HITACHI ZOSEN CORPORATION

Latest Ships built in Japan

Tanker/VLCC BERGE FUJI

Bulk carrier/Panamax SPARTIA

Offshore Engineering

Offshore engineering VIETSOVPETRO 01

WEST VENTURE

Engines

Engine Hitachi Zosen MAN B&W 5S60MC-C

Hitachi Zosen MAN B&W 12L50MC Mk6

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TANKERS / VLCC

BERGE FUJI296,000-dwt Crude Oil Carrier

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The 296,000-dwt crude oil carrier, BERGE FUJI, was con-

structed at Ariake Works of Hitachi Zosen and delivered

in July, 2000.

Features1. She is able to satisfy the dual demand, namely 257,500-

dwt for East Asia trades (mainly Japan) which is ob-

tained at the designed draft and 296,000-dwt for Euro-

pean and USA trades at the max. draft as well. More-

over cargo tank capacity of approx. 2.1 million bar-

rels at 98 % basis exceeds the general requirement of

2 million barrels for VLCCs. Thus the vessel can be

employed in both trades and greatly enhances the

operational flexibility.

2. One of the features of Hitachi Zosen’s double-hull VLCC

is that it is equipped with inboard water ballast tanks.

This design provides a good balance of hull strength

and lowers steel reinforcement requirements.

3. From the point of safety from fatigue strength, HT steel

is limited to the longitudinal structural members for

upper deck part and bottom.

4. Powered by a Hitachi Zosen-MAN-B&W 7S80MC low

speed and long stroke main diesel engine and

equipped with the Super Stream Duct (SSD) astern,

the vessel has excellent propulsion efficiency and

energy-saving capability. Moreover the hull is coated

with tin-free self-polishing anti-fouling paint to ensure

prevention of long-term hull fouling.

PRINCIPAL PARTICULARSLength (o.a.) ......................................................... 332.95 mLength (b.p.) ......................................................... 320.00 mBreadth (mld.) ........................................................ 60.00 mDepth (mld.) ........................................................... 29.55 mScantling draft (mld.) ............................................. 21.10 mGross tonnage ................................................ abt. 159,400Deadweight ................................................. abt. 296,000 TMain engine ...... Hitachi Zosen MAN-B&W 7S80MC (Mk-VI)MCR ................................................... 31,190 PS x 76.3 rpmSpeed(service) .................................................. 15.50 knotsComplement ..................................................................... 31Classification ................................................................... ABSHandling gear ................................................ 20 t crane x 2Cargo pump .................................. 5,500 m3/h x 150 m x 3Cargo capacity ........................................... abt. 338,300 m3

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SPARTIA75,115-dwt Panamax Bulk Carrier

BULK CARRIERS / PANAMAX

SPARTIA was completed in July, 2000 as the hundredth

Panamax bulker built by Hitachi Zosen Corp.

SPARTIA is also the fifth vessel of the Panamax Jumbo

which is the fourth generation of the Hitachi Panamax.

Hitachi Panamax Jumbo is the largest class bulker of the

Panamax type with a 75,000 ton deadweight and 90,000

m3 cargo and was developed based on Hitachi's abun-

dant experience in order to satisfy a wide range of de-

mands by various clients.

Features1. Block coefficient was increased up to the ultimate

level together with minimizing fore and aft end parts

to realize maximum cargo deadweight/volume within

limited dimensions.

2. In order to maintain the adequate propulsive perfor-

mance even with such a full hull shape, theoretical

analysis using CFD was fully utilized together with

model tests which has contributed to the optimiza-

tion of hull shape.

In addition to the above, the super stream duct (SSD),

which is an energy saving device developed by

Hitachi, is installed and contributes to cutting neces-

sary power by 5 to 7 %.

3. The areas of the hatchway are widened and maxi-

mized to enhance cargo loading and unloading effi-

ciency.

4. Automation provision corresponding to unmanned

engine room is included as standard.

5. MARPOL Annex VI is applied and NOx emission is

lowered as a countermeasure for environment pro-

tection.

