No.142 Jun 2008

Jul. 2008 No.142
News About The Wide World of “K” LINE
Contents
News Roundup ..........................................................................................P1-6
Delivery of “Unimax Ore”-300,000 DWT Type Ore Carrier Named
“GRANDE PROGRESSO”
CKYH Alliance Is to Modify TPS Services and Also Link K-PNW and
AES2 as Pendulum Service
“K” LINE Expands Service Coverage between Asia and East Coast
South America
“K” LINE Vision 100: Efforts for Perfection of “Stable and Safe Ship
Operation Administration Structure” Getting Underway
“K” LINE Presented with “Green Flag” in 3rd Consecutive Year by
Long Beach Board of Harbor Commissioners
Training Starts Onboard SUMMIT RIVER, 3rd Training Ship
“K” LINE Issuer Rating Upgrades from A- to A
The Second “K” Line Maritime Academy Global Meeting Takes Place
in Philippines
1st Tianjin KLTL Friendship Summer Party Went on
Bulletin Board.............................................................................................P6
New Buildings
Special Feature ...........................................................................................P7-8
A Surprising Voyage by Cargo Ship—My Experience for the Sea Trial
A Glance of Ho Chi Minh City
Having a Good Time.................................................................................P9
Participation in J24 World Championship Taking Place in Italy,
June 2008
Welcome Aboad .......................................................................................P10
M. V. “JP GUNJO” “HER BEAUTY LIES IN THE BLUE OCEAN”
M/V “CAPE VANGUARD”
Photo Gallery .............................................................................................P11
The City of Genoa
News Roundup
Delivery of “Unimax Ore”-300,000 DWT Type Ore Carrier Named
“GRANDE PROGRESSO”
“GRANDE PROGRESSO,” a 300,000 DWT type ore carrier was delivered to her owner,
an overseas subsidiary of “K” LINE on May 30, 2008 at Ariake Shipyard of Universal Shipbuilding Corporation.
“GRANDE PROGRESSO” is the first very large ore carrier dedicated for loading at Brazil and unloading at Villanueva,
Philippines* for JFE Steel Corporation. Aiming to be “the most
optimum large-size vessel for iron ore shipment,” the vessel is the
first of the “Unimax Ore,” the revolutionary 300,000 DWT type
ore carrier that has the versatility to enter major iron ore loading
ports in western Australia, while having a hull form most suitable
for making the
best use of very
deep water of
Villanueva and
focusing on very
deep water ports
in Brazil, one of
the largest places
of iron ore load___
ing.
In order to be able to handle various loading methods, the
vessel is designed with the sufficient hull strength and each cargo
hold is equipped with the world’s largest single panel hatch cover
so as to enable efficient cargo handling. The vessel is also
equipped with energy saving devices developed by Universal
Shipbuilding, thus enabling dramatically improved propulsive
performance and fuel consumption compared with conventional
large-size ore carriers.
We will flexibly and actively respond to the diversifying needs
in the transportation of raw material amidst expected future
expansion in marine transport triggered by global increase in
demand for iron ore.
(*) the port facility of Philippine Sinter Corporation, JFE
Steel’s subsidiary, producing sintered-ore
We Celebrate the Birth of “GRANDE PROGRESSOR*”
*Grand Progressor means Grand Progress.
Back on May 30, 2008, our 1st VLOC (Very Large Ore Carrier)
was completed at Ariake Dockyard of Universal Shipbuilding
Corporation.
At 16:30 on the above day, the time finally came to get on her
maiden voyage.
Captain Sugimoto addressed to everybody getting together at the
dockyard. He said, “As the ship’s name indicates, we will start now
with high aspiration for a great future. Sayonara, sayonara!”
The ship gradually left a berth in the stream of a romantic
and gentle song “Sailing” sung by Rod Steward whose lyrics are: “I
am sailing, I am sailing.!”
1
[OCEAN BREEZE No.142]
Attendants including staff with the shipbuilding corporation,
“K” LINE, etc. saw her off waving their hands to her with various
thoughts at their individual hearts.
We would like to express our gratitude to all people concerned for their support and cooperation shown since the newbuilding
was
determined dating back to 2004.
In fact, we owe
her berth to
everybody’s support and expect
that she will navigate through the
great oceans with
___
the support of
various people.
She is a Very Large Ore Carrier, born in Ariake, Japan, an
island nation in the Far East. She brings approximately
300,000tons of iron ore at every voyage from Brazil back to Japan.
It is an invaluable breakthrough and even a miracle of everybody’s
blood- and tears-endeavor. In addition, freight of iron ore soared
up to US$100.00 per ton in the range from Brazil to the Far East
and her mission is unlimitedly much greater in the changing
situation.
What is a VLOC like?
Explanation is being given about the subject ship:
Coal & Iron Ore Carrier Group mainly handles iron ore and coal,
main materials of iron steel produced by steel companies. This
type of cargo is carried by bulk carriers, classified into large ships.
VLOC also is of the same category. In generally, multi-purpose
bulk carriers are used for transport of various kinds of raw materials whereas VLOCs are specifically dedicated to transport of iron
ore. See classification as per Table according to purpose/size.
A VLOC is most notably characterized by its large size:
“GRANDE PROGRESSO” nearly corresponds to VLCC (Very
Large Crude Carrier) in size and is ranked at the biggest in merchant ships; her LOA is 327 meters, equivalent to the height of the
Tokyo Tower (see Figure No.1); her size naturally limits ports she
can enter, in other words, limited numbers of customers can only
use this typo of vessel; JFE who has contracted with us for chartering this ship is operating a sinter producing factory with large
deep-sea berths in a discharging port in Mindanao, Philippines.
