No. 307 Oct. - Nov. 2004

New bulk carrier Oshima JAPANAMAX debuts--Access to all grain berths in Japan-Oshima Shipbuilding Co., Ltd. (Oshima) recently developed the 82,000DWMT type Panamax-class bulk carrier, named JAPANAMAX, as a world de-facto standard
vessel for the future.
The JAPANAMAX has the maximum level deadweightof Panamax class under the overall-length limitation of225m, which allows the ship to enter all grain berths inJapan, where some of the grain ports have a strict overalllength limitation of 225m.
The vessel also has several new and special technicalfeatures profitable for ship owners and operators. The design has been developed with the following four concepts:(1) improved cargo loading/unloading efficiency, (2) environment protection, (3) reduced fuel oil consumption andless maintenance work, and (4) improved safety for ship
operation.
The deadweight is increased by about 2,700MT at thesame draft compared with the existing 77,000DWMT type
Panamax bulk carriers. Adoption of the hybrid configuration with double-side structure for Nos. 1 and No. 7 cargoholds increases efficiency of cargo unloading as well as
hold cleaning work. The configuration also improves structural safety by eliminating hold frame corrosion, damage

For further information please contact:

and reducing flooding risk drastically. 15.88m wide hatch
openings are provided for Nos. 2 through 7 cargo holds.
Pure epoxy paint is applied to the outside shell, weather
deck, and cargo holds. Tar-free modified epoxy paint iscoated for the water ballast tanks instead of tar epoxy paintconsidering worker and crew health and easy inspection
with light color. CO2 gas and other noxious gases exhaustedfrom ships are decreased by taking adequate measures
for the items below.
The long stroke and large bore engine (five cylinders
with 600mm bore) is installed to perform low fuel oil consumption and less maintenance work. The Oshima WAFIN (Wake Acceleration Fin) is equipped for improvementof the propulsive performance and more economical transportation.
The Seaworthy Bow of excellent seaworthiness isadopted for improving speed performance in rough weather
conditions. The Oshima High-Lift Rudder composed of theSchilling rudder and rotary vane type steering gear isequipped to improve the ship’s maneuverability and course
keeping ability, which was developed in cooperation withJapan Hamworthy.
(Continued on page 2)

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

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. 307 Oct. - Nov. Page 2

USC completes 200,000DWT bulk carrier, Azul Challenge
The Ariake Shipyard of Universal
Shipbuilding Corporation (USC) delivered the 200,000DWT type bulkcarrier, Azul Challenge in June 2004.
The Azul Challenge is a Capesize
bulk carrier, the most efficient ship
type capable of visiting the major discharging ports located in the Japaneseinland sea. The vessel has a capacityof over 200,000DWT at the scantling
draft and is the third vessel in the series of this ship type built by USC.
The bow above the waterline of thevessel is the Ax-Bow that can decrease
wave resistance at sea. The cargo holdsection consists of nine holds and nine
hatch covers, highly suitable for loading and unloading operations.

The main engine is a long stroke,
low speed, 2-stroke turbocharged diesel engine, which greatly reduces energy consumption together with theeffect of the sophisticated hull form
and the Surf-Bulb structure provided
after the propeller.
The Ariake Shipyard has not constructed Capesize bulk carriers in recent years, but has been enjoying aworldwide reputation mainly for
VLCC construction. With the restartof large bulk carrier construction, theshipyard has set up a product-mix
building system for tankers and bulkcarriers, etc.
Principal particulars:L (o.a.) x B x D x d: abt. 300.00m x50.00m x 24.10m x 17.88m
DWT/GT: 203,277t/101,933t
Main engine: Hitachi Zosen MANB&W 6S70MC Mk6 diesel x 1 unit
Speed, service: 14.7kts
Classification: NK

Kawasaki delivers Bungo Spirit to Panamanian owner
Kawasaki Shipbuilding Corporation delivered the 50,000DWT bulk
carrier, Bungo Spirit (HN: 1551), toN. C. N. Corporation of Panama at theKobe Works on Sept. 14.
The bulk carrier is a flush decker
with the forecastle and has five cargoholds, which allow loading of various
cargoes of grain, coal, ore, steel products, etc.
For cargo handling efficiency, the(Continued from page 1)
Principal Particulars
L (o.a.) x L (b.p.) x B x D x d: 225.00mx 221.50m x 32.26m x 19.99m x
14.44m
DWT: approx. 82,000MT
GT: 43,600
Main engine: MAN B&W 5S60MC-C
diesel x 1 unit
Cargo-hold capacity: approx. 96,000m3
MCR: 12,750ps x 88.0rpm
Speed, service: approx. 14.5kt
Classification: NKComplement: 25bulk carrier has four 30t deck craneson the ship centerline between cargo
hatches, permitting the ship to entera port without cargo handling gear onthe wharf.
The main engine is the Kawasaki
MAN B&W 6S5OMC-C diesel engine
known as a light, compact, and highoutput engine.
Principal particulars

