ALPHALINER Glossary. The present glossary applies to the ships descriptions

Transcription

1 ALPHALINER Glossary Alphaliner Ship Glossary The Alphaliner website comes within a range of products developed by Alphaliner, aimed at serving the liner shipping industry. Alphaliner also publishes daily news, a weekly newsletter, a monthly monitor (industry statistics) and trade capacity reports. Alphaliner is an independent publisher of liner shipping information. It was incorporated in 1998 with roots in the 1970s. The present glossary applies to the ships descriptions For the purpose of this website, the expression "liner trades" covers every liner service in the common acceptance of the term. Given this common acceptance, are excluded a number of specific, more or less regular services such as parcel trades (steel and other neo-bulk products), pure forest product trades, pure vehicle carrying services, ferry services and very small scale coastal services. The present glossary details the contents of the ship data sheets, which covers all the ships plying liner trades or fitted for liner trades, even if not currently employed on such trades The following elements are included in the ship descriptions posted by Alphaliner in its website, listed in the order in which they are detailed in this document. IMO Number - also called LR Number. Genuine ship's name (GS name) Ex names Vessel type Flag L oa / B md GT / NT DWT / Draft Nominal TEU capacity Effective TEU capacity TEU 14 (capacity in teu at 14 tons) Reefer capacity Compindex Speed Consumption (t/d) Oil grade Gear profile Gear details Max lift (SWL) Holds / Hatches Propulsion Propulsion power Electricity generation Ice Class Year / Shipyard Design/Class Managing Owner Route Service/Alliance S Code (Service Code) Status Previous and current charterers Commercial history Open dates / Open area The present glossary is for the private use of Alphaliner online subscribers and must not be reproduced in whole or in part in any form. General Alphaliner user terms and conditions apply to this glossary

2 IMO Number - also called LR Number. The IMO Number - also called LR Number - is a seven-digit number which follows a ship since it has been ordered until its scrapping or its loss. When typing this number in the relevant searchbox, this ship will be displayed under its current name. It is needed to type the whole number. This number has been historically allocated by Lloyd s Register of Shipping in order to identify unambiguously every ship that sail or have sailed (existing or deleted). In the 1980s, the International Maritime Organisation (IMO) planned to have its own numbering system to identify every ship for safety records. The IMO agreed eventually in 1987 with the Lloyd s Register to use the LR number hence the appellation IMO Number. For ships recently ordered, the LR/IMO Number is not known immediately. Instead, the Alphaliner ID Number (five-digit figure) is shown for reference purposes. Note A number of ships and barges confined to national domestic services do not have IMO numbers. By virtue of its international scope, the IMO rules do not apply to ships plying such domestic trades, which are regulated by national rules. It concerns mainly containerships plying China coastal trades and container barges employed on US cabotage trades. In this case, the Alphaliner ID number is retained. Genuine ship's name (GS name) Chartered vessels are often renamed by their charterers for the duration of the charter, in which case the contractual name under which the charter is concluded disappears from view. In order to identify a ship under its original name in the owner s fleet, Alphaliner has created a special item, the Genuine Ship name, or GS Name. It is indicated only for ships dedicated to the charter market (Non operating owners -NOO- ships). In many cases, the GS name is the Maiden name of the ship, i.e. the project name under which she was built. The latter of course does not apply with ships bought second hand, which then are allocated by their new owners a GS Name different from the Maiden name. In extreme cases, the GS Name may have never been physically used on the ship. Note 1 - In the commercial section of the website, the name of the ship shown in relation to fixtures is the contractual name. For a ship dedicated to the charter market, it is identical to the GS name at the time of the charter contract. For ships chartered out by operating owners, the Current name in the owner s fleet is retained. Note 2 - In some cases, ships engaged in long term charters at delivery (say eight years and more) are not given GS Names by their owners. They sail instead directly from the shipyard under the name given by the long term charterer. In such cases, the GS name field is left unfilled and the name as given by the charterer is assumed to be the contractual name in the commercial sections of the website. The same also often applies consecutively to a sale with a charter back by the seller. Note 3 A few ships have two GS Names : one is given by the company behind the financement of the ship and another one by the company managing or trading the ship. In sis case, the two GS Names are mentioned in the GS Name field, separated with a slash. Ex names Former names. When the first name in the sequence of ex names is followed by (lch), it means that the ship was built or launched under this name but delivered under a subsequent name. Alphaliner - Ships / Glossary - 2 Alphaliner

3 Type - Type of vessel. Container carrier / Cellular Such ships are fully cellularized (i.e. fitted with cell guides in all holds). Small multipurpose ships (usually < 800 teu) fitted with container guides on the holds fore and aft bulkheads are considered as fully cellularized. Panamax / overpanamax gauge or hatchless is mentioned in the description. Hereunder are the abbreviations for short lists : cc/u - neo-overpanamax cc (B > 49 m) (such ships cannot transit the new Panama locks) cc/v - neo-panamax cc (capa > 7,500 teu - B < 49 m) (compatible with the new Panama locks) cc/o - overpanamax cc (capa < 7,500 teu - B > 106 feet / m) cc/h - hatchless cc (ships fitted with holds without hatchovers) cc/r - cellular ship fitted with ramp for deck access cc/p - cellular ship with a passenger capacity in excess of 12 passengers Note 1 - ULCS and VLCS - Alphaliner applies also the following terminology (relating to cc/u and cc/v) : > Ultra Large Container Ship (ULCS) - ships with a breadth > m > Very Large Container Ship (VLCS) - over 7,500 teu with B < m (Neo-Panamax VLCS - 19 rows *) * Special note on Neo-Panamax VLCS (abbreviated cc/v) These ships correspond to the maximum size that will be allowed in the third set of Panama locks, the realisation of which has been voted on 22 October 2006 for a scheduled completion in The Panama Canal Authority (ACP) has retained the following ship dimensions : L = 366 m / B = 49 m allowing 19 rows on deck / Maximum draft = m (which in Panama case corresponds to the tropical water draft from the ship viewpoint). * VLCS offering 17 and 18 rows on deck are labelled Sub-Panamax VLCS. Note 2 - Panamax ships are ships with the maximum breadth of 106 feet (32.31 meters) allowed by the Panama Canal rules. Their length overall is limited to m. Important note on the meaning of CELLED (= Cellularized) when searching ships When a search is launched with the "Celled - YES" box selected, the search results include the ships FULLY cellularized only. Ships with only part of their underdeck cargo cellularized are excluded from the results (except allowance for a few ships equipped with one additional small hold located forward for which cells are not necessary, given the small size of these holds). Container/roro vessel A container roro vessel is a ship fitted with cargo spaces served through cargo hatches as well as via a roro access. On a number of them, only the main deck and upper deck (or decks) are accessible in roro mode, with the lower hold accessible only through cargo hatches. On others, only a section of the ship is roro, the other one consisting in conventional cellular holds, generally located forward or within the main cargo body. Abbreviation for short lists : cr Roro cargo vessel no hatches A pure roro vessel can be wholly loaded and unloaded through a cargo ramp, so that cargo hatches are not needed. In most cases, the weather deck is also accessible through a ramp. Some small roro ships do not have any tweendeck and the whole cargo is stowed on the weather deck, which is also the main deck. For the purpose of this website, passenger roro ferries and small short sea roro ferries are not considered. Abbreviation for short lists : ro Alphaliner - Ships / Glossary - 3 Alphaliner

