No. 387 Feb. - Mar. 2018

Imabari completes 20,000TEU container carrier, MOL TRUTH

Imabari Shipbuilding Co., Ltd. has delivered the megacontainer carrier, MOL TRUTH, to Mitsui O.S.K. Lines,
Ltd. (MOL), one of two ship construction orders placed by
MOL. The carrier is now operated by The Alliance (a joint
operator of container ships consisting of five companies
including MOL) on the Asia and Euorope route FE2. Imabari also completed the large building dock No. 3* (610mlong x 80m wide) at its Marugame Headquarters in September last year, where the second container carrier for
MOL was launched and is scheduled for delivery in January 2018. (* Refer to SEA-Japan No. 386.) Both container
carriers are the largest of this type ever constructed inJapan. The MOL TRUTH measures 400m in overall lengthand 58.5m in width, and can load containers in 11 tiersand 23 rows on the upper deck.
These large capacity ships are designed with high safety
standards and adopt high-tensile heavy steel plate andadvanced energy-saving systems to meet the cost competitiveness and increased environmental protection requirements on European sea lanes. For example, two of fourelectric generators use an exhaust gas economizer that
permits recovery of heat energy from exhaust gas and savefuel, and some auxiliary equipment such as pumps employ
an inverter control system to adapt to ship operation
conditions, and to save electric power and/or fuel. Other
measures for increased ship performance include adopFor further information please contact:tion of the highly efficient propeller and low-friction paint.
The large capacity results in lower CO2 emission per container by about 20% compared with the 14,000TEU-classcontainer carrier in service at present.
Imabari has completed several designs for coping withthe strict SOx (sulfur oxide) regulations in 2020. LNG fueltanks can be arranged at the fore side of the engine room,and design to install a scrubber has also been completed.
Both systems can satisfy the SOx regulations, and installation can be achieved in a short time.
The stern hull form has been rounded to increase propulsion efficiency under full load navigation. The propeller shaft end has adopted PBCF (propeller boss cap fins)for reducing propulsion energy loss.
Moreover, the hatch coaming section, important tomaintain the hull strength, uses high-tensile heavy steel
plate manufactured in Japan. The plate thickness is 80mm,
5mm thinner than those used in the same type of container
carrier, but the hull strength has been ensured with a
special design.
The MOL TRUTH is 400m long, 58.5m wide, and 16.0m
deep at full load. The main engine is the MAN B&W
11G95ME-C9.5 type; container carrying capacity, 20,182
TEUs; and the classification, LR. The carrier is registeredin Panama.

Website: http://www.jsea.or.jp

JAPAN SHIP EXPORTERS' ASSOCIATION

15-12, Toranomon 1-chome, Minato-ku, Tokyo 105-0001 Tel: (03) 6206-1661 Fax: (03) 3597-7800 E-Mail: postmaster@jsea.or.jp

No. 387 Feb. - Mar. Page 2

Kawasaki successfully completes AUV verification test in UK

Kawasaki Heavy Industries, Ltd.
has succeeded in a verification test foran autonomous underwater vehicle(AUV) in UK waters. With the growing demand for pipeline maintenancein offshore oil and gas fields, Kawasaki
has been developing leading-edge
component technologies of AUVs utilizing advanced underwater vehicle
technologies fostered in-house over theyears, with support from a subsidization project by the Ministry of Land,
Infrastructure, Transport and Tourism (MLIT).
An AUV can autonomously assess
and act according to its surrounding
conditions and events while carryingout preassigned missions, in contrast
to the more widely used remotely operated vehicle (ROV), which needs atether cable for operation. As a result,
AUVs can be operated without dedicated operators on the mother ship or
special onboard equipment. Furthermore, tasks such as charging andtransferring collected inspection data
to the mother ship can be carried out
while the AUV is underwater, whichenables longer
deployment timeand reduces thefrequenc y oflaunching andrecovery work.
These adva nt a g e s a r e e xpected to reducethe burden on
the ship crew, offer greater safety, and reduce maintenance-related costs.
The AUV verification test was carried out from November 6 to 20, 2017
at The Underwater Centre, a marine
testing and training facility in Fort
William, Scotland. Tests at sea useda prototype AUV and a charging station, and included automated dockingof the AUV to the charging station,
contactless charging, and large-capacity optical communication operations.
During the testing period, representatives from major oil and gas companies, underwater vehicle and equipment operating companies, UK government organizations, UK subsea

scientific societies and other organizations interested in Kawasaki’s AUV
development efforts were invited toview demonstrations. Kawasaki received high praise from the attendees,
with many expressing hope for futurecommercialization of the AUV.
Kawasaki plans to pursue full-scale
development of a pipeline-inspection
AUV which utilizes the automateddocking and other component technologies tested in Scotland, as well as
control algorithms being developed incooperation with the UK’s HeriotWatt University, with the aim of commercializing the AUV by the end of
FY 2020.

