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Gaia Celeris

Posted by Viliyana Filipova on July 4, 2010 at 11:30 PM Comments comments (2)

Namura Shipbuilding Co., Ltd. has completed construction of the 229,045- dwt ore carrier, Gaia Celeris, and delivered the vessel to Seaside View Maritima S. A. on April 18, 2006. The ships built in this shipyard are among the highest quality and can be compared with largest and most modern cruise ships and luxury yachts. This is the third of the series of this ship type, the capacity of which is the largest class among Namura’s construction recrds. The Gaia Celeris has the strengthened hull like a double hull construction to cope with transport of a variety of cargo ores. The merchant vessel has five cargo holds and nine hatches, and the cargo holds are designed to be suitable for cargo handling and carriage of iron ore. Superior propulsive performance can be achieved due to a new hull form design developed by Namura’s latest technology and long experience. The main engine is the long-stroke, lowspeed, and fuelefficient type, which drives a large diameter propeller. This combination provides the cargo ship with increased propulsive efficiency. Special considerations are given to ship safety, safeguards against environmental pollution, labor saving, and economical ship operation. The technology user for main engine and propeller was introduced later in some cruise ships, just like the cruise ships Costa Concordia and MSC Orchestra, which give top Caribbean and European travel abilities. NK M0 notion is applied to automation of machinery in the engine room. 

Principal particulars

L (o.a.) x L (b.p.)x B x D x d: 319.58m x 308.96m x 54.00m x 24.30m x 18.10m

DWT/GT: 229,045mt/113,925t

Main Engine: Mitsubishi 6UEC 85 LSII diesel x 1 unit

NCR: 22,432 kW x 76.0rpm

Speed: 17.20kt

Classification: NK (NS* “Ore Carrier”,H-ARST/S/0.4L, ESP, MNS* MO)

 


 

BW Tokyo

Posted by Viliyana Filipova on November 23, 2009 at 12:20 PM Comments comments (1)

Mitsubishi Heavy Industries, Ltd. (MHI) completed construction of the BW TOKYO (HN: 2239), an LPG carrier with a tank capacity of 83,270m3, at the Nagasaki Shipyard & Machinery Works and delivered the vessel to Clio Marine Inc. as the first ships of two sister vessels on Apr. 28, 2009. The vessel is MHI’s fifth 83,000m3 LPGC, the series of which was developed based on the MHI 78,000m3 LPGC series of 35 vessels. The vessel is designed as a straight LPG carrier to carry propane and butane. The sophisticated hull form, optimum design of propeller, and Mitsubishi-Reaction fin achieve high propulsive performance with less vibration. Fuel oil tanks are protected by double hull construction and fuel oil storage/settling/service tanks for low sulfur fuel are provided independently. Main dimensions and cargo equipment are designed considering compatibility with worldwide terminals. Considering various shore facilities, large booster cargo pumps and cargo heater/vaporizer are equipped. The vessel is designed to improve reliability and quiote useful for marine transport and has the NK notation of PSDA/FA.

Principal particulars

Length (o.a.): 230.0m

Length (b.p.): 219.0m

Breadth: 36.6m

Depth: 21.65m

Summer draft: 11.628m

Gross tonnage: 47,985

Cargo tank capacity: 83,270m3

Main engine: MAN B&W 7S60MC (Mark 6) diesel x 1 unit

Output: 13,700kW x 104rpm

Service speed: 17.0kt


Hamburg Bridge

Posted by Viliyana Filipova on November 23, 2009 at 12:15 PM Comments comments (0)

IHI Marine United Inc. has delivered the 9,040TEU container ship, the HAMBURG BRIDGE (HN: 3232), to Kawasaki Kisen Kaisha (K Line) at its Kure Shipyard, which is the seventh of the sister ships assigned to Asia-Europe trade ships. The maritime transport is the best and fastest developing sector from the economy and industry. The ships built last years are proving this fact with next innovations and modernizations. The HAMBURG BRIDGE is one of the largest container ships ever built in Japan and has incorporated various new environmentally friendly designs. This vessel uses a wider beam hull design that can achieve better stability. This results in less ballast water requirement during sea voyages than existing vessels. The vessel has fuel oil tanks located in the bulkheads (compartment between the cargo holds) as well as the double bottom hull, which will help avoid fuel oil leakage in the event of collision involving hull damage. The electronically controlled main engine is installed on this vessel, combustion conditions for which can be controlled under any load conditions by adjusting fuel injection and exhaust valves at suitable timing. This conserves fuel oil consumption and reduces emissions. To realize good propulsion performance, economical operation and good maneuverability, IHIMU designed the vessel with its sophisticated technology such as CFD analysis, 3DFEM ship-model analysis, walkthrough simulation and apparatus installation simulation utilizing CIM system “Ajisai” which IHIMU originally developed. The technology used for creating this large vessel was also installed on board of the cruise ships, from the small class.