4 Multipurpose cargo vessel Multipurpose cargo vessels are either of the box-shaped type or designed with conventional full breadth holds and tweendecks (see drawing at the bottom of the glossary). Box-shaped multipurpose cargo vessels are used either as full container carriers or to carry breakbulk cargoes. Such ships are not cellularized but are usually container-fitted, which means that they are fitted with container sockets and lashing eyes, both in holds and on deck, but are not systematically fitted with lashing equipment (stacking cones, lashing rods, turnbuckles and twist locks). Some of them are also pre-equipped for portable guides. However, numerous container capable cargo vessels listed with a TEU intake are actually not fitted with container stowing and lashing equipment and as such, they cannot be chartered for container transportation. Therefore, managing owners or their brokers have to be contacted before chartering such ships for container trades. Conventional multipurpose cargo vessels are transitional ships, between cargo vessels of yesterday and box-shaped cargo vessels. They are fitted to carry containers together with breakbulk, in conventionally designed holds and on deck. Cargo has usually to be shifted in the wings as the cargo hatches are narrower than the holds. Their container intake is often low relatively to their deadweight. However, some of them are optimised for containers and have a fairly attractive TDW per TEU ratio. In Alphaliner, they are labelled 'container friendly'. Such ships are often offered on the containership charter market, or are employed on hybrid liner services with a strong container component. These are generally ships with a TDW per TEU ratio lower than 30 tonnes per TEU (see also 'Compindex'). These cargo vessels tend to be old ones and most of the remaining ones are expected to be deleted from the fleet by Auxiliary roro access - Some multipurpose cargo vessels (boxed or conventional) are fitted with a stern ramp. In the majority of cases, this is only an auxiliary access leading to the main tween deck, without any roro access to the lower hold or the upper decks (i.e. absence of internal ramps). Note Numerous cargo vessels are not prepared for containers and are usually not employed on liner trades. Most of these cargo vessels are therefore out of Alphaliner s scope and are not listed in the database. Abbreviations for short lists : mp - gc - mr - gr - multipurpose cargo vessels with box-shaped holds multipurpose cargo vessels with conventional holds and tween decks multipurpose cargo vessels with box-shaped holds fitted with an auxiliary roro access multipurpose cargo vessels with conventional holds and tween decks, fitted with an auxiliary roro access Conbulker Conbulkers, or container/bulk carriers, are bulk carriers fitted with container sockets (or at least the embedded receptacles aimed at receiving the container sockets) in hold and on deck. Some of them are basic self trimming bulkers, with lower and upper wing tanks. Their container capacity is often quite low. Trade patterns show that they work nowadays mainly on bulk trades and the vast majority of them may never carry a single container. Alphaliner - Ships / Glossary - 4 Alphaliner

5 Others have box shaped holds with wide hatches whose coamings are often flush with hold sides (they are usually referred to as 'open hatch bulk carriers'). Most of them are operated on the paper/forest product trades, steel trades or on the parcel trades. In rare cases, conbulkers are used on hybrid services mixing forest products and containers (mainly Westwood). A few conbulkers are regularly used to carry only containers. These ones are recognisable in the website at the 'Status' item, where they are reported as 'Charter market' ships (status = T). Abbreviation for short lists : cb More on open hatch holds, on OHBCs and on conbulkers Conbulkers are a particular type of 'open hatch bulk carriers' (OHBCs), i.e. ships fitted with extra wide hatches. Open hatch is a confusing expression that appeared in the 1960s to describe ships fitted with extra wide cargo hatches, aimed initially to carry forest products exported from Canada (with Norwegian owners as pioneers of the concept). Extra wide hatches are almost always associated with double sides, with the inner side flush with the hatch coamings, thus determining parallelepipedic holds. So, the "open hatch" ships have usually "box shaped holds". Open hatch ships with a single deck are sometimes classified as bulk carriers, since they are adapted to carry bulk cargoes, although they are optimized to carry parcels of steel, timber, paper etc. (the whole cargo sits actually on the tank top / hold floor). Such ships are known as Open Hatch Bulk Carriers (OHBC). Within the OHBC type, there is a sub-type designed with dimensions of holds/hatches compatible with container dimensions, and fitted with castings embedded in the hold floor and on the hatches, in which bottom container stacking cones can be slotted into place when containers are to be loaded (these stacking cones are not always provided with the ships). This particular type of OHBC is referred to as a containerbulk carrier, or conbulker. In certain standard series, some of the OHBCs built are conbulkers, others are not, simply because the owner did not opt for container castings when ordering the ship. Of note, during her career, a conbulker mostly employed on bulk/parcel trades can lose its conbulker status, simply because as the ship ages, the container castings can be destroyed or worn by cargo handling, grabs, etc, and are not renewed. It becomes therefore a basic OHBC. It occurs also when the ship reaches a great age -say 20 years- when steel plates are renewed in some places (tank top), without bothering to install new castings. Actually, many conbulkers never carried a single box during their life. Are conbulkers all box shaped? NO. Some conbulkers, mostly old ones built in the 1970s, were basically self-trimming bulk carriers (with upper/lower wing tanks), with relatively narrow hatches and no double sides, but they were fitted with container castings in holds and on deck. They were cheap to build, cheap to operate, but with a very low container intake in holds. We can say that today, they have disappeared. The remaining ones, aged years, have surely lost many of their castings for the same reasons explained above, and can no longer pretend to conbulker status. To end this chapter, open hatch ships fitted with tween decks (fixed, collapsible or removable), are usually termed multipurpose cargo vessels due to their great versatility, and smaller size, which led them to replace progressively the conventional tweendeckers of the same size. Refrigerated cargo vessel Refrigerated cargo vessels are mainly designed to carry frozen or chilled cargoes stowed in conventional refrigerated holds with tween decks. Many of them are also designed to carry containers on deck and, in some cases, in the holds. Such ships are deployed either on tramp reefer trades or ply regular services, with reefer containers hired to the fruit trading companies that also hire the ships. These latter ships are included in Alphaliner. In some cases, the operator mentioned is the current provider of non reefer cargo, loaded on return trips to the fruit loading zones. This provider is a third party company, mentioned as a slotter in the Service data sheets. Abbreviation for short lists : ref Alphaliner - Ships / Glossary - 5 Alphaliner

