Marine Engineering Progress in 1997 1. General

Bulletin of the M.E.S.J., Vol. 26, No.2

74 Marine Engineering Progress in 1997

Annual Review

Marine Engineering Progress in 1997

This report gives a summary of the major developments achieved in marine engineering technology in Japanand abroad in 1997 prepared by the Editors Committee of MESJ based on the manuscripts written by the chairmenand members of the research committees.

Each section gives an objective summary of researches, indicates the data showing the present technical leveland improvements in production and performance of marine equipments, and introduces new products worthy ofspecial attention.

In writing these articles, the authors specially intended to make only a very brief statement concerning advancesin the field of fundamental engineering, to make reference as much as possible to the previously published journalsof the related societies for research papers and technical informations, and to restrict the introduction of individualproducts and achievements only to the most representative ones.

The authors express their deep gratitude to the companies for providing them with informations required incompiling this summary.

Contents:1.General, 2. Diesel Engines, 3. Steam Turbines, 4. Gas Turbines and Turbochargers, 5. Boilers, 6. Shafting

System, 7. Auxiliary Machinery and Outfitting works, 8. Deck Machinery, 9. Fuels and Lubricating Oils, 10. NuclearShips, 11. Automatic Control, 12. Electronics Technology, 13. Electrical Equipment and System, 14. OceanEngineering Machinery and Offshore Structures

1. General

1.1 TrendIn the beginning of 1997 a big piece of the wrecked

vessel “MS NAKHODKA” reached just off the Japa-nese coast and astonished Japanese people. This figuredeeply impressed us and urged volunteer spirits to savethe marine lives from the spilled oil. Also this accidentmade ourselves to commence the discussion how toreduce the maritime distress. Nevertheless a lot ofaccidents are reported from all over the world and neverseem to cease. On the other hand Japanese people haverealized the fact that Japan is surrounded by the oceanwhere a lot of vessels are frequently going around andwe have reassured importance of the sea trade.

In the mid of 1997 deep depression of economiesin the south east Asian countries outburst. In thosecountries including Japan the depreciation of the cur-rency, market stagnation, trade contraction, share mar-ket shrinkage etc. were reported. We have already beenaware that the framework of the worldwide marinemarket are going flexible in these years. The crisis inthose countries added difficulty for future forecastingin marine field.

Looking through the articles published in the Jour-nal of MESJ we found that the study for reduction of theexhaust gas emission from the marine engines was the

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most remarkable topic. On the other hand severalmajor ocean developing facilities are constructed, con-structing or planned recently in Japanese Shipbuildersafter previous hard times of market shirinkage such ashuge scale of floating land base (Mega-float), floatingproduction and storage vessel (FPSO), oil rigs so on.

1.2 Order Results2)

The order results in Japan in 1997 was 410 shipsand 12,999,000 GT on the Ministry of Transport ship-building permission base (ships of 2,500 GT or aboveor of 90m or above in length). The results account for102% in the number of ships and 122% in GT, com-pared with the results in 1996. Domestic ships in-creased to double resulting in 533,000 GT, and ex-ported ships increased by about 20% resulting in12,466,000 GT, compared with those in 1996. Break-down by kind of ships shows that cargo ships decreasedby 7% resulting in 7,677,000 GT and oil tankers in-creased to double resulting in 5,295,000 GT.

1.3 Topics1.3.1 L.P.G. Carrier

The 35,418 cubic meter multipurpose L.P.G. Car-rier “BRUGGE VENTURE” was completed and deliv-ered to BLACKBREAD SHIPPING Ltd. in April 1997at Nagasaki Shipyard of Mitsubishi Heavy Industries

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Co. Ltd. The vessel has three independent prismaticcargo tanks which are allowed to load LPG (propane,butane), anhydrous ammonia, VCM, propylene, Buty-lene, Butadiene.

The vessel is directly propelled by one set of two-stroke cycle slow speed diesel engine.

1.3.2 Highly Advanced Training ships(1) The training ship “HIROSHIMA MARU” was

completed and delivered to Hiroshima MercantileMarine College in January 1997 at Kure Shipyardin Ishikawajima Harima Heavy Industries Co.,Ltd. This ship was planned to train sea men whowill be onboard the vessel in 21st century thereforeshe equips highly advanced navigational equip-ment and research equipment.The ships is propelled by the controllable pitchpropeller, driven by one set of four-stroke cyclemedium speed diesel engine.

(2) The training ship “SEIUN MARU” was com-pleted and delivered to Institute for Sea Training,Ministry of Transport in March 1997 at YokosukaShipyard in Sumitomo Heavy Industries Co., Ltd.This ship was designated to train and educate seamen who will be onboard the highly advanced andautomated vessel. Especially several means wereintroduced to reduce the noise and vibration inorder to serve the good training and educationalatmosphere on board.The ships is propelled by the controllable pitchpropeller, driven by one set of two-stroke cycleslow speed diesel engine.

1.3.3 High speed ferry(1) The high speed ferry, “UNICORN”, was com-

pleted and delivered to Higashi Nippon Ferry Co.,Ltd. In May 1997 at Shimonoseki Shipyard ofMitsubishi Heavy Industries Co., Ltd. The shipcruises at 35 knots in normal services and achieved42.4 knots at maximum speed. She is put intoshuttle service of about 155 km distance betweenAomori and Hakodate within 2 hours with carry-ing 423 passengers and 106 cars.The main propulsion is four sets of water jetrespectively driven by the one set of the high speeddiesel engine each of 8,840 ps output.

(2) The high speed ferry was completed and deliveredto Kumamoto Ferry Co. in March 1998 byIshikawajima Harima Heavy Industries Co., Ltd.She is the first car ferry which is applied theiroriginal SSTH (Super Slender Twin Hull) con-cept. She reduces cruising time to 30 minutes fromprevious one hour between Kumamoto and

Shimabara. She carries 430 passengers and 51cars in service speed of 31 knots by two maindiesel engines.

1.3.4 Deep Sea Research ShipThe research ship “KAIREI” was completed and

delivered to Japan Marine Science Technology Centerin March 1997 at Sakaide Shipyard of Kawasaki HeavyIndustries Co., Ltd. She engaged as the mother ship of“KAIKOU” which is underwater submergible un-manned cable vehicle (maximum depth over 10,000m).In order to efficiently assist the underwater work of“KAIKOU” she equips a lot of electronic instrumentsfor navigation, for positioning and for assisting under-water activities which information are connected eachother through LAN system. Especially the noise emit-ted into underwater prominently reduced.

The ship equips two sets of controllable pitchedpropeller, two main engines and two rudders by whichshe attained high maneuverbility.

1.3.5 Global Marine Research ShipThe research ship “MIRAI” was completed and

delivered to Japan Marine Science Technology Centerin September 1997 at Tokyo Shipyard of IshikawajimaHarima Heavy Industries Co., Ltd. and at NagasakiShipyard of Mitsubishi Heavy Industries Co., Ltd. Shewas converted to highly advanced maritime researchvessel from the nuclear-powered ship “MUTSU”.

The main propulsion is two electric motors drivenby the four main diesel generators. Using these affluentpower she can sail through rough ocean in high latitudeor icy sea near arctic region.

1.3.6 Experiment of Reduction of Emission fromMarine Diesel Engine

Shipbuilding Foundation Association announcedthat the experiment of the new facility for reducing theemission of exhaust gas from the marine diesel enginewas satisfactorily completed. This research was con-ducted by Kawasaki Heavy Industries Co., Ltd. intro-ducing this system on existing merchant vessel. Theresult confirms expected performance and durability ofthis new facility.

References1) Maritime Technology and Safety Bureau, Minis-

try of Transport, Annual summary of the Issue ofShip Construction Permits 1996

[Masaki NAKAMURA]



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2. Diesel Engines

2.1 Trend in the WorldAccording to the Annual Analysis by the maga-

zine The Motor Ship, the shipbuilding output in theworld in 1996 is 986 ships at 38,462,872 DWT, andincreased by 102 (11.5%) in number at 3,958,080 DWT(11.5%).

The total deadweight in Japan occupies 43.2%,and 80.8% of the world production is shared by the FarEast 4 countries including Japan and Korea ranking thesecond in the world (30.1%), China ranking the third(4.4%), and Taiwan raking the fifth (3.1%). Thebuilding output of Denmark, who ranked the third in theprevious year was decreased to 1/3, and retracted to theninth rank. (Table 2.1-1).

Though the increase in new shipbuilding in theworld is welcome, cyder tonnage is not being scrapped,expressing the anxiety for the excessive bottoms andthe drop of freightage.

Similarly, according to the statistics of the maga-zine The Motor Ship, the results of the total manufac-ture of diesel engines in the world in 1996 by themanufacturer are indicated in Tables 2.1-2~4, and 1080engines were mounted on 974 ships. The total produc-

tion in the world is 10,216,595 kW, and increased by14% compared with that of the previous year. In thelow speed diesel engines, MAN B&W engines occu-pies 64% of the whole engines, running ahead of thesecond-ranked Sulzer engines occupying 27.5%. Evenin the medium-speed engines, MAN B&W enginesranked the fourth in the previous year, jumped to the topwith its share of 19.2%, followed by Wartsila, Pielstick,MaK, and Sulzer whose share is 14.7~12.2% respec-tively.

Reorganization of the diesel engine manufactur-ing industry including merging of Caterpillar withMaK, and purchase of New Sulzer Diesel by Wartsilawas marked.

2.2 Domestic Trend by Statistics of Nippon KaijiKyokaiAccording to the statistics by Nippon Kaiji Kyokai,

385 newly-built ships were registered with NK class in1997, showing the increase by about 5% compared with365 ships in 1996. (Table 2.2-1) Among the totalnewly-built ships, 382 ships are equipped with dieselengines, and the total output is 2.44 x 106 kW (3.32 x106 PS), showing greater increase by 17% comparedwith 2.08 x 106 kW (2.83 x 106 PS) in 1996. This is

Table 2.1-1 Analysis of Shipbuilding Output by Countries (1996)

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Table 2.1-2 All Diesel Engines in the World (1996)

Table 2.1-3 Low speed Engines in the World (1996)

Table 2.1-4 Medium-Speed Engines in the World(1996)

Table 2.2-1 Output Classification of Main Engines Mounted on Newly-Classed Ships



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attributable to the fact that the engines from 7,353 kW(10,000 PS) to 14,706 kW (20,000 PS) class in outputper 2-stroke engine was greatly increased in number.

The rest of 3 ships are equipped with the steamturbine, with the total output of 59,100 kW (80,376 PS).

2.3 Studies at Ship Research InstituteEmission control from ships will be scheduled to

come into force on and after January 1,2000 becausethe Protocol to add the Annex specifying the air pollu-tion prevention to the International Convention for thePrevention of Pollution from Ships, 1973 as modifiedby the Protocol of 1978 relating thereto (MARPOL 73/78) was adopted by IMO (the International MaritimeOrganization). In addition, the engines for transport areregarded recently to be a problem as major source ofgeneration of CO2, N2O, etc., which are the substancesto cause the global warming effect, the Ship ResearchInstitute has been challenging the researches concern-ing reduction of harmful exhaust gas to be emitted frommarine engines in order to control the air pollution byships.

Studies in 1997:(1) A study on the effect of the fuel composition on the

harmful exhaust gasThe effect of the difference in the conditions ofoperating the engines and fuel properties on thecomposition of the harmful exhaust gas was stud-ied by changing the kind of fuel oil to be used in themedium-speed 4-cycle diesel engine for experi-mental use. As a result, the increase in N2O wasmore remarkable as the residual fuel containsmore sulfur. The emission characteristics of N2Oby the fuel are indicated in Fig. 2.3-1.

(2) A study on water emulsion fuel operationIn order to understand the problems in the fuelinjection system to be suitable for the water-emulsion fuel operation, the capacity of the fuelpump and the kind of the fuel valve were changedin the test engine, and the effect of the fuel injec-tion characteristics on the combustion by the wateremulsion fuel and the Nox reduction effect werestudied. As a result, promotion of atomization ofthe fuel by using the fuel valve of small nozzle holediameter was effective to improve the combus-tion, but the Nox reduction ratio at the same wateraddition ratio (the ratio of water to be mixed infuel) was reduced. Fig. 2.3-2 shows the emissioncharacteristics of Nox by the difference in thenozzle hole diameter of the fuel valve and thewater emulsion fuel.

(3) A study on deNOx equipment for marine useThe selective catalytic reduction system was in-stalled, and the reduction effect of Nox to variousoperational conditions was analyzed using the testengine, and the effectiveness to marine dieselengines was examined.

(4) A study on evaluation of harmful exhaust gas fromships and examination on the trendPursuant to the study in the previous year, theeffect of the operational condition of the ships andthe secular changes on the emission of the harmfulexhaust gas was examined through the measure-ment of exhaust gas on actual ships based on thejoint research with the Maritime Safety Agencyand the Institute for Sea Training.

