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 Japan
and abroad in 1997 prepared by the Editors Committee of MESJ based on the manuscripts written by the chairmen
and members of the research committees.
Each section gives an objective summary of researches, indicates the data showing the present technical level
and improvements in production and performance of marine equipments, and introduces new products worthy of
special attention.
In writing these articles, the authors specially intended to make only a very brief statement concerning advances
in the field of fundamental engineering, to make reference as much as possible to the previously published journals
of the related societies for research papers and technical informations, and to restrict the introduction of individual
products and achievements only to the most representative ones.
The authors express their deep gratitude to the companies for providing them with informations required in
compiling 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. Nuclear
Ships, 11. Automatic Control, 12. Electronics Technology, 13. Electrical Equipment and System, 14. Ocean
Engineering Machinery and Offshore Structures

1. General most remarkable topic. On the other hand several

1.1 Trend
In 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 figure
deeply impressed us and urged volunteer spirits to save
the marine lives from the spilled oil. Also this accident
made ourselves to commence the discussion how to
reduce the maritime distress. Nevertheless a lot of
accidents are reported from all over the world and never
seem to cease. On the other hand Japanese people have
realized the fact that Japan is surrounded by the ocean
where a lot of vessels are frequently going around and
we have reassured importance of the sea trade.
In the mid of 1997 deep depression of economies
in the south east Asian countries outburst. In those
countries including Japan the depreciation of the cur-
rency, market stagnation, trade contraction, share mar-
ket shrinkage etc. were reported. We have already been
aware that the framework of the worldwide marine
market are going flexible in these years. The crisis in
those countries added difficulty for future forecasting
in marine field.
Looking through the articles published in the Jour-
nal of MESJ we found that the study for reduction of the
exhaust gas emission from the marine engines was the
major ocean developing facilities are constructed, con-
structing or planned recently in Japanese Shipbuilders
after previous hard times of market shirinkage such as
huge scale of floating land base (Mega-float), floating
production and storage vessel (FPSO), oil rigs so on.
1.2 Order Results2)
The order results in Japan in 1997 was 410 ships
and 12,999,000 GT on the Ministry of Transport ship-
building permission base (ships of 2,500 GT or above
or of 90m or above in length). The results account for
102% 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 in
12,466,000 GT, compared with those in 1996. Break-
down by kind of ships shows that cargo ships decreased
by 7% resulting in 7,677,000 GT and oil tankers in-
creased to double resulting in 5,295,000 GT.
1.3 Topics
1.3.1 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 1997
at Nagasaki Shipyard of Mitsubishi Heavy Industries

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 Annual Review
Co. Ltd. The vessel has three independent prismatic
cargo 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 Mercantile
Marine College in January 1997 at Kure Shipyard
in Ishikawajima Harima Heavy Industries Co.,
Ltd. This ship was planned to train sea men who
will be onboard the vessel in 21st century therefore
she equips highly advanced navigational equip-
ment and research equipment.
The ships is propelled by the controllable pitch
propeller, driven by one set of four-stroke cycle
medium 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 Yokosuka
Shipyard in Sumitomo Heavy Industries Co., Ltd.
This ship was designated to train and educate sea
men who will be onboard the highly advanced and
automated vessel. Especially several means were
introduced to reduce the noise and vibration in
order to serve the good training and educational
atmosphere on board.
The ships is propelled by the controllable pitch
propeller, driven by one set of two-stroke cycle
slow 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 of
Mitsubishi Heavy Industries Co., Ltd. The ship
cruises at 35 knots in normal services and achieved
42.4 knots at maximum speed. She is put into
shuttle service of about 155 km distance between
Aomori and Hakodate within 2 hours with carry-
ing 423 passengers and 106 cars.
The main propulsion is four sets of water jet
respectively driven by the one set of the high speed
diesel engine each of 8,840 ps output.
(2) The high speed ferry was completed and delivered
to Kumamoto Ferry Co. in March 1998 by
Ishikawajima Harima Heavy Industries Co., Ltd.
She is the first car ferry which is applied their
original SSTH (Super Slender Twin Hull) con-
cept. She reduces cruising time to 30 minutes from
previous one hour between Kumamoto and
October 1998
75
Shimabara. She carries 430 passengers and 51
cars in service speed of 31 knots by two main
diesel engines.
1.3.4 Deep Sea Research Ship
The research ship “KAIREI” was completed and
delivered to Japan Marine Science Technology Center
in March 1997 at Sakaide Shipyard of Kawasaki Heavy
Industries 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 instruments
for navigation, for positioning and for assisting under-
water activities which information are connected each
other through LAN system. Especially the noise emit-
ted into underwater prominently reduced.
The ship equips two sets of controllable pitched
propeller, two main engines and two rudders by which
she attained high maneuverbility.
1.3.5 Global Marine Research Ship
The research ship “MIRAI” was completed and
delivered to Japan Marine Science Technology Center
in September 1997 at Tokyo Shipyard of Ishikawajima
Harima Heavy Industries Co., Ltd. and at Nagasaki
Shipyard of Mitsubishi Heavy Industries Co., Ltd. She
was converted to highly advanced maritime research
vessel from the nuclear-powered ship “MUTSU”.
The main propulsion is two electric motors driven
by the four main diesel generators. Using these affluent
power she can sail through rough ocean in high latitude
or icy sea near arctic region.
1.3.6 Experiment of Reduction of Emission from
Marine Diesel Engine
Shipbuilding Foundation Association announced
that the experiment of the new facility for reducing the
emission of exhaust gas from the marine diesel engine
was satisfactorily completed. This research was con-
ducted by Kawasaki Heavy Industries Co., Ltd. intro-
ducing this system on existing merchant vessel. The
result confirms expected performance and durability of
this new facility.
References
1) Maritime Technology and Safety Bureau, Minis-
try of Transport, Annual summary of the Issue of
Ship Construction Permits 1996
[Masaki NAKAMURA]
(21)
76 Marine Engineering Progress in 1997
2. Diesel Engines
2.1 Trend in the World
According to the Annual Analysis by the maga-
zine The Motor Ship, the shipbuilding output in the
world in 1996 is 986 ships at 38,462,872 DWT, and
increased 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 Far
East 4 countries including Japan and Korea ranking the
second in the world (30.1%), China ranking the third
(4.4%), and Taiwan raking the fifth (3.1%). The
building output of Denmark, who ranked the third in the
previous year was decreased to 1/3, and retracted to the
ninth rank. (Table 2.1-1).
Though the increase in new shipbuilding in the
world is welcome, cyder tonnage is not being scrapped,
expressing the anxiety for the excessive bottoms and
the 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 the
manufacturer are indicated in Tables 2.1-2~4, and 1080
engines were mounted on 974 ships. The total produc-
Table 2.1-1 Analysis of Shipbuilding Output by Countries (1996)
(22)
tion in the world is 10,216,595 kW, and increased by
14% compared with that of the previous year. In the
low speed diesel engines, MAN B&W engines occu-
pies 64% of the whole engines, running ahead of the
second-ranked Sulzer engines occupying 27.5%. Even
in the medium-speed engines, MAN B&W engines
ranked the fourth in the previous year, jumped to the top
with 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 with
MaK, and purchase of New Sulzer Diesel by Wartsila
was marked.
2.2 Domestic Trend by Statistics of Nippon Kaiji
Kyokai
According to the statistics by Nippon Kaiji Kyokai,
385 newly-built ships were registered with NK class in
1997, showing the increase by about 5% compared with
365 ships in 1996. (Table 2.2-1) Among the total
newly-built ships, 382 ships are equipped with diesel
engines, and the total output is 2.44 x 106 kW (3.32 x
106 PS), showing greater increase by 17% compared
with 2.08 x 106 kW (2.83 x 106 PS) in 1996. This is
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review 77

Table 2.1-2 All Diesel Engines in the World (1996) Table 2.1-4 Medium-Speed Engines in the World
(1996)

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

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

October 1998 (23)

78 Marine Engineering Progress in 1997
attributable to the fact that the engines from 7,353 kW
(10,000 PS) to 14,706 kW (20,000 PS) class in output
per 2-stroke engine was greatly increased in number.
The rest of 3 ships are equipped with the steam
turbine, with the total output of 59,100 kW (80,376 PS).
2.3 Studies at Ship Research Institute
Emission control from ships will be scheduled to
come into force on and after January 1,2000 because
the Protocol to add the Annex specifying the air pollu-
tion prevention to the International Convention for the
Prevention of Pollution from Ships, 1973 as modified
by the Protocol of 1978 relating thereto (MARPOL 73/
78) was adopted by IMO (the International Maritime
Organization). In addition, the engines for transport are
regarded recently to be a problem as major source of
generation of CO2, N2O, etc., which are the substances
to cause the global warming effect, the Ship Research
Institute has been challenging the researches concern-
ing reduction of harmful exhaust gas to be emitted from
marine engines in order to control the air pollution by
ships.
Studies in 1997:
(1) A study on the effect of the fuel composition on the
harmful exhaust gas
The effect of the difference in the conditions of
operating the engines and fuel properties on the
composition of the harmful exhaust gas was stud-
ied by changing the kind of fuel oil to be used in the
medium-speed 4-cycle diesel engine for experi-
mental use. As a result, the increase in N2O was
more remarkable as the residual fuel contains
more sulfur. The emission characteristics of N2O
by the fuel are indicated in Fig. 2.3-1.
Fig. 2.3-1 N2O Emission Characteristics by Fuel
(24)
(2) A study on water emulsion fuel operation
In order to understand the problems in the fuel
injection system to be suitable for the water-
emulsion fuel operation, the capacity of the fuel
pump and the kind of the fuel valve were changed
in the test engine, and the effect of the fuel injec-
tion characteristics on the combustion by the water
emulsion fuel and the Nox reduction effect were
studied. As a result, promotion of atomization of
the fuel by using the fuel valve of small nozzle hole
diameter was effective to improve the combus-
tion, but the Nox reduction ratio at the same water
addition ratio (the ratio of water to be mixed in
fuel) was reduced. Fig. 2.3-2 shows the emission
characteristics of Nox by the difference in the
nozzle hole diameter of the fuel valve and the
water emulsion fuel.
(3) A study on deNOx equipment for marine use
The selective catalytic reduction system was in-
stalled, and the reduction effect of Nox to various
operational conditions was analyzed using the test
engine, and the effectiveness to marine diesel
engines was examined.
(4) A study on evaluation of harmful exhaust gas from
ships and examination on the trend
Pursuant to the study in the previous year, the
effect of the operational condition of the ships and
the secular changes on the emission of the harmful
exhaust gas was examined through the measure-
ment of exhaust gas on actual ships based on the
joint research with the Maritime Safety Agency
and the Institute for Sea Training.
Fig. 2.3-2 NOx Emission Characteristics by Water
Emulsion Fuel (difference by water ad-
dition ratio and nozzle hole diameter)
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review 79