6 Barge carrier Barge carriers have become ships of the past. Most of the surviving ones have either been converted to other use, broken up, or sold to the US Navy. A number of them could carry non-container fitted barges. Three barge carriers, the 'Bacoliners', handle barges using the floating in/floating out method in their floodable tweendeck and carry containers on the weather deck. Abbreviation for short lists : bg Flag Shows the current flag of the ship. L oa / B md Length overall / moulded breadth. Note : the moulded breadth is the breadth of the main hull structure, not taking into account the thickness of the hull plating (totalling 0.05 meters on average) and of appendices (such as belts, overhanging bridge wings etc.). GT / NT Shows the Gross and Net Tonnages (UMS). DWT / Draft Shows the Summer deadweight capacity (Summer deadweight all told, in metric tonnes) together with the corresponding Summer draft. For multipurpose ships fitted with movable decks and bulkheads, two sets of deadweight are applied, depending if the movable decks and bulkheads are stored on board or ashore. There are ten different maximum (regulatory) deadweights, depending on cargo, seasons and location. The Summer deadweight is the deadweight of reference. Note on deadweight at scantling draft The deadweight at scantling draft is used for ships as soon as they are ordered. The scantling draft corresponds to the expected draft at full load. The corresponding deadweight is derived from the hull volume and from the estimated ship light weight. This deadweight is used at the design stage and during construction for scantling purposes. It is replaced by the Summer deadweight as soon as this one is computed. Then, the deadweight at scantling draft becomes obsolete from an operational viewpoint and should be replaced by the Summer deadweight in commercial descriptions (a necessary adjustment that is often overlooked and which leads to discrepancies). The computation of the Summer deadweight requires an inclining test carried out when the ship is afloat and fully completed, in order to determine the precise light weight of the ship, among other things. Nominal TEU capacity The nominal TEU capacity is the maximal geometric capacity, expressed in 20 ft Equivalent Units (TEU). It is either the contractual capacity agreed upon in charter contracts, or the teu capacity shown by owner-operators, or the Alphaliner own assessment when the owners figures are obviously understated or when figures are obsolete. Examples of obsolete TEU figures can be found with old ships, for which the original figure has been computed for example with three tiers on deck, whereas they use to stack five tiers. Alphaliner - Ships / Glossary - 6 Alphaliner

7 Of note, the main critera used to compute deck capacity are stability, visibility from the wheelhouse and limitations in stack weights (hatch resistance) and lashing (the presence of lashing bridges allows higher stacks). On ships with high deck stacks, the upper tier is limited to empty boxes only, for stability reasons. This extra layer of empty boxes is useful for repositioning purposes. Repositioning of empties is actually part of the logistics game. Facilities to carry these empties dispense the operator with chartering extra tonnage to reposition empty boxes, as far as it can. It is why today containerships of all sizes have wheelhouses located higher than their predecessors of the 1970s and 1980s. Note on ''teu'' as a measuring unit The ''teu'' is the measuring unit of containerships and it is well defined. It stands for ''20 feet equivalent unit'' of 20 feet in length and 8 ft 6 inches in height. This standard ''teu'' is used in contractual descriptions of ships, for trade capacity assessments and for fleet statistics. Allowance in ships teu geometric capacity is also taken into account to respect the IMO visibility rules (with lower container stacks in the forward bays). Case of High Cube boxes High cubes are containers with a greater height and/or a greater length than standard containers. They can be directly converted into ''teu''. For example, a 40 foot high cube box (of 9 ft 6 inches high) is equivalent to 2.24 teu. However, in the case of 45 ft hi-cubes loaded on deck with the extra 5 feet bits of 45 ft boxes overhanging above the inter hold spaces (it is the case on VLCS, where virtually all deck bays can be loaded with 45 ft boxes, except for the first tier of boxes and the most aft or forward bays), the equivalent capacity of these extra bits is usually not counted. Counting them would imply a total equivalent teu extra capacity reaching 500 teu if 2,000 x 45 ft deck slots are filled with 45ft containers, which in reality is very far from being the case. Effective TEU capacity Available on application only The nominal TEU capacity does not reflect the real carrying capacity of the ship in laden boxes, called effective TEU capacity, as it takes into account a top deck layer of empty boxes (or even two layers in extreme cases) and it does not take into account other critera specific to a trade, such as an high average weight of containers, a high proportion of high cube boxes, draft limitations, or inadequacies between the design of a ship and the mix of boxes of different dimensions on a given trade. The effective TEU capacity must not be confused with the TEU capacity at 14 tons (qv), which is a purely theoretical capacity aimed at assessing the ship intake in relation with stability critera. The effective TEU capacity varies with the trade on which a given ship is deployed. In some cases, the effective capacity can even vary with the season. It renders the computation of this figure quite elusive. Furthermore, the fact that ship cargo plans vary widely prevents the establishment of a standard formula. On some trades where high cube boxes dominate, there can be a loss of stowage space underdeck (mostly on older ships) due to the inadequate under hatch clearance, so reducing further the effective capacity. On other trades where heavily laden boxes dominate, the TEU capacity has to be matched with the total weight of the boxes vs. the deadweight of the ship, leading to an effective capacity lower than it would be on lighter trades. From these two examples, it can be seen that the effective TEU capacity of a given ship varies according to the trade on which it is employed. Due to the impossibility of devising a standard formula and with carriers reluctant to deliver the relevant figures, Alphaliner has set up a method allowing to assess a basic effective TEU capacity excluding the weight limitations of some particular trades and assuming no loss of stowage space under deck that would be casued by an unusual dominance of high cubes. Alphaliner - Ships / Glossary - 7 Alphaliner

8 The method retained has consisted in assessing a likely effective TEU capacity for each series/design or for individual ships when they cannot be classified within an existing series/design. This estimation is derived from a close analysis of the deck cargoes in relation with stability criteria, taking into account the length to beam ratio, the ratio of containers stowed on deck/under deck and, when available, the capacity in TEU at 14 tons which is useful to lift doubts on stability limitations. In assessing the deck cargo capacities, we have also preferrably assumed that 40 ft high cubes (height of 9 6 ) dominate, and we have applied the HC / TEU conversion factor accordingly. The reason is that it makes usually more sense to stow HC on deck while ISO 20ft or 40 ft containers (height of 8 6 ) are usually stowed under deck because 1) they usually make a better use of the hold volumes and 2) they are prone to contain heavy goods and as such cargo planners will place them as low as possible for stability reasons, and in the absence of other constraints (such as IMDG requirements). Of course these facts are not to be taken to the letter : modern ships can optimize their intake in stowing HC under deck if the underdeck clearance has been designed with one or two tiers of HC layers in view. Such an in-depth analysis was made possible by the systematic gathering of ship plans, ship drawings, ship descriptions and photos over a period dating back to the 1960s. This material comes from a private collection which sustained the creation of the original Alphaliner website in It has been dissected in order to estimate the effective TEU capacity of all containerships, celled or uncelled. Ships for which sufficient data was not available have been compared with existing ships with similar dimensions and resemblance in order to assign them a realistic effective capacity (it concerns mostly small ships). For a few ships on order, insufficient data prevents to assess a proper effective capacity. However, an approximate figure is agreed upon until design details can be obtained. In any case, adjustments and remarks by users on these basic effective TEU figures are welcome. While the effective capacity of some ships can be as low as 85% of the nominal capacity (mostly recent ones), it has emerged from this compilation that the effective TEU figure coincides with the nominal TEU figure for a few ships (mostly old ones). That old ships tend to have a better effective/nominal ratio than recent ones is of course not a suprising conclusion. However, it had never been quantified before. Such a conclusion has of course an impact on forecasting, since the scrapping of old ships removes comparatively more effective capacity than brought by newbuildings with equivalent nominal capacity. TEU 14 (capacity in TEU at 14 tons) The capacity in "TEU at 14 tons" is a theoretical figure reflecting the ability of a ship to carry a given load of homogeneously loaded boxes while remaining within the requirements for minimum stability. The calculation of this capacity is based on standard 20 ft containers (8 6 ) homogeneously loaded at 14 tons with the vertical center of gravity at 45% of the container height. The TEU ar 14 tons intake is a purely conceptual figure since the container gross weights vary from 2.5 tons for empty 20 ft boxes to 30.5 tons for the heaviest standard boxes. For loaded containers, the average gross weight of containers stands at tons per teu on most trades. That said, a high teu at 14 tons in relation to the nominal TEU means a higher effective TEU intake (qv) and it also gives a better stability margin, inducing more flexibility in container distribution when preparing cargo plans. The TEU at 14 tons is a "speaking" figure to illustrate the stability of a containership. It is why it has become an industry standard measure. Note 1 - The capacity in TEU at 14 tons advertised for many ships must be taken with caution, as standards of measure vary and this capacity varies even during a voyage as it is linked to the ship s GM and draft (See technical addendum below). Quite often, the figures shown by brokers differ from figures shown by ship managers, which in turn differ from figures coming from the builders. Alphaliner - Ships / Glossary - 8 Alphaliner