They are able to meet required conditions with which to make the
News Roundup
best of VLOCs like her.
In comparison with general bulk carriers, she has smaller
cargo holders and larger ballast tanks for her hull (see Figure)
whereas a bulk carrier is designed to have as large/wide cargo
holds as possible to accommodate low-density coal and grains; in
case they are fully loaded with coal or grains, she generally goes
down to a full draft which means cargo is loaded to her full deadweight capacity.
In the meantime, iron ore’s density is higher; even if a bulk
carrier is loaded with the same cargo to a full draft, a third of her
holds are only used wasting the remaining space.
As the main cargo for VLOC is that high-density iron ore,
there is no need for any larger/wider cargo holds; consequently,
her holds are designed to be narrower and smaller for her hull; its
total dimensions are nearly the same as those of an 100,000tons
smaller capesize bulk carrier. Further, there is no need to spread
cargo so widely across a hold, which contributes to cargo operations going more efficient.
In addition, her ballast tank is so large that more sea water
can be poured therein; as a result, it can make air draft much
lower for her hull; it helps a great deal clear an air-draft limit regulated at each port against hitting cargo operation facilities.
Bulker (Bulk Carrier)
Ore/Bulk/Oiler
Ore/Oil (Carrier)
Ore Carrier
Handy Size
Handy Max Size
Panamax Size
Over Panamax
Cape Size
VLOC
Breakbulk carriers
Iron ore/oil/crude oil carriers
Iron ore/crude oil carriers
Specialized ore carrier
20,000-30,000 DWT
40,000-55,000 DWT
55,000-75,000 DWT (largest carriers passable
through the Panama Canal Draft
75,000-90,000 DWT (Shallow-draft specialized
carriers for power plants)
over 100,000 DWT (150,000~180,000 DWT is
general)
Specialized ore carriers carrying over 230,000
DWT
VLOC vs. Capesize
(shuttle transport vs. combination transport)
As regards transport of raw materials from Australia to Japan,
shuttle transport (to a loading port in ballast) is generally practiced due to a short distance meanwhile as regards transport of
iron ore from Brazil, in case shuttle transport is conducted from
Japan, its ocean freight will become relatively higher because the
distance of an in-ballast voyage is much longer. We need to
reduce the portions of in-ballast navigation and raise transport
efficiency by means of combination transport; we send a bulk carrier in ballast in Japan to Australia and carry iron ore or coal to
Europe from there (outward voyage) and after she gets into ballast
in Europe, she is mobilized to Brazil in ballast and brings back
Brazilian iron ore to Japan (inward voyage). Against the background of the above necessities, we reasonably opt for combina-
tion transport by multi-purpose capesize bulkers for transport of
iron ore from Brazil.
As explained previously, a VLOC is difficult to be used for
combination transport
because few ports can
accept her (due to her
very large size) and
also her cargo capacity
is too huge for one
voyage and consequently the number of
those users who are
able to use her is very
much limited.
Such being the case, we are obliged to rely on a long consecutive voyage charter contract, i.e. shuttle service for profitable operations despite being very difficult to find those customers in fact;
therefore, much consideration has ever been given to shuttle
transport by a VLOC; however, no or little merits have never been
proved that exceed what multi-purpose capesize carriers have
actually achieved in combination transport.
Quite lately, the landscape is greatly changing, however:
Recent tighter supply/demand balance of space and soaring
freight markets have been helping increase competitiveness of
VLOC-shuttle transportation; VLOC shuttle transportation has
relatively become cheaper or more economical than ever and
long-term stable chartered ships by specialized carriers (including
VLOC) are being fundamentally y re-estimated.
From the perspective of our charterers, VLOC has become
more comprehensively competitive. Owing to such change to the
business environment underlying bulk-cargo transport markets,
we recognize that we have been able to attain to creation of thistime consecutive voyage charter contract by “GRANDE PROGRESSO.”
In the last place, we like to advise that “GRANDE PROGRESSO” has sailed on her maiden voyage to Brazil. We would
appreciate your support and assistance to her. Between summer
and autumn next year, two carriers of the same type are expected
to be completed.
Many thanks again.
(Figure)
Cross section of capesize carriers
Hutch
Ballast tank
Cargo hold
(iron ore and coal)
Cross section of VLOC
Sea level at
the time of
a full draft
Ballast tank
Hutch
Ballast tank
Cargo hold
(iron ore and coal)
Sea level at
the time of
a full draft
Ballast tank
Smaller hold and larger
ballast tank for her hull
[OCEAN BREEZE No.142]
2
News Roundup
CKYH Alliance Is to Modify TPS Services and Also Link K-PNW and
AES2 as Pendulum Service
CKYH Alliance (Coscon, “K” LINE, Yang Ming, Hanjin Shipping)
is pleased to announce service modification on PSW2, PSW4,
PSW5 and Y-PNW by adjustment of routings and calling port
combination on Trans-Pacific loops. Also they will link current KPNW to AES-2 in order to make pendulum operation which covers North America, Asia and North Europe.
With this modification, CKYH Alliance aims not only to streamline CKYH TPS service alignment, but also to reduce CO 2 emissions by optimum navigation speed. This is one of the action
plans followed by the consensus of CKYH Summit Meeting held
in Okinawa last month.