PRINCIPAL PARTICULARS

Length (o.a.) ......................................................... 225.00 mLength (b.p.) .......................................................... 215.00 mBreadth (mld.) ........................................................ 32.20 mDepth (mld.) ............................................................ 19.15 mDraft (mld.) ............................................................ 13.841 mGross tonnage ...........................................................39,783Deadweight .......................................................... 75,115 MTMain engine ..... Hitachi Zosen-Man B&W 6S60MC (MK6)MCR ................................................... 14,610 PS x 99.0 rpmNOR ................................................... 13,150 PS x 95.6 rpmSpeed(max. trial) .............................................. 17.00 knots

(service) ................................................. 15.00 knotsComplement ..................................................................... 31Classification .................................................................... LRSLoading capacity(tank) .................................... F.W.: 326 m3

D.O.: 216 m3

W.B.T.: 34,430 m3

F.O.: 2,750 m3

(grain) ............. 89,422.5 m3 (Hold capacity)

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VIETSOVPETRO 01154,146-dwt Floating Storage and Offloading Unit

OFFSHORE ENGINEERING

VIETSOVPETRO 01, a 154,146-dwt FSO (Floating Storage

and Offloading Unit) ordered by MODEC, Inc. was com-

pleted at Ariake Works of Hitachi Zosen on September 7,

2000 and was delivered to VIETSOVPETRO of Vietnam

from MODEC, Inc. on December 12th, 2000.

Features1. The vessel was newly constructed in a short time from

the beginning of November in about 10 months.

2. The cargo oil tanks are double hulled as a precaution

against marine pollution.

3. The vessel has an external turret, which takes oil from

the seabed and is for mooring in bow.

4. Oil taken from the turret, is heated by “Inlet Heater

Unit”. After that, oil is stored in “Process Tank” tempo-

rarily, which separates oil and seawater by gravity. Oil

in upper position of “Process Tank” is shifted to other

cargo oil tanks by main gravity and seawater in the

lower side of “Process Tank” is shifted to Slop Tanks by

main gravity. Seawater in slop tanks is shifted to “Hy-

dro Cyclone Unit”, which separates further, seawater

and oil further. Separated oil is shifted to “Process Tank”

again. Oil is separated nearly 100 % from seawater by

this process.

5. Oil which is stored in cargo oil tanks, is shifted to shuttle

tanker after shifted value of oil is measured by “Meter-

ing Unit”.

6. All pipes and valves for cargo and ballast are installed

in “Pipe Duct” which is arranged in center of double

bottom considering the easy maintenance in opera-

tion. “Pipe Duct” has a traffic device, by which crew

can access in the longitudinal direction of FSO.

PRINCIPAL PARTICULARS

Length (o.a.) ......................................................... 262.40 mBreadth (mld.) .......................................................... 46.0 mDepth (mld.) .............................................................. 23.9 mDraft (mld.) .............................................................. 16.84 mGross tonnage .......................................................... 84.622Deadweight ....................................................... 154,146 MTComplement ..................................................................... 50Classification ................................................................... ABSCargo pump .......................... 3,500 m3/h x 130 m x 2 setsLoading capacity (tank) .................................... 165,571 m3

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WEST VENTURESemi-submersible Drilling Rig

OFFSHORE ENGINEERING

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PRINCIPAL PARTICULARS

Length (o.a.) ....................................................................117.6 mLength (b.p.) ....................................................................117.6 mBreadth (mld.) .....................................69.7 m (at main deck)Depth (mld.) ... 44.45 m (Depth up to top of upper deck)Draft (mld.) ............................23.5 m (operating condition)

21.5 m (survival condition)9.85 m (transit condition)

Gross tonnage .................................................abt. 23,000 MTVariable Deck Load ....................................................5,500 MTSpeed (max. trial) .......................................................8.8 knotsComplement .............................................................................114Classification ....... DnV + 1A1 “Column Stabilized Drilling Unit”Max. operating water depth .......................................1,500 mMax. drilling depth .......................................................9,000 mMain generator ...........................................4,000 kW x 8 se tsThruster .............................Azimuth type, 3,200 kW x 8 se tsDrilling equipment

Dual RamRig ..........2 x 590 ton x 36 m working heightRotary table ...........................................60-1/2”, 590 tonTop drive ...................................................................590 ton

WEST VENTURE was built by Hitachi Zosen Ariake Works

and delivered to Smedvig Offshore AS at Bergen, Norway

on February 2000, and the drilling / workover operation

was started at Troll C oil field off Bergen. The rig has a

fully redundant DPS (Dynamic Positioning System), a

large variable deck load and a high efficiency dual

RamRig system, and meets the requirements for deep

water drilling. The rig is a 5th generation semi submers-

ible rig and is currently the most advanced rig in the

world.