2.4 Development and Production by Domestic 93 rpm) was completed as the main engine for
Manufacturers the container carrier, and the shop trial was
2.4.1 Akasaka Diesels Limited carried out in July, 1997. The crank shaft of
(1) New model and development in 1997 inequi-angular ignition type was employed on
No new model was manufactured in 1997, but the this engine to control the engine vibration and
technology to detect an abnormality in the cylin- the hull vibration by reducing the guide force
der pressure and apply the result to the diagnosis moment. To improve the slidability between
by constantly monitoring the torque fluctuation the cylinder liner and the piston ring, the high-
(torsional angle) of the crank shaft was studied as top land piston with longer top land was adopted
the abnormality diagnosis technology of the diesel in the piston crown.
engine.
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 to
Fig. 2.4.1-1)
Fig. 2.4.1-2 and Fig. 2.4.1-3 show the torque
pattern of each cylinder in the normal condition of
the engine and the condition where the cylinder
pressure was dropped in No. 1 cylinder. As shown
in Fig. 2.4.1-3, the peak of the torque of No. 1
cylinder was lower than that of other cylinders,
and it can be clearly detected that the pressure in
No. 1 cylinder was dropped. Fig. 2.4.1-1 Outline of Measuring Apparatus
Thus, by constantly monitoring the torsional angle
of the crank shaft, the abnormality in the cylinder
pressure can be checked.
(2) RENOLD Hi-Tec Elastic Coupling
Seventy five RENOLD elastic couplings capable
of ensuring the safe navigation without breakage
of rubber, which has been manufactured since
1995, were manufactured and delivered as of De-
cember, 1997. At the beginning of the manufac-
ture, the elastic coupling was sold at the HOLSET
elastic coupling, and because HOLSET Company
changed its name to RENOLD Hi-Tec Company,
and the product was renamed to RENOLD elastic
coupling on the market. Most of the products were
delivered to fishing boats, in addition to some Fig. 2.4.1-2 Torque Pattern of Each Cylinder
products are equipped on the patrol boats, training
ships and cement carriers, with satisfaction of
many customers.
(3) Engines manufactured in 1997
4-cycle engine 46 sets 118,200 PS
2-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, Kawasaki
MAN B&W l0L80MC(Mk5) type (cylinder
bore: 800 mm, stroke: 2,592 mm, number of
cylinders: 10, output: 46,700 PS, engine speed: Fig. 2.4.1-3 Torque Pattern of Each Cylinder

October 1998 (25)

80 Marine Engineering Progress in 1997

2) The super-long stroke engine, Kawasaki MAN

B&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 size
and high in output, was developed, and its
assembly was started. The 6S46MC-C type
engine is the first model in the world, and the
type approval test by classification societies
was carried out in February, 1998. To achieve
high output with the compact engine, the novel
design was adopted including the twin stay bolt,
aluminum metal, deep cylinder cover, and the
high-top land piston to secure the reliability, and
at the same time, the roller guide housing was
integrated 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 of
6S50MC-C engine, and 6S46MC-C engine, and
Fig. 2.4.2-1 shows the design philosophy of
MC-C type engine, and the major changes in
design from the existing engine S50MC.
Photo 2.4.2-1 Test Apparatus
Table 2.4.2-1 Principal Particulars of 6S50MC and
6S46MC-C Type Engines

3) As a part of the studies on the air pollution

prevention from ships, the research was com-
missioned from Association for Structural Im-
provement of the Shipbuilding Industry, and the
research and development of the new deNOx
system for marine use has been implemented Photo 2.4.2-2 M/V OLYMPIAN HIGHWAY
with hydrocarbon as the reducing agent since
fiscal 1993. (2) Number and horsepower of main engines for ma-
The fiscal 1997 is the final fiscal year of the rine use
research and development, and the test appara-
tus was equipped on board the car carrier M/V
OLYMPIAN HIGHWAY, which has been en-
gaged in service, and the on-board test was
carried out using a part of the exhaust gas from (3) Rationalization of Production Facility
the main engine, and the confirmatory test of the To cope with the increase of engines in number,
performance and durability of the denitration the exclusive assembly line for the engines of 50
catalyst was carried out. (Refer to Photos 2.4.2- cm class in cylinder bore was constructed. This
1 and 2.4.2-2) system is epoch-making in the assembly of heavy
works, where the engines up to 300 tons in weight

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October 1998
Annual Review

Fig. 2.4.2-1 Design Philosophy of S-46/50MC-C Engine, and Major Changes in Design (Compared with the same scale)
81

(27)
82 Marine Engineering Progress in 1997

are assembled in the assembly-line system through

the roller bearing. The assembly man-hour was
greatly reduced, and the engine of the weight
exceeding the crane capacity can be integratedly
shipped in this system. Twenty engines can be
operated annually on the existing one operation
stand.

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.

Fig. 2.4.4-1 12DK-36

Table 2.4.4-1 Principal Particulars of 12DK-36

2.4.4 Daihatsu Diesel Mfg. Co., Ltd.
Type Engine
(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. 2.4.4-1
and Table 2.4.4-1 respectively. The engine is
equipped with V-type 12 cylinders, and developed
focusing on the excellent reliability, excellent du-
rability, and great extension of the maintenance
interval. The environmental maintenance in the
engine room was also taken into consideration,
achieving the remarkably low noise and vibration
level compared with those of the conventional
engines. The “product friendly to the earth” is the
target of the company, and this low Nox engine
clears the international standards on Nox emis-
sion, and further, the fuel consumption is on the
top class for this category. This engine is the one
with the maximum output in the DK series having model of the DK series, and the 5-cylinder engine
a large number of experiences, and most suitable was put on the market in 1996. Recently, the small
for not only the main engine in the marine field auxiliary engine 3DK-20 type of 600 PS class was
which is the targeted market, but also for the developed with the handy bulk carriers and
generator engine for the electric propulsion ship Panamax bulk carriers as the target. The photo of
which has been extensively talked about. The the general view and the principal particulars of
engine can be served for the generator engine for this engine are indicated in Fig. 2.4.4-2 and Table
the normal service of 5MW class per engine in- 2.4.4-2 respectively.
tended for South-east Asia countries. In particu- The engine is of 3-cylinder in-line type, coping
lar, the output range can be freely selected by with the extensive range of output from 500 PS to
being provided together with the in-line type en- 1,740 PS with the same bore. The stable combus-
gine of the same bore in the electric propulsion tion with residual fuel can be realized through the
ship, and in addition, simplification can be made in 3-cylinder design compared with 6, or 8 cylinder
the aspect of controlling the spare parts because of engines of the smaller cylinder bore with same
the same bore. output. Excellent economy is realized by the low
2 Addition of 3-cylinder engine to DK-20 type se- fuel consumption and high efficiency.
ries (2) Annual results of manufacture
As for the DK-20 type engine, 6 and 8 cylinder The following marine engines of not less than 100
engines were put on the market in 1993 as the first PS were manufactured in 1997.

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 Annual Review 83

7RTA58T 19,040 PS x 103 rpm, for the main

engine for the AFRAMAX tanker built by NKK.
The development targets of the RTA58T type
engine are as follows based on the experiences
with the conventional RTA series engines, and
the particulars of the engine as the main engine
most suitable for the market requests were de-
termined.
1) Output and engine speed optimum for the
ship planning
2) Realization of low fuel consumption and im-
provement of the propeller efficiency by the
super-long stroke
3) Excellent reliability
4) Reduction in maintenance works
Fig. 2.4.4-2 3DK-20 5) Simplification of installation and outfitting
The principal particulars and the section of
Table 2.4.4-2 Main Particulars of 3DK-20 Type the DU-Sulzer RTA58T type engine are indi-
Engine cated in Table 2.4.5-1 and Fig. 2.4.5-1 respec-
tively.
2 DU-Sulzer RTA96C Engine
The first model of the DU-Sulzer RTA96C
Engine which had been developed as the diesel
engine of the maximum output in the world for
the over-Panamax high-speed container carrier,
was completed in March, 1997, and after the
confirmatory tests over about 3 months on the
reliability and various performances, and the
Nox test were carried out, the engine was deliv-
ered to the customer. The first engine is the
main engine, 11RTA96C (55,300 kW x 100
rpm), for the 6,214 TEU container carrier for
NYK built by IHI, and the second engine is the
main engine, 12RTA96C (65,880 kW x 100
rpm(R1)), for the 6,674 TEU container carrier
Main Auxiliary Total for P&OCL built by IHI.
engine engine The engine was developed focusing on security
Number(sets) 40 474 514
Output(PS) 77,550 479,520 557,070
(kW) 57,038 352,687 409,725 Table 2.4.5-1 Principal Particulars of DU-Sulzer
RTA58T/RTA96C Type Engines
2.4.5 Diesel United, Ltd.
(1) New Model developed in 1997
1 DU-Sulzer RTA58T Engine
Following the DU-Sulzer RTA48T-type engine
completed in 1996, the DU-Sulzer RTA58T-
type engine which had been developed as the
main engine for medium to small bulk carriers
and tankers was completed in February, 1997,
and after the confirmatory tests for about 1
month on the reliability and various perfor-
mances were carried out, the engine was deliv-
ered to the customer. The first model is the

October 1998 (29)

84 Marine Engineering Progress in 1997

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

of the reliability which is dominantly requested
for 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 the
RTA84C type engine for the purpose of high
output, while the piston stroke was approxi-
mately equal to that of the RTA 84C type engine
to miniaturize the engine.