L (o.a.) x L (b.p.) x B x D x d: 189.80m
x 181.00m x 32.26m x 16.90m x
11.90mDWT/GT: 50,000t/28,200t
Main engine: Kawasaki MAN B&W
6S5OMC-C diesel x 1 unit
MCR: 8,090kW x 127rpm
Classification: NK
Complement: 25

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No. 307 Oct. - Nov. Page 3

MHI completes advanced roll on roll off typevehicle carrier Utopia Ace for MOL
Mitsubishi Heavy Industries, Ltd.
(MHI) has completed construction ofa roll on roll off type vehicle carrier,Utopia Ace, with a car carrying capacity of approximately 6,400 units inpassenger car equivalents for Mitsui
O.S.K. Lines, Ltd. (MOL) at the Kobe
Shipyard & Machinery Works on July30, 2004.
The Utopia Ace is the most advanced car carrier having the featuresof the streamlined super structure toreduce wind pressure, energy-saving
and marine environment-concerned
measures, etc.
The new car carrier adopts a very
slim design for the hull below thewater line. This streamlined designfor the structures above the upper
deck reduces the wind pressure morethan ever.
The double bottom construction isemployed for the bunker oil tanks,
which will reduce the risk of oil leakage from the tanks in the case ofstranding. (Patent pending by MHIand MOL).

The lube oil injection method into
the main engine cylinders is changed
into the jetting type. As a result, theconsumption of lube oil decreases, reducing particle substances in the exhaust gas.
Every car deck can accommodate
high-roof vehicles. The jumping slopes
are introduced to directly connect upper decks with lower decks to facilitate car-handling work.
Principal particulars (Utopia Ace)

L (pp) x B x D: 194.31m x 32.26m x
34.52mGross Tonnage: 60,175t
Car carrying capacity: approximately
6,400 passenger cars (RT Type)
Main engine: Mitsubishi-UE
7UEC60LSII diesel x 1 unit
Speed, service: 20.65kt
Complement: 30 persons
Classification: Nippon Kaiji Kyokai
NS* (Vehicle Carrier), MNS* (MO)Completion: July 30, 2004

Sanoyas completes Panamax bulk carrier, Medi Vancouver
Sanoyas Hishino Meisho Corp. hasdelivered the 75,772mt Panamax bulkcarrier, Medi Vancouver (HN: 1219),
to Hexad Shipping S. A. at the Mizushima Works and Shipyard.
This Panamax bulk carrier, which
was developed by Sanoyas as an extreme beam size for passing throughthe Panama Canal, is the 48th of theseries, or the 22nd of the 75,500mt
type.
The Medi Vancouver has sevencargo holds with topside tanks and ahopper bottom, and the living quarters and engine room is arranged aft.
This arrangement allows efficientloading and unloading of bulk cargoes.
The hatch covers are the side rollingtype driven by an electro-hydraulicmotor and chains.
The main engine is a very lowspeed, long stroke, and 2-cycle diesel
engine. The highly efficient and large
diameter propeller assists in reducing
fuel consumption.
Principal particulars
L (o.a.) x L (b.p.) x b x D x d: 225.00m
x 217.00m x 32.26m x 19.30m x
13.994m (ext.)
DWT/GT: 75,772mt/38,877t
Cargo-hold capacity: 89,201m3 (grain)
Main engine: MAN B&W 7S50MC-C
diesel x 1 unit
MCR: 12,200ps
Speed, service: about 14.5kt
Classification: NK
Complement: 25