Details of service structures are as follows, which will be launched
effective end of June 2008:
PSW2 (to adjust from 5500TEU vessels to 4300TEU vessels):
Hong Kong — Yantian — Kaohsiung — Keelung — Los
Angeles — Oakland — Keelung — Kaohsiung — Hong Kong
PSW4 (to combine with PSW5 by using 5500TEU vessels):
Shanghai — Ningbo — Qingdao — Los Angeles — Oakland —
R
Rotterdam
➞
Kwangyang — Shanghai
Y-PNW (to adjust calling ports and focus on Taiwan and central
China markets):
Kaohsiung — Shanghai — Ningbo — Busan — Tacoma —
Vancouver — Kaohsiung
K-PNW/AES2 (to link as Pendulum service by using
13x5500TEU vessels):
Kobe — Tokyo — Nagoya — Hong Kong — Singapore — Port
Said — Rotterdam — Felixstowe — Le Havre — Port Said —
Singapore — Hong Kong — Yantian — Xiamen — Nagoya —
Tokyo — Tacoma — Vancouver — Portland — Kobe
Separate from above service rationalization, it is also confirmed by
CKYH Alliance that a series of strategies for better service quality
will be made in order to successfully meet customer requirements
and benefits. CKYH Alliance will further discuss and study the
TPS services adjustment plan to cater to our customer requirements.
W/B
Felixstowe
Rotterdam
Vancouver
Tacoma
Portland
Kwangyang/Busan
Le Havre
Oakland
Qingdao
Port Said
Y-PNW
Shanghai/Ningbo
Xiamen
Hong Kong/Yantian
Los Angels
PSW4
Kaohsiung/Keelung
PSW2
K-PNW/AES2
Singapore
“K” LINE Expands Service Coverage between Asia and East Coast South America
“K” LINE launched a new service (“SEAS”) between Asia and East
Coast South America, in partnership with China Shipping
(CSCL), CMA CGM, MARUBA.
“SEAS” service provides extensive service coverage with 2
complementary strings (SEAS I and SEAS II), each operated with
10 vessels with an average nominal capacity of 2500TEU.
“K” LINE will deploy a total of 2 vessels, CMA CGM 9, CSCL 5,
MARUBA 4.
The respective weekly rotation of each loop will be as follows:
SEAS I
Qingdao — Pusan — Shanghai — Chiwan — Port Kelang —
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[OCEAN BREEZE No.142]
Rio de Janeiro — Santos — Buenos Aires — Montevideo —
Rio Grande — Itaja— — Santos — Port Kelang — Hong
Kong — Qingdao
SEAS II
Shanghai — Ningbo — Hong Kong — Shekou — Port
Kelang — Santos — Buenos Aires — Sao Francisco do Sul —
Paranagua — Santos — Rio de Janeiro — Durban — Port
Kelang — Hong Kong — Shanghai.
This new service is an addition to the present service and will
enhance “K”LINE service network throughout South America.
News Roundup
“K” LINE Vision 100:
Efforts for Perfection of
“Stable and Safe Ship Operation Administration Structure” Getting Underway
Reportedly, the “K” Line Group established the new midterm management plan “K” LINE Vision 100 on 25th April 2008 and set up
the five basic management issues including “stable and safe ship operation administration structure.” We took pleasure in announcing that “K” LINE’s whole marine technical sector is aggressively grappling with one of the above issues concerned comprising of the
following three pillars:
1. Enhancing Safety Management System
(1) To enhance Safety Management System and manuals, building on its distribution know-how and global safety standard
(2) To enhance onboard inspection scheme/structure and promote improvement of our fleet quality
(3) To enhance shore-based backup structure and share safety
information among all groups, ships and their respective
shipowners
2. Enhancing Ship-management Structure
(1) To place an emphasis on In-House (in-house) ship management by possessing or sharing management know-how accumulated and reserved within the Croup on reserve from
experiences of In-House ship management companies as the
basis of safe navigation.
(2) To further specialize vessels in type and conduct more specialized ship management for them
(3) Expand In-House ship management to strengthen the structure. To expand and strengthen in-house ship management
(4) To carry out quality management for our owned and controlled vessels
3. Securing/training marine technical personnel on a global
basis
(1) To enhance training for ”K” Line seafarers and expansion of
facilities
(2) To establish a system of developing instructors who have
acquired the “K” Line Standard
(3) Appropriate application of career path plans
(4) To foster new seafarer graduates along standardization of
KLMA Cadet Training Program so that they attain to the “K”
Line Standard
(5) To establish a system for on-the-job training (OJT) onboard
training ships
(6) To upgrade the Crew Assessment System and provide education/training in deep consideration of actual results from
assessment of individuals
“K” LINE Vision 100 advocates “Synergy for All and Sustainable
Growth” as its main theme and we are aggressively and steadily
grappling with safe ship operations to provide stable sea transportation services.
“K” LINE Presented with “Green Flag” in 3rd Consecutive Year
by Long Beach Board of Harbor Commissioners
—We have gained the highest rank in all of shipping lines making more than total 200 calls at the Port of Long Beach—
What breakthrough it is for the “K” LINE Group to gain the honorable award in the 3rd consecutive year!
As the Port is
called a USA
gateway of ships,
the sea area
located within
and around the
Port is most congested and air pollution out there is a hot and grave issue.
The Long Beach of Harbor Commissioners is staging a gasemission- cut campaign on a voluntary basis: All ships calling at
the Port should reduce their speeds to less than 12 miles (about
22kms per hour) within the 20 mile range of the sea area (about
37kms).
The Commissioners awards the “Green Flag” to a shipping
company who observes the slow-down navigation in praise of
ceaseless efforts for environmentally- friendly ship operation.
