2. 2
A Summery of sta s cs and studies carried out on behalf of or by Governments ‐ Mari me Organisa‐
ons ‐ Classifica on Socie es and Ins tu ons including the Interna onal Mari me Organiza on (IMO)
and the European Mari me Safety Agency (EMSA), have shown that 51% of accidents involved bulk
liquid and solid substances, while 47% involving packaged goods transported in containers, drums
etcetera and 2% unknown.
Packaged goods do as well make up a substan al number of Hazardous and Noxious Substances
(HNS) incidents.
At present the contracted stand‐by vessels, including governmental vessels, are in way of pollu on
preparedness and response in European waters, only equipped to combat oil spills, unable to operate
in or nearby a flammable/toxic atmosphere.
The North Sea is one of the world’s busiest seas with approximately 260.000 ship movements a year
and the fact that most HNS are commonly transported by sea, it’s obvious that due to their hazardous
nature the risks associated with HNS transport is imaginable.
Picture NHL
IIIIIIIIII Intensive Ship Traffic
IIIIIIIIII Designated Shipping Routes
DW Deep‐water Routes
Sta s cs from the Interna onal Tanker Owners Pollu on Federa on Ltd (ITOPF) stated that spills are
drama c reduced since 1970 due to the combined efforts of the oil/shipping industry and govern‐
ments (largely through the IMO) improving safety and pollu on preven on.
Main causes of larger spills were between vessels running against another and collisions (30%) further
due to groundings (33%) and other significant causes including hull failures and fire‐explosion.
The recent collision under Dutch coast between a Car carrier and a Container vessel should alert Op‐
erators and Organisa ons concerning the imminent threat of such but HNS cargo involved.
PREAMBLE

3. 3
Oil Spills do happen more frequently, vessels –pla orms and or pipelines where involved with minor
to major oil spills.
From on the grounding of the oil tanker “Torrey Canyon” in the English Channel in 1967 world‐wide,
States and private companies innovated, improved and manufactured oil spill and environmental
response equipment un l today.
Dutch Companies invented and constructed already in 1970 an oil spill recovery system and assisted
at first at the Paciffic Colocotronis incident (pictures below).
Recovery systems at todays marked do recover at major spills a substance mixture of approximately
70% water and 30 % spilled product.
In the brochure described “vacuum sea surface clean system” (VSSCS) enables an far more efficient
recovery .
Incidents at sea do not always happened under calm weather condi ons, recovery circumstances with
wave heights up to three meters and over nine meters of swell are not unthinkable.
Under such condi ons the recovered, on board pumped substances from a today’s skimmer, or so
called sweeping arm systems do mostly contain a large amount of water.
The fact is that un l present mechanical recovery at sea in a large‐scale disaster , the most effec ve
way to recover oil at sea using today’s available recovery equipment, finally has only a marginal im‐
pact on the total spilled amount.

4. 4
In 2010, the Deepwater Horizon oil spill raged on with no end in sight. Surface oil recovery technology
hadn’t advanced in 40 years, and, though the crisis was eventually contained, we know that it is not a
ma er of if another spill will happen, but rather when.
For this, equipment producers and suppliers do con nue improve their own oil recovery equipment
in a way of achieving be er results.
The in 2011 held US Wendy Smidt Oil Clean up X Challenge for example, counted more than 350 entry
submissions from around the world with equipment ideas effec ve oil recovery systems concerned.
Environmental protec on is an utmost important issue, but we should never forget that s ll today
“people“ manned our vessels which do transport all thinkable oil and HNS cargoes.
Otopus intended opera on area
For us it is unacceptable that if due to which reason ever a vessel damaged disabled in
a perilous situa on dri ing at sea surrounded in a toxic and or explosive atmosphere,
vessels crew cannot be rescued, because there isn't a vessel available, suitable
equipped with today’s technologies for rescue and refuge opera ons .

