No. 367 Oct.- Nov. 2014

Shin Kurushima completes rail carrier, PACIFIC SPIKE

The world’s first 24,000DWT long-rail carrier, PACIFICSPIKE, has entered the service, construction of which wascompleted at t he Onishi Shipyard of Shin Kurushima
Dockyard Co., Ltd. for Sky Tree Shipping S.A. on August28, 2014.
The rails have high quality in durability against wear
and defect and are available by a single rolling process.
Transport of the products, however, had to be done by dividing long rail into several sections due to the structurallimitation of the conventional cargoshsip.
The PACIFIC SPIKE is designed to have a special construction of the hull, which permits loading long rails intact. The carrier measures 190m in overall length and has
a 155m-long cargo hold provided with three deck cranes.
For further information please contact:

Principal particulars
Ship Name:
PACIFIC SPIKE
Owner:Sky Tree Shipping S.A.
Builder:
Shin Kurushima Dockyard Co., Ltd.
(Onishi Shipyard)
Hull No.:S-5797
Ship type:Rail carrier
Length (o.a.):
189.91m
Breadth:28.20mDepth:
14.00mDraught:
8.00m
DWT/GT:
24,000t/20,500Main engine:
B&W 6S42MC7.1 diesel x 1 unit
Speed, service:
14.0ktClassification:NK
Completion:
August 28, 2014
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. 367 Oct.- Nov. Page 2Imabari launches world’s first NSafeTM-Hull-adopted bulker
The world’s first bulk carrier adopting NSafeTM-Hull was launched for
Mitsui O.S.K. Lines, Ltd. at the Saijo
Shipyard of Imabari Shipbuilding Co.,
Ltd. on August 2, 2014. NSafeTM-Hull(a highly ductile steel plate for shipbuilding with improved collisionsafety) was developed by Nippon Steel& Sumitomo Metal Corporation(NSSMC), and the material was first
applied to the bulker through the collaborative R&D by NSSMS, Imabari
Shipbuilding Co., Ltd. and the National Maritime Research Institute(NMRI).
NSafeTM-Hull has excellent ductility, while maintaining the workability (e.g., machinability and weldability) of conventional steels, which substantially improves ship’s collisionsafety. NSSMC developed NSafeTMHull through designing chemical composition and microstructural control
in crystalline scale.
If a ship is made of NSafeTM-Hull,because of superior ductility of thematerial, the energy absorbed before
breaking hull could be roughly tripleof one for a ship made of conventional
steels, in case of side collision. It cantherefore be said that NSafeTM-Hullincreases ship durability compared

Ductile shellstructural arrangement

Same type of ship as that in which NSafeTM-Hull was used (Courtesy ofMitsui O.S.K. Lines, Ltd.)
with conventional steels. Such higher
safety level has been achieved by thecooperative research of the aforementioned three organizations on steel
ductility and ship collision safety.
On the ship for Mitsui O.S.K. Lines,Ltd., approximately 3,000 tons ofNSafeTM-Hull, in total, was used forstructural parts where high collisionsafety performance was required,such as the side plates of cargo holds
and fuel tanks. NSafeTM-Hull, if usedfor ship’s structure, owing to its improved anti-breaking performance incase of collision, contributes to pre-venting oil leakage resulting in environmental pollution and ingress ofwater into cargo holds, which directly
leads to cargo damage and may result even in capsize.
Outline of the bulk carrier:Deadweight: 206,600 tons
L (o.a.) x B x D: 299.94m x 50.00m x
24.70mBuilder: Imabari Shipbuilding Co.,
Ltd. (Saijo Shipyard)
Ship owner:Mitsui O.S.K. Lines, Ltd.
Launching: August 2, 2014
Amount of NSafeTM-Hull used: Approximately 3,000 tons

A collision image (above) and ductile shell applied
sections (in red color below)

No. 367 Oct. - Nov. Page 3

JMU completes Dunkirkmax bulk carrier of G-Series, PELOREUS
Japan Marine United Corporation(JMU) delivered the PELOREUS, an
182,000DWT bulk carrier, to Cape
Horizon Shipping LLC at its Ariake
shipyard on July 22, 2014. This is thefirst vessel of the “G-Series”
Dunkirkmax bulk carrier series,
called G182BC. JMU has built G-Series Newcastlemax and Panamax

bulk carriers, and this G182BC is thethird ship type in the G-Series.
G182BC succeeded drastically indecreasing fuel oil consumption byusing various and comprehensive
measures for energy saving, so theEnergy Efficiency Design Index(EEDI) is much improved.
G182BC has been developed withexpertise andvast experienceof JMU. The
SSD (SuperStream Duct)and Surf-Bulb(Rudder Fin withBulb) equippedforward and after of the propeller, respectively,
much improve
the propulsion