Fig. 2.3-1 N2O Emission Characteristics by Fuel

Fig. 2.3-2 NOx Emission Characteristics by WaterEmulsion Fuel (difference by water ad-dition ratio and nozzle hole diameter)

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2.4 Development and Production by DomesticManufacturers

2.4.1 Akasaka Diesels Limited(1) New model and development in 1997

No new model was manufactured in 1997, but thetechnology to detect an abnormality in the cylin-der pressure and apply the result to the diagnosisby constantly monitoring the torque fluctuation(torsional angle) of the crank shaft was studied asthe abnormality diagnosis technology of the dieselengine.The torsional angle of the crank shaft was mea-sured by fitting a gear-type electromagnetic pick-up to fore and aft ends of the crank shaft of the 3-cylinder 4-cycle engine, and calculating the differ-ential phase in the signal of each sensor. (Refer toFig. 2.4.1-1)Fig. 2.4.1-2 and Fig. 2.4.1-3 show the torquepattern of each cylinder in the normal condition ofthe engine and the condition where the cylinderpressure was dropped in No. 1 cylinder. As shownin Fig. 2.4.1-3, the peak of the torque of No. 1cylinder was lower than that of other cylinders,and it can be clearly detected that the pressure inNo. 1 cylinder was dropped.Thus, by constantly monitoring the torsional angleof the crank shaft, the abnormality in the cylinderpressure can be checked.

(2) RENOLD Hi-Tec Elastic CouplingSeventy five RENOLD elastic couplings capableof ensuring the safe navigation without breakageof rubber, which has been manufactured since1995, were manufactured and delivered as of De-cember, 1997. At the beginning of the manufac-ture, the elastic coupling was sold at the HOLSETelastic coupling, and because HOLSET Companychanged its name to RENOLD Hi-Tec Company,and the product was renamed to RENOLD elasticcoupling on the market. Most of the products weredelivered to fishing boats, in addition to someproducts are equipped on the patrol boats, trainingships and cement carriers, with satisfaction ofmany customers.

(3) Engines manufactured in 19974-cycle engine 46 sets 118,200 PS2-cycle engine 43 sets 299,260 PS

Total 89 sets 417,460 PS

2.4.2 Kawasaki Heavy Industries, Ltd.(1) Engines developed in 1997 and technical topics

1) The engine of the latest specifications, KawasakiMAN B&W l0L80MC(Mk5) type (cylinderbore: 800 mm, stroke: 2,592 mm, number ofcylinders: 10, output: 46,700 PS, engine speed:

93 rpm) was completed as the main engine forthe container carrier, and the shop trial wascarried out in July, 1997. The crank shaft ofinequi-angular ignition type was employed onthis engine to control the engine vibration andthe hull vibration by reducing the guide forcemoment. To improve the slidability betweenthe cylinder liner and the piston ring, the high-top land piston with longer top land was adoptedin the piston crown.

Fig. 2.4.1-2 Torque Pattern of Each Cylinder

Fig. 2.4.1-1 Outline of Measuring Apparatus

Fig. 2.4.1-3 Torque Pattern of Each Cylinder



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2) The super-long stroke engine, Kawasaki MANB&W 6S50MC-C type engine, which is re-duced by about 10% in overall length, about 5%in height, and about 10% in weight, and in-creased by about 10% in output, compact in sizeand high in output, was developed, and itsassembly was started. The 6S46MC-C typeengine is the first model in the world, and thetype approval test by classification societieswas carried out in February, 1998. To achievehigh output with the compact engine, the noveldesign was adopted including the twin stay bolt,aluminum metal, deep cylinder cover, and thehigh-top land piston to secure the reliability, andat the same time, the roller guide housing wasintegrated with the cylinder frame, and the con-nection ratio was optimized to realize the com-pact structure.Table 2.4.2-1 indicates the main particulars of6S50MC-C engine, and 6S46MC-C engine, andFig. 2.4.2-1 shows the design philosophy ofMC-C type engine, and the major changes indesign from the existing engine S50MC.

Table 2.4.2-1 Principal Particulars of 6S50MC and6S46MC-C Type Engines

3) As a part of the studies on the air pollutionprevention from ships, the research was com-missioned from Association for Structural Im-provement of the Shipbuilding Industry, and theresearch and development of the new deNOxsystem for marine use has been implementedwith hydrocarbon as the reducing agent sincefiscal 1993.The fiscal 1997 is the final fiscal year of theresearch and development, and the test appara-tus was equipped on board the car carrier M/VOLYMPIAN HIGHWAY, which has been en-gaged in service, and the on-board test wascarried out using a part of the exhaust gas fromthe main engine, and the confirmatory test of theperformance and durability of the denitrationcatalyst was carried out. (Refer to Photos 2.4.2-1 and 2.4.2-2)

(2) Number and horsepower of main engines for ma-rine use

(3) Rationalization of Production FacilityTo cope with the increase of engines in number,the exclusive assembly line for the engines of 50cm class in cylinder bore was constructed. Thissystem is epoch-making in the assembly of heavyworks, where the engines up to 300 tons in weight

Photo 2.4.2-1 Test Apparatus

Photo 2.4.2-2 M/V OLYMPIAN HIGHWAY

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are assembled in the assembly-line system throughthe roller bearing. The assembly man-hour wasgreatly reduced, and the engine of the weightexceeding the crane capacity can be integratedlyshipped in this system. Twenty engines can beoperated annually on the existing one operationstand.

2.4.3 Kobe Diesel Co., Ltd.(1) New Model developed in 1997: nil(2) Annual results of manufacture

The following engines were manufactured in 1997.

2.4.4 Daihatsu Diesel Mfg. Co., Ltd.(1) New Model developed in 1997 1 Development of 12DK-36 type diesel engine

The photo of the general view and principal par-ticulars of the engine are indicated in Fig. 2.4.4-1and Table 2.4.4-1 respectively. The engine isequipped with V-type 12 cylinders, and developedfocusing on the excellent reliability, excellent du-rability, and great extension of the maintenanceinterval. The environmental maintenance in theengine room was also taken into consideration,achieving the remarkably low noise and vibrationlevel compared with those of the conventionalengines. The “product friendly to the earth” is thetarget of the company, and this low Nox engineclears the international standards on Nox emis-sion, and further, the fuel consumption is on thetop class for this category. This engine is the onewith the maximum output in the DK series havinga large number of experiences, and most suitablefor not only the main engine in the marine fieldwhich is the targeted market, but also for thegenerator engine for the electric propulsion shipwhich has been extensively talked about. Theengine can be served for the generator engine forthe normal service of 5MW class per engine in-tended for South-east Asia countries. In particu-lar, the output range can be freely selected bybeing provided together with the in-line type en-gine of the same bore in the electric propulsionship, and in addition, simplification can be made inthe aspect of controlling the spare parts because ofthe same bore.

2 Addition of 3-cylinder engine to DK-20 type se-riesAs for the DK-20 type engine, 6 and 8 cylinderengines were put on the market in 1993 as the first

model of the DK series, and the 5-cylinder enginewas put on the market in 1996. Recently, the smallauxiliary engine 3DK-20 type of 600 PS class wasdeveloped with the handy bulk carriers andPanamax bulk carriers as the target. The photo ofthe general view and the principal particulars ofthis engine are indicated in Fig. 2.4.4-2 and Table2.4.4-2 respectively.The engine is of 3-cylinder in-line type, copingwith the extensive range of output from 500 PS to1,740 PS with the same bore. The stable combus-tion with residual fuel can be realized through the3-cylinder design compared with 6, or 8 cylinderengines of the smaller cylinder bore with sameoutput. Excellent economy is realized by the lowfuel consumption and high efficiency.

(2) Annual results of manufactureThe following marine engines of not less than 100PS were manufactured in 1997.

Fig. 2.4.4-1 12DK-36

Table 2.4.4-1 Principal Particulars of 12DK-36Type Engine

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Main Auxiliary Totalengine engine

Number(sets) 40 474 514Output(PS) 77,550 479,520 557,070 (kW) 57,038 352,687 409,725

2.4.5 Diesel United, Ltd.(1) New Model developed in 19971 DU-Sulzer RTA58T Engine

Following the DU-Sulzer RTA48T-type enginecompleted in 1996, the DU-Sulzer RTA58T-type engine which had been developed as themain engine for medium to small bulk carriersand tankers was completed in February, 1997,and after the confirmatory tests for about 1month on the reliability and various perfor-mances were carried out, the engine was deliv-ered to the customer. The first model is the

7RTA58T 19,040 PS x 103 rpm, for the mainengine for the AFRAMAX tanker built by NKK.The development targets of the RTA58T typeengine are as follows based on the experienceswith the conventional RTA series engines, andthe particulars of the engine as the main enginemost suitable for the market requests were de-termined.

1) Output and engine speed optimum for theship planning

2) Realization of low fuel consumption and im-provement of the propeller efficiency by thesuper-long stroke

3) Excellent reliability4) Reduction in maintenance works5) Simplification of installation and outfitting

The principal particulars and the section ofthe DU-Sulzer RTA58T type engine are indi-cated in Table 2.4.5-1 and Fig. 2.4.5-1 respec-tively.

2 DU-Sulzer RTA96C EngineThe first model of the DU-Sulzer RTA96CEngine which had been developed as the dieselengine of the maximum output in the world forthe over-Panamax high-speed container carrier,was completed in March, 1997, and after theconfirmatory tests over about 3 months on thereliability and various performances, and theNox test were carried out, the engine was deliv-ered to the customer. The first engine is themain engine, 11RTA96C (55,300 kW x 100rpm), for the 6,214 TEU container carrier forNYK built by IHI, and the second engine is themain engine, 12RTA96C (65,880 kW x 100rpm(R1)), for the 6,674 TEU container carrierfor P&OCL built by IHI.The engine was developed focusing on security

Fig. 2.4.4-2 3DK-20

Table 2.4.4-2 Main Particulars of 3DK-20 TypeEngine

Table 2.4.5-1 Principal Particulars of DU-SulzerRTA58T/RTA96C Type Engines



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of the reliability which is dominantly requestedfor the main engine for the container carrier,following the design philosophy of the DU-Sulzer RTA84C type engine with many experi-ences as the main engines for container carriers.

The cylinder bore was increased than that of theRTA84C type engine for the purpose of highoutput, while the piston stroke was approxi-mately equal to that of the RTA 84C type engineto miniaturize the engine.

Fig. 2.4.5-1 Section of RTA58A Engine Fig. 2.4.5-2 Section of RTA96A Engine

Photo 2.4.5-1 General View of RTA96C Engine

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The principal particulars, the section, and thephoto of the general view of the RTA96C typeengine are indicated in Table 2.4.5-1, Fig. 2.4.5-2 and Photo 2.4.5-1 respectively.

(2) annual results of manufactureThe following engines were manufactured in 1997.

2.4.6 Niigata Engineering Co., Ltd.(1) Development of New Model1 28HLX

The engine was developed as the engine withthe specification of 280 mm in cylinder bore and6,750 kWm in maximum output, targeting theoutput of one class upward on the basis of theHX series engines with many experiences inengines for marine and land use.The engine is characterized in the high output,excellent performances, compact size and lightweight, and at the same time, excellent reliabil-ity simple structure and easy maintenance. Theprincipal particulars and the photo of the gen-eral view of the 16V28HLX type engine are

Fig. 2.4.6-1 Photo of General View of 16V28HLXType Engine

indicated in Table 2.4.6-1 and Fig. 2.4.6-1 re-spectively.

2 V34HLXThe highly efficient V34HLX engine with highoutput was developed as the latest model of themedium-speed engine HX•HLX series whichhas been proved to be excellent in reliability,and economical as the main engine for marineuse. The principal particulars and the photo ofthe general view of the 16V34HLX type engineare indicated in Table 2.4.6-2 and Fig. 2.4.6-2,respectively.

Table 2.4.6-1 Principal Particulars of 28HLX Type Engine

Fig. 2.4.6-2 Photo of General View of 16V34HLXType Engine

Table 2.4.6-2 Principal Particulars of V34HLXType Engine



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3 ZP-31CP type z-propellerThe ZP-31CP type Z-propeller of 1,544kW(2,100 PS) in the rated input horsepower andhaving the controllable pitch propeller (CPP)function, was developed based on the 360° full-turn, Z-type propulsion system of the fixed pitchpropeller (FPP) with many experiences. Be-cause it is the CPP, the power of the main enginecan be distributed to the drive of the fire-extin-guishing pumps, hydraulic pumps, generators,etc., in addition to the drive for the propulsionsystem, and the electric propulsion system ischaracterized in that the speed control of thedrive motor is unnecessary. The main particu-lars and the photo of the general view of the ZP-31CP type propulsion system are indicated inTable 2.4.6-3 and Fig. 2.4.6-3 respectively.

(2) Annual results of manufactureTable 2.4.6-4 indicates the total number of pro-duction of main engines, auxiliary engines, turbochargers, elastic couplings, Z-type propulsion sys-tems, and water-jet propulsion systems in 1997,and the total output of the main engines andauxiliary engines.

2.4.7 NKK Corporation(1) Annual results of manufacture

The NKK-SEMT-PIELSTIK engines for ship pro-pulsion manufactured by NKK in 1997 include 6PC2-6 type engines, 2 PC4-2 type engines, total-ing 8 sets and 197,600 PS.

2.4.8 The Hanshin Diesel Works, Ltd.(1) Development of New Model

Since the manufacture of Kawasaki MAN B&W2-cycle engine was commissioned by KawasakiHeavy Industries, Ltd. in 1986, this type of engineshave been manufactured.The 8L35MC engine of 7,040 PS was newlymanufactured in the MARK6 rating advancing the

Table 2.4.6-3 Principal Particulars of ZP-31CPPropulsion System

Fig. 2.4.6-3 Photo of General View of ZP-31CPPropulsion System

Table. 2.4.6-4 Results of Production in 1997 (Janu-ary to December)

line-up from the 4L35MC engine of 3,520 PS tothe 8L35MC engine.The principal particulars and the section of thenewly manufactured 8L35MC type engine areindicated in Table 2.4.8-1 and Fig. 2.4.8-1 respec-tively.