Photo 2.4.5-1 General View of RTA96C Engine

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 Annual Review 85

The principal particulars, the section, and the indicated in Table 2.4.6-1 and Fig. 2.4.6-1 re-
photo of the general view of the RTA96C type spectively.
engine are indicated in Table 2.4.5-1, Fig. 2.4.5- 2 V34HLX
2 and Photo 2.4.5-1 respectively. The highly efficient V34HLX engine with high
(2) annual results of manufacture output was developed as the latest model of the
The following engines were manufactured in 1997. medium-speed engine HX•HLX series which
has been proved to be excellent in reliability,
and economical as the main engine for marine
use. The principal particulars and the photo of
the general view of the 16V34HLX type engine
are indicated in Table 2.4.6-2 and Fig. 2.4.6-2,
2.4.6 Niigata Engineering Co., Ltd. respectively.
(1) Development of New Model
1 28HLX
The engine was developed as the engine with
the specification of 280 mm in cylinder bore and
6,750 kWm in maximum output, targeting the
output of one class upward on the basis of the
HX series engines with many experiences in
engines for marine and land use.
The engine is characterized in the high output,
excellent performances, compact size and light
weight, and at the same time, excellent reliabil-
ity simple structure and easy maintenance. The
principal particulars and the photo of the gen-
eral view of the 16V28HLX type engine are
Fig. 2.4.6-2 Photo of General View of 16V34HLX
Type Engine

Table 2.4.6-2 Principal Particulars of V34HLX

Type Engine

Fig. 2.4.6-1 Photo of General View of 16V28HLX

Type Engine

Table 2.4.6-1 Principal Particulars of 28HLX Type Engine

October 1998 (31)

86 Marine Engineering Progress in 1997

3 ZP-31CP type z-propeller

The ZP-31CP type Z-propeller of 1,544
kW(2,100 PS) in the rated input horsepower and
having the controllable pitch propeller (CPP)
function, was developed based on the 360° full-
turn, Z-type propulsion system of the fixed pitch
propeller (FPP) with many experiences. Be-
cause it is the CPP, the power of the main engine
can be distributed to the drive of the fire-extin-
guishing pumps, hydraulic pumps, generators,
etc., in addition to the drive for the propulsion
system, and the electric propulsion system is
characterized in that the speed control of the
drive motor is unnecessary. The main particu-
lars and the photo of the general view of the ZP-
31CP type propulsion system are indicated in
Table 2.4.6-3 and Fig. 2.4.6-3 respectively.
(2) Annual results of manufacture
Table 2.4.6-4 indicates the total number of pro-
duction of main engines, auxiliary engines, turbo
chargers, elastic couplings, Z-type propulsion sys-
tems, and water-jet propulsion systems in 1997,
and the total output of the main engines and Fig. 2.4.6-3 Photo of General View of ZP-31CP
auxiliary engines. Propulsion System

2.4.7 NKK Corporation Table. 2.4.6-4 Results of Production in 1997 (Janu-

(1) Annual results of manufacture ary to December)
The NKK-SEMT-PIELSTIK engines for ship pro-
pulsion manufactured by NKK in 1997 include 6
PC2-6 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&W
2-cycle engine was commissioned by Kawasaki
Heavy Industries, Ltd. in 1986, this type of engines
have been manufactured.
The 8L35MC engine of 7,040 PS was newly
manufactured in the MARK6 rating advancing the
(2) Annual results of manufacture
Table 2.4.6-3 Principal Particulars of ZP-31CP
Propulsion System
(3) Related equipment
line-up from the 4L35MC engine of 3,520 PS to
the 8L35MC engine.
The principal particulars and the section of the
newly manufactured 8L35MC type engine are
indicated in Table 2.4.8-1 and Fig. 2.4.8-1 respec-
tively.
Total number of manufactured engines:
99 sets (all for main engines)
Total horsepower: 265,500 PS
In addition to the diesel engines, the following
controllable pitch propellers were developed as
the integrated manufacturer of the ship propulsion
plants.
Controllable pitch propeller: A115EN61 type
Brake horsepower and number of revolution:
6,800 PS x 190 rpm
Diameter of propeller: 4,200 mm

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

 Annual Review 87

Table 2.4.8-1 2.4.9 Hitachi Zosen Corporation

(1) Development of New Model
Type of engine
機 関 形 式 8L35MC 1 The first model of 12K90MC was completed in
Maximum October, 1997 as the main engine for the 6,600
連 continuous
続 最 大output
出 力 PS 7040
TEU container carrier. The principal particu-
Engine speed
回   転   数 rpm 210 lars are indicated in Table 2.4.9-1. (Refer to the
Number of cylinders Photo 2.4.9-1.) The engine aims at low wear
シ リ ン ダ 数 8
and low lub. Oil consumption by the high strength
Diameter of cylinder
シ リ ン ダ 径 mm 350 dual cast cylinder liner, the special profile work-
Stroke
ing of the internal surface of the liner, and the
行      程 mm 1050
CPR top ring.
Brake mean
正味平均有効圧力
effective pressure kgf/cm 2
18.67 To cope with the stringent request for the high
efficiency and the low noise level of the turbo
Mean piston speed
平均ピストン速度 m/s 7.35
charger, the axial flow silencer was equipped on
Maximum the suction port of the turbo charger to clear the
シリンダ内最高圧力
cylinder pressure kgf/cm2 148
regulated value.
Engine
機  関  weight
重 量 kgf 84000 2 The first model of 8S50MC-C in the world was
completed in October, 1997 as the main engine
for the refrigerated cargo ship.
The engine is the first model of the new compact
B&W engine S-MC-C series, and S/D was
increased to 4.0 and the mean effective pressure
was increased to 19 bar to increase the output by
10%, and the engine length was reduced by
10%. The twin stay bolt is adopted as the new
design to eliminate the effect of small deforma-
tion of the main bearing part. The main bearing,
the crank pin bearing and the crosshead bearing

Table 2.4.9-1 Main Particulars of 12K90MC

Number of cylinders 12
Cylinder bore 900 mm
Engine speed 94 RPM
Output 74,640 BHP
Mean effective pressure 18 bar
Fig. 2.4.8-1 Section of L35MC Engine

In the controllable pitch propeller, the gear-shift-

ing hydraulic pressure in increased to miniaturize
the gear-shifting device, and the assembled blades
of 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 filters
were developed as the filter for the engines using
marine diesel oil and the filter for treating the drain
from the stuffing box of the 2-cycle engine based
on the previously developed lubrication oil purify-
ing device, and the FG10,20 and 30 type fine filters
for fuel oil were developed for line-up.
Photo 2.4.9-1 12K90MC Engine

October 1998 (33)

88 Marine Engineering Progress in 1997
are of the aluminum shell bearing excellent in
high temperature fatigue strength, and the reli-
ability is improved by adopting the high top land
piston and the CPR ring in the combustion
chamber.
(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 L30M
engine which was developed by Makita, and
adopted 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, and
the continuous operation for 24 hours a day has
been implemented with satisfactory results. (Re-
fer to Photo 2.4.10-1.)
In the L31M test engine, the increase in the fuel
consumption was suppressed to 0%, and the con-
centration of Nox generation was reduced by 25%
in the Nox reduction test (by combination of the
fuel injection timing delay with the increase in the
compression ratio) which was carried out in 1996.
Aiming at the further Nox reduction with the same
engine, the fuel injection system provided with the
pre-injection was researched and developed in the
joint research with the Japanese Marine Equip-
ment Association as the subsidy business of The
Nippon 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 use
4-cycle engine 2 sets 2,600 PS
2-cycle engine 38 sets 187,665 PS
Total 40 sets 190,265 PS
Photo 2.4.10-1 Car Ferry in Service Loading 2 sets
of L30M
(34)
(3) Production Facility
The horizontal machining center was introduced
to 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 m
Z-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 increasing
the rating by the step-by-step increase in the maxi-
mum engine speed and the brake mean effective
pressure while 14 years have passed since the
MITSUI-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 potential
and experiences obtained in the rating increase,
and a novel S-MC-C engines have been developed
in which novel ideas to break through the conven-
tional common knowledge were employed every-
where. The S-MC-C engine was developed as the
compact engine of the next generation where the
weight is reduced by 10%, the length is reduced by
10%, and the output is increased by 10% irrespec-
tive of longer stroke. The principal particulars are
indicated in Table 2.4.12-1. The first S-MC-C
model of the 6S50MC-C engine (cylinder bore:
500 mm, piston stroke: 2,000 mm, mean effective
Table 2.4.12-1 Principal Particulars of S-MC-C
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review 89

pressure: 19 bar, number of cylinders: 6, and

output: 12,670 PS) was completed at Tamano
Works of MES in April, 1997. The photo of the
general view, the section, and the shop test perfor-
mance curves of the engine are indicated in Photo
2.4.12-1, Fig. 2.4.12-1, and Fig. 2.4.12-2, respec-
tively. The engine was delivered to a German
shipyard as an exported one. The first model of the
12K50MC engine (cylinder bore: 500 mm, piston
stroke: 1,370 mm, mean effective pressure: 18 bar,
and output: 16,100 kw) of higher speed and shorter
stroke K50MC, was completed in October, 1997.
The engine was exported to Malaysia as the prime
mover for the generator.
(2) Items related to Nox reduction
The protocol regarding the air pollution preven-
tion from ships was adopted at the Conference
held at Head Quarter of IMO (London) in Septem-
ber, 1997. As for the nitrogen oxide (NOx), the
object is the diesel engine of not less than 130 kW
in output which will be mounted on the ship to be
built on and after January 1,2000, or the major
conversion of which will be performed on and
after the same day. MES has achieved the mea-
sures to reduce NOx in which the NOx limit by the
IMO is cleared and the economy and reliability are
Fig. 2.4.12-1 Section of S50MC-C Engine

Photo 2.4.12-1 General View of 6S50MC-C Fig. 2.4.12-2 Performance Curve (ISO Condition)

October 1998 (35)