performance. Furthermore, theunique bow shape of the LEADGE
Bow can decrease additional resistance in waves and the well-refined
shape of the superstructure has low
wind resistance.
In addition, the Vessel’s features of
low level EEDI, application of the ballast water treatment system and compliance with the MARPOL NOx tierII make the vessel environmentallyfriendly.
Principal Particulars
L (o.a.) x B x D x d: 292.0m x 45m x
24.55m x 18.18m
DWT/GT:
182,496t/93,297
Main engine: MAN B&W 7S65ME-C
diesel x 1 unit
Speed:
15.05kt
Complement:
27
Classification:NK

MES delivers 5th Eco-Ship “Mitsui neo56,” NORD TREASURE
Mitsui Engineering & Shipbuilding
Co., Ltd. (MES) completed and delivered a 56,000DWT type bulk carrier
NORD TREASURE (HN: 1828) at its
Chiba Works on July 31, 2014 to Clio
Marine Inc., Liberia.
This is the 5th ship of MES“neo56BC,” the new generation ecoship. This keeps the superior usability and reliability of “Mitsui 56” which
is highly appreciated in the market
and more than 160 ships have beendelivered by MES.
The electronic controlled engine
and optimized shape make the superior propulsive efficiency and fuel oil
consumption. Other features include:
1. The vessel has four cranes and fivecargo holds and keeps the superior
usability of “Mitsui 56.”
2. The length is less than 190m andsecures the superior usability inconsideration of domestic andforeign ports.
3. The vessel is designed for loading
various cargos like coal, ore, grain,
as well as lengthy/heavy cargo suchas steel pipes and hot coils.

4. The new form of the bow and stern
makes it possible to keep good
performance in rough sea
conditions as well as calm sea
conditions and shows better
maneuverability.
5. The size of hatch opening is thelargest for this type of vessel interms of both length and width.
6. The main engine, MITSUI-MAN
B&W diesel engine 6S50ME-B9.3,
complying with MARPOL NOx
restriction (Tier-II) for exhaust gasemissions, gives superior fuel oilconsumption over wide range ofoutput.
7. Consideringstrengthened
restriction forSOx emission,
the ship has
low sulfur fueloil tanks,
which aredesigned for
operation in
ECA (Emission ControlAreas).
8. The vessel isdesigned in accordance with IACS
Common Structural Rules.
Principal particulars
L (o.a.) x B x D: 189.99m x 32.25m x
18.10mDWT/GT:
55,888t/31,882
Main engine: MITSUI-MAN B&W
diesel 6S50ME-B9.3 x1 unit
MCO:
7,390kW
Speed, service:
about 14.4kt
Complement:
25
Classification:
NKRegistry:
PanamaDelivery:July 31, 2014No. 367 Oct.- Nov. Page 4

New generation non-ballast tanker/bulk carrier developed
Collaborative development work
has been completed on new energysaving vessels which do not require
ballast water. Prof. Yoshiho Ikeda,
Department of Marine System Engineering, Osaka Prefecture University,
has led this R&D project in collaboration with various Japanese shipbuilders.
This project utilized the industryacademia R&D collaboration system
intended to encourage the development of innovative products. In thefirst phase (2009 to 2011), the project
team carried out development of thenon-ballast water vessel and confirmed performance of the vessel incalm water. In the second phase (2011to 2013), the performance of the nonballast water vessel was optimized
under rough sea conditions. The basic concept was to develop a new generation energy-saving vessel requiring no ballast water, which would
have less influence on the marine ecology and environment, and alsoachieve energy-saving
ship operation.
In Phase I, the project
team designed the nonballast water ship using
electrical pod propulsion
units that can move up
and down to adjust thepropeller depth below thewaterline. This procedure eliminates the need for ballast
water and reduces frictional resistanceby 43% under the unloaded condition.
The cross sectional hull form isround, and the buttock-flow stern isemployed, which decrease viscous resistance by 17% under the loaded conditions. To secure sufficient thrustforce, the vessel is designed to use
three large pod propulsion units. Seaworthiness of the vessel was ensured
by the development of a new bow that
can halve the slamming force at very
shallow draught navigation with noballast water. The superstructure located at the bow is a round andNiigata completes 4,000ps tugboat for
Nihonkai Eisen
Niigata Shipbuilding & Repair,Inc., Niigata, Japan, completed construction of the RYUTO MARU, a
4,000ps tugboat/disaster prevention
ship, for Nihonkai Eisen Co., Ltd. on
July 4, 2014. The vessel is now engaged in the port service centered on
Niigata Port.
The RYUTO MARU is equippedwith two units of Niigata Z-Pellers
that permit maneuvering the ship inany direction (360 degrees) on the spot.
To function as a disaster prevention
ship, fire fighting(foam/powder)
jet nozzles are
installed, which
can be controlled
remotely fromthe wheelhouse.
A spilt oil recovery unit is alsoprovided.
Nihonkai