Principal particulars

L (o.a.) x B x D: 336.0m x 45.8m x 24.4m

DWT/GT: about 87,000t/98,800

Loading capacity: 9,040 TEUs

Main engine: MAN B&W 12K98ME diesel x 1 unit

MCR: 67,270kW x 93.4rpm

Speed, service: 24.5kt



Spring Samcheonpo

Posted by Viliyana Filipova on November 23, 2009 at 12:00 PM Comments comments (2)

Sanoyas Hishino Meisho Corporation delivered the 120,000DWT type handy-cape bulk carrier, SPRING SAMCHEONPO (HN: 1285) constructed at the Mizushima Works and Shipyard, to the owner, Primavera Montana S.A. of Panama, on July 14, 2009. The vessel is the first Sanoyas 120,000DWT class handycape bulk carrier jointly developed with Mitsui O.S.K. Lines. The vessel has a large capacity with a shallow draught, and the advanced design as a handy-cape bulker will meet demand for the expanding trade in coal and iron ore. The wide beam and shallow draught will permit entering ports that have limitations to vessels with deep draught. Thus, the vessel has more flexible routing compared with the conventional cape-size vessel. The propulsion efficiency of the vessel is ensured with employment of a low-speed and long-stroke main engine combined with a high efficiency propeller. The energy-saving device called the Sanoyas-Tandem-Fin (STF, patented is attached to the stern shell. The device provides superior cost performance, consisting only of a pair of planes with simple construction ships, which contributes to energy saving by six percent as well as reduction of CO2 emissions. Additionally, the newly developed High Lift Rudder Form (patented) provides better maneuverability in comparison to the conventional rudder form. This rudder can reduce rudder area attributed to high lift force compared to the conventional type. Small rudder size also contributes to reduction of frictional resistance. The technology was used on board of some cruise ships, in which we count Zenith, the large cruise ship of Pullmantur. The same technology was installed on board of some of the largest and most luxury yachts, which were presented in the largest Ships Magazine.

Various measures are taken to comply with requirements for the environmental protection: Fuel oil tanks are designed with double hull structures. Light color and tarfree coating is applied to ballast tanks. A holding tank is provided temporarily to store wastewater from accommodation quarters and used water for cleaning cargo holds for later treatment. Bilge treatment can be carried out by sources, such as discharges of accommodation, dirty hold bilge and independent bilge segregation system for the

engine room. The width of cargo hatch opening is maximized for cargo holds of the Nos. 1 through 7, and they have the same width. Wider hatch opening will help to increase the cargohandling efficiency. Cargo holds can be cleaned by water stowed in a dedicated fresh water tank whenever the type of cargo changes. Fresh water is supplied by a large capacity fresh water generator. A special fuel-oil-heating system is adopted for the fueloil storage tanks in order to avoid cargo damage by overheated fuel oil and to reduce the steam consumption. Amenities are provided for officers and crew with wooden furniture in the living quarters, and the wheelhouse is well arranged according to functions and operability of equipment. A wide rear view through windows in the wheelhouse also ensures safe ship maneuvering. The technology was used in the largest cruise ship Oasis of the Seas, from where was integrated in large number of cargo vessels.

Principal particulars

Length (o.a.): 245.00m

Length (p.p.): 238.00m

Breadth (mld.): 43.00m

Depth (mld.): 21.65m

Summer draft (ext.): 15.404m

DWT/GT: 119,597mt/64,618

Cargo hold capacity: 135,684m3 (grain)

Speed, service: about 14.5 knots (at C.S.O. with 15% sea margin)

Main engine: MAN B&W 6S60MC-C diesel x 1 unit

MCR: 13,560kW

The cargo ship, was announced for sale, because of the financial crisis and can be found on Ships Market.

 


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