90 Marine Engineering Progress in 1997
not damaged on the actual ship together with the
licenser. The NOx regulation by the IMO is basi-
cally coped with the Low NOx Atomizer. MES
applied the NOx measures for the first time to two
sets of the main engine 7S50MC (9,635 kW x 123
rpm) for the shuttle tanker to be built by Tsuneishi
Shipyard and delivered to UGLAND Company,
and carried out the shop trial of the main engine.
Under the presence of DNV class surveyor, the
NOx emission of 12.3 g/Kwh was measured, which
is below the limit of 17 g/kWh in E3 cycle, and the
Certificate on Compliance with NOx regulation
was issued. The ship is operated in a mode so as
to comply with the IMO regulation. When the
NOx reduction by over 30% is required, water
emulsion is adopted, and this system has been
sufficiently experienced with the shore-based
power 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 is
mounted on S, K, L-MC engines, and 75 sets
were manufactured in 1997. The models of
production are three kinds, including NA70, 57
and 48.
(2) Annual results of manufacture
2.4.13 Mitsubishi Heavy Industries, Ltd. (large en-
gines)
(1) Engines developed in 1997
MHI has autonomously developed the UEC en-
gine which is a large low-speed 2-cycle engine
since 1955.
Table 2.4.13-1 Principal Particulars of UEC-LSII Type Engine
(36)
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 underway
as the latest one.
In 1997, development and design of the UEC37LSII
to cover the intermediate range between the devel-
oped UEC33LSII and UEC43LSIIwas completed
as the line-up reinforcement. The development
enables the flexibility by the UEC-LSII series
engine for the planning needs of diversified kinds
of small ships, and, in particular, extensive de-
mand on UEC37LSII is expected around the main
engine for ships engaged in domestic waters.
The UEC52LSE type engine whose development
is just started is designed for higher output and
miniaturization compared with the LSII type en-
gine, and has the top level specifications as the
large low-speed 2-cycle engine of 19 bar in brake
mean effective pressure and 8.5 m/s in mean piston
speed.
Principal particulars, the output range map, and
the section of the UEC-LSII type engine and the
UEC52LSE type engine are indicated in Table
2.4.13-1, 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 the
latest model was completed in December, 1997,
and the 12RTA84C-UG type engines as the main
engine for large high-speed container carriers have
been continuously manufactured.
* Main engine for marine use:
Large engine: 38 sets 1,069,210 PS
Medium/small engine:
7,546 sets 4,068,250 PS
* Auxiliary engine for marine use:
1,598 sets 834,630 PS
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review 91

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

ber, 1997 by Yanmar are roughly as follows. The

following two models were developed as the main
engines for medium to small fishing boats.
1) 6KY-ET Engine
The engine was developed on the concept of the
engine easy to handle, light in weight, and
compact in size as the main engine for medium
to small fishing boats. In the engine, improve-
ment of the torque characteristics at the medium
to low speed, clean exhaust gas, great reduction
in fuel consumption, and rapid acceleration were
realized by employing the twin turbo and the
special combustion system.
The principal particulars and the photo of the
general view are indicated in Table 2.4.14-1 and
Fig. 2.4.14-1, respectively.
2) 6LX-GT Engine
The 6LX-GT engine was developed as a part of
the lightweight, compact and high-output diesel
engine GT series as the main engine for medium
to small fishing boats. In the engine, the high-
pressure injection was realized by employing

Table 2.4.14-1
Fig. 2.4.13-2 Section of UEC52LSE Engine

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-

October 1998 (37)

92 Marine Engineering Progress in 1997

the Yanmar-original unit injector, and the stable

combustion performance in the range from the
low speed to the high speed was obtained through
the optimum matching with the combustion
chamber. Importance is attached to the daily
service and maintenance performance, and it is
taken into consideration that every equipment
necessary for examination is arranged on the
steering side.
The principal particulars and the photo of the
general view are indicated in Table 2.4.14-2 and
Fig. 2.4.14-2, respectively.
For the purpose of the series expansion of the
6N21 type engine developed in 1996, the 8N21
type engine was developed as the main engine,

Fig. 2.4.14-3

Table 2.4.14-3 Principal Particulars of 8N21

Fig. 2.4.14-1 6KY-ET Engine Engine

Table 2.4.14-2

the auxiliary engine for generators for marine

use capable of coping with low fuel consump-
tion, low air pollution, and residual fuel.
The principal particulars and section of the
engine are indicated in Table 2.4.14-3 and Fig.
2.4.14-3, respectively.
(2) Annual results of manufacture in 1997

Fig. 2.4.14-2 6LX-GT Engine [Yoshisuke HAMAMOTO]