MHI delivers 6,138DWT RO-RO ship, HIMAWARI No. 9
Mitsubishi Heavy Industries, Ltd.
(MHI) built the roll on/off cargo ship,
HIMAWARI No. 9, at its Shimonoseki Shipyard & Machinery Works,
and delivered the ship to the co-owners Nippon Marine Co., Ltd., Nippon
Shipping Co., Ltd., and Yamamoto
Kisen Co., Ltd. on November 28, 2017.
The ship is now plying a domestic
route between Tokyo and Hokkaido
together with the sister vessel
HI M AWA RI No. 8 delivered inAugust 2017.

The HIMAWARI No. 9 is a similar ship to HIMAWARI No. 7 built
by MHI in 2013 but incorporates threemain changes. The aft space of the No.
2 deck has been built as an open RORO cargo space to load specific dangerous cargoes, for which loading in aclosed area is forbidden, and a fixed
rampway is provided for access to theupper deck. The lifter operating range
is extended to the No. 1 deck, and thelifter cover is equipped on the No. 1
deck for more efficient cargo loading.
Trailer capacity
is increased from
172 units to 177
units.
Energy-saving equipment,such as an electronically-controlled main engine, reaction

rudder with bulb, and efficient controllable pitch propeller, are fitted ason the previous ship for reducing fuelconsumption, and an inverter typeseawater cooling pump was added.
Principal particulars
L (o.a.) x B x D x d: 166.90m x 27.00m
x 23.27m (upper deck) x 6.85m
DWT/GT: 6,138t/10,626 (Japanese
tonnage)
Main engine: MAN B&W 9S50MEC8.5 diesel x 1 unit
M.R.:
14,940kW x 127min-1
Speed, service:23.0ktCPP:
1 unitBow/Stern thrusters:
1/2 units
Stern thrusters:
2 setsFin stabilizer:
1 set
Cargo Loading Capacity
Trailer chassis:
177 unitsCar:
95 units
Classification:
NK
Flag:
Japan

No. 387 Feb. - Mar. Page 3

MES delivers KIRISHIMA, 310,000DWT VLCC
—First ship of MES’s Eco-Ship “neoVLCC” type—

Mitsui Engineering & Shipbuilding
Co., Ltd. (MES) completed and delivered a 310,000DWT VLCC, KIRISHIMA (HN: 1932), at its Chiba
Works to ASIASHIP MARITIME
S.A., Panama on November 28, 2017.
The vessel is a VLCC featuring thelargest deadweight and cargo oil tankcapacity with dimensions complying
with major port restrictions in Japan.
The vessel is also the first of the MES“neo VLCC” series featuring excellent
fuel efficiency as a next-generation
eco-ship and the fifth in the Eco-Shipline-up of the MES “neo series” starting from the “neo66BC,” 66,000DWT
type bulk carrier.
The vessel “neoVLCC” is the largest class of VLCCs with a deadweightof over 310,000 metric tons and dimensions complying with the major port
restrictions in Japan, together withimproved propulsion performance andtransport efficiency achieved by stateof-the-art energy saving technologies.
The latest bow and stern form, highefficiency propeller and energy saving
devices provide higher energy efficiency and environment-friendliness.
Considering environmental protection, low sulphur fuel oil tanks are ar-ranged with proactive design for
future installation of the exhaust gas cleaning system (SOxscrubber), according to new
SOx regulations.
and the vessel isequipped withthe vapour emission Control System (VECS). Fuel oil
consumption of the vessel is further
improved by the G-type electronicallycontrolled marine diesel engine, MITSUI-MAN B&W 7G80ME-C9.5. The
waste heat recovery system (WHRS)
utilizes main engine exhaust gas energy, and the vessel has a turbo generator system and main engine tuned
to the optimum condition, which reduces the ship operating costs. Cargo
oil tanks and ballast water tanks arecoated in accordance with the IMO
Performance Standard for Protective
Coatings (PSPC), enhancing corrosion
resistance.
Navigation support systems are
greatly improved by various equipment such as the Integrated Bridge