In terms of ships operated by ”K” LINE during a period of time of
one year in 2007, 343 ships out of total Port-calling 344 complied
with the slow-down running; among shipping lines exercising
more than 200 calls at the Port, “K” LINE was assessed at top;
importantly, approximately CO 2 emissions were reduced by
approximately 4,000tons in compliance with the Commissioners’
request.
The Commissioners chose 15 shipping lines whose ratios of
accomplishment of slow-down navigation were higher; as one of
them, “K” LINE could win the honorable award in the three consecutive years.
We would like to express many thanks to all people concerned for having achieved almost 100% the goal of the campaign
promoted by the Long Beach Board of Harbor Commissioners.
[OCEAN BREEZE No.142]
4
News Roundup
Training Starts Onboard SUMMIT RIVER, 3rd Training Ship
“SUMMIT RIVER,” an 80,000m3 type LPG Carrier was delivered
on July 10, 2008, and already set out on her maiden voyage.
This vessel is one of our training ships for up-grading of officers
which has additional 6 rooms for trainees with an individual
shower and toilet per room. Our experienced master and chief
engineer have been onboard as instructors with two navigation
officers and two engineers since the time before her delivery at
dockyard and the commencement of their training.
“K” LINE has been established training ships for cadets which
have extra beds for cadet trainees and been fostering graduates
and students of maritime colleges to be new officers.
And we also have been establishing training ships for upgrading and training officers to be promoted to senior officers.
This vessel is the third training ship for up-grading officers following an 8,000TEU Container vessel “HANNOVER BRIDGE”
(2006.11) and VLCC “YAMATOGAWA” (2006.12).
Three newly-built VLCCs which will be delivered in 2009 also
are expected to have such extra accommodation for training officers for up-grading. We have a strong intention to continue with
such onboard training to foster our senior officers so that they
may understand better and practice more solidly “K” LINE’s philosophy on maritime safety.
“K” LINE Issuer Rating Upgrades from A- to A
The Rating and Investment Information, Inc. (R&I) has upgraded the Issuer Rating of the company from “A-” to “A”, effective from May
30, 2008. The rating on the Domestic Commercial Paper Program remains unchanged.
Issuer Rating:
A (Upgraded from A-)
Rating Outlook: Stable
Commercial Paper Rating: a-1 (Affirmed)
R&I cited the following major reasons for the upgrade:
1. “K” LINE, especially in bulk carrier segment, is poised to maintain a stabilized profit by signing long-term contracts with various customers.
2. Equity capital will be steadily enhanced based on high profit.
The Second “K” Line Maritime Academy Global Meeting Takes Place in Philippines
“K” LINE held the second “K” Line Maritime Academy (KLMA)
Global Meeting on 17th and 18th of July at KLMA (Philippines),
our training center in Pasay city, Republic of the Philippines.
Over 100 participants including instructors form each
KLMA in the world; representatives of in-house ship management companies and
concerned manning agents,
“K” LINE’s President and
CEO Hiroyuki Maekawa, with
other executives and staff
attended this meeting.
In the Instructors’ Meeting on the first day, KLMA
(Headquarters) and KLMA instructors discussed the present situation of seafarers’ is being carried out in the world with their
ceaseless and positive challenges to improve it.
And we demonstrated training for Bridge Resource
Management (BRM)/Bridge Team Management (BTM) and
5
[OCEAN BREEZE No.142]
Engine-room Resource Management (ERM)/Engine-room Team
Management (ETM) is the training against major marine disasters
in KLMA Master Plan, based on the “K” Line’s original guidelines.
And all concerned instructors reaffirmed the techniques and
important points relevant to the training.
In the plenary session on the second day, KLMA
(Headquarters) reported the progress of measures and policies for
securing and fostering seafarers. Each ship management company
gave KLMA various suggestions and instructors introduced the
situation and their effort on each KLMA. Then we had a lively and
forward-looking discussion on these issues and shared KLMA
challenges in future.
According to the KLMA Master Plan 2008 which was revised
based on this common value, we accelerate the progress towards
fostering and securing good seafarers who satisfy our safety standards, and will assure maximum safety of navigation by this,
maintain and improve the “K” LINE’s brand of Security, Safety
and Trust, then will achieve “Synergy for All and Sustainable
Growth,” the theme of our mid-term management plan called
“K” LINE Vision 100.
News Roundup
1st Tianjin KLTL Friendship Summer Party Went on
Contributed by XXXXXXXXXXXXXXXX
The subject party took place on June 20, 2008 between “K” LINE,
xxx and xxx.
Since we entered 2008, Olympics year, China has never been favored
by no or few pleasant topics i.e. the big snow fall in southern China,
terrifying affair of dumpling stuffed with minced pork and the great
earthquake in Shinsen. Both of Messrs. Nagahara and Hamasaka,
presidents of “K” Line and xxx, respectively who had started to work
in Tianjin this year planned on a pleasant party to deepen friendship
with local staff members working so hard everyday and to encourage
KLTL people who are acting positively in Tianjin for exploitation of
the new area of xxx.
Arrangements were made to fully rent three Japanese-style
rooms at a Japanese restaurant in Tianjin and 50 staff from the above
3 companies joined the party. It was started with President
Nagahara’s address in Chinese words.
The Japanese mat (tatami) rooms and cuisine were supposed to
offer staff members a Japanese experience a little bit, who have very
little chance of this kind experience despite working for Japanese
companies.