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

 Annual Review
3. Steam Turbines
3.1 Marine Propulsion Turbine
The main propulsion turbines completed and ac-
ceptance-tested at factory in 1997 in Japan numbered
five in total, including four turned out by Mitsubishi
Heavy Industries, Ltd. (two 26,800 kW machines and
one each of 28,7000 kW and 5,500 kW machines) and
one turned out by Kawasaki Heavy Industries, Ltd.
(one 29,400 kW machine).
Also, two LNGCc built by Mitsubishi Heavy
Industries, 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, for
Petronas Marine and powered by the main propulsion
turbine of Kawasaki Heavy Industries manufacture
were 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, the
improved turbine plant operating efficiency for greater
saving in energy consumption, etc., which are the
challenges to be met hence-forth.
3.2 Auxiliary Turbine
The marine auxiliary turbines, manufactured by
Mitsubishi Heavy Industries, Ltd. and Shinko Indus-
tries, Ltd. in Japan, include the generator, cargo oil
pump, and ballast pump turbines.
In 1997, 15 generator turbines were manufactured
by Mitsubishi Heavy Industries, Ltd. and four by Shinko
Industries, Ltd. Those manufactured by Mitsubishi
Heavy Industries, Ltd. were mostly for installation in
LNGCs.
The cargo oil pump and ballast pump turbines
manufactured in 1997 numbered 209 in total, of which
33 were turned out by Mitsubishi Heavy Industries,
Ltd. and 176 by Shinko Industries, Ltd.
The world’s oil tankers have now reached the
stage of replacement causing the rise in demand for
cargo oil pump and ballast pump turbines. Business
inquiries about these auxiliary turbines are brisk, and
the prospect is good that the turbine manufacturing
activities will continue at a high level henceforth.
The demand for generator turbines for LNGC
application also is expected to remain strong hereafter.
South Korea at present is in so great an economic
bind that its LNGC building projects must be seriously
affected with consequent impact on the manufacturing
of marine propulsion and auxiliary turbines in the
Pacific Asian region. The country’s economic situa-
tion, therefore, warrants careful attention for some time
to come
[Yasunori TASHIMA]
October 1998
93
4. Gas Turbines and Turbochargers
4.1 Gas Turbines
The operational results of the aero-derivative gas
turbines have been increased as the main engine for
marine use in naval vessels and high-speed ships taking
advantage of its characteristics.
The number of naval vessels on which gas turbines
are installed in Japan totals 46 as of the end of 1997
including those under construction or planning, and the
number of gas turbines exceeds 190 sets including the
spare engines.
The naval vessels which entered in service in 1997
was “Murasame” type DD class escort vessel (built by
MES) which was ordered in 1992 fiscal year, in which
2 sets of the LM2500 gas turbine by GE in US (16,500
PS, manufactured by IHI) and the SMIC gas turbine by
RR in UK (13,500 PS, manufactured by KHI) are
installed with twin shaft COGAG (Combined Gas
turbine And Gas turbine) system.
In 1997, one “Murasame” type DD vessel (to be
built by Hitachi Zosen, and delivered in March, 2001)
was contracted.
As for the gas turbine for on-board generators, the
M1A-25 (1,500 kW) gas turbine developed by KHI
itself and the 501-K34 gas turbine by Allison in US
(2,500 kW manufactured by IHI) are the main stream
now.
Three sets of M1A-25 were installed on two
“Murasame” type DD vessels, and total 6 sets are in
service and 15 sets will be installed on the succeeding
five DD vessels. Three sets of 501-K34 were installed
on three “Kongo” type DDG class escort vessels, and
total, 9 sets are in service and 3 sets will be installed on
the succeeding DDG vessel.
As for the high-speed ships for commercial use in
Japan 15 water-jet propelled hydrofoils (Jet Foil) with
2 sets of 501-KF(3,800 PS) gas turbine by Allison have
been 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 support
hull (TSL-A) was converted to the disaster relief ship
and entered in service. 2 sets of MFT-8 gas turbines
developed by MHI as the propulsion engine (28,000
PS, with the gas generator by TPM in Canada), and 1 set
of TF40 gas turbine (2,000 SHP) by Textron Lycoming
in US were installed in the “Hisho”.
In the trend of the novel technology on the marine
gas turbine, the “Technical Research Association of
Super Marine Gas Turbine” comprising 5 Japanese gas
turbine 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 about
1/10 compared with the existing diesel engines and the
(39)
94 Marine Engineering Progress in 1997
Fig. 4.1-1 Structure of ICR Gas Turbine WR-21
fuel consumption is approximately equal to that thereof
from 1997 to 2002.
The Intercooled and Recuperated cycle (ICR) gas
turbine WR-21 (22,000 kW class) in which the aero
RB211 engine by RR is applied as the base engine, has
been developed overseas under the contract with the
US Navy (Royal and French navies are also partici-
pated). Fig. 4.1-1 shows the structure of WR-21. The
test for the development engine has been conducted at
the test house in Royal Navy, and the endurance test for
500 hours was completed in 1997.
[Takafumi NAKAGAWA]
4.2 Turbochargers
The situation in 1997 of domestic turbocharger
manufacturer is summarized below.
Ishikawajima-Harima Heavy Industries Co., Ltd.
produced 1,161 units of VTR type turbochargers with
axial turbine. It includes 64 units of VTR4D series,
which was designed for higher-pressure application
than conventional VTR4E and 4 units of VTR4P series,
which can be adopted for compressor pressure ratio up
to 4. The required compressor pressure ratio for domes-
tic diesel engine is gradually increasing similar to a
tendency of the European engine builders.
Ishikawajima-Harima Heavy Industries Co., Ltd. also
produced 1,636 units of RU and RH3 type turbocharg-
ers with radial turbine, which are about 20% larger than
the production record of 1996. Especially the produc-
tion of high efficiency type turbocharger RH3 is in-
creased.
Mitsubishi Heavy Industries Co., Ltd. produced
499 units of MET type turbochargers. 33 units were
MET-SE series, i.e. MET83SE, MET66SE and
MET45SE, which can be adopted for higher-pressure
(40)
application than conventional MET-SD series. 14 units
out of total 33 were applied for stationary power gener-
ating plants. The production of MET-SE series will be
increased in the future. It is remarkable that an order for
8 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 of
MET Turbocharger Design Features and Improve-
ments Achieved for User-Friendliness”, was made for
the 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 of
aluminum alloy is a topic under the severe running
conditions such as high peripheral speed and high
suction air temperature. The investigation on aerody-
namic design and/or the material of the compressor
wheel might be necessary.
Kawasaki Heavy Industries Co., Ltd. produced 40
units of NA70, NA57, and NA48 turbochargers. The
new turbocharger type NA70/T9, NA57/T9 and NA48/
S have the majority of the production and the numbers
are 15, 8 and 16 units respectively.
Niigata Engineering Co., Ltd. produced 340 units
of turbochargers, including 310 units of NR/R, 2 units
of NA/T and 3 units of NR/S. The production of high
efficiency and high-pressure turbocharger NR/S with
radial turbine will be increased.
[Takashi AKITA]
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
5. Boilers
5.1 General
The number of production of boilers for marine
use has been gradually increased since 1995, and 475
boilers 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 the
boiler combustion chamber, energy saving, exclusive
and mixed combustion of gas/heavy oil including the
gas fired auxiliary boiler, and countermeasures for the
air pollution by NOx, SOx, etc., and examination on the
monitoring system of the auxiliary boiler/exhaust gas
economizer.
5.2 Number of Production
Fig. 5.1 and Fig. 5.2 show the production of boilers
for marine use during 10 years since 1988 which are
summarized in “Statistics of Products in Marine Indus-
try” by the Ministry of Transport.
Fig. 5.1 shows the number of production of boilers
Fig. 5.1 Boiler Production by Annual Report of
Marine Industrial Statistics
Fig. 5.2 Boiler Production by Annual Report of
Marine Industrial Statistics
October 1998
95
by the kind, and the number has been on the same trend
for these several years.
Fig. 5.2 shows the weight of production to the
number of production of the boilers, and the weight
statistics shows the trend that the boilers have been
increased in size since 1995.
5.3 Major Trend
5.3.1 Main Boiler
Two sets of main boilers 17T/H and 2 sets of
boilers of 68T/H for LNG carriers were manufactured
by MHI, 4 sets of boilers of 54 T/H were manufactured
by MES, and 2 sets of boilers of 68T/H were manufac-
tured by KHI, and total 10 boilers were delivered. MHI
received orders of 2 sets of 21 T/H boilers, 2 sets of 44
T/H boilers, 8 sets of 68 T/H boilers, KHI received
orders of 10 sets of 68 T/H boilers, and totaling 22
boilers. Boilers for LNG carriers are delivered to
Korean shipbuilders and Qatar Project.
Demands on the main boilers for LNG carriers will
be expected.
5.3.2 Auxiliary Boiler
Two 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 the
number of production and the orders received of main
and auxiliary boilers by 8 boiler manufacturers in 1997
with reference to the boiler capacity. On the whole,
both the number of production and the orders received
are on the increase, and the orders received of auxiliary
boilers of medium to large capacity was increased by
about 155% compared with those in 1996 supported by
the demands on tankers are increased.
Fig. 5.4 shows the summary of the number of
production and orders received of the composite boil-
ers, and the number of production and orders received
Fig. 5.3 Production and Orders Received of Main
and Auxiliary Boilers in 1997 Fiscal Year
(41)
96 Marine Engineering Progress in 1997
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
of the composite boilers of 1-2 T/H class are increased
by about 110% compared with those in 1996 on the
whole.
No specially new technologies were developed in
the field of the auxiliary boiler, and the Sub Committee
on Boilers of the Energy System Committee, succes-
sively to 1996, achieved the questionnaire survey for
ship builders and shipping companies on the monitor-
ing system of the auxiliary boiler/exhaust gas econo-
mizer for marine use, and the future monitoring system
is summarized based on these results.
5.3.3 Exhaust Gas Economizer
Eighty eight sets of exhaust gas economizer were
manufactured in 1997, which is about 120% compared
with those in 1996. In particular, the number of exhaust
gas economizers of 2.1-3 T/H class was increased from
13 to 36 supported by the demands on tankers, showing
great increase by about 270%.
Fig. 5.5 shows the number of production and the
orders received of exhaust gas economizers by 8 boiler
manufacturers with reference to the boiler capacity.
As for large exhaust gas economizers of forced
(42)
circulation type for turbo-generators (T/G) which have
been employed in VLCCs, container carriers, etc.,
opportunities of employment have been reduced com-
pared with the previous year from the aspect of the
economy.
[Takashi KURIMOTO]
6. Shafting System
No remarkable advances were achieved in 1997
except that a large propeller was employed in 5,700
TEU container carrier. Among high-speed crafts, ships
for government and municipal offices, and ships en-
gaged in domestic waters, there were some topics
including the water-jet propulsion system employed in
the super high-speed mono-hull or twin-hull crafts, the
turning CPP equipment mounted on a fire-fighting
ship, and the turning CRP announced as a new technol-
ogy. Their outlines are introduced below.
IHI, MHI and MES built large container carriers of
5,700 TEU type which are the largest class in Japan, and
the first ship was delivered in October, 1997 at Kure
Shipyard of IHI. The propeller employed on this ship
is of 6-blade type, φ8,750 mm in diameter, and 81 tons
in weight.
The main particulars are as follows.1)
LOA × B × D: 299.9 m × 40.0 m × 23.9 m
Gross tonnage: 75,637 tons
Main engine: Low speed diesel engine
53,300 kW × 94 rpm
IHI announced the turning type Contra-Rotating
Propeller System “IHI CRP-DUCK” as a novel propul-
sion system of cargo ships and tankers engaged in
domestic waters, and started the sale. (Fig. 6.1)2) The
main particulars of the propulsion system for ships of
499-749 GT are as follows.
Rated output: 1,330 kW
Rated input number of revolution: 750 rpm
Number of revolution of propeller: 225 rpm
Forward propeller: 4-blade × φ2,510 mm
Rear propeller: 5-blade × φ2,200 mm
Advantages 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 of
fitting the propulsion system.
MHI delivered the mono-hull type high-speed car
ferry “UNICON” which is highest in speed in Japan at
the end of May, 1997, and the ship, as a car ferry, is
engaged in the route between Hakodate and Aomori in
2 hours. The propulsion system of the ship employed
4-drive and 4-shaft system in which the main engine,
the gear, and the water-jet was combined, and the
water-jet system (Fig. 6.2) is equipped with the steering
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
Fig. 6.1 IHI CRP-DUCK
Fig. 6.2 Propulsion system of UNICON
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 m
Gross tonnage: 1,498 tons
Service speed: 35 knots
Main engine: Medium speed diesel engine
8,840 PS × 1,275 rpm × 4 sets
Water-jet pump: Single stage, axial flow type
× 4 sets
Reduction gear: Planetary gear type reduc-
tion gear × 4 sets
Two sets of CPP, 360°-turning type thrusters manu-
factured by KHI were employed as the propulsion
system 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 ship
owned by the Maritime Safety Agency for the first
time, and demonstrates its capacity of the transverse
October 1998
97
movement and the steering performance at the site,
facilitates the operation for arriving at and leaving the
terminal, enables the fine-controlled operation includ-
ing the ship positioning while spraying the water in the
fire-fighting activities, and remarkably improves the
operational performance. The main particulars are as
follows.
LOA × B × D: 35.0 m × 12.2 m × 5.5 m
Gross tonnage: 280 tons
Main engine: Diesel engine
2,000 PS × 2 sets
Turning-type controllable pitch propeller:
2 sets
The swing-up type turning propulsion system de-
veloped by KHI was employed in the self-propelled
barge of Honshu-Shikoku Bridge Authority also in
1997 following the first system employed in 1995, and
plays an active part as the thruster for special use.
Hitachi Zosen delivered the wave-piercer type car
ferry “SEA BIRD” completely made of aluminum
alloy and 60 m in length which was intended for
Corporation for Aduanced Transport & Technology
and Yasuda Ocean Vessel Co., Ltd., and the car ferry is
now engaged in the service between Nagasaki and
Kushikino. The shafting system is 4-engine, 4-shaft
system, and the length of the shafting system on the
inner side is different from that on the outer side due to
the arrangement of the main engine. The flexible
coupling of lamination plate type is arranged between
the 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 the
hull, and the two-split type roller bearing which is
commonly used as the bulkhead seal and the bearing is
equipped in the bulkhead part. The roller bearing of
two-split type is employed in every intermediate bear-
ing. The intermediate shaft is of hollow structure where
Fig. 6.3 Propulsion system of SEA BIRD
(43)
98 Marine Engineering Progress in 1997
the hollow ratio = 0.67 for the weight reduction.5) The
main particulars are as follows.
LOA × B × D: abt. 62 m × 15.4 m × 10.8 m
Gross tonnage: 835 tons
Main engine: High-speed diesel engine
2,023 kW × 1,950 rpm × 4 sets
Propulsion system: Water-jet propulsion sys-
tem × 4 sets
The TSL test ship “HISHO” was remodeled to the
disaster measures ship “KIBO” by MHI. (The remod-
eling work was completed in March, 1997.)6) Because
the accommodation structure was mounted during the
remodeling, the shafting system was re-aligned. This
work 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), 408
3) Fune-No-Kagaku, 50 (Aug. 1997), 28
4) Ship of the World (Mar. 1998), 120
5) Kodansen, 327 (May 1997), 31
6) Fune-No-Kagaku, 50 (Dec. 1997), 49
[Keiichi NITTA]
7. Auxiliary Machinery and
Outfitting Works
In the section of auxiliary machinery & outfitting
works in 1997, the apparatus concerning to the refrig-
eration and cold storage, the attitude control system of
ships, the engine room operator assisting system for
ships and so on were developed and studied.
The further details of there are as follows.
7.1 Development of the Diagnosis System for the
Refrigeration 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 the
foreseeing diagnosis. In 1997 they have developed the
simplified diagnosis system named “mini-COCO” for
the refrigeration compressor. This system can be
mounted on the refrigerator easily and diagnose it at all
times and continuously.
This system consists of the acceleration transducer
and the circuit board. When the former is attached on
the refrigeration compressor and the latter is supplied
electric power source, the system starts to diagnose the
running operation of the compressor and generated the
D.C. voltage as the diagnosis results at the output
terminals on the board. The output result shows not
(44)
only whether the compressor is good or bad, but also the
extent of its trouble by the analogous voltage value
(D.C. 1~5V). The system can analyze the vibration
wave from the acceleration transducer by the central
processing unit on the circuit board, decide the rotation
trouble of the compressor rotor according to the rule of
the company and produce the output result. By making
a continuous observation of the D. C. voltage which is
generated as the diagnosis results every 4 minutes, we
can know the appropriate time of an overhaul of the
compressor. By setting the limit value of the voltage,
we can light a warning lamp, ring a warning buzzer or
stop the compressor (the operation of the refrigerator).
This system is applied to the only use of the single
screw compressor made by Mayekawa Mfg. Co., Ltd.
The compressor must be used on shore and driven by an
electric motor. In future, if such a system would be
developed for marine and general use, the operators of
ships will be able to do adequate maintenance of the
refrigeration compressor and not experience a sudden
trouble of the refrigerator at sea.
7.2 Development of the Frosting Control System
AFC-800 for the Refrigerating Room2)
Protect Co., Ltd. (now AMEFREC Co., Ltd.) has
developed the frosting control system AFC-800 for the
refrigerating room. Please refer to Fig. 7.1. If this unit
would be installed in the refrigerating room, it will be
able to prevent loading of the cooling coils by the frost,
reduce the time and numbers of defrosting an influence
of the frost to the articles in the room, and increase the
cooling efficiency remarkably.
AFC-800 consists of some oxide magnetic ce-
ramic plated (ferrite plates). The plates are composed
of an iron oxide as the main ingredient and several
metal oxides. These plates absorb the VHF and UHF
electric waves in the air and produce the voltage differ-
ence of 0.076 mV to the air. And the plates adsorb the
2H2O which are floating in the air and cause the frost,
remove the electrons of the 2H2O and prevent the
microscopic 2H2O from growing crystals (= the frost).
The field test was carried out in the actual refrig-
eration utility; its room temperature was –25°C and
room volume was about 170m3, the numbers of defrost-
ing was 6 times per day, the time of defrosting was 30
minutes every defrosting, the operation ratio of the
refrigerator was about 60% and the work of defrosting
by men needs 1 time per month in winter and 2~3 times
per month in summer. As a result passing only 13 days
after setting AFC-800 in the room, the numbers of
defrosting decreased to 2 times per day, the time of
defrosting decreased to 15 minutes every defrosting,
the operation ratio of the refrigerator decreased to about
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review 99