5. 5
MCR‐Shipping BV established in July 2009 by a group of professionals having many years of experi‐
ence in the field of shipping and Mari me Consultancy, were under Nau cal / Technical and Opera‐
onal Management for own and third par es vessels under which; Oil ‐Chemical Tanker(s), LPG Carri‐
er’s, Heavy Li Vessel’s MPP Container carriers and Trailing Suc on Hopper Dredger(s).
At 2005 contracted by owners of a Trailing Suc on Hopper Dredger (TSHD) to assist in contract com‐
pliance with the Dutch Ministry of Infrastructure and Environment (RWS). A Ship Tailored Oil Spill Re‐
sponse Procedure Handbook has been developed with approval from the Netherlands Shipping In‐
spec on (RWS work procedures, SOSROP 1 –13 included) and;
 Installing of addi onal Safety and Fire Figh ng equipment on board for complying with vessels
Class Socie es – Rules and Regula ons
 Change of Vessels Class nota on with addi onal character “Oil Response Vessel for products
with a flashpoint above 60° C”.
October 2008 a well‐known Belgium dredging company contracted MCR to assist in achieving the
same for two TSHD’s from different Dutch Owners , opera onal wise sta oned in the North‐ Sea ar‐
ea. In achieving contract compliance, for the European Mari me Safety Agency (EMSA ), in way of
assistance to equip and installa on of oil combat materials on board and storage a‐shore, class is‐
sues concerned cer fica on, drawings and Safety Plan altera ons for both vessels have been pro‐
duced.
Companies Safety Management Opera onal Procedures were amended accordingly.
As those vessels are owned and operated by two different managements (D.O.C. “ Document Of Com‐
pliance), MCR developed two separate Ship tailored Company Oil Spill Response procedures Hand‐
book’s as per EMSA contract requirements, approved by vessels Class Society and the Netherlands
Shipping Inspec on.
MCR arranged and followed up per EMSA tender requirements OPRC90 IMO” level 1”‐ First Respond‐
er & “level 2” On Scene Commander training and Cer fica on for vessels crew, stand by crew and
Office Managers. ( Training Courses performed by Professor W. Koops , author of the first in the
Netherlands 1985 published Oil Combat Handbook ).
July 2009 MCR Shipping BV par cipated in an group of Ins tu ons and companies in way of a Brain
Storm Secession, inves ga ng the possibility in development of a Chemical Spill Response Vessel.
Par cipated by representa ves of;
 The Netherlands Government (Ministry of infrastructure and the environment)
 The Netherlands Shipping Inspectorate (I.L.T.)
 The Human Environment and Transport Inspectorate
 Classifica on Society (Bureau Veritas Ro erdam)
 Mc2 Ventures The Netherlands Den Helder
 Dutch Royal Navy Den Helder ‐ CZSK/OST/MATLOG
 NHL ‐ University Of Applied Sciences Leeuwarden The Netherlands,
 Mari me Ins tu on Willem Barentsz (Ocean Technology ) Terschelling The Netherlands
 Major Dutch Oil Spill Response Equipment suppliers
 TU‐Del
 Salvage Companies (Smit & Svitzer)
 Shipyard representa ve (Damen)
INTRODUCTION MCR SHIPPING B.V.

6. 6
The brainstorming day was much appreciated by those present, even this not directly led to a joint
project but many cases are discussed in an open atmosphere.
It’s obvious that in fact the for Swedish coast guard by Damen built Chemical Response vessel, the
“KBV003” is currently the “best” what's on the market.
In the public sector ( RWS ‐ Ministry of infrastructure and the environment ) was a clear reluctance
regarding the development or/need for a special chemicals control vessel , taken into account lack of
Finance (other priori es) and because each accident involving chemicals is different and do need a
special approach.
Mutual was agreed in developing “Chemical Spill Response Manual” with students of NHL (University
of Applied Sciences Leeuwarden).
October 26 ‐ 2011 the first manual edi on was presented during a symposium held at NHL Leeuwar‐
den. MCR‐Shipping B.V.’s involvement for wri ng two chapters; Chapter8 “Personal Protec on above
and under water” and chapter12 “Rules and Regula ons regarding response vessels” was highlighted
as being essen al for making of this manual.
2011 1985 2014
December 2011 NHL ‐ University Of Applied Sciences made this manual worldwide available on line
as Wikipedia: h p://www.spillresponse.nl/index.php/Main_Page
Ship managers and Masters should be informed about the availability
of this 2011 and 2014 publica ons.
PARTICIPANTS CONCLUSION IN BRIEF