9 Note 2 - For ships sailing in areas subject to icing, a provision for icing has to be taken into account in stability calculations. Icing on deck, cranes, masts and on the containers affect strongly the stability. Owners or their brokers must be contacted in this respect in order to get more details. More on the TEU capacity at 14 tons. The capacity in TEU at 14 tons expresses the ability to load a given number of teu containers homogeneously loaded at a total weight of 14 tons without jeopardising the ship stability and to remain within the draft allowed by the freeboard rules (in practice : the summer draft). It is based on ISO 20 ft containers of 8 ft 6 inches in height with the center of gravity located at 45% of the height of the container. The TEU capacity at 14 tons is usually computed with a given quantity of supplies (fuel oil tanks filled at 50% at departure). This number varies according to sources for the following reasons : - For a given ship, this capacity is computed on the basis ship with 50% of its bunkers and on the basis arrival with 10% bunker remaining + minimal ballast - For a given ship, draft/deadweight used is either design or scantling - Standards of calculations vary (two standards : IMO and German rules) - The count is made with containers of different heights As far as possible, the capacities in teu at 14 tons provided by Alphaliner comply with IMO rules, with fuel oil tanks filled at 50%. However, we cannot ascertain which way it is calculated for a number of ships. Thus, this figure must always be checked with the interested parties when fixing a ship. Technical addendum - The TEU ar 14 tons intake is not a constant figure as it varies with the mandatory minimum GM (vertical distance between the ship center of gravity and the transversal metacenter), which is itself a function of the draft (which determines the height of the center of buoyancy) and of the weights distribution (which determines the height of the ship center of gravity). Thus, the TEU at 14 tons intake varies between two extremes, with an average value taking into account fuel oil tanks filled at 50%. The TEU at 14 tons intake actually diminishes progressively with the decreasing of the GM during a given voyage, as the ship burns fuel oil. If required, the ship can be partially ballasted at the end of a voyage to compensate for the loss of stability created by the progressive emptying of the fuel oil tanks. Reefer capacity (number of reefer plugs) Reefer plugs can be used for 20 or 40 ft refrigerated containers. On some ships, reefer plugs cannot be used all together because of limited power supply (a great number of reefer plugs has been fitted to ease the make of the stowage plan). Reefer plugs are mainly placed at deck level for three reasons : > release of heat generated by the reefer machinery, > evacuation of respiration air from containers laden with fruits, > ease of access. On some ships with a high number of reefer plugs, some of them are located inside the holds. In this case, the container machinery can be water-cooled. Note 1 - Reefer containers loaded with fruits needing an adequate ventilation/air renewal (required for fruit metabolism) are usually not accepted in holds UNLESS adequate hold ventilation equipment is provided. In case of massive fruit transports needing hold stowage on top of deck stowage, charterers must enquire with the ship managers on this possibility. Note 2 - Containers accepted in holds are those loaded with frozen products (meat, fish etc.) or chilled products (dairy products, chocolates, films, some chemicals and electronic components sensible to heat), for which the refrigerated air turns in 100% closed circuit. Note 3 - Reefer capacity can be temporarily enhanced with a supplementary power pack, shipped on deck (generator enclosed in a container, with multiple power outlets). Note 4 - The number of reefer plugs can also be doubled with flip/flop devices allowing automatic alternate electric supply of containers carrying frozen commodities that can sustain a certain amount of temperature variations. Note 5 - During channelling or port handling, the reefer plugs can be temporarily disconnected when the bow thruster is in use. The bow thruster is driven by a powerful electric motor which needs an important share of the available electric power. The bow thruster is used at its full power not more than a few minutes at a time. Alphaliner - Ships / Glossary - 9 Alphaliner

10 Blown air porthole systems / Number of teu 'porthole' The porthole technology was mostly in use from 1970 to the early 2000s on a few specific trades handling high reefer volumes. No more ships are run with a porthole system today, as the integral reefer boxes (which include their own reefer machinery) offers a greater flexibility. Ships fitted with 'porthole' systems were fitted with cooling air ducts, blowing air inside special 'porthole' reefer containers (the containers did not have reefer machinery). The older ships fitted with such a system have been scrapped, while on the relatively younger units, the porthole system was desactivated and reefer plugs were added in order to take advantage of the large electric power available. This is of course reflected in the ship data sheets. Compindex Compacity index - Ratio TDW per TEU (an arbitrary 5% allowance on deadweight has been made to take into account ship supplies -mainly fuel- reflecting the average deadweight cargo capacity). The nominal teu capacity has been considered. This data does not appear for ships having a ratio higher than 32 tons per TEU. This Compindex (abbreviated Cx in lists) helps to identify at a glance if a ship is compact or not. Speed Commercial speed in knots - Usually reached at full load and at the NCR (Normal Continous Rating), which corresponds to 85-90% of engine MCR (Maximum Continous Rating), in good to moderate weather conditions. It is matched with the corresponding FO consumption data. The below graph provides consumption figures for selected sizes of container ships loaded at around 90% in weight. For example, a 8,500 teu ship burns around 225 tons per day at 24 knots. Ship capacities are given in nominal TEU. '!!",-./" "72")123"5.8"9:;" &#!" &!!" %#!" %!!" $#!" Fuel Oil Consumption vs Speed Source : Alphaliner ""$&!!!").-" ""+#!!").-" ""#!!!").-" ""%#!!").-" ""$!!!").-" $!!" $%"()" $'"()" $*"()" $+"()" %!"()" %%"()" %'"()" %*"()" <.8=70."35..9">(21)3?" Alphaliner - Ships / Glossary - 10 Alphaliner

