New Mitsui bulker cuts CO2 emissions

 

Named the “neo Supramax 66BC,” the new ship is an enlarged version of Mitsui’s best selling 56,000 dwt type handymax bulker, for which it has received over 150 orders

Development of the neo Supramax 66BC design involved extensive consultations with shipowners and operators and investigations of more than 600 ports all over the world. The result is a ship designed to have wide beam (36 m) and shallow draft, taking into account current 56BC trading patters and the expansion of Panama Canal, expected in 2014.

The ship is a general use bulk carrier equipped with deck cranes and suited for the carriage of bulk cargoes including coal, iron ore, wheat, barley, soya beans, etc. It can also carry lengthy/heavy cargoes such as steel pipe and hot coil. Hatch openings are optimized for the existing cargo handling equipment at various ports.

Although the neo Supramax 66BC is larger than the 56BC, its fuel consumption less as a result of adopting Mitsui’s newly developed energy-saving hull form.

The shipbuilder is offering two specifications for the ship – Premium and Standard. The Premium model will achieves a reduction of CO2 emission by about 21 percent on a ton-mile basis with a further reduction of up to about 30 percent with the application of optional software and hardware .

Mitsui is also developing measures to meet future SOx and NOx emission controls and requirements for ballast water treatment system is adopted, which is a hot current topic among maritime industries.

Principal Particulars of the Ship

Length overall 200 m

Breadth 36 m

Depth 18.45 m

Full-load draft 12.9 m

Deadweight 66,000 metric tons

Service speed 14.5 knots

New Mitsui bulker cuts CO2 emissions

 

Named the “neo Supramax 66BC,” the new ship is an enlarged version of Mitsui’s best selling 56,000 dwt type handymax bulker, for which it has received over 150 orders

Development of the neo Supramax 66BC design involved extensive consultations with shipowners and operators and investigations of more than 600 ports all over the world. The result is a ship designed to have wide beam (36 m) and shallow draft, taking into account current 56BC trading patters and the expansion of Panama Canal, expected in 2014.

The ship is a general use bulk carrier equipped with deck cranes and suited for the carriage of bulk cargoes including coal, iron ore, wheat, barley, soya beans, etc. It can also carry lengthy/heavy cargoes such as steel pipe and hot coil. Hatch openings are optimized for the existing cargo handling equipment at various ports.

Although the neo Supramax 66BC is larger than the 56BC, its fuel consumption less as a result of adopting Mitsui’s newly developed energy-saving hull form.

The shipbuilder is offering two specifications for the ship – Premium and Standard. The Premium model will achieves a reduction of CO2 emission by about 21 percent on a ton-mile basis with a further reduction of up to about 30 percent with the application of optional software and hardware .

Mitsui is also developing measures to meet future SOx and NOx emission controls and requirements for ballast water treatment system is adopted, which is a hot current topic among maritime industries.

Principal Particulars of the Ship

Length overall 200 m

Breadth 36 m

Depth 18.45 m

Full-load draft 12.9 m

Deadweight 66,000 metric tons

Service speed 14.5 knots

Why the ship didn’t hit the span

Reading some of the press coverage you might think that the giant cruise ship had actually scraped the bridge.

Here’s one example of the coverage the effort earned:

“A Royal Caribbean European cruise ship barely escaped what could have been an unfortunate accident Saturday, narrowly avoiding a bridge in Denmark by mere inches.”

And another.

The Royal Caribbean cruise ship Allure of the Seas barely made it under Denmark’s Storebelt Bridge on Saturday. The crew and passengers applauded as the ship finally cleared the bridge with barely a foot to spare.

Of course, the giant Royal Caribbean ship was designed to safely pass under the bridge  on its passage from STX Finland to its homeport in Fort Lauderdale, Fla.

A Royal Caribbean video clip explains how you get a ship that normally has a height above the waterline of about 73 meters (240 feet) under a bridge offering a clearance of 65 m (213 ft).