7. 7
The ques on is not “IF” there will be a major disaster in North Sea involving chemical/oil spill, but
“WHEN”. The necessity of an advanced MPP Response Vessel to respond and act in such a situa on is
clear for all par es involved in developing this project.
MCR Shipping understands that the investments involved are significant and can lead by Governmen‐
tal decision makers to objec ons, which could lead to the fact that the live‐saving and huge environ‐
mental benefits of having a Mul ‐Purpose Response Vessel stand‐by would be subordinate to the fi‐
nancial aspect. That is why the unique combina on of commercial exploita on combined with the
social interest, this project is presentable as a responsible investment for the Dutch Government, Eu‐
ropean organiza ons such as EMSA, Major Oil Companies and Owners/Operators of Offshore
Pla orms in the Noth Sea (DSM /Petroland / Total France / Exxon / Mobile Leatherhead UK / BP‐UK /
Shell UK / Stateoil / Nederlandse Aardolie Maatschappij (NAM‐Shell) / Statoil Norway and others ).
Some of the unique benefits of this project are:
 Live saving and Environmental impact protec on;
 Training and Research capabili es;
 Durability;
 Sustainability;
 Opera onal/Stand‐by cost saving.
MCR‐Shipping B.V. is fully commi ed in sharing knowledge and work together with all par es in‐
volved for improving human health and safety at Sea whilst protec ng the environment.
We do believe in the feasibility and applicability of this MPP Response vessel described in the follow‐
ing and the use of innova ve technologies (such as our vacuum sea surface clean Combat System
(VSSCS) © and an enhanced Oily Water Separa on System).
MCR SHIPPING B.V.’S OBJECTIVES

8. 8
CONCEPT – 5060Mᶟ MPP IMO 1 VESSEL© _______________________________Page 9
INTENDED CLASS NOTATION __________________________________________Page 9
GENERAL DESCRIPTION _____________________________________________Page 9
VESSELS PROVISIONAL IMPRESSION ____________________________________Page 10‐11
RULES, REGULATIONS AND CERTIFICATES ________________________________Page 12
CONCEPT CARGO TANK CAPACITY AND EQUIPMENT _______________________Page 12‐13‐14
AFT ‐ LOAD – WORK DECK ____________________________________________Page 14
MACHINERY IN GENERAL _____________________________________________Page 15
PROPULSION SYSTEM ________________________________________________Page 15‐16
SPEED IMPROVEMENT AND REDUCTION IN FUEL CONSUMPTION ____________Page 16
HELICOPTER RECEPTION _____________________________________________Page 16
CITADEL ___________________________________________________________Page 16
ACCOMMODATION FACILITIES _________________________________________Page 17
OPERATIONS IN AN EXPLOSIVE AND OR TOXIC ATMOSPHERE Page 17–18
OIL / CHEMICAL RECOVERY PUMP ROOM Page 19‐20
OIL WATER SEPARATION UNIT _________________________________________Page 21
NHL SEMESTER – Outline Specifica on ___________________________________Page 22‐23
TABLE OF CONTENT

9. 9
(THIS IS NOT A BUILDING SPECIFICATION)
The MCR‐001 (renamed “OCTOPUS) is the world’s first Mul purpose emergency response IMO1 type
vessel designed to operate on the North Sea (European Waters and World wide). The vessel can per‐
form rescue and chemical recovery opera ons without any restric ons, in an explosive or hazardous
environment. She is equipped for performing mul ple roles including detec on of sunken vessels or
containers and performing environmental friendly salvage opera ons. A DP 3 control system provides
automa c heading and posi oning. To improve the stability during periodic roll movements induced
by waves a stabiliza on tank and an ac ve an ‐roll system is installed. To make the vessel more cost
effec ve she can perform commercial ac vi es as a tanker or as an offshore support vessel.
The vessel is fully equipped for long‐term opera on at sea and at any me available to meet the
Dutch coastguard demanded response me of 30 hours for reaching the emergency. Mari me aware‐
ness, along with safety, was paramount in the design process.
The design principle of a Type 1 Ship for the carriage of IBC chapter 17 products, which do have severe
environmental and safety hazards, requires the maximum of preventa ve measures to stop an escape
of the cargo and to guard against poten al release caused by collision or grounding.
INTENDED CLASS NOTATION
GL 100 A5, E4, NAV‐OC, OIL‐Chemical Tanker IMO 1, Supply Vessel, DP3, Tug, Marine Pollu on Re‐
sponse Vessel, Oil Recovery Vessel, Chemical Recovery Vessel, Rescue Vessel, Environmental passport,
BW “D2” HELI.
INTENDED NOTATION FOR THE MACHINERY
GL MC, E4, AUT,TAZ, FF1****. RP2.
( ****Fire‐fighter / FiFi Class I: Vessel ac ve protected having the capability to withstand higher heat
radia on loads from external fires: Fire Figh ng Pumps available with a minimum capacity of 2.400
m³/h divided on two monitors with minimum throw length of 120 meters in s ll air. The minimum
throw height is 45 meters measured from sea level and 70 meters away from the nearest part of the
vessel. In addi on the vessel will be equipped with a spray system for self‐protec on.)
This ship is an Oil Product / Chemical Tanker, designed primarily to load and adapted for the carriage
in bulk of any dangerous chemicals Teus and Feeus.
All coiled cargo tanks, slop tanks and deck tanks shall be constructed out of Stainless Steel material
(for example Avesta S. Steel 316LN, 317LN & 2205) Duplex able to load all different kind of liquid car‐
goes without limita ons.
Classified as a “Chemical Recovery Vessel” complying with structural rules and regula ons as per Flag
state/Na onal legisla on and rules and with Germanischer Lloyd Rules & Regula ons as applicable for
each addi onal sign of vessel’s nota on.
1. CONCEPT – 5060Mᶟ MPP ENHANCED OIL – CHEMICAL RESPONSE IMO 1 VESSEL©
2. GENERAL DESCRIPTION

