No. 299 June - July 2003

MHI completes container carrier, MOL Efficiency

Mitsubishi Heavy Industries, Ltd. (MHI) has completed
construction of the MOL Efficiency (HN: 1246), a large
container carrier capable of carrying 4,646TEUs, for delivery to Mitsui O.S.K. Lines, Ltd. (MOL) at its Kobe Shipyard & Engine Works.
The MOL Efficiency is the first of four carriers orderedby MOL. The carrier is the Panamax type, and can load
2,074TEUs in container holds and 2,572TEUs (in maximum seven tiers) on the upper deck.
The main feature is adoption of a new hull arrangement for the fuel tanks. In the conventional container carrier, fuel oil is stored in tanks between outer shell andcargo holds. The new arrangement uses the bulkhead
spaces for the fuel storage. Over 50% of the total storage
capacity is shifted to the new location.
Thus, risks of oil spills in emergencies such as collisionand grounding can considerably be reduced, ensuring environmentally friendly ship operation.
In addition, the new cylinder oil saving system basedon the Swirl Injection Principle (SIP) is adopted for themain engine, which provide better utilization and considerable reduction in consumption of cylinder oil.
Principal particulars
Length, o.a.:294.09m
Length, b.p.:
282.00m
Breadth, mld.:
32.22mDepth, mld.:
21.85mDraught, mld.:
13.50mDeadweight:
63,160t
Gross tonnage:
53,822t
Main engine: Mitsubishi Sulzer 9RTA96C diesel x 1 unit
MCR:
49,410kW x 100 min-1
NCR:
42,000kW x 94.7 min-1
Speed, service:
about 25.5kt
Complement:
30
Classification:
ABS
Completion:
Apr. 16, 2003

For further information please contact:

JAPAN SHIP EXPORTERS' ASSOCIATION
15-16, Toranomon 1-chome, Minato-ku, Tokyo 105-0001 Tel: (03) 3508-9661 Fax: (03) 3508-2058 E-Mail: postmaster@jsea.or.jp

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No. 299 June - July Page 2

Imabari completes Panamax type product carrier INCA
Imabari Shipbuilding Co., Ltd. hascompleted construction of the68,467DWT product oil carrier, INCA
(HN: 2161), the second delivery of aseries of four vessels at Koyo Dockyard Co., Ltd. of the Imabari Group.
The product carrier incorporates thelatest technology and rich experienceof Imabari to satisfy reliability andperformance requirements of the shipowner and operator.
The INCA is the flush deck typevessel with the engine room and accommodation deck house including
navigation space are located aft. Hullconstruction uses the double side shelland double bottom type with a cargo
and slop tank arrangement that consists of 16 tanks. These tanks are separated by the centerline longitudinalbulkhead.
Considering cargo handling, thecargo part hull members of all transverse beams are arranged on the upper deck side. Four longitudinals arearranged along double side shell,
maintenance work is also facililtated.
Hull outfittings
Deck machinery is all operated
electro-hydraulically. Eight winches

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are installed formooring and anchor hoisting. The
safety passages
are provided fromthe bridge to thebow in accordancewith the SOLAS
II-1/3-3 regulation.
The winching
space provided for a helicopter is connected with the safety passage.
Cargo handling equipment
Three main cargo oil piping systems are provided which allows simultaneous handling of three different
type cargo oils. Double shut valve systems are used for each main cargo oilpipe to prevent from contamination.
The cargo pumping system provided
with PRIMA-VAC System. Therefore,
the stripping of bottom oil can be instantaneously start immediately after oil unloading.
The vapor emission control system
is provided to satisfy the USCG rules(46CRF, Chapter I-Part 39).

Machinery partThe 2-cycle main diesel engine anddiesel generator comply with IMO
NOx regulations to cope with air pollution prevention. Engine automationand design are based on the LRS
UMS. For the diesel generator, fuelviscosity control and valve switching
can be achieved at the control room.
Electrical part
The following generators are installed:
Main diesel generators:(560kW) x 3 units
Emergency generator:(120kW) x 1 unit

700kVA
150kVA

Safety devices
The vessel is provided with thefixed type gas detector for BWT andcofferdam for monitoring in the cargo
control room. In the cargo oil pumproom, the fixed type flammable gas
detector and O2 densimeter are provided and monitoring can be achievedin the same way.
Coating
Pure epoxy resin coating is applied
to the inner wall of cargo oil tanks,
which has superior characteristics
against the various oil products. Tar
epoxy resin coating is also applied toedge treatment of the material for
ballast tanks and the protective measures against corrosion with strip coating. The backup anode with 6-year life
is also installed.