(2) Annual results of manufactureTotal number of manufactured engines:

99 sets (all for main engines)Total horsepower: 265,500 PS

(3) Related equipmentIn addition to the diesel engines, the followingcontrollable pitch propellers were developed asthe integrated manufacturer of the ship propulsionplants.Controllable pitch propeller: A115EN61 typeBrake horsepower and number of revolution:

6,800 PS x 190 rpmDiameter of propeller: 4,200 mm

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2.4.9 Hitachi Zosen Corporation(1) Development of New Model1 The first model of 12K90MC was completed in

October, 1997 as the main engine for the 6,600TEU container carrier. The principal particu-lars are indicated in Table 2.4.9-1. (Refer to thePhoto 2.4.9-1.) The engine aims at low wearand low lub. Oil consumption by the high strengthdual cast cylinder liner, the special profile work-ing of the internal surface of the liner, and theCPR top ring.To cope with the stringent request for the highefficiency and the low noise level of the turbocharger, the axial flow silencer was equipped onthe suction port of the turbo charger to clear theregulated value.

2 The first model of 8S50MC-C in the world wascompleted in October, 1997 as the main enginefor the refrigerated cargo ship.The engine is the first model of the new compactB&W engine S-MC-C series, and S/D wasincreased to 4.0 and the mean effective pressurewas increased to 19 bar to increase the output by10%, and the engine length was reduced by10%. The twin stay bolt is adopted as the newdesign to eliminate the effect of small deforma-tion of the main bearing part. The main bearing,the crank pin bearing and the crosshead bearing

In the controllable pitch propeller, the gear-shift-ing hydraulic pressure in increased to miniaturizethe gear-shifting device, and the assembled bladesof the propeller boss was adopted, and the lubrica-tion system is of the grease charge type.In the oil purifier, the LG3 and LG6 type filterswere developed as the filter for the engines usingmarine diesel oil and the filter for treating the drainfrom the stuffing box of the 2-cycle engine basedon the previously developed lubrication oil purify-ing device, and the FG10,20 and 30 type fine filtersfor fuel oil were developed for line-up.

機　関　形　式 8L35MC�

連続最大出力 PS 7040�

回　　　転　　　数 rpm 210�

シ　リ　ン　ダ　数 8�

シ　リ　ン　ダ　径 mm 350�

行　　　　　　程 mm 1050�

正味平均有効圧力 kgf/cm2 18.67�

平均ピストン速度 m/s 7.35�

シリンダ内最高圧力 kgf/cm2 148�

機　関　重　量 kgf 84000

Type of engineMaximum�

continuous output

Engine speed

Number of cylinders

Diameter of cylinder

Stroke

Brake mean�effective pressure

Mean piston speed

Maximum�cylinder pressure

Engine weight

Table 2.4.8-1

Fig. 2.4.8-1 Section of L35MC Engine

Photo 2.4.9-1 12K90MC Engine

Table 2.4.9-1 Main Particulars of 12K90MC

900 mm

74,640 BHP

18 bar

94 RPM

12Number of cylinders

Cylinder bore

Engine speed

Output

Mean effective pressure



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are of the aluminum shell bearing excellent inhigh temperature fatigue strength, and the reli-ability is improved by adopting the high top landpiston and the CPR ring in the combustionchamber.

(2) Annual results of manufacture* Total horsepower: 792,000 BHP* Total engines: 56 sets

2.4.10 Makita Corporation(1) Development of New Model

The first model of the low-speed 4-cycle L30Mengine which was developed by Makita, andadopted the hydraulic drive of the air intake/exhaust valve and the chain drive of the cam shaft,was mounted on the 2-engine 2-shaft car ferry, andthe continuous operation for 24 hours a day hasbeen implemented with satisfactory results. (Re-fer to Photo 2.4.10-1.)In the L31M test engine, the increase in the fuelconsumption was suppressed to 0%, and the con-centration of Nox generation was reduced by 25%in the Nox reduction test (by combination of thefuel injection timing delay with the increase in thecompression ratio) which was carried out in 1996.Aiming at the further Nox reduction with the sameengine, the fuel injection system provided with thepre-injection was researched and developed in thejoint research with the Japanese Marine Equip-ment Association as the subsidy business of TheNippon Foundation in 1997 fiscal year, and reduc-tion of the Nox generation concentration by 48%was successful.

(2) Annual results of manufacture* Main engines for marine use4-cycle engine 2 sets 2,600 PS2-cycle engine 38 sets 187,665 PS

Total 40 sets 190,265 PS

(3) Production FacilityThe horizontal machining center was introducedto improve the productivity in machining me-dium-sized works of the diesel engine.(Specifications of the horizontal machining cen-ter)* Type: HS6A* Capacity: Stroke X-axis 1.3 m

Y-axis 1.0 mZ-axis 1.0 m

ATC: 360 pieces (tool ID)APC: 6 surfaces

* Objective works: cylinder liner, guide shoe, crosshead pin, etc.

2.4.11 Matsui Iron Works Co., Ltd.(1) Development of New Model: nil.(2) Annual results of manufacture

* Total number of engines: 20 sets* Total output: 26,700 PS

2.4.12 Mitsui Engineering & Shipbuilding(1) Engines developed in 1997 (January to December)

The needs of the customers were met by increasingthe rating by the step-by-step increase in the maxi-mum engine speed and the brake mean effectivepressure while 14 years have passed since theMITSUI-MAN B&W long-stroke 6L60MC en-gine was developed in 1983.Reviews including the basic structure were per-formed taking advantage of the technical potentialand experiences obtained in the rating increase,and a novel S-MC-C engines have been developedin which novel ideas to break through the conven-tional common knowledge were employed every-where. The S-MC-C engine was developed as thecompact engine of the next generation where theweight is reduced by 10%, the length is reduced by10%, and the output is increased by 10% irrespec-tive of longer stroke. The principal particulars areindicated in Table 2.4.12-1. The first S-MC-Cmodel of the 6S50MC-C engine (cylinder bore:500 mm, piston stroke: 2,000 mm, mean effective

Photo 2.4.10-1 Car Ferry in Service Loading 2 setsof L30M

Table 2.4.12-1 Principal Particulars of S-MC-C

October 1998

Annual Review 89

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pressure: 19 bar, number of cylinders: 6, andoutput: 12,670 PS) was completed at TamanoWorks of MES in April, 1997. The photo of thegeneral view, the section, and the shop test perfor-mance curves of the engine are indicated in Photo2.4.12-1, Fig. 2.4.12-1, and Fig. 2.4.12-2, respec-tively. The engine was delivered to a Germanshipyard as an exported one. The first model of the12K50MC engine (cylinder bore: 500 mm, pistonstroke: 1,370 mm, mean effective pressure: 18 bar,and output: 16,100 kw) of higher speed and shorterstroke K50MC, was completed in October, 1997.The engine was exported to Malaysia as the primemover for the generator.

(2) Items related to Nox reductionThe protocol regarding the air pollution preven-tion from ships was adopted at the Conferenceheld at Head Quarter of IMO (London) in Septem-ber, 1997. As for the nitrogen oxide (NOx), theobject is the diesel engine of not less than 130 kWin output which will be mounted on the ship to bebuilt on and after January 1,2000, or the majorconversion of which will be performed on andafter the same day. MES has achieved the mea-sures to reduce NOx in which the NOx limit by theIMO is cleared and the economy and reliability are

Photo 2.4.12-1 General View of 6S50MC-C

Fig. 2.4.12-1 Section of S50MC-C Engine

Fig. 2.4.12-2 Performance Curve (ISO Condition)



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not damaged on the actual ship together with thelicenser. The NOx regulation by the IMO is basi-cally coped with the Low NOx Atomizer. MESapplied the NOx measures for the first time to twosets of the main engine 7S50MC (9,635 kW x 123rpm) for the shuttle tanker to be built by TsuneishiShipyard and delivered to UGLAND Company,and carried out the shop trial of the main engine.Under the presence of DNV class surveyor, theNOx emission of 12.3 g/Kwh was measured, whichis below the limit of 17 g/kWh in E3 cycle, and theCertificate on Compliance with NOx regulationwas issued. The ship is operated in a mode so asto comply with the IMO regulation. When theNOx reduction by over 30% is required, wateremulsion is adopted, and this system has beensufficiently experienced with the shore-basedpower generating plants, presenting no problems.

(3) Annual results of manufacture 1) Number of production and output of marine

diesel engines (not less than 100 PS) in 1997* Low-speed diesel engines (including single

exported engines): 98 sets, 1,815,830 PS

* Medium-speed diesel engines: 3 sets, 14,010 PS

2) The Mitsui-MAN B&W NA turbo charger ismounted on S, K, L-MC engines, and 75 setswere manufactured in 1997. The models ofproduction are three kinds, including NA70, 57and 48.

2.4.13 Mitsubishi Heavy Industries, Ltd. (large en-gines)

(1) Engines developed in 1997MHI has autonomously developed the UEC en-gine which is a large low-speed 2-cycle enginesince 1955.

Now, the line-up of the UEC-LSII of series en-gines is reinforced, and at the same time, develop-ment of the UEC52LSE type engine is underwayas the latest one.In 1997, development and design of the UEC37LSIIto cover the intermediate range between the devel-oped UEC33LSII and UEC43LSIIwas completedas the line-up reinforcement. The developmentenables the flexibility by the UEC-LSII seriesengine for the planning needs of diversified kindsof small ships, and, in particular, extensive de-mand on UEC37LSII is expected around the mainengine for ships engaged in domestic waters.The UEC52LSE type engine whose developmentis just started is designed for higher output andminiaturization compared with the LSII type en-gine, and has the top level specifications as thelarge low-speed 2-cycle engine of 19 bar in brakemean effective pressure and 8.5 m/s in mean pistonspeed.Principal particulars, the output range map, andthe section of the UEC-LSII type engine and theUEC52LSE type engine are indicated in Table2.4.13-1, Fig. 2.4.13-1, and Fig. 2.4.13-2, respec-tively.On the other hand, as the Mitubishi-Sulzer engine,the first model of 7RTA58T engine which is thelatest model was completed in December, 1997,and the 12RTA84C-UG type engines as the mainengine for large high-speed container carriers havebeen continuously manufactured.

(2) Annual results of manufacture* Main engine for marine use:

Large engine: 38 sets 1,069,210 PSMedium/small engine:

7,546 sets 4,068,250 PS* Auxiliary engine for marine use:

1,598 sets 834,630 PS

Table 2.4.13-1 Principal Particulars of UEC-LSII Type Engine

October 1998

Annual Review 91

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Fig. 2.4.13-1 Output Range Map of UEC-LSII/LSE Type Engine

ber, 1997 by Yanmar are roughly as follows. Thefollowing two models were developed as the mainengines for medium to small fishing boats.

1) 6KY-ET EngineThe engine was developed on the concept of theengine easy to handle, light in weight, andcompact in size as the main engine for mediumto small fishing boats. In the engine, improve-ment of the torque characteristics at the mediumto low speed, clean exhaust gas, great reductionin fuel consumption, and rapid acceleration wererealized by employing the twin turbo and thespecial combustion system.The principal particulars and the photo of thegeneral view are indicated in Table 2.4.14-1 andFig. 2.4.14-1, respectively.

2) 6LX-GT EngineThe 6LX-GT engine was developed as a part ofthe lightweight, compact and high-output dieselengine GT series as the main engine for mediumto small fishing boats. In the engine, the high-pressure injection was realized by employing

Fig. 2.4.13-2 Section of UEC52LSE Engine

Table 2.4.14-1

2.4.14 Yanmar Diesel Engine Co., Ltd.(1) Engines developed in 1997

Newly developed main engines and auxiliary en-gines for marine use between January and Decem-



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Fig. 2.4.14-1 6KY-ET Engine

the Yanmar-original unit injector, and the stablecombustion performance in the range from thelow speed to the high speed was obtained throughthe optimum matching with the combustionchamber. Importance is attached to the dailyservice and maintenance performance, and it istaken into consideration that every equipmentnecessary for examination is arranged on thesteering side.The principal particulars and the photo of thegeneral view are indicated in Table 2.4.14-2 andFig. 2.4.14-2, respectively.For the purpose of the series expansion of the6N21 type engine developed in 1996, the 8N21type engine was developed as the main engine,

Table 2.4.14-2

Fig. 2.4.14-2 6LX-GT Engine

the auxiliary engine for generators for marineuse capable of coping with low fuel consump-tion, low air pollution, and residual fuel.The principal particulars and section of theengine are indicated in Table 2.4.14-3 and Fig.2.4.14-3, respectively.

(2) Annual results of manufacture in 1997

[Yoshisuke HAMAMOTO]

Fig. 2.4.14-3

Table 2.4.14-3 Principal Particulars of 8N21Engine

October 1998

Annual Review 93

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3. Steam Turbines

3.1 Marine Propulsion TurbineThe main propulsion turbines completed and ac-

ceptance-tested at factory in 1997 in Japan numberedfive in total, including four turned out by MitsubishiHeavy Industries, Ltd. (two 26,800 kW machines andone each of 28,7000 kW and 5,500 kW machines) andone turned out by Kawasaki Heavy Industries, Ltd.(one 29,400 kW machine).

Also, two LNGCc built by Mitsubishi HeavyIndustries, Ltd. and Kawasaki Heavy Industries, Ltd.for the Qatar LNG Project and powered by main pro-pulsion turbines of Mitsubishi Heavy Industries manu-facture and a ship built by Atlantique, France, forPetronas Marine and powered by the main propulsionturbine of Kawasaki Heavy Industries manufacturewere commissioned in service, respectively, in 1997.