10. 10
Vessel’s dimensions (approximately)
Ship’s speed
The service speed, maximum speed when loaded and emergency ballast speed of the Vessel shall be
achieved in calm and deep sea water:
Service speed: 15 kn
Response loaded 18.4 kn
Response ballast 22 kn
Wind profile
Wind surface: 1833.00 m² Weight point above base: 18.20 m
3. VESSELS PROVISIONAL IMPRESSION
Length, oa ............................................ 22.60 m
Lwl ...................................................... 130.09 m
Depth, moulded To main deck ............ 13.50 m
Depth of double bo om .......................... 1.5 m
Displacement at scantling draught 13,723 t
Light ship weight .................................... 5,957 t
Volume mid hold ............................. 2x 817 m3
Total hold volume ............................... 4808 m3
TEU capaci es on deck ............ 10 FEU / 20 TEU
Length, bp 114.30 m
Breadth, moulded ..................................... 20 m
To upper deck ......................................... 26.5 m
Draught ................................................... 9,30 m
Deadweight at scantling draught ........... 7,766 t
Volume front hold .......................... 2x 1009 m3
Volume a hold ................................ 2x 578 m3

11. 11

12. 12
The vessel to comply with the latest edi on of the following regula ons:
 Interna onal Conven on for the Safety of Life at Sea (SOLAS) 1974, and its protocol of 1988:
ar cles, annexes and Cer ficates, as amended;
 Code of Safety for Special Purpose Ships 2008‐ Annex 17 – I.M.O.Resolu on MSC.266 (84)
 Interna onal Life‐Saving Appliance Code (LSAcode) Resolu on MSC.48(66)Interna onal Code
for ‐ Fire Safety Systems (FSScode) Resolu on MSC.98 (73);
 the BCC code “ “Code for the Construc on and Equipment of Ships Carrying Dangerous Chemi‐
cals in Bulk” (“Bulk Chemical Code” in short, adopted under IMO resolu ons (as amended)
I.M.O. Goal Based Standards (GBS) and IACS harmonised Common Structural Rules (CSRH)
which are in full compliance with the IMO GBS coming into force in the middle of 2016;
 MARPOL 73/78 , Annex II (Noxious Liquid Substances carried in bulk), Annex III (Harmful sub‐
stances carried in packaged forms ) and having facili es for the recovery of hazardous substanc‐
es plus tanks for liquid substances in bulk and /or holds for packaged and solid bulk goods;
Vessel will comply with all further MARPOL 73/78, Annexes concerning:
a. the regula ons for the preven on of Pollu on by Sewage from ships;
b. the regula ons for the preven on of Pollu on by Garbage from ships;
c. the regula ons for the preven on of Air Pollu on by from ships incl. MEPC64 concerning
EEDI,SEEMP and EEOI.
 Vessel complies to OCIMF / Oil Majors Minimum Safety criteria;
 Naviga onal and communica on aids are conform Interna onal / Na onal rules and regula‐
ons for World Wide Naviga onal Service & GDMSS A1+A2+A3;
 Hazardous atmosphere zones 0 ‐ 1 and 2 are conform Class regula ons and Interna onal
Standard IEC 60092‐502 Electrical Installa ons in Ships: Tankers Special features;
 The vessel is equipped to operate in an explosive atmosphere , all electrical l equipment com‐
plies with the direc ves as laid down by class socie es rules and the Interna onal Standard IEC
60092‐502.
Vessels Cargo tanks are approx. 800 m³ each 6 tanks in total gives vessel 4.800 m³ capacity.
Note: Quan ty of a cargo required to be carried in a Type 1 ship shall not exceed 1,250 m³ in any one
Tank. If vessels design as such permi ed to construct larger Tanks the maximum contents restricted
to above.
Addi onal 2 Slop tanks a approx. 130 m³ each (not limited to), increased vessel tank capacity with
approx. 260 m³, which means 5060 m³ Cargo Tank Capacity in total.
4. RULES, REGULATIONS AND CERTIFICATES
5. CONCEPT CARGO TANK CAPACITY AND EQUIPMENT

