NVC-Design TM. NVC m Purse Seiner/Pelagic Trawler. Fact sheet DESIGN & INTEGRATED SHIP SYSTEM GENERAL INFORMATION.

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1 MV Gunnar Langva Newbuilding no. 24 at West Contractors AS Deliv ered nov ember 2003 GENERAL INFORMATION Main dimen sions: Length over all Length between p.p. Breadth mld. Depth ml d to M.deck Depth ml d. to Shelter deck Gross tonnage Performan ce: Trial speed Bollard pull nominal 71,10 m 63,00 m 14,40 m 6,80 m 9,50 m 2223 GT 17,8 knots 82 t / 0 knots 72 t / 4 knots DESIGN & INTEGRATED SHIP SYSTEM RR SHIP TECHNOLOGY - FISH NVC 352 Design and dr awi ng package BERGEN Main Engine, type B32:40 L9P 4 500kW / 750 rpm 3 100kW / 650 rpm Shaft generator ekw KAMEW A ULSTEIN Propeller system, type 1500 AGSC mm 2 speed PT O / 0,4 nozzle Bow / Stern thruster, type 150 TV 2 x 736 kw Class: Det Norske Veritas, +1A1, Fishing Vessel, (N), Ice C Sjøfartsdirektoratet Havfiske II Capacities: Marine Fuel Oil 545 m 3 Fresh water 115 m 3 RSW Capacity - 11 tanks 2000 m 3 Auxiliary engines RSW refrigeration cap. 2 x 590 kw 2 x kcal/hr TENFJORD Steering gear, type SR 662-FCP HLR High Lift Rudder, type H-2330 RAUMA BRATTVAAG 64 b ar LP Deck Machinery Trawl winches Purse seine winches Aux Winches Net drums 170 knm 9,0 m2 2 x 80 tons 2 x 28 tons 2 x 11 tons 2 x 71 tons Accommodation: The vessel to have accommodation and equipment for 14 persons RR AUTOMATION & SW ITCHBOARDS UMAS V Alar m, monitoring & control system Main Switchboards

2 MAIN PROPULSION SYSTEM The Main Propulsion system of Gunnar Langva is of a conventional type and consists of the following: BERGEN main engine type B32:40 L9P of 4500 kw KAMEWA ULSTEIN propeller system type 1500 AGSC KP2S, 3600 mm /0.4 nozzle. Leroy Somer shaft generator of 2400 kw. A combined purse seiner / pelagic trawler like Gunnar Langva do practice 2 totally different type of fisheries with 2 different needs of propulsion power. For blue whiting trawling under bad weather conditions they need all available power while at purse seining in calm weather far less power is required. During the design period of Gunnar Langva the owner and NVC did the following considerations regarding this matter: Traditionally, a floating frequency system has been chosen for similar vessels for the ability of reducing the main engine rpm/power for fuel saving purposes. This has proven to be an advantage, but with one major problem: While reducing the frequency of the ship power system the speed of the winches, capacity of cooling systems etc. were reduced correspondingly. This would, under certain conditions, not be acceptable. We decided to go one step further and install a 2 speed PTO at the gearbox combined with a floating frequency system. With this system we now got several mode s available and based on an extended electric load balance we decided the following mode s: HIGH STEP / TRAWLING MODE: FIXED HIGH Evaluated range of application: Trawling Main engine RPM = 750 Propeller RPM = 153 Frequency= Fixed 60 Hz Power available = 4500 kw COMBINATOR HIGH Evaluated range of application: Trawling, transit in bad weather, heavy load Main Engine RPM= Propeller RPM = Frequency = Floating Hz Power available = kw LOW STEP / PURSE SEINING MODE FIXED LOW Evaluated range of application: Purse seining Main Engine RPM = 650 Propeller RPM = 133 Frequency= Fixed 60 Hz Power available = 3200 kw COMBINATOR LOW Evaluated range of application: Fish searching, transit Main Engine RPM = Propeller RPM = Frequency = Floating Hz Power available = kw

3 SEA TRIAL The technical sea trial with Gunnar Langva was carried out successfully at The ship deadweight was approx 1000 t with a corresponding draft approx. 5,2 m to baseline and 0,9 m aft trim. Regarding the main propulsion system the trip was carried out at High step / Trawling mode with fixed rpm. ( See enclosure regarding the specification / design of the main propeller system) The speed results could be summarized as following: 50 % Power ME (2250 kw): 15,5 knots 60 % Power ME (2700 kw): 16,2 knots 70 % Power ME (3200 kw): 16,9 knots 100 % Power ME ( 4500 kw): 17,8 knots The speed results were close to identical as the model test and proofs that the vessel, in accordance with our design target, requires less power to achieve acceptable speed.. At an unofficial sea test was carried out at a ship deadweight of approx t. The weather conditions were bad with a storm from south. The purpose of the test was to check out the Low step / Purse seining mode of the main propulsion system in bad weather and a typical herring cargo condition. ( See enclosure regarding the specification / design of the main propeller system) The average speed achieved was 15 knots and the noise and vibration level onboard the vessel was described as noiseless and not present. The owner announce their full satisfaction and state the vessels performance at Low step to exceed every expectations.due to this successful test they decide the Low step to be the pre mode both during fishing operations as well as transit due to advantages regarding fuel economy, noise and vibrations as well as general wear and tear of the equipment. Later reports from the fishing grounds have supported their considerations and decisions

4 FLOATING POSITIONS FLOATING POS. 1 : 100% DO(400t) & FW, 420 Ton RSW Draught Aft: 6,7 m, Draught fore: 4,4 m FLOATING POS. 2 : 70% DO(300t) & FW, 750 Ton RSW Draught Aft: 6,8 m, Draught fore: 4,9 m FLOATING POS. 3 : 70% DO(300t) & FW, 2000 Ton RSW Draught Aft: 7,9 m, Draught fore: 7,0 m

5 TANK PLAN