11 When confronted to speed data, always think to the following questions. > Is it the trial speed? > Is it the maximum commercial speed? > Is it at design draft? > Is it at scantling draft? or even on ballast? For a same ship and a given power, the speed at scantling draft can be roughly one knot below the speed at design draft. Given that the speed at scantling draft is closer to the reality of a laden ship, this speed should be considered. Alas, many ship descriptions provide the speed at design draft, which can be misleading when trying to compare the speed of other ships for which it is given at scantling draft. To add to the confusion, it is a general practice when ships are ordered to quote a speed of, say, 26 knots, without any other reference (draft and power %), while in reality, the ship, once fully laden (say at scantling draft), will hardly reach 24.5 knots. There is a lot of confusion around speed and consumption issues, like comparing apples and pears when comparing speed vs MCR vs draft. The pair speed/consumption advertised in brochures or commercial descriptions must be taken cautiously. As far as speed vs draft is concerned, the figures vary significantly as ships can run on trades where light boxes are dominant, and that they will not reach their scantling draft on such trades. Observation shows however that although not often fully laden in weight, ships are often laden closer to the scantling draft than to the design draft. On some heavy trades, it is not exceptional to see ships laden down to their Summer, Winter or Tropical drafts according to the region/season. These latter drafts are generally substantially bigger than the design draft at which the speed/consumption figures are advertised, and the achieved speed is accordingly lower than advertised or if achieved, it is with a consumption 10-15% higher than the advertised consumption. IMPORTANT : The speed shown for ships dedicated to the charter market is assumed to be the contractual speed. However, this figure is to be taken with caution as the ship may not reach this speed as it is ageing, or because the owners do not wish to operate over a given speed for their own reasons. It is therefore essential to check the contractual speed directly with the owners or their representatives, or with their brokers. Note 1 It must be borne in mind that the speed decreases when the draft increases, all other things being equal. For example a ship may achieve 21 knots at half load and only 20 knots when fully loaded, this for an identical FO consumption. Note 2 Speed is costly. Roughly, a 10% increase in speed asks for a 30% increase in FO consumption (See graph above). This is the reason why high speed can be found mainly on large container ships, as the supplementary FO financial load can be spread over a huge quantity of containers. Note 3 Quite often, container ships do not even run at NCR as operators want to keep a sea margin of, say, 10%. This sea margin allows to make up for delays owed to bad weather or port overstay. Consumption (t/d) Daily fuel consumption at design draft and service speed at NCR, given in metric tons of fuel oil per day. It covers the consumption of the main engine only (it excludes the consumption of the diesel alternators). Case of ships fitted with shaft alternators A number of ships are fitted with shaft alternators with a power corresponding roughly to 10% of the main engine output. As this share of the output is used to produce electricity, Alphaliner - Ships / Glossary - 11 Alphaliner

12 it is therefore not available to drive the propeller. As a result, the speed is sligthly reduced (See also under chapter ELECTRICITY GENERATION). - Ships fitted with a shaft alternator can rely upon this only alternator at sea, thus saving on the consumption and maintenance of diesel alternators. - However, the power of the SA is not sufficient for high reefer loads, in which case one or more diesel alternators are used in conjuction with the SA. - SA can absorb up to 10% of the engine power, which means that it can be disactivated should the ship need all the power for extra speed, for example to meet its schedule after port delays or a period of bad weather (not possible if there are a large number of reefer containers on board, close to the nominal reefer intake). Accuracy and reliability of the consumption figures (main engine) The FO consumption of the main engine is usually provided for a given speed and for a given ship load. These figures are linked. The FO consumption displayed in Alphaliner is the consumption of the main engine at the contractual speed and at design draft, as provided by owners, their representatives or their brokers, at least for ships employed on the charter market. The consumption figures provided by Alphaliner are provided as a guidance only and are not guaranteed. It is therefore essential to check the contractual speed directly with the owners or their representatives, or with their brokers. Differences can arise between sources for the following reasons : Incidence of the draft (design draft, scantling draft or other draft). - Use of figures released by the shipyard, based on an ideal fuel oil, generally some 5% more energetic than the actual fuel oils used, and exempt of sediments, sludge and water traces, which are eliminated on board through settling and centrifugation. - Incidence of the shaft alternator output (if any), included or excluded (the latter should not occur in correctly established descriptions). - Arbitrary erroneous addition of the consumption of auxiliary generators to the consumption of the main engine (this should not normally happen). - Incidence of the hull condition (fouling leads to a speed loss). - Wrong reading of the pair speed / consumption in ship descriptions when provided by third parties. - A safety margin taken by the owner to avoid claims of excessive consumption by the charterer. Factors affecting the consumption figures The specific fuel oil consumption (SFOC) of modern diesel engines stands at around 171 grams per kw per hour (g / kw / h), at 85% or 90% MCR (MCR : See under propulsion), making them models of efficiency when compared to the diesel engines produced until the early 1970s (prior to the two oil shocks) and to steam propulsion. However, new rules established to reduce NOx emissions imply engine settings which augment slightly the SFOC by 2 or 3 g / kw / h. Based on this, one would think that a simple calculation would allow to derive the daily FO consumption of a ship from the engine power. Alas, this is true only if burning an ideal fuel in an ideal world. The reality is different. First, the engine consumption can be 5% higher than the catalogue figure because the low grade fuels actually used on board ships have a lesser calorific value than the ideal fuel used in engine makers calculations. Secondly, on-board purification of the bunker fuel results in a loss through elimination of sludges and water traces. Alphaliner - Ships / Glossary - 12 Alphaliner

13 So, the real overall consumption of the ship is actually significantly higher than assumed, not because of the engine, but because of the fuel itself and because of bunkering practices. Ships usually burn cheap fuel-oils of a lower calorific value, so one ton of a low cal fuel delivers less power than one ton of the standard fuel used for calculations in a laboratory environment. To compensate, one has to spend more fuel to reach the same power. Differences of up to 2% are common, or even more in the case of low grade fuels with a high sulphur content (some very low grade fuels originating from sulphur-rich crudes contain 4% of sulphur - Modern diesel engines are designed to deal with the side effects of such fuels, thanks to acid-resistant alloys). It does not end here. When bunkering, the fuel-oil can contain up to 0.5% of water (or even more in extreme cases, leading to potential claims). A 1% water presence used to be within accepted tolerance in the past, but fuel quality standards have set up the ceiling at 0.5%. Above this figure, the Chief Engineer, or the Captain, can issue a protest or a claim that the shipping company (or the charterer) can use against the bunker supplier. The water contained in the bunkered fuel-oil is eliminated afterwards aboard the ship in settling tanks and by the oil purifiers (centrifugals). But in the end, it has to be included in the overall consumption since this water has been paid the price of the fuel when bunkering. Heavy-fuel oils also contain sediments and other unwanted particles, some of which introduced during the catalytic refining process. These sediments are eliminated in the settling tanks and by the oil purifiers, leading to the built-up of sludge that is usually burnt in an on-board incinerator, or stored in a special tank (adequately named sludge tank) for further disposal in ports. When bunkering, there are also errors in measurements (on volume, on temperature and on density), leading to shortage claims if above "customary errors. For instance, the barge delivering the fuel states a quantity of 5,000 tons while the tank survey on the ship shows 4,950 tons have been delivered, this despite an apparently correct barge survey (interestingly, the observation shows that 5,050 tons measured on the ship rarely happens). A provision can be reported on the receipt, at great reluctance from the barge master or bunker surveyor (who wants a clean receipt). So, the result is that a large ship consuming a theoretical 200 tons per day at a given speed and draft could end with a fuel bill corresponding to 210 tons, with 10 ghost tons included in the figure. So, our ship consumes, from the owner or charterer viewpoint, 210 tons/day, and it is this latter figure which should be retained to assess the FO consumption of a ship, while the figure shown in ship descriptions can be even slightly higher as the owner may include its own safety margin in order to prevent claims. From the Chief Engineer viewpoint, the figure is slightly lower, since he measures the consumption of the diesel engine itself, after the on-board purifying process eliminating water, sand and other sediments. But it still remains a big inch above the ideal consumption. Incidentally, the new IMO Marpol rules on air pollution implemented in the so-called Sulphur Emissions Control Areas (SECA) improve the consumption figure -all other things being equalwhile sailing in these zones, simply because ships are required to run on low sulphur fuel, therefore of an improved calorific value. However, in the end there is no savings at all in money terms, since these higher quality fuels are more expensive than their high sulphur content counterparts. At least, large containerships running with low sulphur fuel cease to be prolific producers of sulfuric acid, which is the target aimed by the Marpol rules. Consumption of auxiliary engines / diesel alternators Auxiliary diesel engines drive alternators (DA) can be the only source of electric power, or can complement shaft alternators (SA) and turbo alternators (TA) (these latter ones deriving their energy from the exhaust gases of the main engine). Consumption of diesel alternators = 3.5 tons per 1,000 kw per day. In port, and without reefer boxes and with gear idle, there are two sets of consumption figures : 1) with main engine various pumps, engine heaters and engine systems running and main engine kept hot (ready to sail), and 2) with main engine pumps idle, engine heaters off and engine systems at rest (engine cold ). Alphaliner - Ships / Glossary - 13 Alphaliner