Console, Fleet Monitor (MES-developed ship operation monitoring system) and the latest energy-saving
autopilot system. The vessel complies
with IMO Noise Code and ILO/MLC,
2006 (Maritime Labor Convention,2006), so improving the working environment for the ship’s crew. The
vessel has accommodations for 36 persons in total, including 6 trainees.
Principal particulars
Length (o.a.):339.5mBreadth (mld.):
60.00mDepth (mld.):28.50mDWT/GT:
312,539t/159,793
Main engine:
Mitsui-MAN B&W
7G80ME-C9.5 diesel x 1 unit
Complement:
36
Classification:NK

MHI reorganizes shipbuilding business as two wholly-owned companies—Mitsubishi Shipbuilding Co., Ltd. and Mitsubishi Heavy Industries Marine Structure Co., Ltd.—
Mitsubishi Heavy Industries, Ltd.
(MHI) established two new whollyowned companies in conjunction withreorganization of its shipbuilding business on January 1, 2018. Mitsubishi
Shipbuilding Co., Ltd. will primarily
undertake construction of ships that
require intensive outfitting, and Mitsubishi Heavy Industries Marine
Structure Co., Ltd. will mainly engage
in the manufacture of large ships andmarine structures.

Mitsubishi Shipbuilding Co., Ltd.
has consolidated the current capabilities of MHI’s various shipbuilding

bases (Shimonoseki, Nagasaki, etc.)
and function as a business company
exclusively dedicated to shipbuilding.
Its corporate name was chosen to reflect MHI’s long history and traditionsin shipbuilding. Applying MHI’s prowess in engineering the new company

will grow business in ships that require intensive outfitting: ferries, vessels used by government agencies,
etc. It will also make social contributions in areas impacting the environment, in a quest to achieve sustained
development.

Mitsubishi Heavy Industries Marine Structure Co., Ltd. will constructlarge ships making use of the premises
and human resources of the Koyagi
Plant of MHI’s Nagasaki Shipyard &Machinery Works. The new company
will also expand business in units accommodating new fuels and manufac-

ture of marine steel structures.
MHI will work closely with the two
new companies, providing its total
support toward the development of
their business operations.
For outlines of both companies, refer to http://www.mhi.com/news/story/
1712012094.html

No. 387 Feb. - Mar. Page 4

Award of AIP for LNG fuelled coal carrier by LR
Namura Shipbuilding Co, Ltd has
finished the concept design of a 93,000
DWT LNG fuelled coal carrier, which
has been jointly developed with Mitsui O.S.K. Lines, Ltd. and Tohoku
Electric Power Co., Inc. and obtained
AIP*1 from Lloyd’s Register (LR) on
December 6, 2017. The ‘natural gas
as fuel’ basic design was subjected toformal design screening according to
key requirements of the IGF Code andLR’s classification rules, and risk assessment HAZID*2 was performed tosatisfy the LR’s formal Risk Based
Design process. This is the first acquisition of AIP for LNG fuelled vessel inJapan by the joint three companies,
shipping company, cargo owner andshipbuilder.
The vessel has the LNG fuel tanklocated on the stern which allows
maintains the conventional hold design without increasing the principal
dimensions to accommodate the LNG
fuel tank. The LNG fuel tank features
the tank cover to protect the LNG tankfrom fire and facilitate maintenancework. The Fuel Gas
Supply System has
been developedwith the assistanceof Mitsui Engineering and Shipbuilding Co., Ltd. and its
subsidiary TGE
Marine Gas Engine e r i n g G m bH
with much experience.
In accordance with stringent international legislation to protect the environment, the International Maritime Organization (IMO) stipulates
stepdown emission control from ships
i.e. CO2, SOx and NOx which cause
global warming, air pollution and acidrain. The vessel can use LNG as fuelso that emissions are much less thanwith oil fuel in terms of SOx as well as
NOx and CO2.
Namura will continue developing
further environmental friendly ships

in corporation with shipping companies and cargo owners.
*1 AIP (Approval in Principle)
Approval in Principle is an independent assessment of a concept within an agreed
framework, confirming that the design is
feasible and no significant obstacles exist
to prevent the concept from being realized.
The AIP is typically carried out at an earlystage of a project to confirm its feasibility
and expected to develop to detail design.
*2 HAZID (Hazard Identification Study)
A component of risk assessments used to
identify and mitigate hazards to help to prevent and reduce injury to personnel, damage to or loss of property or the environment through discussions by relevant
experts.