The main propulsion turbine for LNGC applica-tion is expected to remain in brisk demand in the future.Considering the environmental problems, however, theimproved turbine plant operating efficiency for greatersaving in energy consumption, etc., which are thechallenges to be met hence-forth.

3.2 Auxiliary TurbineThe marine auxiliary turbines, manufactured by

Mitsubishi Heavy Industries, Ltd. and Shinko Indus-tries, Ltd. in Japan, include the generator, cargo oilpump, and ballast pump turbines.

In 1997, 15 generator turbines were manufacturedby Mitsubishi Heavy Industries, Ltd. and four by ShinkoIndustries, Ltd. Those manufactured by MitsubishiHeavy Industries, Ltd. were mostly for installation inLNGCs.

The cargo oil pump and ballast pump turbinesmanufactured in 1997 numbered 209 in total, of which33 were turned out by Mitsubishi Heavy Industries,Ltd. and 176 by Shinko Industries, Ltd.

The world’s oil tankers have now reached thestage of replacement causing the rise in demand forcargo oil pump and ballast pump turbines. Businessinquiries about these auxiliary turbines are brisk, andthe prospect is good that the turbine manufacturingactivities will continue at a high level henceforth.

The demand for generator turbines for LNGCapplication also is expected to remain strong hereafter.

South Korea at present is in so great an economicbind that its LNGC building projects must be seriouslyaffected with consequent impact on the manufacturingof marine propulsion and auxiliary turbines in thePacific Asian region. The country’s economic situa-tion, therefore, warrants careful attention for some timeto come

[Yasunori TASHIMA]

4. Gas Turbines and Turbochargers

4.1 Gas TurbinesThe operational results of the aero-derivative gas

turbines have been increased as the main engine formarine use in naval vessels and high-speed ships takingadvantage of its characteristics.

The number of naval vessels on which gas turbinesare installed in Japan totals 46 as of the end of 1997including those under construction or planning, and thenumber of gas turbines exceeds 190 sets including thespare engines.

The naval vessels which entered in service in 1997was “Murasame” type DD class escort vessel (built byMES) which was ordered in 1992 fiscal year, in which2 sets of the LM2500 gas turbine by GE in US (16,500PS, manufactured by IHI) and the SMIC gas turbine byRR in UK (13,500 PS, manufactured by KHI) areinstalled with twin shaft COGAG (Combined Gasturbine And Gas turbine) system.

In 1997, one “Murasame” type DD vessel (to bebuilt by Hitachi Zosen, and delivered in March, 2001)was contracted.

As for the gas turbine for on-board generators, theM1A-25 (1,500 kW) gas turbine developed by KHIitself and the 501-K34 gas turbine by Allison in US(2,500 kW manufactured by IHI) are the main streamnow.

Three sets of M1A-25 were installed on two“Murasame” type DD vessels, and total 6 sets are inservice and 15 sets will be installed on the succeedingfive DD vessels. Three sets of 501-K34 were installedon three “Kongo” type DDG class escort vessels, andtotal, 9 sets are in service and 3 sets will be installed onthe succeeding DDG vessel.

As for the high-speed ships for commercial use inJapan 15 water-jet propelled hydrofoils (Jet Foil) with2 sets of 501-KF(3,800 PS) gas turbine by Allison havebeen built by KHI, and entered in service.

One of the scaled model ships for the next-genera-tion super-high speed cargo ship “Techno Super Linear(TSL)”, Hisho with air-cushion type hybrid supporthull (TSL-A) was converted to the disaster relief shipand entered in service. 2 sets of MFT-8 gas turbinesdeveloped by MHI as the propulsion engine (28,000PS, with the gas generator by TPM in Canada), and 1 setof TF40 gas turbine (2,000 SHP) by Textron Lycomingin US were installed in the “Hisho”.

In the trend of the novel technology on the marinegas turbine, the “Technical Research Association ofSuper Marine Gas Turbine” comprising 5 Japanese gasturbine manufacturers was established. The Associa-tion will develop the gas turbine for marine propulsion(2,500 kW class) in which the amount of NOx is about1/10 compared with the existing diesel engines and the



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fuel consumption is approximately equal to that thereoffrom 1997 to 2002.

The Intercooled and Recuperated cycle (ICR) gasturbine WR-21 (22,000 kW class) in which the aeroRB211 engine by RR is applied as the base engine, hasbeen developed overseas under the contract with theUS Navy (Royal and French navies are also partici-pated). Fig. 4.1-1 shows the structure of WR-21. Thetest for the development engine has been conducted atthe test house in Royal Navy, and the endurance test for500 hours was completed in 1997.

[Takafumi NAKAGAWA]

4.2 TurbochargersThe situation in 1997 of domestic turbocharger

manufacturer is summarized below.Ishikawajima-Harima Heavy Industries Co., Ltd.

produced 1,161 units of VTR type turbochargers withaxial turbine. It includes 64 units of VTR4D series,which was designed for higher-pressure applicationthan conventional VTR4E and 4 units of VTR4P series,which can be adopted for compressor pressure ratio upto 4. The required compressor pressure ratio for domes-tic diesel engine is gradually increasing similar to atendency of the European engine builders.Ishikawajima-Harima Heavy Industries Co., Ltd. alsoproduced 1,636 units of RU and RH3 type turbocharg-ers with radial turbine, which are about 20% larger thanthe production record of 1996. Especially the produc-tion of high efficiency type turbocharger RH3 is in-creased.

Mitsubishi Heavy Industries Co., Ltd. produced499 units of MET type turbochargers. 33 units wereMET-SE series, i.e. MET83SE, MET66SE andMET45SE, which can be adopted for higher-pressure

application than conventional MET-SD series. 14 unitsout of total 33 were applied for stationary power gener-ating plants. The production of MET-SE series will beincreased in the future. It is remarkable that an order for8 units of MET42SH for the stationary power generat-ing plant with compressor pressure ratio of 4 is placed.The contribution of the paper, “An Outline Review ofMET Turbocharger Design Features and Improve-ments Achieved for User-Friendliness”, was made forthe 2nd Symposium on Marine Propulsion System,Athens.

Mitsui Engineering & Shipbuilding Co., Ltd. pro-duced 75 units of NA 70, NA57 and NA48 turbocharg-ers. The numbers of new turbocharger type NA70/T9,NA57/T9 and NA48/S are 12, 13 and 1 unit respec-tively. The production of high efficiency and high-pressure turbocharger is increasing on the market de-mand of high power rate of the diesel engines.

The lifetime of the compressor wheel made ofaluminum alloy is a topic under the severe runningconditions such as high peripheral speed and highsuction air temperature. The investigation on aerody-namic design and/or the material of the compressorwheel might be necessary.

Kawasaki Heavy Industries Co., Ltd. produced 40units of NA70, NA57, and NA48 turbochargers. Thenew turbocharger type NA70/T9, NA57/T9 and NA48/S have the majority of the production and the numbersare 15, 8 and 16 units respectively.

Niigata Engineering Co., Ltd. produced 340 unitsof turbochargers, including 310 units of NR/R, 2 unitsof NA/T and 3 units of NR/S. The production of highefficiency and high-pressure turbocharger NR/S withradial turbine will be increased.

[Takashi AKITA]

Fig. 4.1-1 Structure of ICR Gas Turbine WR-21

October 1998

Annual Review 95

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5. Boilers

5.1 GeneralThe number of production of boilers for marine

use has been gradually increased since 1995, and 475boilers were produced in 1997, which was about 123%compared with that in 1996.

In the technological aspect, researches and devel-opments have been advanced in miniaturization of theboiler combustion chamber, energy saving, exclusiveand mixed combustion of gas/heavy oil including thegas fired auxiliary boiler, and countermeasures for theair pollution by NOx, SOx, etc., and examination on themonitoring system of the auxiliary boiler/exhaust gaseconomizer.

5.2 Number of ProductionFig. 5.1 and Fig. 5.2 show the production of boilers

for marine use during 10 years since 1988 which aresummarized in “Statistics of Products in Marine Indus-try” by the Ministry of Transport.

Fig. 5.1 shows the number of production of boilers

by the kind, and the number has been on the same trendfor these several years.

Fig. 5.2 shows the weight of production to thenumber of production of the boilers, and the weightstatistics shows the trend that the boilers have beenincreased in size since 1995.

5.3 Major Trend5.3.1 Main Boiler

Two sets of main boilers 17T/H and 2 sets ofboilers of 68T/H for LNG carriers were manufacturedby MHI, 4 sets of boilers of 54 T/H were manufacturedby MES, and 2 sets of boilers of 68T/H were manufac-tured by KHI, and total 10 boilers were delivered. MHIreceived orders of 2 sets of 21 T/H boilers, 2 sets of 44T/H boilers, 8 sets of 68 T/H boilers, KHI receivedorders of 10 sets of 68 T/H boilers, and totaling 22boilers. Boilers for LNG carriers are delivered toKorean shipbuilders and Qatar Project.

Demands on the main boilers for LNG carriers willbe expected.

5.3.2 Auxiliary BoilerTwo hundred and seventeen sets of auxiliary boil-

ers were manufactured in 1997, and 170 sets of com-posite boilers were manufactured. Fig. 5.3 shows thenumber of production and the orders received of mainand auxiliary boilers by 8 boiler manufacturers in 1997with reference to the boiler capacity. On the whole,both the number of production and the orders receivedare on the increase, and the orders received of auxiliaryboilers of medium to large capacity was increased byabout 155% compared with those in 1996 supported bythe demands on tankers are increased.

Fig. 5.4 shows the summary of the number ofproduction and orders received of the composite boil-ers, and the number of production and orders receivedFig. 5.1 Boiler Production by Annual Report of

Marine Industrial Statistics

Fig. 5.2 Boiler Production by Annual Report ofMarine Industrial Statistics

Fig. 5.3 Production and Orders Received of Mainand Auxiliary Boilers in 1997 Fiscal Year



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of the composite boilers of 1-2 T/H class are increasedby about 110% compared with those in 1996 on thewhole.

No specially new technologies were developed inthe field of the auxiliary boiler, and the Sub Committeeon Boilers of the Energy System Committee, succes-sively to 1996, achieved the questionnaire survey forship builders and shipping companies on the monitor-ing system of the auxiliary boiler/exhaust gas econo-mizer for marine use, and the future monitoring systemis summarized based on these results.

5.3.3 Exhaust Gas EconomizerEighty eight sets of exhaust gas economizer were

manufactured in 1997, which is about 120% comparedwith those in 1996. In particular, the number of exhaustgas economizers of 2.1-3 T/H class was increased from13 to 36 supported by the demands on tankers, showinggreat increase by about 270%.

Fig. 5.5 shows the number of production and theorders received of exhaust gas economizers by 8 boilermanufacturers with reference to the boiler capacity.

As for large exhaust gas economizers of forced

circulation type for turbo-generators (T/G) which havebeen employed in VLCCs, container carriers, etc.,opportunities of employment have been reduced com-pared with the previous year from the aspect of theeconomy.

[Takashi KURIMOTO]

6. Shafting System

No remarkable advances were achieved in 1997except that a large propeller was employed in 5,700TEU container carrier. Among high-speed crafts, shipsfor government and municipal offices, and ships en-gaged in domestic waters, there were some topicsincluding the water-jet propulsion system employed inthe super high-speed mono-hull or twin-hull crafts, theturning CPP equipment mounted on a fire-fightingship, and the turning CRP announced as a new technol-ogy. Their outlines are introduced below.

IHI, MHI and MES built large container carriers of5,700 TEU type which are the largest class in Japan, andthe first ship was delivered in October, 1997 at KureShipyard of IHI. The propeller employed on this shipis of 6-blade type, φ8,750 mm in diameter, and 81 tonsin weight.

The main particulars are as follows.1)

LOA × B × D: 299.9 m × 40.0 m × 23.9 mGross tonnage: 75,637 tonsMain engine: Low speed diesel engine53,300 kW × 94 rpm

IHI announced the turning type Contra-RotatingPropeller System “IHI CRP-DUCK” as a novel propul-sion system of cargo ships and tankers engaged indomestic waters, and started the sale. (Fig. 6.1)2) Themain particulars of the propulsion system for ships of499-749 GT are as follows.

Rated output: 1,330 kWRated input number of revolution: 750 rpmNumber of revolution of propeller: 225 rpmForward propeller: 4-blade × φ2,510 mmRear propeller: 5-blade × φ2,200 mmAdvantages including the energy-saving effect

over 10%, improvement in the turning performance,reduction in hull vibration, and contribution to reduc-tion in the engine room space are created as a result offitting the propulsion system.

MHI delivered the mono-hull type high-speed carferry “UNICON” which is highest in speed in Japan atthe end of May, 1997, and the ship, as a car ferry, isengaged in the route between Hakodate and Aomori in2 hours. The propulsion system of the ship employed4-drive and 4-shaft system in which the main engine,the gear, and the water-jet was combined, and thewater-jet system (Fig. 6.2) is equipped with the steering

Fig. 5.4 Production and Orders Received of Com-posite Boilers in 1997 Fiscal Year

Fig. 5.5 Production and Orders Received of Ex-haust Gas Economizer in 1997 Fiscal Year

October 1998

Annual Review 97

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system and the contra-rotating system for four shafts,enabling the operation such as 4-shaft parallel and 2-shaft parallel.