One of main diesel generator isused at normal sea going, and two
generators are used for cargo handlingand during departure and arrival.
Principal particulars
Ship Type: Product oil carrier
L (o.a.) x L (b.p.) x B x D x d: 228.54m
x 220.00m x 32.20m x 19.50m x
13.20m
DWT: 68,467
GT: 39,085t
Main engine: Mitsui-MAN B&W
6560MC Mark VI diesel x 1 unit
MCR: 10,002kW x 93.0rpm
NOR: 8,502kW x 88.1rpm
Speed, service: 14.50knots
Complement: 30
Classification: LRS
Handling gear: 15t x 1 set
Cargo pump: 2,000m3/h x 3 sets
Loading capacity (tank): 81,691m3

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No. 299 June - July Page 3

MES completes Malaccamax VLCC, Iwatesan—First Malaccamax design—
Mitsui Engineering & Shipbuilding
Co., Ltd. (MES) has delivered the
300,000DWT type double-hull crude
oil carrier, Iwatesan (HN: 1557), to
Fair Wind Shipping Navigation S. A.
of Panama at the MES Chiba Works.
The VLCC is the first of the
Malaccamax (*) type oil carrier that has
been developed by MES. The cargotank capacity of 352,606m3 is the largest class among VLCCs.
The cargo tanks can load three
types of crude oils simultaneously.

Cargo loading and unloading can efficiently be carried out using three cargo
oil pumps, and a cargo oil-washingpump is installed. The Iwatesan has
a newly developed bulbous bow, sternhull form, efficient propeller, and energy-saving unit (RBS fin), achieving
the maximum propulsion efficiency asa VLCC.
The VLCC is designed to minimize
emission of CO2, NOx, and SOx. The
turbo electric generator is driven byenergy recovered by the exhaust gas
economizer, lowering the fuel oil consumption by thegenerator. To ensure safe navigation, the VLCC
uses the global positioning system(GPS) and differential GPS. An

electronic chart display information
system and automatic identification
system (AIS) are also equipped.
(*)
Malaccamax: The maximum
hull form using the maximum
draught permissible to pass throughthe Strait of Malacca, Malaysia. (Most
Japanese shipowners operate VLCCs
with a draught shallower than 20.5m)
Principal particulars
L (o.a.) x L (b.p.) x B x D x d: 333.00m
x 320.00m x 60.00m x 29.65m x
20.92mDWT/GT: 300,667t/159,912t
Cargo tank capacity (100%):
352,606m3
Main engine: Mitsui-MAN B&W
7S80MC-C diesel x 1 unit
MCR: 27,160kW x 76rpm
Speed, service: 16.55kt
Complement: 30
Classification: NK

Kawasaki completes LPG carrier, Clipper Star
Kawasaki Shipbuilding Corporation (Kawasaki) has delivered the59,342m3 LPG/NH3 carrier, Clipper
Star (HN: 1522), to Partrederiet Clipper Star DA of Norway at its Sakaide
Shipyard. The carrier is the first of aseries of five carriers for an LPG
project, Solvang ASA and Bergesen
DY ASA of Norway. The carrier is the34th LPG carrier built by Kawasaki.
The Clipper Star has been constructed with a new hull design developed as a multipurpose liquefied
gas carrier based on Kawasaki’s experience in gas carrier construction.
It is designed to cope with several
types of liquefied gases such petroleum gas (butane/propane) and ammonia. Four independent cargo tanks
are provided, which can contract freely
from the hull construction when exposed to cargoes of very low temperature.
The cargo tanks are constructedwith special steel durable to the lowest temperature of minus 48oC andinsulated with urethane foam. To facilitate cargo handling at ports, thereliquefaction units use three-stagecompressors. Cargo heaters, vaporizers, booster pumps, and aeration fans
are also provided. The main engine
uses a fuel-saving super-long stroke,
2-cycle low-speed diesel engine, andKawasaki RBS-F (Rudder Bulb System with Fins) is installed to improve
propulsion. These features all reduce
the fuel consumption. The use of anelectric-control lubrication system also
reduces the consumption of lubricant
for cylinders.
The engine andcargo section operation is also totally managed by
the integrated automation system(IAS). Various
components andvalves of both sections can be monitored and con-trolled at the central control room.
Principal particulars
L (o.a.) x L (b.p.) x B x D x d: 205.00m
x 195.00m x 32.20m x 20.20m x
12.00mDWT/GT: 44,807t/34,970t
Cargo tank capacity: 59,342m3
Main engine: Kawasaki-MAN B&W
5S60MC-C diesel x 1 unit
MCR: 11,275kW x 105rpm
Speed, service: about 16.2kt
Complement: 31
Classification: DNV