Naikai completes passenger/car carrier, AKEBONO MARU
Naikai Zosen Corporation completed construction of the 2,700GT
passenger/car carrier, AKEBONO
MARU, for the joint owners of the Japan Railway Construction, Transport
and Technology Agency (JRTT) andUwajima Transportation Co., Ltd. on
December 13, 2017.
The carrier is propelled with thetwin-engine and twin-propeller system. Safe ship maneuverability whenentering and leaving a port can beensured by two bow thrusters, twin

Schilling rudders with maximum rudder angle of 70 degrees effective at
slow speed, and controllable pitch
propellers.
The ship hull has a bulbous bow,and the stern is the catamaran-type.
This hull form greatly improves propulsion performance and seaworthiness. The fin-stabilizers attached toboth sides of the ship mid section alleviate ship rolling under rough sea
conditions. Particularly, use of the ecocap as an energy-saving device, energy-saving finsattached to the
Schilling rudders, and stern
fins further increase propulsion efficiency,
while sav ing
energy.
Fo r c o n v e nience of passengers, an elevatoris provided at the starboard side as abarrier-free transferring method,which allows the aged and the disabled to transfer from the car decks
to promenade deck No. 1. Vehicles
embark through the bow and aft ramp
doors as well as inboard rampways
and are accommodated on the car
decks.
Principal particulars
L (o.a.) x B x D x d:121.41m x 16.00m
x 10.60m x 4.45m
DWT/GT:
1,398t/2,694
Passenger/cargo capacity
8t trucks:
38 units
Passenger cars:
28 units
Pasengers:
546 people
Complement:
14
Main engine: Daihatsu 6DKM-36ediesel x 2 units (2 propellers)
MCO: 3,310kW x 600/215min-1 x 2
Speed, service:
about 20.2kt
Classification: JG (Limited to coastal
areas)
Completion:
December 13, 2017

No. 387 Feb. - Mar. Page 5

Mitsubishi Heavy Industries Marine Machinery & Equipment andWartsila to collaborate on improved power and propulsion solution

Mitsubishi Heavy Industries Marine Machinery & Equipment Co.,
LTD (MHI-MME) and the smart technology group Wartsila have signed a
Memorandum of Understanding(MOU) regarding the commercial
marketing of a new energy solution
for ships which combines innovativetechnologies from both companies to
produce greater power generation capacity and higher propeller propulsion
for marine vessels. Integration of
MHI-MME’s waste heat recovery andenergy saving power generation system (WHRS) with Wartsila’s operational control technology for shaft
generator systems will achieve moreenergy efficient ship navigation andimproved Energy Efficiency Design
Index (EEDI).
A notable innovation is the combination of a power take off/take in(PTO/PTI) shaft generator systemwith WHRS to improve the stabilityof the WHRS. Depending on the loadof the main engine and the ship’s net-work, the WHRS sometimes produces
electrical energy in excess of thatneeded by the network. Such energy
can be utilised via the PTO/PTI generator to drive the propeller shaft. The
surplus energy can be used to assist
the ship’s drive under full load by direct application to the propeller shaft.
The WHRS can be operated in parallel with a diesel generator set under
low main engine load. Parallel operation with a shaft generator via PTO
operation is also easily implemented.
The patented design connects the
WHRS generator into the DC link circuit of the PTO/PTI shaft generator
rather than directly into the main circuits. This allows operation of the
WHRS at reduced speed to create
higher efficiency of the turbine system
under part load. This avoids the necessity of speed regulation valves,
which cause throttle or bypass losses.
MHI-MME has various energy saving
technologies which are all adaptable
for this new solution. One example isintegration with MHI-MME’s power
turbine generator which enables
supply of electricity across a range
from approximately 500 to 2,000
kilowatts (kW), driven by gas extracted from a 2-stroke main engine, via
the PTO/PTI generator.
MHI-MME’s solutions have previously consisted of waste heat recovery systems and Organic Rankin
Cycle (ORC) systems, which aresmall-scale binary power generation
systems that efficiently recover anduse extremely low-temperature heatsources. These applications have primarily focused on large container
ships. Now, with addition of the latest solution, MHI-MME will offer aneven wider array of energy-saving solutions for ships that have conventionally employed shaft generators,
to help them comply with the more
stringent environmental regulations
to go into effect in the near future.

