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20 boxship, rated at 6,332-TEU and 5,364/5,652-TEU respectively, have made their mark on the incoming S- class, the new breed is particularly distinguished in its incorporation of a range of technical features exceed- ing current and impending environmental criteria.

Over-and-above the compliance with international limits on NOx (oxides of nitrogen) exhaust emissions achieved with the potent Sulzer 10RTA96C prime mover and the auxiliary engines, all incorporating

Wärtsilä's low-NOx technology, Hatsu Shine offers a 'cold-ironing' capability. Evergreen anticipates that many ports will follow Los Angeles' lead in requiring vessels to shut down shipboard diesel generators while in port, and switch to shoreside power.

The S-type employs a double-hull and affords increased protection to the fuel tanks through location within the transverse bulkhead spaces, thereby mini- mizing the risk of pollution or fire as a consequence of grounding or collision. A significant additional design move has been to provide separate tankage for low sul- phur fuels, enabling fuel supply switchover when sail- ing in restricted areas such as the Baltic Sea.

A high capacity oily water separator enables the oil content of waste water to be cut to just 15-ppm (parts per million), and much larger than usual bilge oil sep- arator holding tanks obviate the need for discharge when operating in sensitive areas, and maximize vol- umes that can be retained for ultimate removal to spe- cialized facilities ashore. Similar arrangements have been made for sewage and so-called gray water, including that from the cargo hold bilges. The amount of water collected in the holds has become more of an issue with the advances in containership size.

With an overall length of 300-m and beam of 42.8-m,

Hatsu Shine is able to carry 17 rows of containers across on deck and 15 rows across within the holds, and confers added flexibility through 839 reefer plugs for temperature-controlled boxes. The 10-cylinder

RTA96C main engine develops 74,700-bhp (54,900- kW) to provide for a service speed of 25.3-knots, and was built by Mitsubishi under license from Wärtsilä.

M/V Nordwelle was built to a basis STX

Shipbuilding design developed around what has become a popular size of 2,600 TEU Class Container

Vessel. MacGregor lift away pontoon type hatch cov- ers consist of three panels, each 40 ft. long. 1,634TEU containers can be stowed on hatch covers and upper deck with 12 rows. A 6.5ton Provision crane (3 m to 18.2 m) is installed on the same level of the E deck.

The propulsion machinery is comprised of a STX

MAN B&W 8S70MC-C main engine producing 33,760 bhp (24,880 kW) at 91 rpm, driving a 7.8 m, fixed pitch propeller. The ship also features four diesel alternator sets and one Kawasaki 1,200 kW CPP bow thruster. To avoid vibration problems, the propeller is a highly skewed five blade unit, and was run through much model testing in parallel with various studies for design optimization. The ship's service speed is 22.4 knots at 90% MCR on the fully loaded draft.

The 8,600 TEU class containership Colombo

Express, built at Hyundai Heavy Industries (HHI), was delivered to Hapag-Lloyd Container Line,

Germany on March 30, 2005. The vessel is the first of eight 8,600 TEU container ships and has an overall length of 335 m, width of 42.8 m and depth of 24.5 m with a design draft of 13 m. The ship is powered by a

HYUNDAI-B&W 12K98ME model, developing an

MCR of 68,640 kW at 94 rpm, driving the ship to a service speed of 25.2 knots with 20 percent sea margin without power take off. The Hyundai containership features a wide beam, a feature designed to ensure bet- ter stability when loading and unloading. The vessel is also designed to have superior propulsion efficiency against the various draft which will be caused by load- ing scheme. The vessel has nine holds, seven of which are arranged forward of the engine room (20 ft. con- tainer/30 bay) and two are backward (20 ft. contain- er/10 bay) and a maximum of 15 rows and 9 tiers of containers can be stowed in the holds. Two air changes per hour are provided to No.1-4 hold in which danger- ous cargoes of SOLAS classes 2 to 8 can be carried.

The containership is girderless type and can carry the maximum 15 rows in holds and 17 rows on deck of containers. Total TEU capacity is 8,606 of which 3,887

TEU are in holds and 4,719 TEU are on deck, with 730

FEU reefer sockets provided. Pontoon type hatch cov- ers close the nine holds. Each hatch cover is made up of three panels with maximum panel weights kept below 40 tons to suit handling by port cranes. The ves- sel is arranged to carry 20, 40 and 45 ft. containers, with recessed open hold for 20 ft. containers arranged at aft mooring deck. Cargo holds are provided with 40 ft./20 ft. fixed cell guide. Athwartship lashing bridges for 40 and 45 ft. containers are arranged with necessary fittings so that containers on hatch cover/stool on upper deck can be lashed up to 5/6 tiers.

The containership is provided with both optimum section profile of rudder and tip-raked propeller to reduce cavitation. For durability of outside shell, tin- free self-polishing anti-fouling paint of five-year life- time and ICCP is applied to the vessel. The vessel is classed and registered as GL +100A5,E, Container

Ship, +MC, AUT, IW, NAV-OC, SOLAS II-2 REG. 19.

The 8,400 TEU Savannah Express was designed as double skinned construction in way of cargo holds except No.1 hold.

It is fully welded flush deck type with forecastle and has a raked stem with bulbous bow, a transom stern, a full spade rudder and a fixed pitch propeller directly driven by a B&W 12K98ME-C engine with MCR out- put of 93,360 PS at 94 rpm.

Savannah Express is designed to carry 8,400 TEU containers including 700 FEU reefer containers. 45 ft. containers on hatch cover are arranged from the third tier on deck. The number of loadable containers with 14 tons /TEU is approx. 6,680 TEU at the scantling draft of 14.5 m. The vessel was designed to exchange ballast water by flow through method for wing ballast tanks and pump in-pump out method for double bot- tom ballast tanks.

MSC Busan is the fourth in a series of nine 8,100TEU container ships, the largest ever built by

Hanjin. This Super Post-panamax container vessel is built with DAM construction method which was devel- oped and applied for the first time in the world to such large scale shipbuilding, a process designed to over- come the physical hindrance of 300 m dock length. At the final stage of hull erection, a DAM is applied to the joint area of the bow section and main hull, allowing two parts to be assembled together while ship afloat in the dock.

MSC Busan is 325 m long with a beam of 42.8 m and full load draft of 14.5 m. Its service speed on its 13-m design draft is 25.96 knots at 90 percent MCR with a

Great Ships of 2005

Savannah Express • Containership Daewoo

MSC Busan Containership Hanjin

P&O Nedlloyd Mondriaan Containership IHI Marine

CMA CGM Excellent Containership Hanjin

Geeststroom Container Vessel Damen

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