Introductions of staff of respective companies are made and
games started. A competition for drinking beer in a nursing bottle”
was followed by “Stocking Sumo (Japanese wrestling). Those games
had been asked rather negatively by people around at the stage of
planning: Are they interesting? Is it better to play more polite games?
President Nagahara gave them a big and confident smile enough to
get all to make up their minds to practice as planned.
Five participants who didn’t know about the content of the
game were made to wear stockings and to mutually
pull...Chairpersons both Ms. ____ and Ms. ___ at ease and burst into
laughter when they saw all people enjoying the game and what’s
more, it is Mr. Nagahara who looked most pleasant.
People who had been very silent and tensioned right till a short
time ago were beginning to be relaxed and be at ease. In this atmosphere, games lasted one after another, ending up with the Bingo
Game. The game is very common in Japan meanwhile here it is the
first experience for many; prizes were handed to all people with the
1st prize, an Olympics Memorial Medal.
They seemed to be pleased with all arranged events.
The party was finished with conversing with each other enjoyably
and eating cakes presented by both of the presidents.
All through the party, staff members with the three companies
who had never had mutual contact were able to get acquainted
and mutually recognized they
were members of KLTL and
impressively, the tie of KLTL had
been a little more strengthened. from left Mr. ___, Jack who won
We understand what KLTL the best prize worthy of 100
should do not only situated at the renminbi yuan, Chairperson Ms.
___, and the Contributor
gate port to Capital Beijing but
also in Tianjin and ___ in the
developing northern China.
We would like you to leave everything to us develop KLTL.
Picture of all attendants
Bulletin Board
✎ New Buildings
Name:
INFINITY RIVER
Type:
Bulk Carrier
Delivered:
Jun. 16, 2008
Built:
IMABARI SHIP BUILDING CO., LTD.
LOA:
169.5m
Breadth:
27.20m
Draft:
9.80m
DWT:
28,455mt
Service Speed: 14.0knots
Name:
ATHENS HIGHWAY
Type:
PCC
Delivered:
Jun. 26, 2008
Built:
IMABARI SHIP BUILDING CO., LTD.
LOA:
199.97m
Breadth:
32.36m
Draft:
10.017m
DWT:
18.809mt
Service Speed: 20.00knots
Name:
GRANDE PROGRESSO
Type:
VLOC
Delivered:
MAY 30, 2008
Built:
UNIVERSAL SHIPPING CORPORATION
LOA:
327.00m
Breadth:
55.00m
Draft:
21.433m
DWT:
297,351mt
Capacity:
17.7432m3
Service Speed: 14.30knots
Name:
Name:
CAPE FUSHEN
Type:
BULK CARRIER
Delivered:
MAY 13, 2008
Built:
SHANGHAI WAIGAOQIAO SHIPBUILDING CO., LTD.
LOA:
292.00m
Breadth:
45.00m
Draft:
16.50m
DWT:
177,890.55mt
Service Speed: 14.9knots
SUMMIT RIVER
Type:
LPG Tanker
Delivered:
Jul. 10, 2008
Built:
Kawasaki Shipbuilding Corporation
LOA:
226.00m
Breadth:
37.20m
Draft:
11.20m
DWT:
52.991t
Service Speed: 17.0kts
[OCEAN BREEZE No.142]
6
Special Feature
A Surprising Voyage by Cargo Ship
— My Experience for the Sea Trial
Contributed by Ms. Anne Bin
Before joining “K” Line site office in SWS I had no ideas for “sea trial”. I
first heard this word when Mr. Mori and Mr. Hu led me to the SWS
wharf on the day at the end of last September. As much as I’ve been
longing to see the blue sea with my own eyes, it was still out of my mind
at that time that I would join the sea trial.
We started our voyage at on the noon of April 28th. I was ready to
see the blue sea between 2:00 and 3:00 pm because it was a cloudy day
and it probably took longer to see it. According to Mr. Yukimura’s
words, it would take one hour from Shanghai to the blue sea. However,
Mr. Yukimura made a joke again: as washy as it turned, the intense
water kept yellow even
when the sun fell
down. Actually I saw
Mr. Yukimura while
looking around to take
photos, and I called
him to ask about the
water’s color, but he
worked too diligently
to hear me. The first
day of the sea trial
ended with a little pity.
I got up at 6:30 on the second
day. Walking on the upper deck, I
found it was a foggy morning.
Everything in a distance was so
misty as if we came into a fairyland.
It was more fantastic around the
ship: the sea water was just like a
big jade, which was the mix of the
blue water on the surface and the
white waves caused by the moving
ship. The scene was so charming
that I nearly forgot to breath.
The fog dissolving and the sun shining, the sea water turned bluer.
After the breakfast, I returned to the upper deck to take more photos
and saw Mr. Mori and Mr. Hu by chance. They invited me to visit their
inspection in the cargo-hold tank, which needed me to climb the long
vertical ladders. In fact, I got dizzy even I only look down from the
entrance hole, but I still followed them as they are reliable pros, and Mr.
Mori taught me it is very safe when I put three of my hands and feet on
the ladders. To think is one thing while to do is the other thing. With
Mr. Hu up and Mr. Mori down, I still couldn’t help getting nervous. An
ABS inspector happened to pass by and kidded me asking, “Now do you
realize how difficult it is for a man to support a family?” However, I got
used to these ladders soon. He added, “See?” “You will never know what
you can do and what you can not unless you try it.”
7
[OCEAN BREEZE No.142]
The cargo-hold tank was amazing and it was enough to play football.