13. 13
Pressure / vacuum controlled vent system
Each cargo and slop tank provided with independent tank air vent pipe with one high velocity pres‐
sure / vacuum control valve.
Hea ng system for cargo
In order to maintain the viscosity of certain cargoes stainless steel 316L hea ng coils fi ed in the Car‐
go – slop and drain tanks, transferring heat into the cargo which circulates in the tank by natural con‐
vec on.
 Cargo – slop and drain tanks foreseen hea ng medium is hot water/glycol mixture.
One heat exchanger, having a capacity 1800 kW fi ed in heat exchanger room with two circula on
pumps, expansion tank and accessories.
Individual deck heaters are installed in order to heat up cargo for each cargo tank and the Slop tanks.
Heat exchange of the deck heater approx. 250 kW.
Secondary System heater Capacity approx. 1800 kW with a thermal oil temperature in/out of 260/210
°C and a thermal oil flow around 64 m³/h. The Secondary side thermal oil 110 / 160°C
Cargo plant
Each tank provided with an individual Hydraulic (FRAMO System) driven deep well pump or electrical
driven and F/C controlled by an “3/7 Matrix solu on” Frequency converter system.
All tanks provided with separate piping system, which means that each tank can load a separate cargo
without any mixing.
Integrated Manifold
Since the scope of the Octopus is certainly comprehensive, the ship to be equipped with a solu on
combining the necessary work deck with the possibility of loading and unloading oil or chemicals. This
solu on could be in the form of construc ng an Integrated Manifold.
(Proposal NHL students ‐Semester Mari me Innova on and Sustainability July 2013)

14. 14
Nitrogen Generator (Inert Gas Generator)
Cargo‐ slop tanks, are protected against explosion by inert gas blankets.
One nitrogen generator (IGS system) installed with a capacity of 500 m³/h and the delivery pres‐
sure of 10 bars. One storage receiver fi ed.
Tank cleaning system
A fixed tank cleaning system using fresh and sea water installed. Capacity and loca on of tank clean‐
ing machines are arranged to give efficient cleaning of tanks. Connec on for injec on of cleaning so‐
lu ons in to the wash water is provided a er tank cleaning heater.
Due to vessels construc on, having transverse s ffeners on deck and not inside the cargo tanks, the
tank walls are smooth and easy to clean by tank cleaning machines.
For the discharge of wash water a Oil Discharge Monitoring and Control system is installed (M.D.O.)
which complies to MARPOL requirements.
All output informa on is printed and recorded: Time and date (UTC) ‐ Ships Posi on (GPS) ‐ Instanta‐
neous oil content (PPM) ‐ Flow rate of discharge (ton /hr) ‐ Ships Speed (Knts) ‐ Instantaneous rate of
discharged oil (L /Nm) ‐ total quan ty of oil discharged (L) ‐ Status of discharge ‐ Sample point select‐
ed ‐ Type of Oil.
In accordance with IMO Resolu ons MEPC. 108 (49)
Li ing gear for cargo hoses
One hose handling crane installed on main deck with a capacity of 5 mtons and 16m outreach.
A 650 ton mast crane with inshore li capacity of 650t and offshore li capacity of 400 ton,
enables recovery of lost containers at serious depths and assist in underwater construc on projects,
vessels fi ed with a Deepwater Deployment System (DDS) for installing offshore structures and moor‐
ing systems in water depths up to 3,000 m.
The special constructed and fire safe protected a area of the vessel, allows safely drain of recovered
containers containing chemicals (see NHL study report 09‐11‐2012).
The a deck space allows parking of at least one stack of 10 pcs 45 or 20 pcs 20 containers.
Work deck strengthen for a deck load of 15t/m².
(Students proposal regarding an integrated manifold could be taken into during the design phase)
Emergency towing arrangements and windlass fi ed a .
Vessels Bollard Pull must be sufficient for towing a larger disabled vessel in to open waters and or as‐
sis ng in arranging a towing assemble with a salvage tug in risk zone L.
6. AFT ‐ LOAD ‐ WORK DECK