Fig. 7.1 Shape and Specification of AFC-800

50%. Also the work of defrosting by men did not need

only one tome after setting this unit.
As these effects can be expected, there are many
achievements of adopting this unit in the refrigeration
utility on shore. We want to apply this unit to the
maritime refrigeration utility after this. If it would be
so, the work of defrosting will decrease and an accident
of 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 and
the green house effect are becoming global environ-
mental problems. As a result, not only the use of
fluorine-containing alternative refrigerant but also the
use of ammonia as a coolant is considered again.
Because the Ozone Destruction Performance and the
Global Warming Potential by ammonia is zero.
In response to this, an ammonia absorption type
refrigerator with a plate-fin heat exchanger has been
developed for very low temperature. Hitachi Zosen
Corporation developed this system in corporation with
Osaka Gas Co., Ltd. And Sumitomo Precision Products
Co., Ltd. This system is similar to the previous absorp-
tion type refrigerator with ammonia as a coolant and
water as an absorbent. As shown in Fig. 7.2, this system
almostly consists of only heat exchangers. By adopting
the plate-fin type heat exchanger whose volume per a
unit of heat transfer area is about one-tenth of one of the
shell and tube type heat exchangers, the system be-
comes compact and very small extremely. The range of
the refrigeration temperature is –20°C~–50°C. This
system is designed and made in safety against ammonia
Fig. 7.2 Flow Diagram
of an inflammable and poisonous gas.
In this development, the steam heating 20 USRT
demonstration machine was manufactured; the USRT
means the United State Refrigeration Tonnage and 1
USRT = 3024 kcal/h ≅ 3.517 kW, and the several
performance tests for 10 days or more and the long term
continuous 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 and
durability were confirmed on condition that the cooling
water temperature was 32°C and the refrigerating ca-
pacity was 20 USRT. Furthermore, the design stan-
dardization was completed, the 100RT, 50RT and
20RT typed models of an ammonia absorption refrig-
erator which had a plate-fin heat exchanger, were
manufactured compactly as shown in Fig. 7.3. For
example, on the 20RT typed model, the dimension of

October 1998 (45)

100 Marine Engineering Progress in 1997
Fig. 7.3 Standard Module and An Example of Varia-
tion
which is 3 m long, 1.6 m wide and 3.1 m high, we can
get the refrigerating system with 20 USRT and COP =
0.4 on condition that the heating source is steam of 9
atmospheric pressure and cooling water temperature is
30°C.
7.4 Development of Ride Control System for
JETPIERCER4)
Kawasaki Heavy Industries, Ltd. Have developed
the Ride Control System (RCS) in order to enhance
excellent seakeeping performance for JETPIERCER, a
wave piercing catamaran high -speed car ferry. The
first vessel of her was named “Hayabusa” (falcon) with
length 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
Fig. 7.4 Arrangement of RCS Components
(46)
speed of 35.5 knots, and carrying capacity of 460
passengers with either 94 cars or 32 eight-ton trucks.
She has 4 water jet propulsion systems driven by 4 high
speed diesel engines of total 25,780 PS (18,961 kW).
RCS decreases a ship motion which is introduced
by wave making force because of high speed vessel
herself, by the f ins installed on the bow and the trim
tabs on the stern of her catamaran. It enhances excellent
seakeeping performance for her. The lifting power
produced by these fins and trim tabs is used actively as
force to control pitch and roll motion of her. RCS
consists of ship motion sensors (rate-gyroscope), a
main microcomputer-based controller, hydraulic power
units and driving units for the fins and the trim tabs. Fig.
7.4 shows the arrangement of the system. The rate
gyroscope detects rolling and pitching acceleration of
the vessel. Under the results of detection, the main
controller calculates angle of the fins and the trim tabs
to produce lifting power which prevents the vessel from
leaning over. It gives instructions to each actuator of
the driving unit to reduce wave-induced pitch and roll
motion. As a result of numerical simulation of RCS and
model experiment in a water tank, the following was
known. If the fins and the trim tabs would be controlled
as mentioned above under wave length in which the
oscillation of the vessel becomes the maximum, the
oscillation will decrease about 20%. RCS modified on
basis of this result was installed on actual vessel, and
anti-motion effects was examined. As a result, under
head sea pitch rate decreases about 65% and up-and-
down acceleration decreases about 57% in operation of
RCS than in no operation. When the vessel was running
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
commercially, under beam sea pitching rate decreases
about 47% and up-and-down acceleration decreases
about 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 toward
keeping vessels comfortable after this.
7.5 Engine Room Operator Assisting System for
Motor Ships5)
Kawasaki Heavy Industries, Ltd. Have developed
engine room operator assisting system for motor ships.
This system has been developed for easy operation and
proper maintenance of principal machinery on motor
ship. Operator can easily recognize the running condi-
tion, the performance and their transition of these
machinery by recording, analyzing and diagnosing the
data from the engine monitor and using the portable
measuring equipment for the combustion pressure and
others.
This system consists of data logging computer,
portable measuring equipment for the cylinder pressure
and others of a diesel engine and personal computer as
a central processing unit for these data. The soft wares
consist of three independent analysis soft wares and a
diagnosis soft ware. The former three soft wares are for
the purposes of analyzing the data trend of the engine
parts, analyzing the cylinder pressure data or diesel
engine and analyzing the several data of diesel main
engine. The user can select and install some of them on
this system. The latter soft ware is for purpose of
diagnosing. Only answering some questions by Yes or
No according to the results of the former soft ware,
operator can get the diagnosis results. This system
adopts the general personal computer as data process-
ing unit on purpose. So it is able to apply soft ware
which user developed.
As thus system can be complete by adding some
apparatus, not only new vessels but also previous ones
can be mounted and it can be applied to main diesel
engine and generator diesel engine. Now this system is
mounted many vessels as engine room operator assist-
ing system. In addition, this system becomes main
apparatus of “Marine engine training simulator JETS-
101”. This simulator is installed on training ships and
training houses as the educational training facilities of
the maritime high-school. JRCS Corporation takes
charge of sales operation of this simulator.
References
1) Refrigeration, vol. 72 No. 837 (1997.7) pp. 683
2) Refrigeration, vol. 72 No. 833 (1997.3) pp. 204
and Amefrec Technical Reports & Catalogue
3) The Hitachi Zosen Technical Review, Vol. 58 No.
October 1998
101
2 (1997.7) pp. 94
4) Kawasaki Technical Review vol. 135 (1997.10)
pp. 27 and Vol. 126 (1995.7) pp. 3
5) 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, the
studies and developments to control the several oscilla-
tion and vibration generated on large crane barge and
container 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 for
use on sling frame of the hook of a 3000 ton crane barge
to handle caissons in the construction of Shira-Shima
Petroleum Depository. In this development, measure-
ment of an oscillation of an actual ship on sea, research
on oscillation mechanism of sling flame and logical
study of damping effect by oscillation damper were
performed. Furthermore water tank tests carried out
using 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 height
of center of gravity. The shape of this barge is shown
in Fig. 8.1. The active damper has damping weight of
35 ton, effective stroke ±2.0 m, maximum velocity of
2 m/s and electric motor of 132 kW as basic specifica-
tion. The structure is shown in Fig. 8.2. Setting on this
damper on sling frame of the crane barge, pendulum
motion of the cargo is reduced. In the tests using an
actual crane, it was known that horizontal oscillation of
the sling frame increases large simultaneously with a
cycle of rolling of the barge, and right and left oscilla-
Fig. 8.1 Floating Crane Arrangement
(47)
102 Marine Engineering Progress in 1997

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

tion amplitude becomes 3 times than the back and forth.