The most unique feature of the rig is the dual RamRig,

Hydraulic, system that is superior to any other conven-

tional drilling system and the first system of its kind to

operate anywhere in the world.

(1) Norwegian Rules (NPD,NMD)

The Norwegian rules (NPD and NMD) which are well

known as the most stringent offshore rules in the

world, are fully applied for safety, reliability and

maintenability of the rig.

(2) Variable Deck Load

The rig bear large VDL (5,500 MT) for very deep wa-

ter operation.

(3) Full DPS and Operating Water Depth (NMD DP Class

3, DYNPOS AUTRO)

The rig is operated under fully automated dynamic

positioning mode by means of eight (8) azimuth

thrusters in very deep water.

(4) Automated Drilling Equipment

Most part of drilling equipment, RamRig, Mud sys-

tem and BOP control, is well-automated in order to

produce high efficiency, reduced personnel and safe

environment for drilling operation.

(5) Installation / Maintenance for sub-sea Equipment

The rig also carry out installation / maintenance of

subsea equipment as well.

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PRINCIPAL PARTICULARSCylinder bore .......................................................... 600 mmPiston stroke ........................................................ 2,400 mmCylinder pitch ...................................................... 1,020 mmM.E.P. ..................................................................... 1.90 MPaOutput at MCR .................................................... 11,275 kWSpeed at MCR ........................................................ 105 min-1

Hitachi Zosen - MAN B&W 5S60MC-C

ENGINES

In October 2000, Hitachi Zosen Diesel

& Engineering Co., Ltd. in Kumamoto

completed the manufacture of Hitachi

Zosen-MAN B&W 5S60MC-C diesel en-

gine which was installed on the 75,000

MT Panamax-size bulk carrier.

This engine contributes to increasing

the cargo space of the ship by shorten-

ing the engine length by 10% com-

pared with the S-MC type and also the

output is increased by 10% based on

the mean effective pressure of 1.90 MPa

with the following new design applica-

tion for increasing reliability.

With the increased power, the number

of cylinders can be decreased by one

cylinder to maintain the same optimal

point of 6S60MC for this project.

a) Tin-Al shell bearing for main bear-

ings, crank pin and cross-head bear-

ings

To greatly improve safety margin,

new material is used for the bear-

ings.

b) High topland piston with Constant

Pressure Release (CPR) rings

Excellent service performance was

already indicated in its application

to the S-MC type

c) Al-Bronze coating for the piston ring

surface was applied for more excel-

lent running-in result can be ex-

pected.

d) Applying newly developed Exhaust

gas Turbocharger

Higher efficiency than the specified

level can be obtained.

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In December 2000, Hitachi Zosen Diesel & Engineering

Co., Ltd. completed the Hitachi Zosen-MAN B&W 12L50MC

Mk6 diesel engine which was installed on the Ro/Ro ves-

sel operating between Hokkaido and Yokohama. This

engine contributes to keeping the cargo space of the ship

flat to obtain the optimal height for engines in this class of

low-speed engines although the engine length was in-

creased because of the twelve cylinders.

To obtain more power, the mean effective pressure was

increased by 1.80 MPa based on the results of the world’s

newly developed L50MC Mark 6 engine.

For maintaining reliability, the updated design developed

for MC-C, i.e. High Topland Piston Crown, Constant Pres-

sure Relief piston ring with additional height, shorter height

piston skirt with copper band, calliper type thrust bearing,

etc., were applied.

As special application for this project, Auxiliary Blowers

were arranged to the improved type as applied for MC-C

engine, and as countermeasure for low-load operation, the

Hitachi Zosen - MAN B&W 12L50MC Mk6

PRINCIPAL PARTICULARSCylinder bore .......................................................... 500 mmPiston stroke ........................................................ 1,620 mmCylinder pitch .......................................................... 890 mmM.E.P. ..................................................................... 1.80 MPaOutput at MCR .................................................... 16,920kWSpeed at MCR ........................................................ 148 min-1

exhaust gas by-pass system was applied, which are effec-

tive in the operation of the low load, i.e. lower than 60%, to

keep the combustion chamber in excellent condition by

applying higher scavenging pressure at low load, but the

high pressure was compensated by opening the by-pass

valve automatically at the high load i.e. higher than 60%.

The Main engine was arranged by non-reversible type

because of the Constant Pitch Propeller application and

the MEP dependent system was applied to the cylinder

lubricator to keep the appropriate level of lubrication in

the case of constant engine speed.