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No. 307 Oct. - Nov. Page 4

Naikai completes 45,900DWT product tanker, High Power
Naikai Zosen Corporation has completed construction of the 45,900DWT
product tanker, High Power (HN:684), for Golden Product Tankers S.
A. of Panama at the Setoda Works.
The High Power is a Panamax size
tanker with double hull construction
for the bottom and shipsides, complying with the MARPOL requirements.
The tanker can transport petroleum
products (light and heavy oils), crudeoil, and palm oil.
The total cargo tank capacity is
about 54,000m3 and is separated into
14 tanks (including two slop tanks).
The segregation system allows simultaneous loading of four types (or fourgroups) of cargoes (25% load of cargotank volume for each type). Four electric motor driven screw pumps with acapacity of 800m3/h are used for unloading of cargoes.
The slim hull design is adopted toincrease navigation speed. The use ofa special rudder has improved shipmaneuverability in a narrow port. The
raised weather deck at the bow minimizes swashing, improving coursekeeping stability. All these improvements contribute to energy saving inthis high-speed medium range product tanker. Ship operation efficiency
has thus been increased.
The main engine is the next generation electronic control diesel engineof the Hitachi Zosen B&W 6S50MEC type. Fuel injection, exhaust timing, and other controls are optimizedby the electronic control system, whichis expected to reduce fuel consumption and prolong
engine life. The
noise and vibrationfrom the engine
room is greatly reduced by completely separating
the living quarters
and the engine
room. Amenity en-vironment for the crew is provided.
Principal particulars
L (o.a.) x L (b.p.) x B x D x d: 179.90m
x 172.00m x 32.20m x 19.25m x11.65m
DWT/GT: 46,866t/28,245t
Cargo-tank capacity: 54,911.3m3
Main engine: Hitachi Zosen B&W
6S50ME-C diesel x 1 unit
MCR: 9,480kW x 127min-1
NCR: 8,530kW x 123min-1
Speed, service: 15.7kt
Classification: NK
Completion: Sept. 30, 2004
Complement: 25MES develops “e-GICS” system for monitoring engine operation—Via-web technical information for marine main engines—
Mitsui Engineering & Shipbuilding
Co., Ltd. (MES) has developed theelectronic Global Internet Customer
Support (e-GICS), an on-line systemusing a communications satellite toprovide the various services requiredfor operation of marine main engines
after ships enter service. The system
will be marketed in this autumn forthe operators of ships with MES MAN
B&W diesel engines. The users ofMES engines can instantaneously
obtain necessary information on performance diagnosis, open inspection

data of principal parts, maintenancediagnosis, technical expertise, technical Q&A, parts procurement, etc.
This integrated engine information
management system operates in combination with the INMARSAT andInternet systems. With this system,
information on the main engines separately owned by the ship, ship operation company, ship management company, and MES can be unified for further improved ship operation.
MES has a 40% market share ofJapanese marine main engine produc-tion as a leading engine builder.
Therefore, MES can analyze the engine performance based on the diagnosis and provide adequate advice formaintenance based on engine data accumulated in shop tests and resultsfrom operating engines.
The operator of the engine on boarda ship can easily access the e-GICS
system of the MES web server. With
the entry of engine data on the e-GICS
screen, diagnostic services can be obtained from specialists for engine performance and maintenance of principal parts and directive technical information to prevent engine problems.
MES believes that the e-GICS system
will play a prominent role in engine
diagnosis and maintenance with ship
operation with a small crew, or mixedcrew, fewer engine specialists onboard, and outsourcing of engine operation work. The system will boost
safe and reliable ship operation andhelp reduce ship operation costs.

No. 307 Oct. - Nov. Page 5

Industry News in Brief

Onomichi completes 47,000DWT product tanker
Onomichi Dockyard Co., Ltd. hascompleted construction of the47,000DWT product tanker, Iver
Eagle (HN: 501), for Eagle One S. A.
of Panama. The ship is the47,000DWT class standardized typedeveloped by Onomichi for carrying
petroleum products.

The tanker employs double hullconstruction for the ship sides andbottom, complying with the latest requirements of MARPOL. Cargo oiltanks use the segregation system toload four types of cargoes simultaneously. Efficient cargo loading andunloading is achieved using the selfstripping system.
Special measures are taken
against leakage ofhazardous gases
from the cargotanks. In the eventof leakage into thedouble hull space,anti-explosion

MES develops ship motion compensatorfor underwater observation use winch
Mitsui Engineering & Shipbuilding
Co., Ltd. (MES), The Tsurumi Seiki
Co., Ltd., and Daiichi-Denki Co., Ltd.
have jointly developed a new type ofunderwater observation use winchwith a ship motion (mainly heaving)compensator (patent pending). The
underwater observation device suspended from the winch can be maintained at a fixed vertical position due
to the automatically controlled ship
motion compensating function of thewinch.
The new automatically controlled
winch is mounted with the DDVC
(Direct Drive Volume Control) system.
The system is the next-generationelectro-hydraulic system applicable to
distributed driving sources. The steel
and press-processing industries havealready introduced this technology toproduction lines.
The winch drum rotation is controlled accurately and constantly via
the DDVC system. The control isachieved by computing ship motion
data outputted from motion measurement equipment on board the ship.
The dynamic effect of heave of the ship
is reduced to one-tenth for the underwater observation equipment with theself-control function of the winch. This