Furthermore, theoretical calculation method on the
characteristics of combined oscillation of barge and
sling frame at sea is deduced. The following matters
were made clear. The active damper installed on sling
frame is able to reduce the right and left amplitude of
sling frame and shackle to about 1/2~1/3. This system
is able to use effectively control logic for feedforward
mode to counter oscillation with detecting oscillation
on the edge of the jib. As a result of water tank tests
using crane barge model, it was confirmed that experi-
mental values agreed well with theoretical results, and
active damper took the control effect being fit for the
aim.
In the tests using real crane barge of Shira-Shima
Petroleum Depository, right and left amplitude of sling
frame generated about the maximum ±0.5 m at sea. But
putting the new damper system in operation, the ampli-
tude decreased to about 1/2~1/3 as the result of the
model experiment. It was confirmed that this system
had damping effect attaining the goal and was very
useful.
8.2 Development of Vibration Control System on
Container Crane Girder2)
Mitsubishi Heavy Industries, Ltd. Has developed
the vibration control system on container crane girder.
The outline of container crane is shown in Fig. 8.3. This
system reduces horizontal vibration of girder produced
with trolley movement by controlling acceleration of
its trolley. The feature of this system is simultaneous
control of vibration of girder and containers. To at-
tempt this, optimum control theory has been applied.
Fig. 8.3 Outline of Container Crane
By numerical simulations and experiments, it was
made clear that vibration control of girder had no
influence on antisway control of containers. In this
developed system, the maximum amplitude of girder
vibration has been decreased to half, vibration does not
remain after stopping trolley. The damping constant
0.1 has been achieved from 0.0087 for girder vibration
produced 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 reduce
fatigue of structure of the crane affected by girder
vibration, disagreeable impression to the operators and
so 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]