The main particulars are as follows.3)

LOA × B × D: abt. 101 m × 14.9 m × 10.3 mGross tonnage: 1,498 tonsService speed: 35 knotsMain engine: Medium speed diesel engine8,840 PS × 1,275 rpm × 4 setsWater-jet pump: Single stage, axial flow type

× 4 setsReduction gear:Planetary gear type reduc-

tion gear × 4 setsTwo sets of CPP, 360°-turning type thrusters manu-

factured by KHI were employed as the propulsionsystem of the fire-fighting ship “HIRYU” 4) of Mari-time Safety Agency built by NKK (delivered in De-cember, 1997). The system was mounted on the shipowned by the Maritime Safety Agency for the firsttime, and demonstrates its capacity of the transverse

movement and the steering performance at the site,facilitates the operation for arriving at and leaving theterminal, enables the fine-controlled operation includ-ing the ship positioning while spraying the water in thefire-fighting activities, and remarkably improves theoperational performance. The main particulars are asfollows.

LOA × B × D: 35.0 m × 12.2 m × 5.5 mGross tonnage: 280 tonsMain engine: Diesel engine2,000 PS × 2 setsTurning-type controllable pitch propeller:

2 setsThe swing-up type turning propulsion system de-

veloped by KHI was employed in the self-propelledbarge of Honshu-Shikoku Bridge Authority also in1997 following the first system employed in 1995, andplays an active part as the thruster for special use.

Hitachi Zosen delivered the wave-piercer type carferry “SEA BIRD” completely made of aluminumalloy and 60 m in length which was intended forCorporation for Aduanced Transport & Technologyand Yasuda Ocean Vessel Co., Ltd., and the car ferry isnow engaged in the service between Nagasaki andKushikino. The shafting system is 4-engine, 4-shaftsystem, and the length of the shafting system on theinner side is different from that on the outer side due tothe arrangement of the main engine. The flexiblecoupling of lamination plate type is arranged betweenthe water jet pump (Fig. 6.3) and the intermediate shaft,and the intermediate shaft and the main engine respec-tively to eliminate the effect by the deformation of thehull, and the two-split type roller bearing which iscommonly used as the bulkhead seal and the bearing isequipped in the bulkhead part. The roller bearing oftwo-split type is employed in every intermediate bear-ing. The intermediate shaft is of hollow structure where

Fig. 6.1 IHI CRP-DUCK

Fig. 6.2 Propulsion system of UNICON

Fig. 6.3 Propulsion system of SEA BIRD



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the hollow ratio = 0.67 for the weight reduction.5) Themain particulars are as follows.

LOA × B × D: abt. 62 m × 15.4 m × 10.8 mGross tonnage: 835 tonsMain engine: High-speed diesel engine2,023 kW × 1,950 rpm × 4 setsPropulsion system: Water-jet propulsion sys-

tem × 4 setsThe TSL test ship “HISHO” was remodeled to the

disaster measures ship “KIBO” by MHI. (The remod-eling work was completed in March, 1997.)6) Becausethe accommodation structure was mounted during theremodeling, the shafting system was re-aligned. Thiswork can be a topic of the shafting system.

References

1) Ship of the World (Feb. 1998)2) Horiuchi, Ishikawajima-Harima Engineering Re-

view, 37-5 (Sep. 1997), 4083) Fune-No-Kagaku, 50 (Aug. 1997), 284) Ship of the World (Mar. 1998), 1205) Kodansen, 327 (May 1997), 316) Fune-No-Kagaku, 50 (Dec. 1997), 49

[Keiichi NITTA]

7. Auxiliary Machinery andOutfitting Works

In the section of auxiliary machinery & outfittingworks in 1997, the apparatus concerning to the refrig-eration and cold storage, the attitude control system ofships, the engine room operator assisting system forships and so on were developed and studied.

The further details of there are as follows.

7.1 Development of the Diagnosis System for theRefrigeration Compressor1)

Mayekawa Mfg. Co., Ltd. Developed the diagno-sis system named “COCO” for the refrigerator in 1991.Then they had many achievements on subjects of theforeseeing diagnosis. In 1997 they have developed thesimplified diagnosis system named “mini-COCO” forthe refrigeration compressor. This system can bemounted on the refrigerator easily and diagnose it at alltimes and continuously.

This system consists of the acceleration transducerand the circuit board. When the former is attached onthe refrigeration compressor and the latter is suppliedelectric power source, the system starts to diagnose therunning operation of the compressor and generated theD.C. voltage as the diagnosis results at the outputterminals on the board. The output result shows not

only whether the compressor is good or bad, but also theextent of its trouble by the analogous voltage value(D.C. 1~5V). The system can analyze the vibrationwave from the acceleration transducer by the centralprocessing unit on the circuit board, decide the rotationtrouble of the compressor rotor according to the rule ofthe company and produce the output result. By makinga continuous observation of the D. C. voltage which isgenerated as the diagnosis results every 4 minutes, wecan know the appropriate time of an overhaul of thecompressor. By setting the limit value of the voltage,we can light a warning lamp, ring a warning buzzer orstop the compressor (the operation of the refrigerator).

This system is applied to the only use of the singlescrew compressor made by Mayekawa Mfg. Co., Ltd.The compressor must be used on shore and driven by anelectric motor. In future, if such a system would bedeveloped for marine and general use, the operators ofships will be able to do adequate maintenance of therefrigeration compressor and not experience a suddentrouble of the refrigerator at sea.

7.2 Development of the Frosting Control SystemAFC-800 for the Refrigerating Room2)

Protect Co., Ltd. (now AMEFREC Co., Ltd.) hasdeveloped the frosting control system AFC-800 for therefrigerating room. Please refer to Fig. 7.1. If this unitwould be installed in the refrigerating room, it will beable to prevent loading of the cooling coils by the frost,reduce the time and numbers of defrosting an influenceof the frost to the articles in the room, and increase thecooling efficiency remarkably.

AFC-800 consists of some oxide magnetic ce-ramic plated (ferrite plates). The plates are composedof an iron oxide as the main ingredient and severalmetal oxides. These plates absorb the VHF and UHFelectric waves in the air and produce the voltage differ-ence of 0.076 mV to the air. And the plates adsorb the2H2O which are floating in the air and cause the frost,remove the electrons of the 2H2O and prevent themicroscopic 2H2O from growing crystals (= the frost).

The field test was carried out in the actual refrig-eration utility; its room temperature was –25°C androom volume was about 170m3, the numbers of defrost-ing was 6 times per day, the time of defrosting was 30minutes every defrosting, the operation ratio of therefrigerator was about 60% and the work of defrostingby men needs 1 time per month in winter and 2~3 timesper month in summer. As a result passing only 13 daysafter setting AFC-800 in the room, the numbers ofdefrosting decreased to 2 times per day, the time ofdefrosting decreased to 15 minutes every defrosting,the operation ratio of the refrigerator decreased to about

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50%. Also the work of defrosting by men did not needonly one tome after setting this unit.

As these effects can be expected, there are manyachievements of adopting this unit in the refrigerationutility on shore. We want to apply this unit to themaritime refrigeration utility after this. If it would beso, the work of defrosting will decrease and an accidentof slipping and falling on the icy floor will not happen.

7.3 Development of the Ammonia Absorption Re-frigerators3)

Recently, the destruction of the Ozone layer andthe green house effect are becoming global environ-mental problems. As a result, not only the use offluorine-containing alternative refrigerant but also theuse of ammonia as a coolant is considered again.Because the Ozone Destruction Performance and theGlobal Warming Potential by ammonia is zero.

In response to this, an ammonia absorption typerefrigerator with a plate-fin heat exchanger has beendeveloped for very low temperature. Hitachi ZosenCorporation developed this system in corporation withOsaka Gas Co., Ltd. And Sumitomo Precision ProductsCo., Ltd. This system is similar to the previous absorp-tion type refrigerator with ammonia as a coolant andwater as an absorbent. As shown in Fig. 7.2, this systemalmostly consists of only heat exchangers. By adoptingthe plate-fin type heat exchanger whose volume per aunit of heat transfer area is about one-tenth of one of theshell and tube type heat exchangers, the system be-comes compact and very small extremely. The range ofthe refrigeration temperature is –20°C~–50°C. Thissystem is designed and made in safety against ammonia

of an inflammable and poisonous gas.In this development, the steam heating 20 USRT

demonstration machine was manufactured; the USRTmeans the United State Refrigeration Tonnage and 1USRT = 3024 kcal/h ≅ 3.517 kW, and the severalperformance tests for 10 days or more and the long termcontinuous running test for 1500 hours are carried out.As a result, the COP (Coefficient of Operation Perfor-mance) reached 0.4, the planned critical value anddurability were confirmed on condition that the coolingwater temperature was 32°C and the refrigerating ca-pacity was 20 USRT. Furthermore, the design stan-dardization was completed, the 100RT, 50RT and20RT typed models of an ammonia absorption refrig-erator which had a plate-fin heat exchanger, weremanufactured compactly as shown in Fig. 7.3. Forexample, on the 20RT typed model, the dimension of

Fig. 7.1 Shape and Specification of AFC-800

Fig. 7.2 Flow Diagram



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which is 3 m long, 1.6 m wide and 3.1 m high, we canget the refrigerating system with 20 USRT and COP =0.4 on condition that the heating source is steam of 9atmospheric pressure and cooling water temperature is30°C.

7.4 Development of Ride Control System forJETPIERCER4)

Kawasaki Heavy Industries, Ltd. Have developedthe Ride Control System (RCS) in order to enhanceexcellent seakeeping performance for JETPIERCER, awave piercing catamaran high -speed car ferry. Thefirst vessel of her was named “Hayabusa” (falcon) withlength of 99.78 m, width of 19.98 m, depth of 7.30 m,weight of 2,282 ton, cargo weight of 570 ton, maximum

speed of 35.5 knots, and carrying capacity of 460passengers with either 94 cars or 32 eight-ton trucks.She has 4 water jet propulsion systems driven by 4 highspeed diesel engines of total 25,780 PS (18,961 kW).

RCS decreases a ship motion which is introducedby wave making force because of high speed vesselherself, by the f ins installed on the bow and the trimtabs on the stern of her catamaran. It enhances excellentseakeeping performance for her. The lifting powerproduced by these fins and trim tabs is used actively asforce to control pitch and roll motion of her. RCSconsists of ship motion sensors (rate-gyroscope), amain microcomputer-based controller, hydraulic powerunits and driving units for the fins and the trim tabs. Fig.7.4 shows the arrangement of the system. The rategyroscope detects rolling and pitching acceleration ofthe vessel. Under the results of detection, the maincontroller calculates angle of the fins and the trim tabsto produce lifting power which prevents the vessel fromleaning over. It gives instructions to each actuator ofthe driving unit to reduce wave-induced pitch and rollmotion. As a result of numerical simulation of RCS andmodel experiment in a water tank, the following wasknown. If the fins and the trim tabs would be controlledas mentioned above under wave length in which theoscillation of the vessel becomes the maximum, theoscillation will decrease about 20%. RCS modified onbasis of this result was installed on actual vessel, andanti-motion effects was examined. As a result, underhead sea pitch rate decreases about 65% and up-and-down acceleration decreases about 57% in operation ofRCS than in no operation. When the vessel was running

Fig. 7.3Standard Module and An Example of Varia-tion

Fig. 7.4 Arrangement of RCS Components

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commercially, under beam sea pitching rate decreasesabout 47% and up-and-down acceleration decreasesabout 36% in operation of RCS than in no operation.

Anti-motion effects of RCS is large remarkably.So it is expected that RCS will contribute towardkeeping vessels comfortable after this.

7.5 Engine Room Operator Assisting System forMotor Ships5)

Kawasaki Heavy Industries, Ltd. Have developedengine room operator assisting system for motor ships.This system has been developed for easy operation andproper maintenance of principal machinery on motorship. Operator can easily recognize the running condi-tion, the performance and their transition of thesemachinery by recording, analyzing and diagnosing thedata from the engine monitor and using the portablemeasuring equipment for the combustion pressure andothers.

This system consists of data logging computer,portable measuring equipment for the cylinder pressureand others of a diesel engine and personal computer asa central processing unit for these data. The soft waresconsist of three independent analysis soft wares and adiagnosis soft ware. The former three soft wares are forthe purposes of analyzing the data trend of the engineparts, analyzing the cylinder pressure data or dieselengine and analyzing the several data of diesel mainengine. The user can select and install some of them onthis system. The latter soft ware is for purpose ofdiagnosing. Only answering some questions by Yes orNo according to the results of the former soft ware,operator can get the diagnosis results. This systemadopts the general personal computer as data process-ing unit on purpose. So it is able to apply soft warewhich user developed.

As thus system can be complete by adding someapparatus, not only new vessels but also previous onescan be mounted and it can be applied to main dieselengine and generator diesel engine. Now this system ismounted many vessels as engine room operator assist-ing system. In addition, this system becomes mainapparatus of “Marine engine training simulator JETS-101”. This simulator is installed on training ships andtraining houses as the educational training facilities ofthe maritime high-school. JRCS Corporation takescharge of sales operation of this simulator.

References

1) Refrigeration, vol. 72 No. 837 (1997.7) pp. 6832) Refrigeration, vol. 72 No. 833 (1997.3) pp. 204

and Amefrec Technical Reports & Catalogue3) The Hitachi Zosen Technical Review, Vol. 58 No.

2 (1997.7) pp. 944) Kawasaki Technical Review vol. 135 (1997.10)

pp. 27 and Vol. 126 (1995.7) pp. 35) JRCS Corporation Catalogue and Kawasaki Tech-

nical Review Vol. 112 (1992.1) pp. 104[Nobukazu SHIMADA]

8. Deck Machinery

In the section of deck machinery in 1997, thestudies and developments to control the several oscilla-tion and vibration generated on large crane barge andcontainer crane were carried out mainly.