14 At sea, main engine pumps and engine systems are running. One diesel alternator is usually sufficient to satisfy the ship basic electric demand, both in port and at sea. Steam is needed on ships to heat fuel-oil and for various other purposes. In port, steam is raised by a donkey boiler running on fuel-oil. At sea, all the needed steam is provided free by the exhaust gas boiler (aka waste heat boiler). When at sea, ships fitted with a shaft alternator can rely on it only : diesel alternators are not needed (in the absence of reefer containers). Table Daily consumption of ships in port (engine hot ) (assuming no reefers and gear not working) 1,000 teu 2 tons 2,500 teu 4 tons 4,500 teu 5-6 tons 6,500 teu 6-7 tons 8,500 teu 8-9 tons Above figures vary with ambient conditions Ships of 1,000 teu need around 2 tons of HFO or MDO for their daily electric needs at sea. Large ships such as panamaxes need around 5 tons (See above table). These figures exclude the connection of reefer containers. Impact of reefer containers - It can be assumed that 20 connected reefer containers account for a consumption of, roughly, 1 ton per day (this is a rough average figure the equivalent FO consumption of a reefer container varies widely depending on the nature of the cargo, the temperature setting, the location on board and on the ambient weather conditions). Impact of cranes - In port, one 30/40 ton crane working results in a consumption of, roughly, 0.3 t per day. Oil grade Grade of fuel used - HFO or IFO grade given in cst (centistokes), or GO, or MDO. This indication is provided for the main engine. Ships with shaft alternators do not use GO or MDO at sea, with the notable exception of ships with a large reefer container load, which may use additional power from generating sets. However, on most large ships, DAs can also be run with the same HFO or IFO grade than the main engine. Notes IFO 380 is the most common fuel oil used in large diesel engines. It means "Intermediate Fuel Oil 380 centistokes". IFO is a blended fuel, i.e. a Heavy FO mixed with a lighter FO to reach the desired 380 cst viscosity at a temperature of 50 deg Celsius. Stoke is a unit to measure oil viscosity. Gear profile Lifting gear, emphazising on container handling and, as the case may be, on heavy-lift possibilities. This helps to identify at a glance if a ship is rightly fitted to lift containers or not. Important note on the meaning of GEARED when searching ships When a search is launched with the "Gear - YES" box selected, the search results include the ships FULLY geared for containers (only). Ships insufficiently geared to lift loaded containers (i.e. fitted with cranes or derricks under 25 tons SWL) AND containerships fitted with a cranage covering only part of the cargo spaces are excluded from the results. Alphaliner - Ships / Glossary - 14 Alphaliner

15 This choice makes sense as charterers looking for a geared containership mean generally a ship fully geared to handle containers in all spaces. In the case of ships on order, a number of standard ships are prepared for cranes, i.e. fitted with the crane supporting structure and with the electrical supply at hand, including wiring and provision for adequate circuit breakers on the main electric board. At the time of order, the owner can opt for 1) a fully geared version, 2) a gearless version, 3) a gearless version with an option to install cranes before delivery. In this latter case, we consider these ships as fully geared, until the option is exercized or not. Actually, owners can opt for cranes only weeks before delivery, sometimes in conjunction with a potential charter (with sufficient advance notice as cranes are not available at the nearby supermarket). Worth noting : a few carrier-owned cellular ships designed for owners needs and not for the charter market are fitted with cranes covering 25-50% of the cargo spaces in order to handle boxes in inadequately equipped ports. Despite their ability to handle containers, they are not retained in the search lists for Geared ships, as explained above. For such ships, the boxes to be unloaded in inadequately equipped ports are stowed within the reach of the cranes. In the case you are looking for a geared ship, cellular or not, to handle containers as well as cargoes other than containers, you can obtain a list of geared ships with a lifting capacity that can be specified in the SWL search boxes (min / max). The result will deliver all ships fitted with at least one crane or derrick capable of handling a lift of the SWL specified in the request. When entering the ship descriptions, more detailed indications are given in the "Gear profile" and "Gear details" fields, stating that a ship is fully geared for containers, or only partly geared for containers as well as other useful details on limitations in cargo handling. Gear details - Number and lifting capacity of cranes and/or derricks. Cranes, gantries and derricks are characterised by their lifting capacity, expressed in metric tons. The nominal lifting capacity is defined by a set of safety rules, and is known as the SWL (Safe Working Load). Important note on SWL The SWL (Safe Working Load) of a jib crane or a derrick is always associated with a topping angle, also determining the outreach of the crane. The bigger the angle, the stronger the SWL (jib nearing the vertical). In short descriptions, the SWL is shown for an average topping angle. Thus, for a given ship, a broker can mention in its ship description an SWL of 40 tons whereas another one will mention an SWL of 45 tons. Both are probably right, all is a matter of the medium topping angle/outreach retained to read the figure (example : a given crane can lift 45 tons at 26 m outreach or 40 tons at 29 m outreach). If the SWL is strategic, for example to handle heavy-lifts, the owner or his broker can provide the SWL / Topping angle abacus. CRANES Pedestal cranes are usually fitted on containerships. Gemini cranes are often seen on multipurpose ships. Gemini cranes are basically pedestal cranes that can be used in tandem, thanks to the presence of an extra swivelling base common to the two cranes. In Alphaliner, gemini cranes are shown in brackets with their individual lifting capacity followed by ' x2 ' when combinable, thus doubling the lifting capacity. > Example 1 : C. (15x2) means Gemini cranes of 15 tons combinable to 30 tons. > Example 2 : C. 2x(15x2) means two groups of Gemini cranes of 15 tons, each combinable to 30 t. Crane location Given for container ships and multipurpose box shaped cargo vessels only. The location is not given for conventional cargo vessels and conbulkers as they bear usually their cranes/derricks on the centre line. (p) (c) (s) cranes located on portside. cranes located on centre line. cranes located on starboardside. Alphaliner - Ships / Glossary - 15 Alphaliner

