice radar, route planning, speed log, satellite speed log and echo sounder. Furuno also provides the communication equipment including: GMDSS, Inmarsat-C, Inmarsat Fleet Broadband, VHF and the VDR. However, the autopilot and gyrocompass are Yokogawa Denshikiki units. In addition, there is a UHF onboard communication system, an Iridium System and extended LAN business network and crew network on board.
VSAT installation provides full connectivity with shore, covering both business and crew communication needs.
Shaft power meter, diesel generator power meters, mass flow meters for all the consumers have been installed. The signals of the above sensors, together with signals of 30 more sensors, are collected in the server of the vessel and sent to a database at Euronav headquarters. This data is processed by an experienced dedicated team which follows the performance of Cap Corpus Christi together with the performance of all other Euronav vessels.
Like the other three Suezmax tankers, Cap Corpus Christi is classed by Lloyds Register, sails under the Greek flag and is certified to transit the Panama Canal. The officer and crew complement are 32 people, including a pilot.
CAP CORPUS CHRISTI DIMENSIONS:
|Length between perpendiculars
|Draught design, moulded
|Draught scantling, moulded