gas scorpio pre purchase inspection report€¢ emergency arrangement of void spaces discharge is by...

PRE PURCHASE INSPECTION OF THE VLGC GAS SCORPIO

06 MAY 2015 AT SINGAPORE ANCHORAGE

Prepared by Dauntless Ship Management Pte Ltd & Capt. Rajesh Sachar

VLGC GAS SCORPIO of 9

CONTENTS

1. EXECUTIVE SUMMARY

2. GENERAL CHARACTERISTICS

3. MAIN EQUIPMENT

• Hull

• Accommodation

• Superstructure and Decks

• Navigation Equipment

• Deck Machineries

• Cargo Tanks

• Ballast Tanks

• Propulsion

• Power Generation/Auxiliary Engine

• Boilers/Cargo pumps

• Engine Room Auxiliaries

• Waste handling

• Steering gear

• Accommodation AC system

• Engine Control Room

4. SAFETY EQUIPMENT

5. CLASS RECORDS

6. PHOTOGRAPHS AND ATTACHMENTS

7. CONCLUSION


1. EXECUTIVE SUMMARY

Technical assessment of the VLGC Gas Scorpio, Fully Refrigerated LPG Gas Carrier, based on an inspection carried out by Dauntless Ship Management Pte Ltd & Capt. Rajesh Sachar at Singapore anchorage on 06 May 2015.

The vessel was in ballast condition and was on her way to PG for loading. The vessel was also simultaneously inspected by inspectors from Interorient Marine Services (Cyprus), Truong Phat Sea Transport (Vietnam), Seven Islands Shipping Ltd (India) & Kunlun Shipping Company Ltd.

1.1. Preamble The Gas Scorpio was built at Mitsubishi Heavy Industries Shipyard, Nagasaki, Japan. The Liberian flagged & NK Classed vessel is owned by Gas Diana Transport Inc. & operated by Sanko Ship Management Co. Ltd.

The vessel was delivered on 21 Dec 1995 and was last dry-docked on 18 July 2013 and credited Special Survey 3 on 14 Jan 2011. She had her last intermediate survey on 07 Oct 2013.

Based on the survey dates, the vessel will be 20 years old on 20 Dec 2015 when she is due her next special survey / renewal surveys.

Last CAP Hull report was reviewed and it was noted that the vessel was awarded a CAP 2 rating by the vessels Class NK. A preliminary look of the thickness report did not show or indicate any substantial corrosion.

The Next CAP assessment will need to be done concurrent with the vessels next docking that is due in Dec 2015.

1.2. Main Technical features

1.2.1. Design The vessel complies with USCG regulations for trade.

The vessel is a Single Skin flush deck type with Full Breadth Double Bottom Tanks. The vessel is not a Double Hull construction but only has a double bottom with Topside tanks. The Topside water ballast tanks and double bottom – hopper water ballast tanks are not independent tanks. These are connected by trunks at their after end.

The vessel has 4 independent Prismatic Cargo tanks (Type A) of total capacity 78462 CBM. The cargo tanks are insulated on the outer surface by polyurethane foam of thickness about 19 mm with Galvanized steel sheet. The tanks are of welded construction with centerline bulkheads.

The vessel has 4 Topside Ballast tanks (P&S) along with the Fore Peak tank, After Peak and Deep tank, and 4 Double Bottom tanks. The total ballast capacity is 23530 CBM.

The hull structural material at deck, shell plate, inner bottom, top side bottom, transverse bulkhead and intermediate members are Grade A, D, E, AH, DH, EH, AH 36.

The vessels cargo tanks have a MARV stetting of 280 m bar & minimum temp of -46 deg C.


The Cargo tanks have no loading restriction with regard to sloshing other than keeping the levels equal in both Port and Starboard sides of the respective tanks. The limitation, if any, with empty tanks is that No. 4 tank shall not be empty.

The Vessel is capable of carrying the following cargoes only.

1. Butane

2. Propane.

3. LPG mix

Other than above vessel is not designed to carry any other cargo.

The vessel has standard mooring arrangement complying with OCIMF requirement.