16 When there is no indication for containerships and multipurpose box shaped cargo vessels, the location is not ascertained. Travelling jib cranes (TJ.) Travelling jib cranes are fitted on travelling bridges spanning the deck cargo. Travelling gantries (TG.) Travelling gantry cranes span the deck cargo. They are fitted with a trolley running under folding cantilevers spanning the quayside when unfolded. Given their design, travelling gantries bring restrictions to on deck capacity, when compared to travelling jib cranes which can dent a top layer of boxes at upper beam level as they move forward and aft. For this reason, ships fitted with travelling gantry cranes are usually shown with two contractual capacities : self sustaining configuration or gearless (gantry crane idle). DERRICKS Conventional cargo ships are often fitted with derricks, shown as 'D.' followed by lifting capacity. In this case, only derricks of 15 tonnes and more have been mentioned. A 'd.' indicates that the ship is also fitted with derricks of lower lifting capacity. In case of a combination of cranes and derricks, cranes are shown first. Examples of gear descriptions in the website C. 40/40/30 (p) : two cranes of 40 tonnes, one crane of 30 tonnes, offset on portside C. 2x40/3x30 (c) : two cranes of 40 tonnes, three cranes of 30 tonnes, all on center line C. (20x2) : two gemini cranes of 20 tonnes on a common base (thus allowing 40 t lift capacity). C. 2x(15x2)/2x15 : two groups of gemini cranes of 15 tonnes each on a common swivelling base (thus allowing 30 t lift capacity), two cranes of 15 tonnes D. 125/4x25 : one derrick of 125 tonnes, four derricks of 25 tonnes C. 40/40 / D. 80/25/d. : two cranes of 40 tonnes, one derrick of 80 tonnes, one derrick of 25 tonnes, other derricks of less than 20 tonnes C. (15x2)/2x15 / D. 80/20/20 : one group of gemini cranes of 15 tonnes each on a common swivelling base (thus allowing 30 t lift capacity), two cranes of 15 tonnes (all cranes in the CL), heavy-lift derrick of 80 tonnes, two derricks of 20 tonnes C. 2x(25x2) / D. 225/3x(15x2)/2x15 : two groups of gemini cranes of 25 tonnes, each on a common swivelling base (thus allowing 50 t lift capacity), heavy-lift derrick of 225 tonnes, three groups of twinnable derricks of 15 tonnes allowing 30 t lift capacity), two derricks of 15 tonnes C. 40/40 (p) / D. 80 : two cranes of 40 tonnes located on portside, one derrick of 80 tonnes Max lift Maximum lifting capacity (Max SWL) when combining two cranes (or more) or two heavy-lift derricks. When combined lifting cannot be ascertained, the lifting capacity of the strongest crane or derrick has been retained. G. - Gear indicator Used only in lists. - gearless vessel. g vessel fully geared. > for container ships and box-shaped cargo vessels : cranes (or derricks) of 25 t (single or twinned) serving the whole ship, with some allowance for 'corners' in relation with the topping of jibs. > for conventional cargo vessels : cranes (or derricks) of 25 t (single or twinned) serving one hatch or more. However, heavy-lift booms are not considered for this purpose. g* vessel fully geared, with lo-lo heavy-lift facilities (75 tons and more). (g) (g)* vessel insufficiently geared to lift containers of more than 25 tons. vessel insufficiently geared for containers (as above), but with lo-lo heavy-lift facilities (75 tons and more). These are generally conventional cargo vessels or specialised vessels. Alphaliner - Ships / Glossary - 16 Alphaliner

17 Holds / Hatches Dimensions of hatches are shown for multipurpose cargo vessels on which it can be a deciding factor when selecting ships in view to load bulky industrial items, pipes etc. Dimensions of hatches are not shown for full containerships as it is not as relevant. Additional data concerning multipurpose cargo vessels is also provided, such as clearance under hatches and presence of removable or collapsible tweendecks. Note on types of cargo hatchcovers : > Folding - found on small containerships and multipurpose ships ( sequential ). > Single pull - found on small basic multipurpose ships and older ones ( sequential ). > Pontoons - found on large containerships (handled by shore container cranes or ship gear if any) ( non-sequential ). > Pontoon piggy back (handled by small specific gantry crane) - found on small/medium multipurpose ships ( < 10,000 tdw / 600 teu) mostly designed in the Netherlands ( sequential ). > Note - In case of container cargoes, the non-sequential covers (pontoons) are interesting as they allow access to the holds by sections of a limited size. It is thus not needed to remove the whole covers. In presence of sequential covers (folding), all the containers loaded on the hatch covers concerned have to be removed prior to opening, even if the containers to be handled in the holds concern only a small section of this hold. Propulsion Alphaliner provides three indications in the Propulsion field : Engine Maker Model Licensee - Engine Maker / brand - The company which has made or designed the engine - Model - The model within the maker s catalogue, starting with the number of cylinders - Licensee (if any) - The company which has assembled the engine under licence Example : MAN-B&W 12 K98MC-C Hyundai Meaning engine of the MAN-B&W brand, 12 cylinder version of the model K98MC-C, assembled under license by Hyundai. Note on low speed engines > Low speed engines (i.e. rotating at less than 250 rpm) are often assembled under licence by third party engine builders, often linked to shipyards. > Engine designers (the licensor) grant licences to authorised builders only (the licensee). > Today, there are only three designers of low speed engines : MAN-B&W, Wärtsilä (ex Sulzer) and Mitsubishi. > MAN-B&W and Wärtsilä have a licensing policy and do not assemble themselves their low speed engines. Conversely, Mitsubishi assembles most of its engines (which implies sometimes to ship them in knocked down form from Japan to Denmark or Germany as yards in these countries build ships with low speed Mitsubishi engines). Propulsion power The figure shown in the ship data sheets is the Maximum Continuous Rating (MCR) of the main engine(s), expressed in kw. Alphaliner - Ships / Glossary - 17 Alphaliner