The further details of these are as follows.

8.1 Development of Damper to Stabilize Load sus-pended from Floating Crane1)

Ishikawajima-Harima Heavy Industries Co., Ltd.Has developed active oscillation damping system foruse on sling frame of the hook of a 3000 ton crane bargeto handle caissons in the construction of Shira-ShimaPetroleum Depository. In this development, measure-ment of an oscillation of an actual ship on sea, researchon oscillation mechanism of sling flame and logicalstudy of damping effect by oscillation damper wereperformed. Furthermore water tank tests carried outusing a one forth scale model.

The crane barge is 94 m in length, 40 m in width,3.8 m draft, 14,645 ton in weight and 11.8 m in heightof center of gravity. The shape of this barge is shownin Fig. 8.1. The active damper has damping weight of35 ton, effective stroke ±2.0 m, maximum velocity of2 m/s and electric motor of 132 kW as basic specifica-tion. The structure is shown in Fig. 8.2. Setting on thisdamper on sling frame of the crane barge, pendulummotion of the cargo is reduced. In the tests using anactual crane, it was known that horizontal oscillation ofthe sling frame increases large simultaneously with acycle of rolling of the barge, and right and left oscilla-

Fig. 8.1 Floating Crane Arrangement



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tion amplitude becomes 3 times than the back and forth.Furthermore, theoretical calculation method on thecharacteristics of combined oscillation of barge andsling frame at sea is deduced. The following matterswere made clear. The active damper installed on slingframe is able to reduce the right and left amplitude ofsling frame and shackle to about 1/2~1/3. This systemis able to use effectively control logic for feedforwardmode to counter oscillation with detecting oscillationon the edge of the jib. As a result of water tank testsusing crane barge model, it was confirmed that experi-mental values agreed well with theoretical results, andactive damper took the control effect being fit for theaim.

In the tests using real crane barge of Shira-ShimaPetroleum Depository, right and left amplitude of slingframe generated about the maximum ±0.5 m at sea. Butputting the new damper system in operation, the ampli-tude decreased to about 1/2~1/3 as the result of themodel experiment. It was confirmed that this systemhad damping effect attaining the goal and was veryuseful.

8.2 Development of Vibration Control System onContainer Crane Girder2)

Mitsubishi Heavy Industries, Ltd. Has developedthe vibration control system on container crane girder.The outline of container crane is shown in Fig. 8.3. Thissystem reduces horizontal vibration of girder producedwith trolley movement by controlling acceleration ofits trolley. The feature of this system is simultaneouscontrol of vibration of girder and containers. To at-tempt this, optimum control theory has been applied.

By numerical simulations and experiments, it wasmade clear that vibration control of girder had noinfluence on antisway control of containers. In thisdeveloped system, the maximum amplitude of girdervibration has been decreased to half, vibration does notremain after stopping trolley. The damping constant0.1 has been achieved from 0.0087 for girder vibrationproduced at inching motion (this motion means mov-ing the trolley a little to fit a certain position). There-fore, it will be expected that this system will reducefatigue of structure of the crane affected by girdervibration, disagreeable impression to the operators andso on.

References

1) Ishikawajima-Harima Engineering Review, vol.37 No. 5 (1997) pp. 349

2) Mitsubishi Juko Giho, Vol. 34 No. 1 (1997.1) pp.50

[Nobukazu SHIMADA]

Fig. 8.2 Structure of Mass Damper System (unit: mm)

Fig. 8.3 Outline of Container Crane

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9. Fuels and Lubricating Oils

9.1 Fuels9.1.1 Trend of Oil Demand

The year of 1997 started with the accident of theheavy oil outflow from M/V Nakhodka, followed byuneasy news including the bankruptcy of financialagencies in Japan, the currency crisis in Asia, and thedisorder of the spot market of crude oil at the year end.However, the world economy was still in good condi-tion following the previous year, reflecting the eco-nomic growth of Asian countries. The quantity of thecrude oil processing in the world on 1997 was 73.6million B/D, and increased by 3% compared with theprevious year (Table 9.1), and the production increaseof the crude oil production in Middle and South America,Africa, Asia and Old Russia was remarkable. (Table9.2)

In the No. 103 OPEC General Conference inNovember, the raise of the upper limit of the productionframework was agreed to start from the beginning of1998 so as to cope with the increase in demand in Asianareas. The trend in the price of the crude oil was at the

level of 24 dollars per barrel in the beginning of theyear, taking the price of the Dubai crude oil as anexample. However, from the trend of warm winter, theprice was reduced to 16 dollars after the 1996/1997demand season, and then, shifted on the level of 17-18dollars. Then, in spite of the demand season, the pricewas rather dropped down rapidly to 15 dollars at the endof December. The energy demand was considered to bebraked by the mitigation of the demand/supply balancedue to the increased allotment of OPEC taken by themarket in advance, and the financial and currency crisisin Eastern Asian countries.

As for the situation in Japan, the processed quan-tity of crude oil was 4.32 million B/D which wasincreased by about 3.6% compared with the previousyear. The import of the petroleum products was 3.17million KL which was reduced by 28% compared withthe previous year mainly due to sharp decrease in theheavy oil for the power generation. The export of thepetroleum products of crude oil was 9.45 million KL,and increased by 41% compared with the previous year,reflecting the substantial liberalization of the petro-leum products export from July. The domestic sales ofthe bond heavy oil (A, C) in 1997 was 5.81 million KL,and increased by 35.5% compared with the previousyear, and the import of 0.44 million KL (77% reduc-tion), the domestic production of 4.74 million KL(122% increase), and the ratio of the import/productionwere greatly different from those in the previous year.(Table 9.3)

9.1.2 Marine Fuel OilsThe heavy oil is the refined mineral oil of appropri-

ate quality as the fuel for internal combustion engines,

Table 9.1 IEA World Oil Demand

Table 9.2 Transition of World’s Crude Oil Produc-tion

Table 9.3 Demand Results of Domestic Bond HeavyOil (1997)



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boilers and various furnaces in accordance with JIS.Though the demand of the fuel oil in transportationsector is continuously in a good condition, the demandof the heavy oil has been reduced year by year due topromotion of the energy saving, and the energy conver-sion attributable to environmental problems. While theheavy oil yield from the domestic refined crude oil wasabout 43% in 1981, it was dropped to about 29% in1996. This is attributable to the result that the productyield for automobiles fuels was improved by the so-phisticated secondary processing facilities using theheavy oil fraction. At the same time, the quality of theresidual product from the upgrading facilities which isconventionally used as the main composition of theheavy oil has been worse than the previous one.

The 39th MEPC of IMO was held in June, andconcerning the fuel oils, three items namely (1) theupper limit of 5% sulfur content in general waters, (2)implementation of the monitoring of the sulfur contentsin the fuel oil, and (3) designation of North Sea andBaltic Sea as the special area were agreed among thepending items in he previous Committee, and the agree-ment was determined to be submitted to the 40th.MEPC and the diplomatic conference. In the COP-3(The Third Conference by the Parties to the Conventionof the International Federation on Climate Fluctuation)held in Kyoto in December, suppression and reductionof the greenhouse effect gas mainly consisting of car-bon dioxide was discussed to prevent the global warm-ing effect on the national level.

The quality of the marine fuel oil in Japan isdesigned in accordance with the Japanese IndustrialStandards on heavy oil. However, there is a gapbetween JIS quality items and the actual quality re-quirements of the heavy oil for marine use, and whichhas not been corrected. On the other hand, in theinternational transaction, the standards of ISO8217(marine fuel oil) have been popular. Thus, discussionwas made to frame JIS from the ISO standards whichare internationally versatile in the industrial world, andit was agreed to amend the present JIS. However, it hasbeen pointed out that (1) the present ISO standards haveno requirements on sodium which is the desired item byusers, (2) the sulfur content is 5.0% in upper limit,which is higher than the present value, and (3) degrada-tion of the quality is feared. Whether or not these itemsare incorporated in JIS is considered as the item ofexamination in the regulation works for JIS.

In the literature issued in 1997,(1) The basic courses to explain the combustion from

various aspects are introduced, which is excellentreferences to understand the combustion technol-ogy

(2) Proposition of the fuel pretreatment system for thetrouble-free use of the engine against the impuri-ties in the fuel oil to damage the engine.

(3) Introduction of the challenge by the centralizedcontrol system of the properties of the fuel to befed.

(4) Change in the sludge precipitation, mixture ofFCC catalyst and hard-to-burn contents from theanalysis report 5 years ago on the same qualityitems of the marine fuel oil.

(5) Introduction of the results of the property analysisof the fuel oil to be daily used on ships in service,and the present situation of the wear of the ringliner experienced on board ships in service.

(6) Introduction of the present situation of the oilpollution preventive measures and technology inJapan, the life prediction model of the outflow oilwith the accident of the heavy oil outflow fromMV Nakhodka as an example.

References

1) “Fundamentals of Combustion Technology”, Jour-nal of the Japan Institute of Energy, Vol. 75, No.12~Vol. 76, No. 9

2) “Reliability of Present Marine Fuels and MainPropellant Engines”, Journal of the M.E.S.J., Vol.32, No. 2

3) “Quality Control of Marine Fuels by ShippingCompany”, Journal of the M.E.S.J., Vol. 32, No. 2

4) “Present Condition of Heavy Marine Fuel fromPoint of View of Shipping Company”, Journal ofthe M.E.S.J., Vol. 32, No. 11

5) “Fuel Oil for Low Speed Marine Diesel Enginesand Some Tribological Problems”, Tribologist,Vol. 42, No. 1

6) “Present Technologies to Cope with Oil Spills”,Petrotech, Vol. 20, No. 10

7) “Special Report - Marine Pollution”, Journal ofthe Japan Institute of Energy, Vol. 76, No. 6

[Kenji TSUIKI]

9.2 Present Situation and Trend of Marine EngineLubricants

9.2.1 Lubricating Oils for Trunk EnginesBecause diesel oil is generally used in the high-

speed trunk engine, the lubricating oil for large vehiclesof relatively low alkaline level (the lubricating oilclassified in accordance with the API standards) isused. In the region of this engine, no equipment suchas the purifier to discharge the sludge, etc., outside thesystem is not provided, and the full volume of thelubricating oil is periodically renewed based on the

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engine manufacturer’s standards. Recently, there aremany cases where the high-speed trunk engine is em-ployed on board high-speed ferries, etc., and the use ofsynthetic lubricating oil of longer service life (severaltimes longer than that of the mineral oil) is increasedfrom the viewpoint of the resources saving and theecology (waste oil treatment, etc.) in Europe while theuse of the mineral oil is popular in Japan. The syntheticlubricating oil suppresses carbon generation at pistonring zone and generation of lacquer at the liner, andemission from the engine can be reduced by the lowerconsumption of the lubricating oil.

In the medium-speed trunk engine, the use of thelow grade residual fuel is common, and the problem ofmigration of the unburnt fuel into the lubricating oilbecomes serious. Because the compatibility of thehighly refined lubricating base oil with the asphaltenein the residual heavy oil is generally bad, the oilcompanies have developed and provided on the marketthe lubricating oil with excellent compatibility so thatthe asphaltene content is not turned into sludge in thelubrication system. However, only excellent compat-ibility is just passing the entrance to solve the problem.The asphaltene content in the oil causes degradation ofthe function specific to the lubricating oil, and alsoincreases the risk of rapid degradation. The medium-speed trunk engine oil having excellent purifying per-formance of the asphaltene in the system oil, whilekeeping various conventional performances and excel-lent compatibility, is now under development, and it istold that the product will soon be put into the market.

Though a little apart from the intention of themarine lubricating oil in this paper, the lubricating oilfor the medium-speed trunk engine for IPP (Indepen-dent Power Producer) is explained.

In this engine, the severity to the lubricating oil ishigh attributable to the facts that, in comparison withthe marine engines, 1) the normal engine load factor ishigher, 2) plant managers familiar to the control of thelubricating oil are insufficient in number, and 3) thecooling capacity is likely to be insufficient, differentfrom the ships where the engine cooling system canmake sufficient use of sea water, and the lubricating oilfor the marine trunk diesel engines for IPP is requiredto be examined including the ideal way of its control.

9.2.2 Lubricating Oils for Crosshead Engine* Cylinder Oil

With the progress of the engine development, theload condition (factors of temperature, pressure,time) for the cylinder oil has been greatly changed.There are some situations incapable of being copedwith by the present cylinder oil to the changes in the

combustion condition due to fluctuation of the oper-ating conditions and the inconsistent fuel oil quality.Temperature: The liner temperature (the tempera-ture at the position of the top ring at TDC) rises up to235-240°C.Though the effect of the thermal stress on the enginedesign has been sufficiently taken into considerationregarding the temperature rise, the thermal load tothe cylinder oil is greatly increased. If only theviscosity change is compared (neglecting the evapo-ration of the light composition), the following resultscan be obtained.