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No. 299 June - July Page 4

Sanoyas completes Aframax tanker, Montigny—Wider beam employed—
Sanoyas Hishino Meisho Corp. hascompleted the Aframax crude oil carrier (115,000DWT), Montigny (HN:1205), for San Tomas Shipping Corp.
at the Mizushima Works and Shipyard. The carrier has the largest capacity of a newly developed Aframax
tanker by the company, and this is thefirst newbuilding of the design. The
beam is 44m, 2m wider than the predecessor, and the same shallow
draught is employed. Moreover, thedeadweight tonnage and cargo tankcapacity are maximized up to115,418mt, 131,617m3 respectively,
and improved propulsion efficiency
achieves less fuel consumption.
Six pairs of cargo oil tanks, in whichslop tanks are included, are arranged
along the centerline. The living quarters and engine room are located in
the aft section. Double hull structure
is adopted to the shipsides and bottom on the cargo tank section, andballast tanks are provided between
the inner and outer shells. Mild steel

is positively adopted to the hull structure for increasing reliability against
corrosion damage.
The cargo oil handling system consists of three 2,800m3/hr cargo oilpumps and three independent cargo
oil pipes, permitting handling of three
types of cargo oils simultaneously.
Smooth and easy cargo oil handling
operation is remotely controlled at thecargo control room. Precision electricliquid level meters are installed forcargo oil tanks. The main engine is a
low-speed, super long stroke, and 2cycle diesel, and the propeller has aneffective cross section to produce efficient thrust force
together with the
Sanoyas tandem
fins “STF” (patentpending) to increase thrust. The
combined effect results in further fuelsaving. The engine

room is qualified with ABS ACCU.
The navigation section uses an automatic identification system for otherships, a video data recorder for navigation, and other latest equipment
required for navigation and radio communication.
Principal particulars
L (o.a.) x L (b.p.) x B x D x d: 249.00m
x 238.00m x 44.00m x 21.20m x
14.825m
DWT/GT: 115,418mt/61.991t
Main engine: MAN B&W 6S60MC-C
diesel x 1 unit
MCR: 18,420ps
Speed, service: about 14.7kt
Classification: ABS
Complement: 28

NOR-SHIPPING 2003

Japan showcases full range of ship technology today
NOR-SHIPPING 2003, the 19th
international shipping exhibition andconference, organized by Norges
Varemesse (Norway Trade Fairs), washeld at the Lillestrom Exhibition andCongress Centre in Lillestrom, Norway, from June 3 through 6, 2003.
1,150 companies from 52 nations participated in the exhibition, and it was

visited by an estimated 12,711 people.
The Japan Ship Exporters’ Association (JSEA) participated in the exhibition in cooperation with The Shipbuilders’ Association of Japan and 10
Japanese shipbuilding companies
under a grant from The Nippon Foundation, which showcased the Japanese shipbuilding industry today, using photos, scalemodel ships, and aplasma display
system.
The opening
day (June 3) had
many guests including Mr.
A n s g a r
Gabrielsen, Minister of Trade and Industry of Norway
From left are: Mr. Okano, Ambassador Kawai, and Mr. who visited every
Tamura, chairman of JSMEA exhibition booth