1.2.2. Issues noted during attendance Fore peak, after peak, No.1P & No.4S topside tanks were inspected. The coating condition in these tanks can be rated as POOR. It would be needed to do a large upgrade of the ballast tanks at the next docking to maintain CAP 2 rating and also to prevent any further corrosion as a lot of corrosion has already set in. The collision bulkhead in the forepeak was found corroded and dented in place. Numerous ladder supports and anodes were found wasted. Cable supports on deck were found corroded and holed in places. Corrosion had begun to set in on numerous deck pipelines and couplings.


R22 refrigerant is still in use on board.

1.2.3. Corrosion protection. Outer hull topsides and vertical sides are in an acceptable condition considering that the last docking was almost two years ago but will need to be spot blasted during the next dry-docking together with an application of an appropriate paint system. Below waterline there is a lot of marine growth noted that will need thorough cleaning, as there seems to be a lot of build-up. The coating and cosmetic condition of the main deck is just satisfactory and would need to be attended in sections as large areas have just been painted over rust and previous paint.


1.3. Rough Estimate of additional costs during the next docking in December 2015:

Ballast tank up gradation USD 1.5 million

Additional spares requirement USD 500,000.

Mooring ropes/wires – USD 50000

Additional reducers, S bends for Indian trade – USD 20,000.

Transfer of Class to IRS/Lloyds or DNV, if needed – USD 125,000.

1.4. OPEX in addition to normal operating costs:

The budget for spare parts and consumables is necessary to bring them in line with the normal standard.

Grand total of additional operational expenses on top of normal OPEX within the first year of operation under the new Owner is USD 500,000 mentioned above.

1.5. Estimated cost next target DD The estimated costs for the next docking in Dec 2015, including the ballast tanks up grading, is USD 3 to 3.5 million.

The deck-upgrading budget comes in addition to the normal dry-docking budget.

2. GENERAL CHARACTERISTICS

2.1. Main Particulars The vessel has the following main dimensions.

LOA: 230.00 m

LPP: 219.00 m

Moulded Breath: 36.60 m

Moulded depth: 20.40 m

Lightweight: 17,439 MT

Deadweight: 49,679 MT at Summer Draft of 10.836 m.

3. MAIN EQUIPMENT

3.1. Propulsion The main propulsion is a single acting, two-stroke type, Mitsubishi 7UEC60LS engine.

The maximum continuous rating is 16,800 BHP at 100 RPM. The normal service power is 15,120 BHP at 96.5 RPM.

The stated speed /fuel consumption in loaded condition is 16.7 knots at an average 48.7 tons HFO (M/E 43.7 & D/G 5.0).


The Engines are fitted with two MET 53 SC Turbochargers. The ME automation is by NABCO.

3.2. Power Generation Three Daihatsu type DI-24 diesel generators each of 1300 BHP at 720 rpm are installed.

The Generators are 3 sets AC 450 V x 3 phase x 1100 KVA (880 KW) each.

There is an Emergency Generator MAN-DENP and an Alternator of 450 V x 60 HZ x 3 phase x 125 KVA (100 Kw) rating.

3.3. Re-liquefaction Plant and Cargo system • The re-liquefaction plant is a simple direct expansion opposed piston 2 stage

reciprocating oil free EBARA compressors, horizontal type with Swept volume of 1360 Cubic’s.

• The vessel has 8 numbers vertical electric motor driven submerged centrifugal (fixed type) cargo pumps also of EBARA make, each of capacity 550 m3/hr.

• Emergency arrangement for cargo discharge is by 4 Emergency Cargo pumps in each tank, each of capacity 250 m3/hr.

• Emergency arrangement of Void spaces discharge is by LPG Eductors driven by the cargo pumps.

• The condition of deck piping and insulation appears satisfactory. The vessel liquid lines are insulated.

• The manifold arrangement is V (HP) LLV configuration.

• Vessel has a cargo heater.

• Vessel is fitted with only one booster pump to carryout pressurized discharge.