Eisen is now operating ten tugboats:
six stationed at Niigata Port, and fourat Naoetsu Port. The newly built tugboat replaced one of six previous tugboats.
Principal particulars
Gross tonnage:
196
Length, o.a.:34.55mBeam:
9.70m
Towing force:
52.9t
Engine output, max.:
4,000ps(2,000ps x 2 units)
Speed, max.:
14.44kt

streamlined shape to alleviate thewind pressure. A simple sail system
was developed, which will help makeup for ship speed lost in rough sea
weather. An 80,000DWT tanker and95,000DWT and 335,000DWT bulk
carriers were designed as trials.
In Phase II, optimization of the bow
shape was carried out to reduce therough-sea wind resistance working on
the hull developed in Phase I. Moreover, the distribution of the wave pressures working on the bow was obtained from CFD study. Based on theCFD study, small additive objects
were developed to eliminate higherpressure areas around stagnation
points.
Study results in Phase I and II werearranged as a report of the study results and announced with 20 otherreports to The Japan Society of Naval
Architects and Ocean Engineers andother circles. The reports are available
from the website of Prof. Ikeda’s office.
Collaborators
Phase I: Oshima Shipbuilding Co.,
Ltd., Sanoyas Shipbuilding Corporation, Shin Kurushima Dockyard Co.,
Ltd., Sasebo Heavy Industries Co.,
Ltd., Nakashima Propeller Co., Ltd.,West Japan Fluid Engineering Laboratory Co., Ltd., Daihatsu Diesel Mfg.
Co., Ltd., IHI Marine United Inc., Imabari Shipbuilding Co., Ltd., andNippon Kaiji Kyokai
Phase II: Oshima Shipbuilding Co.,
Ltd., Sanoyas Shipbuilding Corporation, Shin Kurushima Dockyard Co.,
Ltd., Sasebo Heavy Industries Co.,
Ltd., West Japan Fluid Engineering
Laboratory Co., Ltd., and Imabari
Shipbuilding Co., Ltd.

No. 367 Oct. - Nov. Page 5

Naikai completes 37,700DWT general cargo ship, AFRICAN RAVEN
Naikai Zosen Corporation completed construction of the 37,700DWT
general cargo ship, AFRICAN
RAVEN, at the Innoshima Works on
July 17, 2014.
The vessel is a newly developed drycargo ship with double side shells atevery cargo hold to ensure hullstrength and stability against external damage in an accident, which will
prevent cargo loss and quality damage. The fuel oil tanks are also protected with the double side shells conforming to the international regula-tions as an eco-ship.
The vessel has shallow draught andwide beam, with the hull form design
allowing calling at ports with shallow
water and navigating rivers, canals,
and lakes. Course-keeping stability issecured with a special rudder andstern form.
The Nos. 2 through 4 of the fivecargo holds are the box-shape type,and four 30t deck cranes are arranged
together with wide hatch openings
that facilitate loading and unloading.
The vessel can transport various cargoes including
lumber, grains,coal, ores, steel
products, etc.
The ballast tanks
are arranged
based on an indepth study toincrease theloading volumeof cargo lumber.

The main engine is a new model ofthe energy saving type. A large propeller and new bow shape that increases seaworthiness are employed
for improved propulsion performance.
Other additional energy saving devices that include the SSD (SuperStream Duct) and Surf-Bulb are used
for economical ship operation.
Principal particulars
L (o.a.) x L (b.p.) x B x D x d: 183.00mx 177.00m x 30.60m x 14.50m x
10.00mDWT/GT:
37,700t/23,753
Cargo hold capacity:
47,125.3m3
Main engine: HITACHI-MAN B&W
6S46MC-C8.3 diesel x 1 unit
D.M.C.O.:6,695kW x 113.0min-1
D.C.S.O.:
5,690kW x 107.0min-1
Speed, service:
About 14.1kt
Complement:
25
Classification:
NK
Registry:
PanamaCompletion:
July 17, 2014