after the opening ceremony. The ceremony proceeded with the opening
speech of Mr. Terje K. Andersen, president of the Norwegian Shipowners’
Association, and the official commendation of The Annual Ship of The Yearby Mr. Ansgar Gabrielsen. Japaneseparticipants in the ceremony were Mr.
M. Kawai, the Japanese Ambassador
to Norway, Mr. T. Okano, presidentof JSEA and concurrently chairmanof Mitsui Engineering & Shipbuilding
Co., Ltd., and other JSEA officials.
The cocktail party held on June 4at the Radisson SAS Scandinavia
Hotel, Oslo, co-sponsored by Ambassador Kawai and Mrs. Kawai as wellas the JSEA president Okano andMrs. Okano. About 620 guests wereinvited from various circles including
Norwegian shipowners. JSEA vicepresidents Namba, Matsuda andMinami attended the party.

No. 299 June - July Page 5

Industry News in Brief

New JSEA President appointed
The 84th Annual General Meeting of the Japan Ship Exporters’
Association (JSEA) selected 33 directors and two auditors in Tokyo
on May 21, 2003. Subsequently,
the 516th Directors’ Meeting washeld and selected Mr. Toshimichi
Okano, Chairman of Mitsui Engineering & Shipbuilding Co., Ltd.,Mr. T. Okano
as the new JSEA President.
JSEA
President
Mr. Okano’s tenure will last theusual two years. Mr. Okano has just completed a two-year
term as Chairman of the Shipbuilders’ Association of Japan (SAJ), having held the position since 2001.
At the same meeting, four executive vice presidents of
the JSEA were appointed: Naochika Namba, director of
Mitsubishi Heavy Industries, Ltd.; Akira Matsuda, corporate senior vice president of Marubeni Corporation; Sho
Minami, president of Oshima Shipbuilding Co., Ltd.; andSumitomo Heavy Industries, Ltd.
(SHI) recently unveiled a new system
to increase efficiency in port logistics,
which has been in operation since May
this year, aiming for the container terminal market. The system is the firstin the world to make substantial use
of mobile telephones as port logistics
work terminals, and was introduced
to the newest container terminal(Kobe Port berth PC-18) of Kamigumi
Co., Ltd., which became operational
in May.
The new system permits people
involved in port logistics, such as shippers, shipping lines, truckers, container truck drivers and container terminal staff, to perform a range of procedural tasks by simply using theirmobile phones, including looking up
berth information and issuing andchecking on booking instructions.
Rather than sell the system as a
package, SHI has decided to make itavailable as a charge-per-use service
in a move designed to minimize startup investments for port facility operators who want to implement the system.
The system’s most salient feature
is its cutting-edge gate procedure functions, which alleviate container-truck
congestion at terminal gates. Information needed to complete all container

Mr. M. Ito
SAJ Chairman

Masahiro Abe, senior executive
vice president, group CEO, Machinery of Mitsubishi Corporation.
Mr. Taizo Fukuda was appointed as the Senior Managing
Director of the JSEA. Mr. Toshio
Kamei, the former President of
the JSEA, was also appointed asa new Advisor to the JSEA at themeeting.

New SAJ chairman appointed
The annual general meeting of the Shipbuilders’ Association of Japan (SAJ) held on June 17 elected Mr.
Mototsugu Ito as the chairman. Mr. Ito is concurrently
president of Ishikawajima-Harima Heavy Industries Co.,Ltd.

SHI launches new
mobile phone-based
system for streamlining
port logistics
clearing procedures is converted into
two-dimensional code and sent to drivers’ mobile telephones by e-mail, so all
drivers need to do is “swipe” their mobile phones past a code reader to complete container pick-up and delivery
formalities at the gate. Clearing procedures can be completed instantly
and accurately, with problems suchas procedural mistakes totally
averted.
An add-on option, the Container
Damage Check System*, uses a special camera to perform automaticscans of containers fordamage. This allows one
person at the gate tocomplete in 20 seconds
a task that normallytakes four people fiveminutes to perform.
For truckers, the system offers the convenience of being able toenquire whether theircontainers are ready for
pickup by simply checking their mobile hand-sets. Haulers can even check on gatecongestion, by seeing a real time camera image sent to thier mobile phone
displays, so they can optimize truck
dispatch.
Every year, the world is seeing considerable growth in the transport ofgoods by container; port operation andmanagement are becoming increasingly computerized, and a growing
number of terminals are automatedand operate 24 hours a day. The development of the SHI’s new port management system is the product of thecompany’s strength in data systems,
and provides a comprehensive solution that will help make port operations more efficient.
* Available from Inspire Port Consulting& Solutions, Inc. of South Korea.