15. 15
Vessel classed with character “unmanned engine room”. An air filter system only applicable for air
intake main engine(s) and auxiliaries. It must be observed that vessels main propulsion i.e. main en‐
gine(s) generator sets at chemical recovery opera ons are restricted in power take off if only an air
flow from a filter system is fi ed.
For this sufficient air supply to main generator set(s) and emergency generator must be granted at all
mes.
Addi onal to a filter system or in combina on with:
 An air regenera on plant to be installed and;
 Addi onal high pressure air vessels provided for emergency air supply to Citadel and other rele‐
vant compartments / accommoda on areas.
 Vessels hybrid system ensured an safe addi onal opera onal range in a polluted atmosphere.
Engine Room emission from Main Engine (s) Gen sets and or Auxiliaries Gen Sets – Boilers etcetera
must be duly protected with high efficient spark arrestors and a cool down system as required and
permi ed by the class society.
Vessels main propulsion will be a diesel electric propulsion systems comprised of eight main diesel
driven generator sets combined with a Hybrid propulsion system consis ng a large ba ery pack for
energy storage to be used as part of vessel’s propulsion energy
The opera on of the Generator engines sets will be effec vely smooth and cost effec ve, resulted in
a significant emission reduc on.
Intended main propulsion for the vessel is provided by three Azimuth main propel‐
lers . Addi onal manoeuvring system comprises two Azimuth forward Thrusters, and
a tunnel Thruster a .
An extremely fast and precise propeller control system allows the “Octopus” to be
kept safely and accurately on posi on ensured by vessels dynamic posi oning sys‐
tem (DP3).
Future international regulations regarding sulphur emissions from ships imply that
low sulphur fuel should be used in the future. See ECA directives 2015‐2018 to 2020
and Marpol Annex VI regulation concerning new engines in 2016 the so called Tier III.
For this a decision must be made if generator sets drive diesels are to run on Marine Gas Oil (MGO)
including the use of an cooling system or LNG.
All depends on research outcome which clear sets the lowest emission standards, 20/30% reduction
in fuel consumption can be achieved by this today’s technology.
7. MACHINERY IN GENERAL
8. PROPULSION SYSTEM
Picture Rolls Royce

16. 16
Note:
Due to 1.1.2015 ECA requirements and vessels propulsion machinery layout ,decision to be made con‐
cerning the use of fuel /Gas. Design of the vessel allows dual fuel engine MGO & LNG.
An op on is to construct the vessel with a “De Groot Cross Bow ©”.
This Bow construc on proved already significant fuel saving. In combina on a
Bulb construc on could be considered, however effec veness of this combina‐
on depends on a perfect trim of the vessel on route.
Vessels Hull / bo om paint system will be a silicone‐based fouling release sys‐
tems which is a new dimension in fouling control. Having a “non‐s ck” surface
that is smooth and flexible, with excep onally low surface tension.
This an fouling is biocide‐free and provides an environmentally sound fouling
release solu on because the effect is due to the water‐repellent physical prop‐
er es of the surface, instead of the coa ng exer ng a chemical effect on the surroundings.
A 23 m. diameter helicopter landing pla orm fi ed on the bow .
Bridge / Wheelhouse is Air & Air Lock protected and fi ed out with state of art Nau cal Naviga on and
Communica on aids.
Manoeuvring controls available at fore ‐ rear & Port —> Starboard Bridge side.
Further accommodate all equipment remote controls as part of an integrated Cargo Control Room.
Bridge / Wheelhouse accommodate all equipment remote controls as part of an integrated Cargo Con‐
trol Room.
9. SPEED IMPROVEMENT AND REDUCTION IN FUEL CONSUMPTION
10. HELICOPTER RECEPTION
De Groot Cross Bow ©
11. CITADEL