makes the heave compensator winch
system compact and keeps the costlow.
Up to now, most observation use
winches installed on ships have required a hydraulic unit, pipes to pumpout the high-pressure working fluid,
and the winch drum directly coupledwith a hydraulic motor. Moreover, it
has been difficult to automaticallymaintain the position of the observation sensor (CTD, etc) at the fixed
depth and constant speed of hoistingup and down an observation sensor.
No automatic control system has been
available for such a winch drum. If
automatic control is required, various
facilities including a special crane arenecessary, which reduce the free working space on the upper deck. Costs
thus increase.
Akishima Laboratories (MITSUIZOSEN) Inc., a MES subsidiary company, has conducted verification tests
on the new winch system at its watertank and real sea test in Sagami Bay.
The tests showed that the system
functioned correctly. Good performance is expected in actual use. With
the new winch, high quality observation data can be obtained, and observation work will be achieved safely

equipment will work to minimize therisk of explosion.
Unattended engine operation ispossible due to employment of automatic operation systems. The main
engine uses the low-speed and longstroke diesel for a large diameter propeller rotation.
Principal Particulars
L (o.a.) x L (b.p.) x B x D x d: 182.50m
x 172.00m x 32.20m x 18.10m x
12.60mDWT/GT: 47,474mt/26,902t
Cargo hold capacity: 53,703.7m3Main engine: MAN B&W 6S5OMC(Mark-VI) diesel x 1 unit
Speed (Max) 16.11kt
Classification: NKwith a small crew.
The DDVC system is based on theelectro-hydraulic method. No mechanical driving device (ball screws,deceleration clutches, etc.) is used.
Driving is achieved by the steplesscontrol of an actuator that works withdirect fluid volume regulation. Thissystem is applicable to ordinary hydraulic units installed on ships. The
combined system with the actuator isuseful for ship automation and energy
saving. It also decreases the use ofpipes for hydraulic systems.
For the reference, the DDVC system has already been used for ship’s
rudder and a level-controlled platform
against ship motion, showing goodperformance. These are mounted on
the training ship, Shioji Maru, and theresearch ship, Yayoi, both belonging
to Tokyo University of Marine Scienceand Technology.

No. 307 Oct. - Nov. Page 6

Shipyard Activities

NYK Atlas

Anthemis

Olympic Future

Owner: Glorious River Line S.A.
Builder: IHI Marine United Inc.
Hull No.: 3169Ship type: Container carrier
L (o.a.) x B x D x d: 299.90m x40.00m x 23.90m x 14.00m
DWT/GT: 81,171t/75,519t
Main engine: DU-Sulzer 12RTA96C
diesel x 1 unit
Output: 61,350kW x 97.7rpm
Speed, service: 25.0kt
Classification: NK
Completion: July 21, 2004

Owner: Blue Waters Shipping Ltd.
Builder: Sumitomo Heavy Industries
Marine & Engineering Co., Ltd.
Hull No.: 1306
Ship type: Bulk carrier
L (o.a.) x L (p.p.) x B x D x d:225.00m x 217.30m x 32.26m x19.30m x 14.00m
DWT/GT: 76,150t/39,818t
Main engine: MAN B&W 7S50MCC diesel x 1 unit
Output: MCR 9,210KW x 109.3rpm
Speed, service: abt. 14.5kt
Classification: ABS
Completion: July 16, 2004

Owner: Onassis Group
Builder: Namura Shipbuilding Co.,Ltd.
Hull No.: 243
Ship type: Tanker
L (o.a.) x L (p.p.) x B x D x d:
273.97m x 263.00m x 47.00m x23.30m x 17.126m
DWT/GT: 155,039t/80,591t
Main engine: Mitsubishi
7UEC68LSE diesel x 1 unit
Output: 18,630kW x 91.0rpm
Classification: ABS
Completion: Aug. 9, 2004

Sea Victory
Owner: Pedregal Maritime S. A.
Shipbuilder: Koyo Dockyard Co.,Ltd
Hull No.: 2157
Ship type: Bulk carrier
L (o.a.) x B x D x d: 288.93m x45.00m x 24.70m x 18.151m
DWT/GT: 184,805t/90,091t
M a i n e n g i n ee: Mitsui MAN B&W
6S70MC-C diesel x 1 unit
MCR: 18,630kW
Speed, service: 15.35kt
Classification: NK
Completion: Aug. 9, 2004

Nord Strait
To our readers

Owner: Stiringaster Line Inc.
Builder: Shin Kurushima DockyardCo., Ltd.
Hull No.: 5213
Ship type: Product carrier
L (o.a.) x B x D x d: 179.88m x 32.2m
x 18.7m x 12.0m
DWT/GT: 45,934t/28,059t
Main engine: MAN B&W 6S50MCC diesel x 1 unit
Speed, service: 15.1kt
Classification: NK
Completion: July 28, 2004

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