No. 299 June - July Page 6

Shipyard Activities

NYK Aphrodite
Owner: Great River Line S. A.
Builder: IHI Marine United Inc.
Hull No.: 3157
Ship type: Container carrier
L (o.a.) x B x D x d: 299.90m x
40.00m x 23.90m x 14.00m
DWT/GT: 81,171t/75,484t
Container carrying capacity:
6,492TEUs
Main engine: DU-Sulzer 12RTA96C
diesel x 1 unit
Speed, service: 25.0kt
Classification: NK
Completion: Apr. 21, 2003

Main Engine: MAN B&W 5S6OMCC diesel x 1 unit
Speed, service: 14.5kt (with 15%
SM)Classification: NK (M0)Completion: Apr. 16, 2003

Silver Lining
Owner: Melodia Maritime Pte. Ltd.
Builder: Shin Kurushima Dockyard
Co., Ltd.
Hull No.: 5156
Ship type: Product tanker
L (o.a.) x B x D x d: 179.88m x 32.2m
x 18.7m x 12.0m
DWT/GT: 46,013t/28,059t
Main engine: 6UEC60LA diesel x 1
unit

Bulk Sirius
Owner: Million Comets S. A.
Builder: Kawasaki Shipbuilding Corporation
Hull No.: 1535
Ship type: Bulk carrier
L (o.a.) x L (b.p.) x B x D x d:
189.90m x 181.00m x 32.26m x
16.90m x 11.90m
DWT/GT: 50,344t/27,989t
Main engine: Kawasaki-MAN B&W
6S50MC-C diesel x 1 unit
Classification: NK
Completion: Mar 12, 2003

Owner: Aldan Finance Ltd.
Builder: Sumitomo Heavy Industries
Marine & Engineering Co., Ltd.
Hull No.: 1293
Ship type: Tanker
L (o.a.) x B x D x d: 239.00m x
42.00m x 21.30m x 14.85m (scant-

Owner: Malaysia International Shipping Corporation Berhad
Builder: Universal Shipbuilding Corporation
Hull No.: 5004
Ship type: VLCC
L (o.a.) x L (b.p.) x B x D x d:
329.99m x 316.00m x 60.00m x
29.70m x 21.566m
DWT/GT: 299,999t/156,967t
Main Engine: Hitachi Zosen MANB&W 7S80MC (Mk VI) diesel x 1
unit
Speed, service: 16.00kt
Classification: ABS
Completion: Apr. 4, 2003

Fortune Glory
Speed, (trial max.): 16.61kt
Classification: NK
Completion: Feb. 26. 2003

Emerald Stream
Owner: Wealth Line Inc.
Builder: Oshima Shipbuilding Co.,Ltd.
Hull No.: 10315
Ship type: Bulk carrier
L (o.a.) x L (b.p.) x B x D x d:
225.00m x 215.00m x 32.26m x
19.39m x 14.126m (scantling)
DWT/GT: 76,858t/39,966t

Champion

Bunga Kasturi

ling, moulded)
DWT/GT: abt. 105,200mt/ 56,203t
Main engine: Diesel United-Sulzer
6RTA58T diesel x 1 unit
Speed, service: abt. 14.9kt
Classification: LRS
Completion: June 10, 2003

Owner: Dynamic Hope Shipping
S. A.
Builder: Toyohashi Shipbuilding Co.,Ltd.
Hull No.: 3548
Ship type: Bulk carrier
L (o.a.) x L (b.p.) x B x D x d:
189.99m x 182.00m x 32.26m x
17.00m x 12.14m
DWT/GT: 53,350t/29,862t
Maine engine: Mitsui-MAN-B&W
6S50MC (Mark 6) diesel x 1 unit
Speed, Service: 14.75kt
Classification: KR
Completion: May 16, 2003

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Printed in Japan