• The tanks are fitted with remote gauging system with local readouts (Electromagnetic float type level gauges). All standard requirements of alarms are complied with.

• All cargo system valves can be operated from the Cargo control room located in the accommodation.

3.4. Inert Gas A Smit Oven Inert Gas Generator produces 3,000m³/hr of Inert Gas with a dew point of –10°C and Oxygen content and a Carbon dioxide level of 0.1-0.5% and 13% respectively.

3.5. Navigation equipment The navigational equipment’s are mostly of Japanese origin and are standard ones used in the industry. An equipment list is attached to this report.

Radio equipment’s are as per standards of the industry. An equipment list is attached to this report.

Deck Machineries.

The vessel has 2 numbers windlass coupled with mooring winches forward and 3 mooring winches fitted aft. There are also 3 mooring winches fitted on main deck on the stbd side.

The vessel one electro hydraulic crane midships of 5 MT capacity and one electro hydraulic crane stbd aft for ER equipment and provision/store handling & one derrick port aft.


Mooring winches are in need of maintenance. Wires on the winches appear to be old and will require to be renewed. There are no rope moorings available on the winch drums.

Engine Room Auxiliaries

Auxiliary boiler: Cylindrical water tube boiler. Evaporation rate 2200 kg/hr.

Exhaust boiler: Forced circulation type. 680 kg/hr.

Purifiers: ALFA Laval MOPX 310 purifiers.

Air compressors: 2 numbers from Tanabe.

Pumps: Most of the pumps in ER are from Taiko Kikai. Vessel has only 1 ballast pump, 1 Bilge and GS pump, 2 Cargo CSW pumps, 2 MSW pumps, 1 harbor service pumps, 2 LO pumps, 1 AC CW pumps, 1 IGG CW pump.

Waste handling; Vessel is fitted with a sewage plant of Hamworthy design ST type for 38 persons and incinerator Make Sunflame capable of handling sludge generated in the ER on daily basis. The oily bilge separator is of Sasakura make with capacity of 2 CBM/hr.

Steering gear; 4 RAM electrohydraulic type.

Ac system: Only one AC compressor.

Control Room: The vessel has no ECR located in the ER. The control room for the engines is combined with the control room for the cargo in one big Engine/Cargo Control Room (CCR). There is an air-conditioned workshop in the ER where only a monitor is fitted to check engine parameters. The switchboards are in open ER and it as noted that plastic cover protection has been provided to prevent any accidental water splashing on the boards.

4. SAFETY EQUIPMENT:

The vessel has 10 bottles of Halon for bulk discharge into ER and Hold space in case of fire.

The vessel is fitted with two sets of DCP system for fire fighting in the cargo area.

The portable extinguishers are standard as per flag requirement.

The vessel is fitted with gas detections system with readouts in CCR of cargo area and accommodation.

5. ACCOMMODATION:

The vessel has good standard accommodation. None of the cabins are carpeted. The vessel has common galley and mess rooms but 2 recreation rooms to cater to officers and crew. There is hospital and dispensary located in the accommodation.

Wheel house: Is well laid out and fitted as per standard requirements.

6. CLASS RECORDS

As forwarded by owners.


7. PHOTOGRAPHS AND ATTACHMENTS

• Photographs – as per attachment.

• Ship Particulars

• Crew List

• Minimum Safe Manning Certificate

• Certificates Listing

• Voyage Memo

• Vessel Experience Factor

• Ship Equipment list

• Last PSC inspection report

• Form C

• Latest Class Survey Status

8. CONCLUSION:

The inspector’s are of the opinion that the CAP rating 2 given to the vessel is surprising considering the poor condition of the ballast tanks, especially the fore and aft peak tanks that could not have deteriorated to this extent in such a short span since the last CAP survey. Furthermore, subject to satisfactory review of all class records and commercial viability, we are of the opinion that the vessel is technically in satisfactory condition and can be safely and efficiently managed. Of course, this is subject to up gradation & other costs as mentioned in the report that would need to be taken into account prior final decision of purchase.

gas scorpio pre purchase inspection report€¢ emergency arrangement of void spaces discharge is by...

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