First ore carrier equipped with MERS enters service— 8% fuel cut achieved at sea trial —Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd.
(MHI-MME), a group company of
Mitsubishi Heavy Industries, Ltd.,
has installed a Mitsubishi Energy
Recovery System (MERS) on a VLOC
(Very Large Ore Carrier) for the firsttime.
The system significantly enhances
power generation efficiency by maximizing recovery and utilization of exhaust gas waste energy from marine
diesel engines and demonstrated significant fuel consumption improvement compared with existing ships
during at-sea trials.
The MERS ability to reduce fuelconsumption and impact on the environment has already been confirmed
through installation and testing incontainer ships that consume large
amounts of electricity, and the latest
development confirms successful verification of MERS capability in othertype of ships as well. In the current

instance, the MERS was installed onan ore carrier of Mitsui O.S.K. Lines,
Ltd. (MOL), which was built by
Namura Shipbuilding Co., Ltd.
The MERS optimally controls exhaust gas turbines*1 and steam turbines, enhancing fuel efficiency by recovering waste heat under a wide
range of engine loads. The latest
MERS enables even greater wasteenergy recovery by incorporating shaft
motors*2 that delivers surplus powerback to the main engine. As a result, thenew MERS can reduce
fuel consumption byapproximately 8%.
MERS orders haveprogressively expanded since thesystem’s developmentin 2010, mainly for systems installed on refrigerated container(reefer) carriers that

consume large amounts of electricity.
The latest MERS at-sea trial confirms
the MERS capacity to efficiently recover and utilize waste energy insmaller vessels as well. Leveraging
these test results, MHI-MME intends
to meet fuel efficiency needs in a wider
range of seagoing vessels.
Notes:
1. Turbines driven by engine exhaust gas.
2. Motors to assist propeller shaft rotation.

No. 367 Oct.- Nov. Page 6

GALAXY RIVERANCASH QUEENNSU PRIDE

Owner: Galaxy River Shipping S.A.
Builder: Kawasaki Heavy Industries,Ltd.
Hull No.: 1710
Ship type: LPG carrier
L (o.a.) x L (b.p) x B x D x d: 230.00m
x 226.00m x 37.20 x 21.00m x
11.20mDWT/GT: 54,081t/46,885
Cargo tank capacity: 82,391m3
Main engine: Kawasaki-MAN B&W
7S60ME-C8.2 diesel x 1 unit
Classification: NK
Registry: Panama
Delivery: June 27, 2014

Owner: Ultramarine Ocean S.A.
Builder: Imabari Shipbuilding Co.,Ltd.
Ship type: Bulk carrier
L (o.a.) x B x D: 182.98m x 32.26m x
17.45mDWT/GT: 50,800t/30,700
Main engine: Mitsui-MAN B&W
6S50ME-C8.2 diesel x 1 unit
Speed, service: about 14.5kt
Classification: NK
Completion: June 17, 2014

Owner: Hosei Shipping S.A.
Builder: Namura Shipbuilding Co.,Ltd.
Hull No.: 345
Ship type: Ore carrier (WOZMAX)
L (o.a.) x B x D x d: 329.95m x 57.00mx 25.10mm x 18.00m
DWT/GT: 250,821t/132,868
Main engine: MAN B&W 7S80MC-C(Mark 7) diesel x 1 unit
Speed, service: about 15.0kt
Complement: 25
Classification: NK
Completion: June 30, 2014

ULTRA VILLARRICA

IKAN LEBAN

Owner: Ultrabulk Shipholding(Singapore) Pte. Ltd.
Builder: Oshima Shipbuilding Co.,Ltd.
Hull No.: 10741
Ship type: Bulk carrier
L (o.a.) x B x D x d (ext.): 179.99m x30.00m x 14.63m x 10.329m
DWT/GT: 37,429t/22469
Main engine: Kawasaki MAN B&W
5S50ME-C8.2 diesel x 1 unit
Speed, service: 14.00kt
Registration: Singapore
Classification: NKCompletion: June 5, 2014

Owner: ASL Shipping S.A.
Builder: Onomichi Dockyard Co., Ltd.
Hull No.: 668
Ship type: Super box shaped bulker
L (o.a.) x B x D x d (ext.): 177.85m x28.60m x 15.00m x 10.85m
DWT/GT: 37,059t/22,852
Main engine: Mitsubishi 6UEC45LSE
diesel x 1 unit
Speed, service: 14.7kt
Registry: Majuro
Classification: ABS
Completion: June 6, 2014

ENERGY SUNRISE
Builder: Tsuneishi Shipbuilding Co.,Ltd.
Hull No.: 1497
Ship type: Bulk carrier
L (o.a.) x B x D x d: 229m x 32.26m x20.00m x 14.40m
DWT/GT: 81,793t/43,024
Main engine: MAN-B&W 6S60MCC7 diesel x 1 unit
Speed, service: 14.50kt
Registry: Panama
Classification: NK
Completion: June 26, 2014

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