(Example): VI = 100, Viscosity @100°C = 20.61cSt (SAE50)

°C 180 190 200 210 220 230 240 Viscosity 3.29 2.85 2.49 2.20 1.97 1.77 1.60

If the cylinder oil in the above-mentioned example isrequired to have the viscosity at 180°C equivalent tothat at 240°C of the liner, the cylinder oil viscositygrade will not be less than SAE60.Because the main base oil viscosity of the cylinder oilis of SAE30 class, and at most SAE40 even when theadditive is added, it is necessary to use the brightstock or the alternative heavy base material in orderto manufacture the cylinder oil of SAE50 class. Theproduct using only the base oil of SAE40 will bestrongly requested if high evaporation loss of the lowviscosity base oil of the Dump-Bell blend cylinderoil and the low thermal stability of the heavy basematerial are taken into consideration.Pressure: Though Pmax was increased to improvethe thermal efficiency of the engine, appropriatemeasures are taken on the design of the engine. Onthe other hand, the viscosity of the cylinder oil wasdropped due to the temperature rise of the liner, andmaintenance of the oil film under high pressurebecomes difficult. In addition, the increase in Pmaxremarkably increases the gas leakage from the ringgap as the wear of the top ring is progressed, formingthe scuffing environment.Time: In the low-speed engine, the fuel oil which islong in combustion time is often burned, and the lineris exposed to the flame or hot gas for a long time. Inparticular, in the high S/B ratio engine, the tempera-ture control of the liner is difficult and the conditionwhere the cylinder oil is exposed becomes severer.Though the temperature drop of the upper part of theliner is effective for the mechanical wear, a middle tolower part is likely to be supercooled (temperature inthe vicinity of the dew point of sulfuric acid), pro-moting generation of the chemical wear. Today, the



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condition to use the cylinder oil becomes severer,and it is necessary to review the base oil viscosity andTBN (additive, etc.) under the condition to meet thepresent situation.Viscosity: The Dumb-Bell blend using the brightstock is avoided, and the base oil of SAE40 classexcellent in thermal stability and oxidation stabilityis used.TBN: TBN of the scavenging drain is around 40 (bythe perchloric acid method), and is sufficient toneutralize sulfuric acid if the cylinder oil is adheredto the liner surface, but the corrosion wear is actuallytake place.The inactive reactivity of the cylinder oil additiveunder the atmosphere in the cylinder during engineoperation may be one of the causes. It is desired infuture to develop the product having a excellent acidneutralization reactivity under the actual operatingcondition.

* System OilRecently, the increase in the viscosity of the usedsystem oil in the crosshead engine and increase inTBN are remarkable. These are exclusively attribut-able to recycling of the stuffing drain. Though theseitems look effective from the aspect of effective useof the resources and the economy in a short range,they are not necessarily effective or economical fromthe long-range view point.Disadvantages of highly viscous used oil (not lessthan SAE40 level)1) Deviation from SAE30 recommended from en-

gine manufacturers2) Reduction of the piston cooling effect/increase

in carbon deposit3) Reduction in mechanical efficiency of engine

(increase in fuel consumption)4) Reduction of efficiency of purifier and increase

in heating cost of lubricating oil5) Increase in power consumption of LO pump and

purifier pumpDisadvantages of high TBN used oil1) Poor water separability2) Difficulty in removing fine contaminants

To avoid losses or risks of engine damages causedby the above-mentioned disadvantages, the drain quan-tity should be reduced by improving the function of thestuffing box, and re-use should be avoided. Withoutcorrect understanding of the actual conditions (degreeof oxidation, oxidation stability, thermal stability etc.),the viscosity adjustment of the system oil with the lowviscosity oil should be avoided.

[Akira TOMITA]

10. Nuclear Ships

10.1 Research and Development by Japan AtomicEnergy Research Institute (JAERI)

10.1.1 Nuclear Powered Ship “Mutsu”The nuclear powered ship “Mutsu” completed the

experiments, and overhauled in Sekinehama MooringPort based on the “Basic plan on the studies necessaryfor the research and development of nuclear ship byJAERI” stipulated by the Prime Minister and the Min-ister of Transport on 31st March, 1985. The hull of“Mutsu” after overhaul was delivered from JAERI tothe Ocean Science and Technology Center so as to bereborn as the largest sized oceanographic observationship in the world. The remodeling works have beenperformed in about 2 years, and the remodeled ship asthe oceanographic research ship “Mirai” was engagedin the fall of 1997. Sekinehama Port which used to befixed port for “Mutsu” is also used as the mother port of“Mirai”, and the service station to perform the servicingof oceanographic observation buoys to be mounted onboard “Mirai” and the building the analysis to processthe observed data are under construction.

10.1.2 Studies for improvement of Marine ReactorJAERI has advanced the research and develop-

ment to the improved marine reactor aiming at realiza-tion of the future marine reactor together with theresearch and development by “Mutsu”. In the case ofthe marine reactor, the requirements for the output, theload conditions, and the automation of the operation aredifferent depending on the kind of ship to be used, andthe research and development of two kinds of improvedmarine reactors, i.e., a large marine reactor MRX(Marine Reactor X) and a deep-sea reactor DRX (Deep-sea Reactor X) have been advanced for the installationonboard an ice-breaking observation ship and a deep-sea scientific research ship which are expected to berealized soon. The conceptual design has already beenestablished on MRX and DRX, and the development ofthe element technology such as the fundamental test orthe like on the passive safety technology, and thedevelopment of the element equipment such as thereactor containment built-in type control rod drivingdevice are advanced in parallel. Consideration hasbeen given to how to advance the design and Studies onthe engineering level including demonstration of theestablishment of the conception, acquisition of thethermal hydrostatic data necessary for developing thedetailed design, demonstration of the reliability of thenew concept and the operational and maintenanceperformance.

The MRX is the marine reactor to simultaneously

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achieve the high safety, miniaturization and weightreduction of the system by employing the integral typePWR, the reactor built in type control rod drivingdevice, the water-filled type containment, and the de-cay heat removing system by the natural circulation.

The engineering examination of the MRX wascompleted in 1996 for the present. The JAERI per-forms the intensive examination on the DRX which isconsidered to be practically applied prior to the MRX.DRX is the integral reactor where the steam generatoris built in the reactor containment similar to the MRX,and the turbine and the generator are built in thecontainment, and it has been considered since 1989 asthe super-compact power generating unit, and the con-ception is under examination. In 1997, the detaileddesign of the turbine and the generator, the structuraland thermal design of the steam generator, and theresponse analyses on the hull motion and the fluctuat-ing load and the starting method were considered insuccession to those in 1996.

In parallel to the design and studies, it is necessaryto solve the technical problems necessary for the prac-tical application, and the development of the reactorcontainment build-in type control rod driving device,the basic study on the passive safety technology, thestudy on the water immersion technology of the marinereactor, the development of the integral reactor compo-nents, the sophisticated study of the shielding designtechnology, development of the sophisticated automa-tion system of the marine reactor plant, and the devel-opment of the high burnup core were implemented.Fig. 10.1 shows the concept of the oceanographicresearch ship equipped with the DRX which is underconsideration.

10.1.3 System Research for Practical Use of NuclearPowered Ship

It is essential to establish the marine plant withexcellent safety and reliability which is capable ofcompeting with the conventional ships in economy,and being accepted by the people and the internationalsociety in order to be prepared for the practical applica-tion of the future nuclear powered ship. For thispurpose, it is important not only the demonstration bythe model or test device to simulate the actual condi-tion, but also the establishment of various environmentnecessary for the operation of the nuclear powered shipsuch as the establishment of the safety standards whichare operationally and internationally common as theship, The establishment of the repair base. The needsfor the deep-sea and oceanographic examination areexamined by Marine Reactor Research Committee ofJAERI, with the aim to summarize the requirements forthe practical application of the nuclear powered shipfrom the view point on the need side, e.g., what nuclearpowered ship is required, and what functions are to beprovided under the expected social environment infuture, and with the aim to extract the problems to besolved.

In 1997, the trend of the deep-sea and oceano-graphic research and development and arrangement ofrequested items (including the prospects at present andin near future), clarification of the images of the deep-sea and the undersea navigation observation ship, andthe requested items for the DRX were examined. Theoceanographic research ship or undersea navigationobservation ship should be designed to fit to utilizationby the researchers in the field of global environment,ocean physics, and ocean biography. The design of the

Fig. 10.1 Undersea Navigation Observation Ship Equipped with the DRX



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hull and the DRX is now realizing reflecting opinionsof famed oceanographic researchers.

10.2 Research and Development by Ship ResearchInstitute

In succession to the works in 1996, “Studies re-lated to the application of system reliability analysismethod GO-FLOW” aimed at the establishment of theelement technology for the reliability analysis for thereactor facility to begin with the marine reactor, and thereactor accident sequence identification function wasexamined and the accident propagation simulator wasdeveloped.

In the “Studies on improvement of reliability ofpower supply facilities of the nuclear powered ship”,extraction of the self-sequence which is a problem inevaluating the safety was developed for the fire inwhich the countermeasures to avoid the simultaneousfailures are considered to be insufficient.

In the “studies on the numerical simulation of thethermal hydrostatic behavior of the marine reactor”, thesecondary non-stationary thermal hydrostatic analysiscode was developed in order to simulate the effect of theflow fluctuation derived from the ship motion on thedecay heat removing capacity from the core. In thefield of the radiation shielding, the evaluation of theperformance of the high performance shielding mate-rial, the safety transportation of the returned radioac-tive wastes, the development of the high performanceliquid shielding material, and the development of theceramics type multi-function shielding material weresuccessively implemented.

In addition, the effect of the vertical motion on thenatural circulation cooling system was studied in suc-cession, and the studies on the utilization technology ofthe human integral function to the reactor plant and theautonomous and decentralized cooperative functionmonitoring system were implemented in succession.

10.3 Research and development by other institutesTokyo University of Mercantile Marine achieved

the studies on the flashing and condensation of the highpressure saturated water in the water in the water-filledcontainment generated in the small loss of coolantaccident of the MRX and DRX (joint study with theShip Research Institute) and the economical evaluationof the nuclear powered container carrier engaged in thearctic polar zone route. Kobe University of MercantileMarine successively achieved the studies on the ther-mal flow phenomenon of the passive safety system ofthe marine reactor (joint study with Kyoto University),and on the dynamic characteristics and control of themarine reactor.

References

1) The JAERI report, JAERI-Tech 97-405, 19972) “A Report on Working Group for Examination of

DRX Utilization to Deep-sea and OceanographicResearch”, Marine Reactor Research Committeeof the JAERI, 1998

3) Materials provided by Izuo Aya (the Ship Re-search Institute)

4) Journal of Japan Navigation Research Institute, 96(1997), Kondo and two other authors

5) Materials provided by Tomoo Otsuji (Kobe Uni-versity of Mercantile Marine)

[Tomoji TAKAMASA]

11. Automatic Control

Recently there introduced many systems intendednot only for pursuing the control accuracy but alsoreducing the burden activities on the crew.

In particular, employment of the unique idea onpropulsion and utilization of the recent computer tech-nology and GPS are included.

11.1 Sophisticated Positioning ControlAZIPOD of ABB was mounted on the seventh

ship “ELATION” of Fantasy Class of the CarnivalCruise Line for the first time as passenger ship, whichwas delivered at Kvaerner Masa Shipyard in February,1998.

AZIPOD, which is a compact pod containing thepropulsion motor and the propeller, and installed out-board a ship, can be freely turned by 360, and has thefollowing characteristics compared with the conven-tional electric propulsion plant.(1) The direction of the propeller thrust can be change-

able and then the maneuvering performance isimproved.

(2) The propulsion system is in the outboard pod, andthen lower noise can be expected in passengercabins, and the inboard space can also be effec-tively used.

(3) The system configuration becomes simple, andthen less maintenance can be realized.Generally these characteristics are enjoyed mainly

by passenger ships, special work boats, and ice break-ers. Furthermore precise positioning control can berealized by combining AZIPOD and dynamic position-ing system.

11.2 Voice Operation SystemMHI developed the navigation-support system

(SUPER BRIDGE-X) with voice operation system to

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maneuver the ship by the instruction of the voice, andinstalled the system onboard the LPG carrier of domes-tic service which was delivered in October 1997. Theinteractive voice communication system is capable ofrecognizing the human voices of indefinitely manypersons even in the noisy surroundings. The system isequipped with the following support functions in addi-tion to the voice operating system.(1) Preventive avoidance of collision/grounding(2) Provision of navigational information (naviga-

tional surveillance)(3) Provision of oceanic and atmospheric data(4) Navigation planning(5) Route tracking(6) Control of ship’s speed (observance of voyage

plan, and energy-saving operation)

11.3 Applications of Computer Network11.3.1 Next-generation Cargo Monitoring Control

SystemAsahi Mechatronic Corporation announced the

radar-type cargo monitoring and control system “AutroCARGO2000” made of Autronica in Norway.

The system, in which the Autronica’s high-tech isintroduced within the compact new radar-type levelgauge GL-100, has the following characteristics.(1) Mounted with Windows NT compatible display

program.(2) Reducing the cost for outfitting the equipment by

employing Ex-LON field bus network.(3) Improved maintenance by applying CPU on each

level gauge.

11.3.2 Hydraulic Valve Control by Ring BUSDanfoss developed the remote controlling and

monitoring system “Power Link System” in which themulti-functional hydraulic components and the newelectronic control system are employed.

RS485 ring BUS is employed in the control moni-toring signal network, and the ring main BUS is em-ployed in the hydraulic drive source network, and thoseare provided with the following characteristics.(1) Reducing the amount of cables and pipes, and then

reducing the cost for outfitting the equipment.(2) Reducing the engineering works for wiring and

piping.(3) Easy interfacing with other systems by employing

the open system.(4) Simple and quick start-up of the system.

11.4 Application of GPS11.4.1 Ship Dock Arrival/Departure Guide System

Hitachi Zosen developed the support system forship’s arrival/departure which have been convention-

ally achieved based on the intuition and experience ofthe dock-master.