17. 17
Inten on is to accommodate on board the vessel:
 Accommoda on for fourteen regular crew members if vessel in regular tanker or offshore trade
 Accommoda on for twenty addi onal crew members if vessel mobilised for response ac vi es
and having accommoda on for;
‐ 36 Persons regular Crew (Crew composi on opera onal wise to be adjust as stated on
the Minimum Safe Manning Cer ficate Table I to IV)
‐ 20 Addi onal Crew
‐ 22 sub number persons
 Recovery area and equipment for 50 persons
 Hospital accommoda on
On‐board facili es of the vessel includes:
 Rescue facility able to accommodate 50 + persons (as required by Interna onal rules;
 online / offline room and conference room;
 One ROV control room and one ROV garage;
 One Laboratory with analysing facili es;
 Diving equipment space and one Diver pressure chamber enable to treat and transport divers
under pressure;
 A 3m x 3m moon pool which can be equipped for under water ROV opera ons or other.
Design objec ve of this vessel is in having a commercial operated vessel with all necessary require‐
ments to enter hazardous environments and having the capability of performing various opera onal
aspects during Hazardous and Noxious Substances (HNS) incidents at sea, whilst protec ng their crew
and preven ng an escala on of the incident.
Hazards iden fied (HNS) incidents concerned are grouped into five main types:
 Flammable / Explosive Leak
 Fire
 Health Hazard / Toxic
 Cryogenic / Gases under pressure
 Corrosive
12. ACCOMMODATION FACILITIES
13. SPECIAL FEATURES FOR OPERATIONS IN AN EXPLOSIVE AND/OR TOXIC ATHMOSPHERE

18. 18
To enable the vessel to operate and response on HNS incidents, the vessels is:
 Equipped for Fire Figh ng in a Hazardous Atmosphere
 Citadel‐ Protected Air & Air Lock
The accesses to the citadel will be provided with air locks, which ensure the maintenance of over‐
pressure inside. As per Class requirements an air lock must comprise two doors not less than 1,5 m
apart. The doors must be self‐ closing and may not have any fixing devices. The door sill must be at
least 300 mm high. Legal s pula ons going beyond this are to be observed. An alarm will be provided
which indicates if more than one of the doors is not fully closed.
Engine Room protected Air & Air Lock (as above) that enables the
vessel to reach or leave a casualty vessel from a so‐called Safety
Zone’s.
Due to vessels features opera on in a High risk are is possible. Be
guided by the HELCOM response manual Vol.2, which determine
the risk level regarding High Risk Zone H, Medium Risk Zone M and
Low Risk Zone L. It’s obvious that every casualty do need an individ‐
ual evalua on.
Source: EMSA—Safe Pla orm Study ‐ January 2012
The fact that vessels ba eries as well can be used as addi onal energy for vessels propulsion system
a significant addi onal safety barrier is available that in worst circumstances persons need to be res‐
cued out of Zone H, M and L.
 Vessel all over fi ed with a self‐protec on / deluge system;
 Gas detec on System for alarming and self‐protec on;
 High Tech Laboratory ou it for fast product and gas analysing were under a Mass Spectrome‐
ter & sampling kit etcetera;
 Fixed Foam Fire Ex nguishing System;
 Nitrogen Generator (Inert Gas Generator);
 Two 500mtr Oil Booms and Skimmer as op on.

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This Pump Room is located between vessels a Cargo Tank Area and a engine room consis ng fol‐
lowing system:
A Chemical ‐ Oil Spill vacuum sea surface clean Combat System. (VSSCS) © (S ll under research and
test phase) a high efficient Oil /Chemical recovery system which safely can be operated by remote
controls from wheelhouse and Deck area, a new way of a acking oil spill problems with high recovery
capaci es.`
The system, a so called vacuum sea surface clean system (VSSCS) consist a combined 2500m³ / hr vac‐
uum system including an new designed hydraulic controlled skimming device, ensuring recovery of
large quan es of spilled oil / chemicals from sea surface.
In this case this device can be automa cally connected at Starboard or Port Side external to the skim‐
ming unit.
Note: pump capacity and speed will be automa cally regulated by the at suc on device determined
substances with a viscosity up to and over 150.000 cen stoke.
Pump fi ed for drainage underneath damaged Container storage pla orm a Deck:
1 frequency convertor controlled 100 m³/hr screw pump is addi onal fi ed for drainage under need
recovered container’s into vessels Cargo or designated Slobtanks directly.
14. OIL / CHEMICAL RECOVERY PUMP ROOM
“This system can be permanent constructed in a designated response vessel or as an standalone
compact system with a different crane type placed on board vessels, barges, etcetera.”
Upper Pomp room: Recovery
device stored (sight on over‐
head crane system)
Ready for lowering
At Lowered Posi on