I don’t think I will have the second chance to visit a cargo-hold tank
inside on a moving ship unless I
attend a sea trial again.
The blue sea is intense, beautiful and a little bit of boring as well.
On the third morning, I stayed at
my room and wrote a diary but I
went out for a wander again with
my camera as the air inside was
not so fresh. To my surprise,
there were several islands behind
the ship. What a good idea for a
wander outside! I think a perfect
sea scene should consist of three
elements: a sunny day, blue water
and some islands in the distance.
It was said that a shipping base was located on one of the islands, so that
the mobile phones could work in the area.
There was a rescue-life-boat launching test after lunch, which caught
many people’s eyes and even the cooks gathered to visit with the empty
dishes still on the tables. Though seeing the rescue-life boat every time I
went out, it didn’t occur to me how it would work, and the image of the
rescue-life boat in Titanic impressed me deeply. In that case, I was surprised a lot when hearing the engine working on the little orange boat. It
was very noisy when the boat was moving. In my opinion, it was good
because this noise and its bright color could help others to find it and
the people on it may have more chance to be saved. The test was successful. Of course, it is much better if it only happens in a test.
Frankly speaking, I was not so eager to attend the sea trial when I
first heard about it; even I wanted to see the blue sea with my own eyes
so much. That meant I would spend some days with the strangers at that
time. I gradually changed my mind with going along with all the office
members, who are very diligent, thoughtful and warmhearted. It was
only three month for us to share with together after the Chinese New
Year, and then I began to consider it as a big pity not to attend it. The
three-day voyage helped
me to realize my dream
since the childhood and
an experience that I’ve
never met before and
probably will not in the
future. I will remember
it and the eight months
I spent in this site office
as well in the rest of my
life.
Special Feature
A GLANCE OF HO CHI MINH CITY
“K” LINE’s activities are developing fast and strongly to catch up with economic advance of Viet Nam. In commemoration of a newbuilding, Saigon Bridge starting container service, a general picture of Ho Chi Minh City is being presented
together with “K” Line Vietnam (KLV)’s.
Considering the long history of Vietnam, Saigon is a new land with just
over 300 years of existence. Since then, it has developed quite fast and
has been called “Eastern pearl” in the late 19th century. In 1976, it was
officially re-named as Ho Chi Minh City (HCMC) after the old loved
father of Vietnamese people, with total area of 2,090 square kilometers
encompassing 24 districts and around 8 millions people living in, making it the biggest city of Vietnam. With its natural advantages, HCMC,
that has been deployed all whole its potentials to contribute a great deal
to the country, particularly in terms of economy, has been connected
with surrounding provinces & Mekong Delta to form an enormous
focal economic entity itself. One of its
advantages is Saigon River being passed
through the City, acted as main gateway for
navigation, and being the precondition of
the current Saigon port, the busiest port of
Vietnam.
Currently, container trade is on the rise and the Vietnamese
Government has concentrated on a huge amount of investment in modern equipment to ports and renovated policies as to develop Vietnamese
maritime field. In HCMC area, several major port development plans
are being undertaken in order to handle the ever-increasing cargo as
well as bigger containerships more efficiently.
It’s our pleasure to say that “K” LINE is one of pioneer foreign carriers who takes part in growing our sea transport business. In 1989, “K”
LINE appointed Gemartrans as Liner agent in Vietnam and after that
Vinabridge was established as agent to handle all container services for “K” LINE. In
2007, “K” LINE has jointed venture with
Hai Minh Co. to open “K” Line (Vietnam)
Ltd for further development of containership services separately.
On 1st Apr, 2008, we welcomed the maiden voyage of M/V Saigon
Bridge that is named after the famous & powerful bridge of Ho Chi
Minh City. The celebration was attended by many high level government officials and maritime leadership at all levels and reported on the
evening news of Vietnamese national television program - VTV1 news
under viewers’ admiration in over the country and the pride of “K” Line
Vietnam (KLV)’s management and staff. “K” Line Vietnam is proud of
making a self-introduction to all esteemed customers in Vietnam and in
the world and making reference to its steady growth with right management and orientation. This is also a valuable anniversary of one year
from the foundation of “K” Line Viet Nam. Next month, we will hold
the same celebration to welcome our first voyage calling at Da Nang to
start the new Jaseco-5 service, a joint venture service between WanHai
and “K” Line running through DNG-HCMC-HKG-SHK-TYO-YOKSHA-HUA-HKG.
Saigon Bridge vessel- a new building, modern container vessel, is one
of three 1,700 TEU series vessels put into operation for direct service
from Ho Chi Minh to Japan. Crewmembers of Saigon Bridge vessel are
Vietnamese and one Japanese Chief Officer. This is to prove Japanese
partner’s creditability to Vietnamese one and the good cooperation
between two countries in mutual business success. The presence of
Saigon Bridge vessel is to mark a firm step of “K” Line (Vietnam) in
maritime business activities in Vietnam and to create a good chance for
our esteemed customers to approach and develop the trade between
Vietnam and Japan as well as the others.
Last but not least, “K” Line (Vietnam) Ltd. must keep challenges to
reinforce better and better its potentiality and try best to make the company become an excellent company with the experienced and talented
staff as to meet all our customers’ needs for the good relationship and
further developments of containership services.
Hoping that the above will bring to readers a general view of “K”
Line (Vietnam) Ltd. -the young , dynamic and full potential company and our city -Ho Chi Minh City - the active and emotional city with
great pace to integrate into the Asian and global economy.