The GPS of differential system or the kinematicsystem (interference measurement system) is employedto measure the relative position of the hull based on thedock with excellent accuracy. The system compriseswith two GPSs installed on the ship and one GPS fixedat the dock, and calculates the relative position of theship accurately in a three-dimensional manner.

11.4.2 Automatic Track Antenna for Ground TVBroadcasting for Ships

KHI developed the automatic tracking antenna forthe ground TV broadcasting for ships where the clearand stable picture can be obtained onboard the ship, andput it on the market.

The antenna comprises the mechanism which de-tects the position and the heading of the ship by the GPSand the gyrocompass, automatically selects the opti-mum station among about 100 TV stations on theground which are stored in the microcomputer in ad-vance, and allows the highly-sensitive directional an-tenna to track the ground TV station automatically.

[Hiroyuki OGINO]

12. Electronics Technology

12.1 Plant simulatorVarious kinds of simulators have been introduced

as effective learning and training means for improve-ment of seamen’s workmanship.

I.E.M. Co., Ltd. (an affiliated company ofIshikawajima-Harima Heavy Industries Co., Ltd., (IHI)began sale of “COMLEX-K” which can easily simulateburning patterns of marine diesel engines. It wasconverted for educational aids from the diesel engineburning simulator which was already developed. Byusing it, operation principle, performance predictionetc., of 2 and 4 cycle engines can be realized in theschoolroom without the real engine. The system con-sists of a computer, a color display and a color printer.

Yusen Marine Science Co., Ltd. And MitsubishiHeavy Industries Co., Ltd. Delivered a turbine plantsimulator of LNG ship to Yokoudai Training Center ofNippon Yusen Co., Ltd. (NYK LINE).

This simulator consists of the basic study courseand the training course. The basic study course is themulti-media educational system and the outline ofturbine plant, plant operation etc. can be learned usingthe personal computer. The training course was mod-eled on the Qatar project LNG ship. This system usesmathematical models of turbine, boiler and relatingauxiliaries, which were programmed by simulationlanguage (DBSS) and control language (IDOL). Simu-



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lated performance is almost same as that of the realsystem

The engine console, boiler/turbine local controlpanel of the simulator are almost same as those of thereal ship. Also the CRT monitoring and operationfunction have the same display screens as the real ship.In order to improve sense of attendance at the real ship,simulated sound generator is provided.

12.2 Fleet support systemIn order to achieve ISM (International Safety

Management) code effectively, development of thefleet support system are in progress recently. Thesystem aims at safety and efficiency of navigation bytotal management from ship/shore. In this system,various kinds of information in the ship are integratedusing shipboard local area network (LAN), which aresent to shore office via satellite communication, inorder to obtain support from shore office based on thesetransmitted data.

Norway has been developing IT Project (Informa-tion Technology in Ship Operation) and built 2 demon-stration ships in 1996 and 1997 at Mitsui Engineeringand Shipbuilding Co., Ltd. These ships are the openhatch bulkcarriers owned by Leif Hoegh & Co., ASA,Dead weight is about 56,700 tons. In these ships,machinery monitoring system, ballast system, inte-grated bridge system (IBS), shipboard administrationsystem are installed and they are linked by integratedcommunication system. The communication protocolis MITS developed by Norway.

Taiyo Electric Co., Ltd. Delivered ship-shore com-munication system to two large sized container ships ofNYK LINE built at IHI. This system applies FLEETMASTER (Kongsberg Norcontrol). Various datahandled by DATA CHIEF 2000 alarm monitoringsystem are sent from ship to shore office via INMARSATupon request message from shore office manager.Messages are sent from shore office communicationcomputer to ship. After receiving them, data aresampled, field, and sent back to shore office automati-cally. Time between request to data reception is about2 seconds depending on data rate of INMARSAT.Shore office computer for the system display has samedisplay software as DATA CHIEF 2000 and can dis-play the same condition as in the ship.

12.3 Navigation equipmentFuruno Electric Co., Ltd. Began sale of beacon

receiver for DGPS correction data. As Japan MaritimeSafety Agency planned to operate 13 transmissionstations of DGPS correction data stations from 1997,and 14 stations from 1998 (total 27 stations), DGPSservice will be available in all Japanese coastal area

after then. Positioning accuracy will be improved tentimes compared with existing GPS.

TOKIMEC Inc. began sale of 17-inch radar, whichcan indicate DAC (dangerous area of collision), inaddition to ordinary vector display and has near targetdiscrimination function. TOKIMEC also adopted navi-gation zone danger display for collision avoidance aidsof IBS.

Furuno Electric Co., Ltd. Began sale of the com-pact radar using new small sized antenna. The outerdiameter of antenna is 43 cm. Furuno also sold radarwith simplified ARPA and new antenna.

12.4 Other systemAsahi Mechatronic Corp. began sale of new ana-

logue addressable fire detection system which canmonitor fire outbreak location, flow of smoke andmonitor/control emergency doors using CRT graphicdisplay.

Furuno Electric Co., Ltd. Began sale of small sizemagnetic azimuth sensor and small size color currentmeter etc.

Bibliography

1) The Motor Ship September, 1997[Takao SATO]

13. Electric Equipment and System

13.1 SummaryThe technology of the ship electrical installations

seems to keep a complete level, accordingly there isscarcely any remarkable developments or new prod-ucts in the year 1997.

From last year on, applications of the electricpropulsion system, realization of small size, distributedcontrol and high performance system for the generatorcontrol and electric power management and develop-ment of a circuit-breaker for low voltage system withhigher short-circuit breaking capacity which is re-quired in order to comply with increase of onboard shipelectric power are noted as topics in 1997.

In the regulation, SOLAS has been amended withregard to continuous electric supply from the point ofview that a black out during navigation causes toserious accident by tripping propulsion equipment andsteering gear, and shall apply to ships constructed on orafter 1 July 1998.

13.2 Power supply and Equipment13.2.1 Electric propulsion system

Many electric propulsion systems in Japan havebeen installed for the passenger ships, the special pur-

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pose ships such as observation ship and survey ship,which have such characteristics as “superior maneu-verability”, “low noise and low vibration”, “high re-sponsibility and redundancy”, “maintenanceless”, “eas-ing arrangement of equipment” and etc.

An example of the installation of electric propul-sion system in 1997 is the thyristor motor propulsionsystem which has been delivered by Taiyo ElectricMfg. Co., Ltd. To the fishery survey ship “Shoyomaru”of Fisheries Agency.

This newly developed high technology surveyship is not only equipped with many computer systemsand observation instruments for the study, but alsoprovided with high accuracy navigation system whichkeeps own ship position on the routes.

According, the electric propulsion system is com-ply with the requirements for noise and vibration so thatthese precision equipment shall not be affected thor-ough the survey area.

The diagram of electric propulsion system for“Shoyomaru” is shown in Fig. 13.1.

The clutch and break are provided for each mainengine, propulsion motor and propeller, by which op-eration modes are changed over.

In the future as SOLAS’s ISM code goes intoeffect from July 1998, the responsibilities of the shipcompany for the safety of navigation and the protectionof environment shall be increasing in spite of theincrease of mixed crew ships and the lack for skilled

crew.It is expecting that many electric propulsion ships

go into service as a solution of the “gentle ship for theearth and the human crew”.

13.2.2 Generator control and electric power man-agement

Terasaki Electric Co., Ltd. and Japan Radio &Electric Mfg. Co., Ltd. put respectively the type “GAC-16M” and the type “JACOM-2001/MPC-1” on themarket, of the small size, distributed control and highperformance system for the generator control and/orelectric power management.

It is possible for the main switchboard to bereduced to small size by using these devices as thesynchronous panels could be deleted when the numberof generators connected to the system is small.

13.2.3 Circuit-breaker with higher short-circuitbreaking capacity

Terasaki Electric Co., Ltd. puts the circuit-breakertype “AH-50CH” on the market, which has been devel-oped in order to comply with increase of onboard shipelectric power required by the large-sizing of containership.

The new circuit-breaker has a higher short-circuitbreaking capacity of 135 kA for low voltage system(rated voltage = 500 V AC).

As the short-circuit breaking capacity of the ordi-nary circuit-breaker is about 120 kA, the increase ofbreaking capacity shall be capable of wide applicationfor low voltage system.

13.3 RegulationShips constructed on or after 1 July 1998 need

comply with the following amendments to SOLAS,and rules for classification shall be accordingly amended.* Disconnecting of main bus bar

In the old paragraph, “Where the total installedelectrical power of the main generating sets is inexcess of 3 MW, the main bus bar shall be subdividedinto at least two parts which shall normally be con-nected by removable links or other approved means”.The new paragraph reads, “Where the main source ofelectrical power is necessary for propulsion of theship, the main bus bar shall be subdivided into at leasttwo parts which shall normally be connected bycircuit breakers or other approved means”.It is necessary to confirm each classification for theselection of the devices as there are differences in theinterpretation of the “other approved means”.

* Restoring propulsion from a dead ship conditionwithin 30 min.

Fig. 13.1 The diagram of electric propulsionsystem for “Shoyomaru”



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The following new paragraph is added, “Whereelectrical power is necessary to restore propulsion,the capacity shall be sufficient to restore propulsionto the ship in conjunction with other machinery, asappropriate, from a dead ship condition within 30min. after blackout”.The “dead ship condition” means that all energy forstarting the main engine have been lost.In case of starting the main generator by compressedair prior to starting the main engine, it is necessary toconsider that the capacity of the emergency genera-tor shall be sufficient to run the air compressor.

References

1) Taiyo Electric Mfg. Co., Ltd.: Technical docu-ment and data of electric propulsion system

2) Yokoyama: Journal of the M.E.S.J. Vol. 32, No. 9(1997)

3) Terasaki Electric Co., Ltd.: Catalogs4) Japan Radio & Electric Mfg. Co., Ltd.: Catalogs

[Naohiko YOKOYAMA]

14. Ocean Engineering Machineryand Offshore Structures

New buildings, order award and future trends areshown in each field as follows.

14.1 Offshore oil field developmentOrder for new buildings of drilling rigs have been

mostly ceased for long time in the world-wide market,but many orders for building new rigs was placed in1997, and showing activity like a “Mini-boom”. Ac-cording to advance in technology for development ofdeep water oil fields in Gulf of Mexico and in Brazil,many ship type drilling rigs, which are capable to drillat deep ware, were ordered. (Ref. Table 14.1) AlsoHitachi Zosen Corporation received an order of a semi-submersible rig last year, and this semi-sub rig of fifth-generation type is now under construction. Other thannew buildings, conversion of a semi-submersible bargeinto a drilling rig and conversion of a tanker to a drillship are under construction.

Also, many ships are converted into FPSO or FSOwhich will be oil production units. A FPSO of Tentech700 design is now under construction at Chiba Yard ofMitsui Engineering and Shipbuilding Co. The FPSO ofTentech 900 design, which was under construction atHitachi Zosen Corporation, have been delivered toStatoil also.

Many inquiries and many order were placed in theworld, but domestic shipbuilding companies had high

back log of merchant ships, and only a few orders onoffshore projects were received by domestic shipbuild-ing companies.

14.2 Ocean energyA floating unit “Mighty Whale” for wave energy

absorption was built by Ishikawajimaharima HeavyIndustries Co., and will be installed off the GokashoBay in Mie prefecture in 1998. A test in actual oceanenvironment is scheduled, and the unit will be installedfor two years, and its durability, safety and economicswill be checked.

14.3 Ocean Organic Resources developmentKawasaki Heavy Industries is building a floating-

fish-living-space made of steel. The aim of this floatingunit is to feed and keep fishes like tuna or bonito aroundthe unit, and create a fishery area. The unit will bemoored by a single point catenary mooring at waterdepth of about 900 m to 1,100 m.

14.4 Ocean space utilizationConsidering the utilization of a ultra-large-float-

ing-structure as an airport, experiments using a floatingstructure model have been continued from 1995 to1997. The experiment was carried out off OppamaShipyard of Sumitomo Heavy Industries, and the loca-tion was between a shipyard’s wharf and a sea berth for

Table 14.1 New Rigs under construction

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Tab

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wave dissipation. As a result of this experiment, it wasconfirmed that a large floating structure can be con-structed by joining units offshore. Also a large floatingstructure is a thin box construction, and there weretechnical achievements in analyses of elastic responseof floating structure, and technical achievements indesign of mooring system. There are building recordsof floating pontoons for wave dissipation or floatingpiers. But the most probable project on a large-float-ing-offshore-structure to be materialized will be anairport for helicopters off Okinawa island, and move-ment on this project will be interested.

14.5 Ocean ObservationAn oceanographic research vessel “MIRAI” of

Japan Marine Science and Technology Center, whichwas modified from the nuclear ship “MUTSU” built by

Ishikawajimaharima Heavy Industries, and a deep searesearch vessel “KAIREI”, which was built by KawasakiHeavy Industries, were completed. Oceanographicresearch capability of Japan has increased greatly.Bouys for ocean observation called “Triton” are manu-factured by Mitsubishi Heavy Industries, and will becarried and deployed by “MIRAI”. An anti-rollingdevice of hybrid type was developed by IshikawajimaHarima Industries and installed on “MIRAI”. Thedevice will reduce rolling of the ship by using a pendu-lum mass and a driving motor.

A study on a deep sea drilling system for scientificdrilling at deep ocean is now underway in Japan MarineScience and Technology Center, and realization of thisproject is expected.

[Shigeki ISHIDA]

Marine Engineering Progress in 1997 1. General

Documents