20. 20

21. 21
As Oil‐Chemical Tanker, the Vessel complies to MARPOL 73/78, ANNEX II; which clear defines which
water / products contents are by interna onal rules and under which circumstances indeed allowed
to be discharged into Sea.
As this vessel has a large storage tank capacity with sufficient heat capacity, which results, if applica‐
ble, reducing oil / water separa on reten on me and do increase separa on results accordingly, a
high capacity Oil Water Separator will be installed.
For example a (U.K.) OWS type max. capacity / per unit 5 m³ /hr or;
MCR‐Shipping B.V.’s Water Separa on System (S ll under research‐ test phase). Recently MCR‐
Shipping B.V. received from a private source informa on concerning an Oily Water Separator concept
with a dual filter system enable of con nuous trea ng of oily water mixture to less than 2ppm as per
apparatus concept design.
Consul ng former colleagues having knowledge about working principles of oily water separa on we
studied the forwarded informa on as such and so far believe that this OWS achieves sufficient sepa‐
ra on without the combina on of an for example last step plate or gravity separator.
This high capacity unit (up to 450m³/hr) can be constructed with small dimensions.
As the OWS has no mechanical moving parts, maintenance of the unit is minimal.
The MCR OWS layout and working principle together with the in chapter 14 described vacuum sea
surface clean system (VSSCS) was forwarded to the Dutch Patent Agency for inves ga on.
As per Agencies received inves ga on results and our ongoing research, our conclusion is that at pre‐
sent no other available system compares to our described systems.
15. OIL ‐ WATER SEPARATION UNIT

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In 2013 the University of Applied Sciences Leeuwarden, The Netherlands (NHL)
introduced MCR‐Shipping B.V.’s MPP MCR‐001 (Renamed “Octopus”) to five se‐
lected groups Ship Building students being part of Semester Mari me Innova on
and Sustainability.
Each individual group was coached by:
 Rijkswaterstaat
 MCR‐Shipping B.V.
 Barkmeijer Shipyard
 Germanischer Lloyd
 University Of Applied Sciences Leeuwarden NHL
Beside former (5) Rules & Regula ons all shipbuilding aspects are taken into account including
Probabilis c: MSC 216(82) / MSC 82 (58) /SOLAS 2009 /MSC IARC 1226 and;
Determinis c: IACS no.110 / SOLAS Chapter II‐1, Regula ons 4.1, 4.2, 5‐1 and 19 / Res. MSC.143(77)
"Adop on of amendments to the Protocol of 1988 rela ng to the Interna onal Conven on on Load
Lines, 1966", Regula ons 27(2), 27(3), 27(11), 27(12)and 27(13) 1) / Res. MSC.281(85) "Explanatory
Notes to the SOLAS Chapter II‐1 Subdivision and Damage Stability Regula ons" ‐ special a en on
should be paid to Guidelines for the Prepara on of Subdivision and Damage Stability Calcula ons
specified in the Appendix; / Res. MSC.245(83) "Recommenda on on a Standard Method for Evalu‐
a ng Cross Flooding Arrangements" / MSC.1/Circ.1245 "Guidelines for Damage Control Plans and In‐
forma on to the Master" / MSC.1 / Circ. 1229 "Guidelines for the Approval of Stability Instruments",
paragraph 4.
On following page a brief outline specifica on from the Octopus based on design drawings, calcula‐
ons, innova ons and Sustainability measures as demonstrated and discussed with coaches at final
semester day, 3 July 2013.
16. NHL

23. 23

24. 24
MCR‐Shipping B.V.
Scheepwerf 1
5262 PL Heusden
The Netherlands
Tel.: +31 (0)416 ‐ 532 432
Fax: +31 (0)416 ‐ 532 353
E‐mail: info@mcr‐shipping.nl
Website: www.mcr‐shipping.nl
VAT: NL821059403B01
CoC: Eindhoven 17258300