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to ensure you continue to receive SEA-Japan.
• We welcome your comments about SEA-Japan.
Please address all correspondence to the Japan Ship
Exporters’ Association (JSEA), or the Japan Ship
Centre (JETRO) in London.

• Address (Tokyo): 15-12, Toranomon 1-chome, Minatoku, Tokyo 105-0001
Tel: +81-3- 6206-1661 / Fax: +81-3-3597- 7800
E-mail: postmaster@jsea.or.jp• Address (London): Japan Ship Centre (JETRO), Mid
City Place, 71 High Holborn, London WC1V 6AL, UK
Tel: +44-20-7421-8340 / Fax: +44-20-7421-0009• Portalsite: maritimejapan.com

No. 387 Feb. - Mar. Page 6

CORONA WISDOMSAGA FREYASEACLAM

Owner: Kawasaki Kisen Kaisha, Ltd.
Builder: Imabari Shipbuilding Co.,
Ltd./Shin Kasado Dockyard Co.,Ltd.
Ship type: Bulk carrier
L (o.a.) x B x D: 229.9m x 38.0m x19.90mDWT/GT: 88,000t/49,900
Main engine: 6S60ME-C8.5 diesel x
1 unitSpeed, service: 14.5kt
Classification: NK
Completion: January 19, 2018

Owner: Saga Shipholding (Norway)
AS
Builder: Oshima Shipbuilding Co.,Ltd.
Hull No.: 10631
Ship type: General cargo carrier
L (o.a.) x B x D x d: 199.9m x 32.26m x
19.5m x 13.323m (ext.)
DWT/GT: 55,807t/37,441
Main engine: Diesel United
WARTSILA 6RT-flex50D diesel x
1 unitSpeed, service: 15.0kt
Registry: Hong KongClassification: DNV GL
Completion: October 27, 2017

Owner: Fisher Maritime Company
Builder: Sumitomo Heavy Industries
Marine & Engineering Co., Ltd.
Hull No.: 1389
Ship type: Tanker
L (p.p.) x B x D: 228.97m x 44.00m x
21.8m
DWT/GT: 112,000t/60,200
Main engine: Mitsui MAN B&W
6G60ME-C9.2 diesel x 1 unit
Speed, service: about 15.2kt
Classification: LR
Completion: September 12, 2017

AZALEA

ARISTARCHOSENSEMBLE

Owner: AKK Shipping Co., Ltd. S.A.
Builder: Kanda Shipbuilding Co., Ltd.
Hull No.: 577
Ship type: Fly ash carrier
L (o.a.) x B x D x d: 110.0m x 20.00m x
9.85m x 5.80m (ext.)
DWT/GT: 5,727t/5,997
Main engine: 6UEC33LS II diesel x 1
unit
Speed, service: 13.0kt
Registry: Panama
Classification: NK
Completion: September 29, 2017

Owner: Dauntless Marine S.A.
Builder: Onomichi Dockyard Co., Ltd.
Hull No.: 742
Ship type: Product tanker
L (o.a.) x B x D x d (ext.): 212.92m x
38.00m x 19.50m x 13.80m
DWT/GT: 79,905t/44,389
Main engine: Mitsui MAN B&W
6S60ME-C8.5 diesel x 1 unit
Speed, service: 14.7kt
Registry: Nassau, Bahamas
Classification: ABS
Completion: September 14, 2017

Owner: MOL Chemical Tankers Pte.
Ltd.
Builder: Shin Kurushima Dockyard
Co., Ltd.
Hull No.: S-5901
Ship type: Chemical tanker
L (o.a.) x B x D: 172m x 27.4m x
16.3m x 10.02m
DWT/GT: 35,058/21,316
Main engine: B&W6S46ME-B8.3 diesel x 1 unit
Speed, service: 14.00kt
Registry: Panama
Classification: NK
Completion: October 25, 2017

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Printed in Japan