The Ship’s Named after the Famous Bridge in Vietnam
Outline of SAIGON BRIDGESaigon Bridge is one of the main bridges
and the most important gateway for vehicles travelling from the
Northern and Central of Vietnam to Hochiminh City. The bridge
crosses the Saigon River and connects Binh Thanh District and District
2, on Hanoi highway with its height of 1,010m and 22 bridge spans.
There are 3 spans with the height of 267.45m. The construction work
was undertaken by Johnson Drake and Pipe Company in November,
1958 and completed work in 28 June, 1961. This bridge was ever
repaired 3 times (in 1995, 1996) and the last upgrading in 2000 with
total expenses of 54 millions francs from the aid-funds of France. After
upgrading, its surface is widen from 19.63m to 24m for loading capacity
of 430-XB80, including 4 lanes for cars and
2 lanes for motorbikes, bicycles. It is the
only bridge linking District 1 to the new
downtown Thu Thiem, New Urban Area in
District 2.
Particulars of M/S SAIGON BRIDGE
Operator:
“K” LINE
Date of launch:
December 28, 2007
LOA:
171.99m
Breadth:
27.6m
GRT:
17,211m
Draught:
9.517m
DWT:
21,980 tons
Capacity:
1,708TEU
Crew:
Vietnamese 20, Japanese 1 (First officer).
[OCEAN BREEZE No.142]
8
Having a Good Time
Participation in J24 World Championship Taking Place in Italy, June 2008
Contributed by XXXXXXXXXXXXXXXXXXXXXXX
I took part in the above world championship
of yacht race (J24 class) held in Sardegna
Island, Italy from June 5 through June 13,
2008.
I am afraid that generally, a yacht race is a
minor/unpopular sport; very few people
know how it is competed. I like to brief you
on it:
All racers sail out from a start line placed
on the sea. We sail around signboards standing in the sea windward and leeward and
race to reach a finish line. One race is about
1.5 hours long. All through the series, 10
races are carried out. Of course, every racer is
entirely reliant on the winds as no yacht is
equipped with an engine.
There are two points to gain a maximum
speed.
The 1st is to catch the advantageous and
fresh wind. The wind does not blow in a certain direction; it changes directions at intervals; it blows hard or gently depending on
the geography; it increases/decreases speed
along with cloud movements.
The key point is to notice the above
changes immediately and make a yacht
advance in a better direction without interfering with other competing yachts around.
The second point is boat control.
Although J24 yarchets are built under the
unified standards, some ten points such as
boats, masts and sails are pricisely re-gauged
in milicentimers to bring down any difference between yachts as close to a zero as pos-
9
[OCEAN BREEZE No.142]
sible with 3 days right prior to race being
fully spent. To faster run a boat arranged
under the same conditions than any other
one, we need to sail, making necessary
adjustments for every part onboard for the
best performance to take advantage of the
changing winds to a full extent.
Another factor is to adjust us to a target
weight as much as possible. The rule defines
that a total weight of crew per boat should be
400kgs at maximum; if less than the same
permissible weight, it does not matter
whether 5 or 6 crew members onboard; the
yacht herself can be best balanced when a
crew weighs 400kgs in total; as a result, the
optimal weight per crewmember is 80kgs,
which is considerably too big for a Japanese;
our team is 6 crew members and I myself am
150 centimeters high and weigh 4?kgs; I
increased by 3kgs after having spent some
days eating and drinking excessibly to reach a
better weight for a better balance of our boat;
I dare to say that as long as a boat is designed
with the adoption of standards of the western people, jokingly enough, some Japanese
troubled with metabolic syndrome might be
more suitable from the prospective of permitted crew weight, which makes me feel
very complicated and sad as a young
OL(office lady) .
At the race, 80 boats start together, which
is quite different from races in Japan. Even if
we can be ahead at the start, it is hard to keep
on that position because sometimes, we are
not able to do so because we can not adapt to
subsequent race developments. My position
is called “tacktician”, playing mainly course
strategy and tactics. We were embarrassed
with the changeable winds blowing between
small islands out there and were
crushed/struck into vanity/emptiness every
day.
Our general score was ranked at the 45th
out of 80, which resulted far from our goal of
winning the prize; our rank went down from
the 18th at Mexico World last year; despite
having been so deeply disappointed, we have
already changed our mood devoting our
energies to everyday exercise towards the target at All Japan Championship in November
which will qualify us to participate in World
Championship 2009 taking place in
November 2009.
I like to briefly touch upon my relationship to yacht: When I was about 8 years old,
my father made me get onboard yacht
almost compulsorily. Since then, I have been
related to yacht race for 15 years. Working in
society, I am not pleased to stay in the world
of hobby and so am secretly planning to continue on my life of yacht race on the frontline as far as time and strength permits. My
immediate goal is to win All Japan
Championship with my experience and
knowledge especially because it is being held
in my local Hakata Bay.
In the last place, I like to express my deep
and sincere gratitude to “K” Line Japan Mr.
Yamazaki, “K” Logistics Mr. Takahashi and
“K” Line Italia Ms. Rosanne and all other
people for having understood my and other
teammates’ wish for attending the race with
our own boat and having extended cooperation and assistance for container transportation all the way.
Welcome Aboard
M. V. “JP GUNJO”
“HER BEAUTY LIES IN THE BLUE OCEAN”
Contributed by Capt. Arthur E. Evangelista, Officers & crew
M. V. JP GUNJO was built in Marugame, Imabari
Shipbuilding and was delivered last 29th day of June 2006. A
name Gunjo was derived from the color of the blue ocean.
