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May 6, 2004
Kawasaki Kisen Kaisha, Ltd.

"K" LINE Decides Specs for New 8,000TEU Ships and Main Engines

"K"LINE has decided to adopt MAN B&W 12K98ME as main engines for 4 new 8,000TEU containerships to be constructed by IHI Marine United Inc. (IHIMU) during the period 2006 to 2007.
Since initial plans for their construction started, it has been consistently determined that a type of electronic-controlled engine should be used, with candidates at the final stage boiling down to MAN B&W ME and SULZER RT flex.
MAN B&W ME is the one finally chosen for the following reasons:

  1. MAN B&W Engine is the type being adopted for most "K"LINE ships
  2. Staff of ship management companies and crewmembers are being proficiently trained with an excellent command of this type engine, making for easier technical management
  3. Sharing of parts can be more efficiently enhanced with K98MC used for the other series of containerships
  4. Ships powered by MAN B&W ME have already achieved such a high level of confidence on their reliability

"K"LINE has appointed Mitsui Engineering & Shipbuilding Co., Ltd. and Kawasaki Heavy Industries, Ltd. as manufacturers of the engines, orders being placed with both firms for 2 units from each of them.
This adoption of the electronic-controlled MAN B&W ME type engine follows similar cases by "K"LINE for three 5,000-unit car carriers to be completed in 2005.
Merits from using this type engine include:

  1. Improvement in fuel consumption ratio and combustion condition at the time of part load
  2. Capability for reducing air pollutants that tend to be discharged during port entry/departure, containerships helping to display such capabilities to a more remarkable extent

It should also be reported that adopting the following specifications is in compliance with the "K"LINE Group's Environmental Policy of pursuing fulfillment of our company's social contributions through preservation of the earthly environment, including the seas:

  1. Minimum ballast ships
    We developed a new type of ship with minimum ballast that only needs ballast for control of position; taking a severer control on ballast water to minimize the transfer of non-indigenous aquatic creatures from one area to another.
  2. Allocation of fuel tanks in double-hull or on double-bottom
    1. Prevention of fuel oil spillage through holes in ship hull caused by collision
    2. Prevention by hydro-balance against oil spillage through holes in ship bottom resulting from grounding
  3. Large scale economizer of exhaust gas and turbo generator system
    Recycling energy of exhaust gas from a main engine into electricity, which works well in both saving energy and reducing emission of CO2
  4. Adoption of non-tar paints (including carcinogen-free) for all ships
    Ensuring less health threat to paint workers and crewmembers
  5. All machinery on deck powered by electric motors in place of oil pressure motors
    Prevention of oil being spilled on deck that can cause marine pollution
  6. Instruction to everyone concerned to be in possession of a Green Passport in which all hazardous substances onboard are listed
    In advance of law enforcement, we have started practicing part of the "Ship Recycle Guidelines" adopted December 2003 at the general assembly of IMO
  7. Adoption of refrigerant R404a with a zero coefficient of the Ozone layer depletion

In addition, we are determined to attach strategic importance to both reliability and safety rather than our new containerships just being of the largest size; hull structure design being based on analysis of ship model with large computerized calculators under a joint project between IHI MU and Nippon Kaiji Kyokai (ClassNK); (Notation) PrimeShip being granted when clearing the new standards for hull structure.
We have a strong intention to aim at even higher reliability and greater safety through acquirement of (Notation) PrimeShip.

In the end, we are firmly committed to steady continuation in the practice of a variety of measures for preservation of the environment on a global basis.

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