18 Ships are normally operated at a Normal Continuous Rating (NCR), corresponding to around 85% of the MCR. Note on the MCR The MCR (Maximum Continuous Rating) is the maximum power that the engine can develop in normal circumstances. It is determined by thermodynamics (theoretically) and brake tests (experimentally) for a given rotation speed. The MCR cannot be sustained during long periods as it puts the engine under high strain, which would lead to premature wear. It is why ships are usually run at an engine load not exceeding 90% of MCR. However, the MCR can be reached during transient periods during shiphandling, but only in case of necessity. In extreme circumstances, such as to avoid an imminent collision, the engine can ever been run at 105% or 110% of the MCR (emergency full astern, also known as crash astern condition, or crash stop with the safety locks by-passed), which is prone to lead to component failures (the securities are by passed). The idea is that it is worth to break the engine in order to avoid a still costlier accident. Actually, the crash stop is tested once in the life of a ship, during the first fully loaded maiden trip (part of the contractual sea trials). It consists in switching the engine room telegraph from full ahead to emergency full astern (a special position beyond the normal full astern order, associated with an emergency button pressed to by-pass a number of engine safety parameters and locks), and then measure the distance and time the ship needs to stop effectively, while checking engine behaviour. Every seaman having witnessed a crash stop remembers it : turbo blowers surging and howling like hell, deafening detonations due to untimely firing of the fuel in the cylinders, jets of fire blowed out from the cylinder safety valves, the hull structure vibrating as if it was to break up into pieces, and the anxious Chief Engineer looking at pressure gauges going from zero to the red zone in an instant To end with these technical questions, it is worth noting that ship diesel engines are sturdy and are designed to run continuously at NCR (80-90% of the MCR), day and night, without stopping during days and even weeks. Note on the horse power Note - The horse power used to be the measuring unit of power since the advent of the first steam engines. It is no longer in use. It belongs to a previous measuring system belonging to history. As a guide : 1000 hp = 736 kw. Electricity generation Number and power of generating sets (i.e. alternators). - SA : Shaft alternator - DA : Diesel Alternator - TA : Turbo Alternator The power is shown either in kw (power of the prime movers), kwe or in kva (power delivered by the alternators) (P in kwe = 0.8 x P in kva). The power expressed in kva (kilo Volt-Ampere) is a figure which is to be compounded with the Cos Phi (time lag between the voltage and intensity sine curves - part of the inherent running of alternators) in order to obtain the power output in kwe. Turbo alternators are found either on steamships (the alternator being driven by a steam turbine) or on ships with large diesel engines emitting enough exhaust gases to drive a gas turbine linked to an alternator, or to generate steam beyond usual ship needs in the exhaust gas boiler to drive a steam turbine. Tips on Shaft Alternators (SA) A number of ships are fitted with shaft alternators (which are a special kind of Power Take Offs - PTO) with a power corresponding roughly to 10% of the main engine Alphaliner - Ships / Glossary - 18 Alphaliner

19 output. As this share of the output is used to produce electricity, it is therefore not available to drive the propeller. As a result, the speed is sligthly reduced. Conversely, should the ship need to proceed at a maximum speed, the shaft alternator is not used to produce electricity. Therefore, the ship relies on its diesel alternators. However, it is not always possible to keep the shaft alternator out of production when a large number of reefer containers are connected to reefer plugs. The power of the diesel alternators may not be sufficient to cover the needs. Technically, a shaft alternator is an alternator directly driven by the main engine. It is geared on the crankshaft, at the fore end of the engine. A shaft alternator is economically interesting for the following reasons : 1 - The electricity is derived from the cheaper fuel used in main engines. 2 - Savings in maintenance on diesel alternators. Worth noting : > Ships fitted with a shaft alternator can rely upon this only alternator at sea, thus saving on the consumption and maintenance of diesel alternators. > However, the power of the SA is not sufficient for high reefer loads. > SA can reach up to 10% of the engine power, which means that it can be stopped should the ship need all the power for extra speed, for example to meet its schedule after port delays or a period of bad weather (not possible if there are a large number of reefer containers on board). Ice Class Ships designed to navigate in ice conditions are built to standards laid down by Classification Societies, which allocate ice class notations. These notations are usually based on the Finnish-Swedish Ice Class Rules. Of note, an ice class notation does not make a ship an ice-breaker. Ice-breakers have sturdier hulls than ice strengthened merchant ships, and they are also designed to proceed by ramming. Ice strengthened merchant ships navigate in ice channels that are maintained open by ice-breakers. Each classification society has a set of construction rules defining the strength of frames and plating thickness for each of the ice class notations. Rudders, steering gears, propellers, sea chests and the engine cooling system must also answer to specific rules, and outdoor hydraulic systems (such as those actuating cargo hatches or roro doors) must remain operative in low temperatures (special oils are used). The four usual ice class notations are as follows (based on Finnish-Swedish rules) : - Ice class 1A Super - Extreme conditions - Ice class 1A - Severe conditions - Ice class 1B - Medium conditions - Ice class 1C - Light conditions For each of these ice classes, the hull has to withstand a given ice pressure (decreasing from stem to aft) in the region of the ice belt, as defined by ice classification rules. In most cases, charterers look for Ice Class 1A ships (equivalent to Germanischer Lloyd E3 ), able to trade in severe ice conditions encountered in the northern Baltic Sea and Saint Lawrence River up to Montreal in winter times. Ships with an ice class 1B or 1C may have limited access to Finnish and Swedish ports for part of the year, pending on ice conditions. However, extreme ice conditions can be found in the Gulf of Bothnia (extreme north of the upper Baltic), needing ships strengthened to the Finnish-Swedish Ice Class 1A Super at the deepest of the winter (such ships can even proceed by ramming into the ice, which is not the case for the 1A ships). The Russian Register of Shipping also applies Ice Notations Alphaliner - Ships / Glossary - 19 Alphaliner

20 with requirements going beyond the Finnish-Swedish classification, concerning only ships plying the Arctic Ocean (no equivalence) and ice breakers. It should be noted that small ships with the same ice class than larger ships are sometimes unable to navigate in the same ice conditions due to their less powerful engines. Finland recommends not to use ships under 2,000 tdw in winter, and under 4,000 tdw in the Gulf of Bothnia. Numerous ships are granted the Ice 1C notation or equivalent. Such ships are not qualified to ply the northern Baltic feeder trades or the St Lawrence river during the deepest of winter. There are also ships which are equipped to sail only in drift ice (with sea chests and engine cooling system adapted). In this case the letter E is shown in the ice field. When the ice class field is blank, the Ice classification is not known. Table of equivalence between Finnish-Swedish Ice class notations and Classification societies notations Finn-Swed LR GL BV AB NV NK RS 1A Super 1AS E4 1A Super 1AA 1A* 1A Super (*) 1A 1A E3 1A 1A 1A 1A Ice 3 1B 1B E2 1B 1B 1B 1B Ice 2 1C 1C E1 1C 1C 1C 1C Ice 1 * Note - RS (Russian Register) applies six Arc specific classes for ships sailing in the Arctic + four extra classes concerning ice-breakers Year Year (and month) of delivery, for existing ships, orders. > Existing ships : actual delivery date. > Orders, option, LOIs and intents : planned delivery date For orders, the planned delivery date can change due to technical delays, underperforming shipyard or negotiated deferrals. Notes on orders > Order : means firm orders. Cancelled orders are removed from the database. > Option : means option on existing orders (status is changed to order when option is exercized). Options not excercized are removed from the database. > LOI - Letter Of Intent : Semi-binding agreement allowing a shipowner to book building slots while awaiting the conclusion of a firm order. An LOI encloses exit provisions in case the shipowner does not wish to pursue its project (LOIs apply to projects involving new orders). > Intent : Intention by a shipowner to order ships without any agreement concluded. Delivery dates are only planned but cannot be certified. The shipyard is not necessarilty selected at this stage. LOIs, intents and options are not included in the supply forecast figures provided in Alphaliner statistics, unless otherwise stated. Shipyard + Where built / Country of build Name of builder and place where the ship was/is built. Design/Class For ships ordered from a builder's catalogue of standard designs or designation of vessel's class in operator's fleet. In the absence of any official name, we use our own appellations, or we simply apply a link to sister ships. Alphaliner - Ships / Glossary - 20 Alphaliner