   

Captain found drunk gets prison term

According to the U.S. Attorney’s office for the Western District of Washington, Seong Ug Sin, the captain of the STX Daisy, has been sentenced to 14 days in prison, and six months of supervised release, during which time he is not allowed to sail in United States waters. He was arrested April 14, 2010, after a Coast Guard inspection crew found him drunk while in command of the 590 foot vessel in the Straits of Juan de Fuca.

At trial earlier this month, the evidence revealed that Sin’s blood alcohol level was more than twice the legal limit.
U.S. Magistrate Judge J. Richard Creatura imposed the sentence October 25 in U.S. District Court in Tacoma, Wash.
According to testimony at trial, the coast guard inspection team had difficulty boarding the STX Daisy in the early morning hours of April 14, 2010, as Captain Sin failed repeatedly to follow their instructions. The ten member inspection crew needed to board the 20 ton freighter from a small inflatable boat during three foot swells. Once on board, Captain Sin continued to have difficulty providing the records required, and a review determined he had no usable charts of Puget Sound. The ship was ordered to Port Angeles. Sin was given a breath test, which revealed his blood alcohol level was more than twice the legal limit for being in command of a vessel. A search of the ship determined that significant quantities of Korean whisky had been consumed by Sin and one other officer.

In asking for a significant sentence, the government noted the potential for disaster with a drunk captain aboard a 20,763 gross tons freighter.

“The consequences of an accident that may have occurred due to the defendant’s intoxication could have been catastrophic. The defendant’s intended journey through the Straits of Juan de Fuca and down the Puget Sound to Olympia covered over 205 miles through areas characterized by narrow channels and strong currents. More importantly, the defendant’s intended track crossed no less than six Washington State Ferry routes, the Tacoma Narrows Bridge, and many areas of high commercial shipping and recreational boating activity. The defendant’s ship, carrying large quantities of fuel oil posed further risk to the marine environment. In the interest of public safety, a strong sentence is warranted to deter future mariners from following in this defendant’s wake,” the Assistant U.S. Attorneys wrote in their sentencing memo.

The case was investigated by the U.S. Coast Guard and was prosecuted by Assistant United States Attorneys Matthew Thomas and David Reese Jennings, and by Special Assistant United States Attorney Marc Zlomek. Mr. Zlomek is a Lieutenant Commander and an attorney with the U.S. Coast Guard.

Joe Angelo to be next Intertanko Managing Director

Mr. Angelo, who is currently Deputy Managing Director, will succeed Peter Swift when he retires on December 31, 2010.

Katharina (“Kathi”) Stanzel has been appointed Deputy MD.

Intertanko says it had an “overwhelming level of interest” in the job and some highly qualified and capable individuals were shortlisted. “We are grateful and flattered by some of the names who threw their hat into the ring,” says Graham Westgarth, Intertanko’s Chairman. “Ultimately however, we felt that Joe and Kathi working together to lead Intertanko through its change of MD was an optimal solution.”

Joe Angelo has worked for Intertanko for six years, first as Director of Regulatory Affairs and the Americas.

He is a a1971 graduate of the U.S. Merchant Marine Academy at King’s Point, N.Y.

Prior to joining Intertanko, as a member of the U.S. Senior Executive Service, he held various senior roles with the U.S. Coast Guard — lastly as Director of Standards for Marine Safety, Security And Environmental Protection, — where he led U.S. delegations at IMO.

“Joe is a well respected figure not only within Intertanko but also in the corridors of the iIMO and the international shipping community. Having initially not been available for selection we are delighted this subsequently changed and are pleased that he agreed to take up the challenge,” said Mr. Westgarth.

Kathi Stanzel joins intertanko from the International Oil Pollution Compensation Funds (IOPC). A marine biologist by profession, she has worked in senior technical advisory and claims management roles within the marine pollution sector.

“In her twelve years with ITOPF and IOPC, Kathi has attended and been responsible for handling many major ship source pollution incidents including the Erika and Prestige,” said Mr. Westgarth. “Acting as a signatory on behalf of the 1971 and 1992 Oil Pollution Compensation Funds, she advises governments on oil pollution response measures and potential impacts. She has been extensively involved in the work of the OPRC-HNS technical group and the development of IMO guidance documents for the Marine Environment Protection Committee, focusing both on oil and other hazardous and noxious substances.”