The Reederei Zürich AG (Zürich Shipping Ltd) ordered three standard bulk carriers in spring 2013 with the Japanese ship building group Tsuneishi Shipbuilding Co. Ltd. Fukuyama and Hiroshima, which operates also ship yards in China and the Philippines. The MAGIA, the first vessel was built according to the newly developed design TESS-58 AEROLINE at Tsuneishi Group (Zhoushan) Shipbuilding, Zhoushan, China. Zhoushan is a city on the Zhoushan-Islands, south of the mouth of the Yangtse River near Shanghai. A mighty suspension bridge leads from Ningbo on the mainland to Zhoushan.
On 31.03.2015 the MAGIA was delivered to her owners and the Swiss flag was hoisted (off. No: 214, call sign: HBLO, registered owner: Sextant Maritime AG, Zug). The name MAGIA is Latin and means Maienfeld, a small medieval town near Chur in the canton of Grisons. The complete crew of 22 persons comes from the Philippines.
The first two voyages went from China to Indonesia, where coal was loaded for India, then in ballast to Australia to load a cargo of grain for Lagos, Nigeria. The vessel sails worldwide and is engaged in a time charter.
SwissShips, BL, HPS, MB,July 2015
Additional Information and Stories
The MAGIA is the first ship for Reederei Zürich AG, built to the new, improved design TESS-58 AEROLINE. Basically constructed according to the well-proven design-typ TESS-58 (Tsuneishi Economical Standard Ship of 58'000 tonnes DWT), special emphasis was given to the air resistance of the ship.
The ship is divided into 5 cargo holds with 5 hatches and the total volume capacity is 72'087 m3. For cargo handling four cranes of 30 tonnes capacity are installed, each also provided with grab for bulk cargo handling. The MAGIA is classed with NKK, Nippon Kaiji Kyokai, the Japanese classification society.
The upper part of the bow and the slim superstructure with its slanted corners and half-round claddings are designed to reduce the air resistance and in conjunction with an optimised underwater hull, results in a reduced fuel consumption of approximately 4,0 tonnes per day, as compared with the older type. The main engine with the shaft generator engaged, consumes about 28,5 mt/day of heavy fuel, giving a speed of about 14,5 knots (the older vessels use slightly more then 32,0 tonnes per day).
The turbo chargers of the main engines take the air not anymore from the hot engine room, but the air is directly supplied from the outside. The air enters through air intake grids on the top of the starboard support pillar of the bridge wing and is ducted directly onto the turbo chargers. The theory says, cooler air increases the efficiency of the engine, but let's hope, that during rough sea and weather conditions not too much sea water enters the engine. The fuel is not laying in the double bottoms anymore, but is stored in upper wing tanks along cargo holds 4 and 5, additionally separated from the ship's side by ballast tanks.
On the bridge only electronical sea charts are used (ECDIS, Electronic Chart Display and Information System). No more paper charts are available on board, the charts are loaded-down via satellite and are always up to date. The mates do not anymore need to correct the charts in painstaking and time consuming work and the engineers lost a source of packing material. A voyage data recorder is located on the observation deck (monkey island), which can be salvaged similar to a black-box from an aircraft. On the latest vessel CURIA, the voyage data recorder would float-off automatically in case the ship is lost. It records all important navigation- and engine datas, as well as the talks on the bridge. To recuperate the box, it emits signals, similar to the black-box of an aircraft.
All seamen are accommodated in single cabins and have individual connections for E-mail and internet, as to today's standards one of the most important criteria for the well-being on board (according to a poll of the British seaman's unions).
SwissShips, BL, HPS, July 2015