This would be her 5th voyage service as bulker. Being one of
the Energetic 88 Type Coal vessel of Corona Series in lieu of
M.V.SUREIMARU, her mission is to transport steaming coal
cargo from Australia, China & Indonesia, and intended to
delivered in all Japanese Power Thermal plant (EPDC).
During her pleasant laden voyage, where you can hear the
flapping of waves & the prevailing force of wind breeze, but
with her excellent performance still stand adhere. Her compliments of 8 officers & 12 ratings with full of knowledge,
experience, & disciplined personnel, that works hand in hand
to achieve the good reputation from the Owner, Charterer,
Operator & especially to Japan Power Thermal plan as well.
And from the bottom of our hearts we’re affirming our sup-
port to comply to all Ports Rules Regulations and
Environmental Management System. “ALWAYS PREPARED
& SAFETY FIRST IS OUR PRIORITY” As our company basic
policy to secure the safety of human life & ships, to protect
the environment, and to ensure the prevention of pollution.
AS ALL WE KNOW THAT ALL CREATURES WE’RE CREATED BY HIM
AS THE ONLY LOAD OF ALL, WE RELY & HOPE FOR ALL
THE BLESSINGS & PROTECTIONS FROM HIM, FROM
ALL THE ADVERSITIES & PERILS AT SEA...HELP US TO
SEE THE BEAUTY OF YOUR CREATION AS WE SAIL
YOUR MOTHER VAST OCEAN.
”VIVA!! ALL THE CORONA SERIES VESSEL”
DD
OM
OAARR
MEE AABBO
W
WEELLCCO
M/V “CAPE VANGUARD”
Contributed by Capt. B. P. ILEM
It is with great pride that our beloved vessel, M. V. CAPE
VANGUARD is featured in this well known magazine. The
name “Vanguard” denotes something that holds a foremost or leading position in a trend or movement. Indeed
the name applies very well to this vessel.
She is a dedicated iron ore carrier with deadweight
206,180MT carrying vital cargo from Brazil and Australian
ports to Japan ports. We do believe that she plays an
important role in keeping Japan’s shipping industry alive
and vibrant. Being a newly built vessel (delivered
November 2007), she will undoubtedly endeavor to give
good service in the year to come.
She is manned by a full crew of professional, competent
Philippine officers and crew.
We do believe that teamwork and good cooperation
between different departments on board keeps vessel operations running smoothly. We also trust and share in the
bright vision of “K” LINE Tokyo, the operator and ship
management, TNKC Manila in achieving long team goals
of safe ship operations and efficiently delivering the cargo
to “K” LINE client customer.
Finally, we are honored and happy to serve faithfully on
board this vessel.
[OCEAN BREEZE No.142]
10
Photo Gallery
The C it y o f Ge no a
Contributed by Simona Dodero ”K” Line Italia S.r.l.
Genoa is a reserved and proud city.
It is known as “La Superba” or the Superb for its beauty and the apparently withdrawn charater of its dwellers.
Genoa is the capital of the Ligurian Region and it’s beauty can only be fully savoured as you discover it bit by bit.
There are many reasons for this: its immense medieval centre (one of the most important in the Mediterranean area), its long
coastline (34 kms from east to west), the complexity of its shape (squeezed between the hills and the sea) and the overlapping of many
different historicas eras, from the Romans to the industrial revolution.
In 2004 Genoa was elected European Capital of Culture.
To get a feel of the culture that is in the very air we breathe, just think that Christopher Columbus, Nicolo’ Paganini, Giuseppe
Mazzini, Eugenio Montale and Renzo Piano were all born in this city.
Genoa has been for centuries a passageway from the Mediterranean to the Northern plains, from the Northem to the Southern Old
World, from the Old World to the New one.
The present port has moved westwards, and the old one, the Porto Antico, is now a leisure area and a tourist port. In this area is
Genoa’s aquarium one of the richest and most interesting in Europe. It is without doubt one of the most visited attractions of the city.
Architect Renzo Piano worked on the area in 1992 for the Columbus celebrations and thanks to his project the link between Genoa
and the Sea has been rebuilt.
Genoa’s climate is very mild and this lucky city has the sea in front and the mountain s behind.
It snows one day per year, fog doesn’t exist at all and it never freezes.
The tourist seasons lasts forever; the winter is warm and sunny and mimosa blossoms in January!
Allow me to finish this brief presentation with a small gastronomical tour:
Authentic Italian cuisine is a classic example of the Mediterranean diet.
Vegetables are the staples of Genoese cuisine and they are served up in an endless variety of famous local pies.
Genoese pesto and walnut sauce are regulars when it comes to the first course, while seafood
dominates the menu for the main course.
Other traditional delicacies are “farinata” a kind of chick-pea pancake, and of course the famous
“focaccia” (typical bread) flavoured with various toppings.
Hope to see you soon in this beautiful city!
Best regards from the sea
GIGO
Plazzo Ducale
Plazzo S.Giorgio
S.Giorgio
Veiw of Genoa
Vew of Plazzo Ducale
Ocean Breeze
Published by IR & PR Group (IPRG) Kawasaki Kisen Kaisha, Ltd. (“K” LINE)
Address: 2-9, Nishi-Shinbashi 1-chome, Minato-ku, Tokyo 105-8421, Japan
Telephone: 81-3-3595-5063 Telefax: 81-3-3595-5001
E-mail Address: kljtyoiprg@jp.kline.com Home page: http://www.kline.co.jp
Ocean Breeze is printed in Japan on recycled paper
S.Lorenzo Cathedral
View old Port