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

 Annual Review
9. Fuels and Lubricating Oils
9.1 Fuels
9.1.1 Trend of Oil Demand
The year of 1997 started with the accident of the
heavy oil outflow from M/V Nakhodka, followed by
uneasy news including the bankruptcy of financial
agencies in Japan, the currency crisis in Asia, and the
disorder 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 the
crude oil processing in the world on 1997 was 73.6
million B/D, and increased by 3% compared with the
previous year (Table 9.1), and the production increase
of the crude oil production in Middle and South America,
Africa, Asia and Old Russia was remarkable. (Table
9.2)
In the No. 103 OPEC General Conference in
November, the raise of the upper limit of the production
framework was agreed to start from the beginning of
1998 so as to cope with the increase in demand in Asian
areas. The trend in the price of the crude oil was at the
Table 9.1 IEA World Oil Demand
Table 9.2 Transition of World’s Crude Oil Produc-
tion
October 1998
103
level of 24 dollars per barrel in the beginning of the
year, taking the price of the Dubai crude oil as an
example. However, from the trend of warm winter, the
price was reduced to 16 dollars after the 1996/1997
demand season, and then, shifted on the level of 17-18
dollars. Then, in spite of the demand season, the price
was rather dropped down rapidly to 15 dollars at the end
of December. The energy demand was considered to be
braked by the mitigation of the demand/supply balance
due to the increased allotment of OPEC taken by the
market in advance, and the financial and currency crisis
in Eastern Asian countries.
As for the situation in Japan, the processed quan-
tity of crude oil was 4.32 million B/D which was
increased by about 3.6% compared with the previous
year. The import of the petroleum products was 3.17
million KL which was reduced by 28% compared with
the previous year mainly due to sharp decrease in the
heavy oil for the power generation. The export of the
petroleum 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 of
the bond heavy oil (A, C) in 1997 was 5.81 million KL,
and increased by 35.5% compared with the previous
year, 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/production
were greatly different from those in the previous year.
(Table 9.3)
9.1.2 Marine Fuel Oils
The heavy oil is the refined mineral oil of appropri-
ate quality as the fuel for internal combustion engines,
Table 9.3 Demand Results of Domestic Bond Heavy
Oil (1997)
(49)
104 Marine Engineering Progress in 1997
boilers and various furnaces in accordance with JIS.
Though the demand of the fuel oil in transportation
sector is continuously in a good condition, the demand
of the heavy oil has been reduced year by year due to
promotion of the energy saving, and the energy conver-
sion attributable to environmental problems. While the
heavy oil yield from the domestic refined crude oil was
about 43% in 1981, it was dropped to about 29% in
1996. This is attributable to the result that the product
yield for automobiles fuels was improved by the so-
phisticated secondary processing facilities using the
heavy oil fraction. At the same time, the quality of the
residual product from the upgrading facilities which is
conventionally used as the main composition of the
heavy oil has been worse than the previous one.
The 39th MEPC of IMO was held in June, and
concerning the fuel oils, three items namely (1) the
upper limit of 5% sulfur content in general waters, (2)
implementation of the monitoring of the sulfur contents
in the fuel oil, and (3) designation of North Sea and
Baltic Sea as the special area were agreed among the
pending 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 Convention
of the International Federation on Climate Fluctuation)
held in Kyoto in December, suppression and reduction
of 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 is
designed in accordance with the Japanese Industrial
Standards on heavy oil. However, there is a gap
between JIS quality items and the actual quality re-
quirements of the heavy oil for marine use, and which
has not been corrected. On the other hand, in the
international transaction, the standards of ISO8217
(marine fuel oil) have been popular. Thus, discussion
was made to frame JIS from the ISO standards which
are internationally versatile in the industrial world, and
it was agreed to amend the present JIS. However, it has
been pointed out that (1) the present ISO standards have
no requirements on sodium which is the desired item by
users, (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 items
are incorporated in JIS is considered as the item of
examination 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 excellent
references to understand the combustion technol-
ogy
(50)
(2) Proposition of the fuel pretreatment system for the
trouble-free use of the engine against the impuri-
ties in the fuel oil to damage the engine.
(3) Introduction of the challenge by the centralized
control system of the properties of the fuel to be
fed.
(4) Change in the sludge precipitation, mixture of
FCC catalyst and hard-to-burn contents from the
analysis report 5 years ago on the same quality
items of the marine fuel oil.
(5) Introduction of the results of the property analysis
of the fuel oil to be daily used on ships in service,
and the present situation of the wear of the ring
liner experienced on board ships in service.
(6) Introduction of the present situation of the oil
pollution preventive measures and technology in
Japan, the life prediction model of the outflow oil
with the accident of the heavy oil outflow from
MV 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 Main
Propellant Engines”, Journal of the M.E.S.J., Vol.
32, No. 2
3) “Quality Control of Marine Fuels by Shipping
Company”, Journal of the M.E.S.J., Vol. 32, No. 2
4) “Present Condition of Heavy Marine Fuel from
Point of View of Shipping Company”, Journal of
the M.E.S.J., Vol. 32, No. 11
5) “Fuel Oil for Low Speed Marine Diesel Engines
and 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 of
the Japan Institute of Energy, Vol. 76, No. 6
[Kenji TSUIKI]
9.2 Present Situation and Trend of Marine Engine
Lubricants
9.2.1 Lubricating Oils for Trunk Engines
Because diesel oil is generally used in the high-
speed trunk engine, the lubricating oil for large vehicles
of relatively low alkaline level (the lubricating oil
classified in accordance with the API standards) is
used. In the region of this engine, no equipment such
as the purifier to discharge the sludge, etc., outside the
system is not provided, and the full volume of the
lubricating oil is periodically renewed based on the
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
engine manufacturer’s standards. Recently, there are
many cases where the high-speed trunk engine is em-
ployed on board high-speed ferries, etc., and the use of
synthetic lubricating oil of longer service life (several
times longer than that of the mineral oil) is increased
from the viewpoint of the resources saving and the
ecology (waste oil treatment, etc.) in Europe while the
use of the mineral oil is popular in Japan. The synthetic
lubricating oil suppresses carbon generation at piston
ring zone and generation of lacquer at the liner, and
emission from the engine can be reduced by the lower
consumption of the lubricating oil.
In the medium-speed trunk engine, the use of the
low grade residual fuel is common, and the problem of
migration of the unburnt fuel into the lubricating oil
becomes serious. Because the compatibility of the
highly refined lubricating base oil with the asphaltene
in the residual heavy oil is generally bad, the oil
companies have developed and provided on the market
the lubricating oil with excellent compatibility so that
the asphaltene content is not turned into sludge in the
lubrication system. However, only excellent compat-
ibility is just passing the entrance to solve the problem.
The asphaltene content in the oil causes degradation of
the function specific to the lubricating oil, and also
increases the risk of rapid degradation. The medium-
speed trunk engine oil having excellent purifying per-
formance of the asphaltene in the system oil, while
keeping various conventional performances and excel-
lent compatibility, is now under development, and it is
told that the product will soon be put into the market.
Though a little apart from the intention of the
marine lubricating oil in this paper, the lubricating oil
for the medium-speed trunk engine for IPP (Indepen-
dent Power Producer) is explained.
In this engine, the severity to the lubricating oil is
high attributable to the facts that, in comparison with
the marine engines, 1) the normal engine load factor is
higher, 2) plant managers familiar to the control of the
lubricating oil are insufficient in number, and 3) the
cooling capacity is likely to be insufficient, different
from the ships where the engine cooling system can
make sufficient use of sea water, and the lubricating oil
for the marine trunk diesel engines for IPP is required
to 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, the
load condition (factors of temperature, pressure,
time) for the cylinder oil has been greatly changed.
There are some situations incapable of being coped
with by the present cylinder oil to the changes in the
October 1998
105
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 to
235-240°C.
Though the effect of the thermal stress on the engine
design has been sufficiently taken into consideration
regarding the temperature rise, the thermal load to
the cylinder oil is greatly increased. If only the
viscosity change is compared (neglecting the evapo-
ration of the light composition), the following results
can be obtained.
(Example): VI = 100, Viscosity @100°C = 20.61
cSt (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 is
required to have the viscosity at 180°C equivalent to
that at 240°C of the liner, the cylinder oil viscosity
grade will not be less than SAE60.
Because the main base oil viscosity of the cylinder oil
is of SAE30 class, and at most SAE40 even when the
additive is added, it is necessary to use the bright
stock or the alternative heavy base material in order
to manufacture the cylinder oil of SAE50 class. The
product using only the base oil of SAE40 will be
strongly requested if high evaporation loss of the low
viscosity base oil of the Dump-Bell blend cylinder
oil and the low thermal stability of the heavy base
material are taken into consideration.
Pressure: Though Pmax was increased to improve
the thermal efficiency of the engine, appropriate
measures are taken on the design of the engine. On
the other hand, the viscosity of the cylinder oil was
dropped due to the temperature rise of the liner, and
maintenance of the oil film under high pressure
becomes difficult. In addition, the increase in Pmax
remarkably increases the gas leakage from the ring
gap as the wear of the top ring is progressed, forming
the scuffing environment.
Time: In the low-speed engine, the fuel oil which is
long in combustion time is often burned, and the liner
is exposed to the flame or hot gas for a long time. In
particular, in the high S/B ratio engine, the tempera-
ture control of the liner is difficult and the condition
where the cylinder oil is exposed becomes severer.
Though the temperature drop of the upper part of the
liner is effective for the mechanical wear, a middle to
lower part is likely to be supercooled (temperature in
the vicinity of the dew point of sulfuric acid), pro-
moting generation of the chemical wear. Today, the
(51)
106 Marine Engineering Progress in 1997
condition to use the cylinder oil becomes severer,
and it is necessary to review the base oil viscosity and
TBN (additive, etc.) under the condition to meet the
present situation.
Viscosity: The Dumb-Bell blend using the bright
stock is avoided, and the base oil of SAE40 class
excellent in thermal stability and oxidation stability
is used.
TBN: TBN of the scavenging drain is around 40 (by
the perchloric acid method), and is sufficient to
neutralize sulfuric acid if the cylinder oil is adhered
to the liner surface, but the corrosion wear is actually
take place.
The inactive reactivity of the cylinder oil additive
under the atmosphere in the cylinder during engine
operation may be one of the causes. It is desired in
future to develop the product having a excellent acid
neutralization reactivity under the actual operating
condition.
* System Oil
Recently, the increase in the viscosity of the used
system oil in the crosshead engine and increase in
TBN are remarkable. These are exclusively attribut-
able to recycling of the stuffing drain. Though these
items look effective from the aspect of effective use
of the resources and the economy in a short range,
they are not necessarily effective or economical from
the long-range view point.
Disadvantages of highly viscous used oil (not less
than SAE40 level)
1) Deviation from SAE30 recommended from en-
gine manufacturers
2) Reduction of the piston cooling effect/increase
in carbon deposit
3) Reduction in mechanical efficiency of engine
(increase in fuel consumption)
4) Reduction of efficiency of purifier and increase
in heating cost of lubricating oil
5) Increase in power consumption of LO pump and
purifier pump
Disadvantages of high TBN used oil
1) Poor water separability
2) Difficulty in removing fine contaminants
To avoid losses or risks of engine damages caused
by the above-mentioned disadvantages, the drain quan-
tity should be reduced by improving the function of the
stuffing box, and re-use should be avoided. Without
correct understanding of the actual conditions (degree
of oxidation, oxidation stability, thermal stability etc.),
the viscosity adjustment of the system oil with the low
viscosity oil should be avoided.
[Akira TOMITA]
(52)
10. Nuclear Ships
10.1 Research and Development by Japan Atomic
Energy Research Institute (JAERI)
10.1.1 Nuclear Powered Ship “Mutsu”
The nuclear powered ship “Mutsu” completed the
experiments, and overhauled in Sekinehama Mooring
Port based on the “Basic plan on the studies necessary
for the research and development of nuclear ship by
JAERI” 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 to
the Ocean Science and Technology Center so as to be
reborn as the largest sized oceanographic observation
ship in the world. The remodeling works have been
performed in about 2 years, and the remodeled ship as
the oceanographic research ship “Mirai” was engaged
in the fall of 1997. Sekinehama Port which used to be
fixed port for “Mutsu” is also used as the mother port of
“Mirai”, and the service station to perform the servicing
of oceanographic observation buoys to be mounted on
board “Mirai” and the building the analysis to process
the observed data are under construction.
10.1.2 Studies for improvement of Marine Reactor
JAERI has advanced the research and develop-
ment to the improved marine reactor aiming at realiza-
tion of the future marine reactor together with the
research and development by “Mutsu”. In the case of
the marine reactor, the requirements for the output, the
load conditions, and the automation of the operation are
different depending on the kind of ship to be used, and
the research and development of two kinds of improved
marine 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 installation
onboard an ice-breaking observation ship and a deep-
sea scientific research ship which are expected to be
realized soon. The conceptual design has already been
established on MRX and DRX, and the development of
the element technology such as the fundamental test or
the like on the passive safety technology, and the
development of the element equipment such as the
reactor containment built-in type control rod driving
device are advanced in parallel. Consideration has
been given to how to advance the design and Studies on
the engineering level including demonstration of the
establishment of the conception, acquisition of the
thermal hydrostatic data necessary for developing the
detailed design, demonstration of the reliability of the
new concept and the operational and maintenance
performance.
The MRX is the marine reactor to simultaneously
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
achieve the high safety, miniaturization and weight
reduction of the system by employing the integral type
PWR, the reactor built in type control rod driving
device, the water-filled type containment, and the de-
cay heat removing system by the natural circulation.
The engineering examination of the MRX was
completed in 1996 for the present. The JAERI per-
forms the intensive examination on the DRX which is
considered to be practically applied prior to the MRX.
DRX is the integral reactor where the steam generator
is built in the reactor containment similar to the MRX,
and the turbine and the generator are built in the
containment, and it has been considered since 1989 as
the super-compact power generating unit, and the con-
ception is under examination. In 1997, the detailed
design of the turbine and the generator, the structural
and thermal design of the steam generator, and the
response analyses on the hull motion and the fluctuat-
ing load and the starting method were considered in
succession to those in 1996.
In parallel to the design and studies, it is necessary
to solve the technical problems necessary for the prac-
tical application, and the development of the reactor
containment build-in type control rod driving device,
the basic study on the passive safety technology, the
study on the water immersion technology of the marine
reactor, the development of the integral reactor compo-
nents, the sophisticated study of the shielding design
technology, 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 oceanographic
research ship equipped with the DRX which is under
consideration.
Fig. 10.1 Undersea Navigation Observation Ship Equipped with the DRX
October 1998
107
10.1.3 System Research for Practical Use of Nuclear
Powered Ship
It is essential to establish the marine plant with
excellent safety and reliability which is capable of
competing with the conventional ships in economy,
and being accepted by the people and the international
society in order to be prepared for the practical applica-
tion of the future nuclear powered ship. For this
purpose, it is important not only the demonstration by
the model or test device to simulate the actual condi-
tion, but also the establishment of various environment
necessary for the operation of the nuclear powered ship
such as the establishment of the safety standards which
are operationally and internationally common as the
ship, The establishment of the repair base. The needs
for the deep-sea and oceanographic examination are
examined by Marine Reactor Research Committee of
JAERI, with the aim to summarize the requirements for
the practical application of the nuclear powered ship
from the view point on the need side, e.g., what nuclear
powered ship is required, and what functions are to be
provided under the expected social environment in
future, and with the aim to extract the problems to be
solved.
In 1997, the trend of the deep-sea and oceano-
graphic research and development and arrangement of
requested items (including the prospects at present and
in near future), clarification of the images of the deep-
sea and the undersea navigation observation ship, and
the requested items for the DRX were examined. The
oceanographic research ship or undersea navigation
observation ship should be designed to fit to utilization
by the researchers in the field of global environment,
ocean physics, and ocean biography. The design of the
(53)
108 Marine Engineering Progress in 1997
hull and the DRX is now realizing reflecting opinions
of famed oceanographic researchers.
10.2 Research and Development by Ship Research
Institute
In succession to the works in 1996, “Studies re-
lated to the application of system reliability analysis
method GO-FLOW” aimed at the establishment of the
element technology for the reliability analysis for the
reactor facility to begin with the marine reactor, and the
reactor accident sequence identification function was
examined and the accident propagation simulator was
developed.
In the “Studies on improvement of reliability of
power supply facilities of the nuclear powered ship”,
extraction of the self-sequence which is a problem in
evaluating the safety was developed for the fire in
which the countermeasures to avoid the simultaneous
failures are considered to be insufficient.
In the “studies on the numerical simulation of the
thermal hydrostatic behavior of the marine reactor”, the
secondary non-stationary thermal hydrostatic analysis
code was developed in order to simulate the effect of the
flow fluctuation derived from the ship motion on the
decay heat removing capacity from the core. In the
field of the radiation shielding, the evaluation of the
performance of the high performance shielding mate-
rial, the safety transportation of the returned radioac-
tive wastes, the development of the high performance
liquid shielding material, and the development of the
ceramics type multi-function shielding material were
successively implemented.
In addition, the effect of the vertical motion on the
natural circulation cooling system was studied in suc-
cession, and the studies on the utilization technology of
the human integral function to the reactor plant and the
autonomous and decentralized cooperative function
monitoring system were implemented in succession.
10.3 Research and development by other institutes
Tokyo University of Mercantile Marine achieved
the studies on the flashing and condensation of the high
pressure saturated water in the water in the water-filled
containment generated in the small loss of coolant
accident of the MRX and DRX (joint study with the
Ship Research Institute) and the economical evaluation
of the nuclear powered container carrier engaged in the
arctic polar zone route. Kobe University of Mercantile
Marine successively achieved the studies on the ther-
mal flow phenomenon of the passive safety system of
the marine reactor (joint study with Kyoto University),
and on the dynamic characteristics and control of the
marine reactor.
(54)
References
1) The JAERI report, JAERI-Tech 97-405, 1997
2) “A Report on Working Group for Examination of
DRX Utilization to Deep-sea and Oceanographic
Research”, Marine Reactor Research Committee
of 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 intended
not only for pursuing the control accuracy but also
reducing the burden activities on the crew.
In particular, employment of the unique idea on
propulsion and utilization of the recent computer tech-
nology and GPS are included.
11.1 Sophisticated Positioning Control
AZIPOD of ABB was mounted on the seventh
ship “ELATION” of Fantasy Class of the Carnival
Cruise Line for the first time as passenger ship, which
was delivered at Kvaerner Masa Shipyard in February,
1998.
AZIPOD, which is a compact pod containing the
propulsion motor and the propeller, and installed out-
board a ship, can be freely turned by 360, and has the
following 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 is
improved.
(2) The propulsion system is in the outboard pod, and
then lower noise can be expected in passenger
cabins, and the inboard space can also be effec-
tively used.
(3) The system configuration becomes simple, and
then 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 be
realized by combining AZIPOD and dynamic position-
ing system.
11.2 Voice Operation System
MHI developed the navigation-support system
(SUPER BRIDGE-X) with voice operation system to
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
maneuver the ship by the instruction of the voice, and
installed the system onboard the LPG carrier of domes-
tic service which was delivered in October 1997. The
interactive voice communication system is capable of
recognizing the human voices of indefinitely many
persons even in the noisy surroundings. The system is
equipped 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 Network
11.3.1 Next-generation Cargo Monitoring Control
System
Asahi Mechatronic Corporation announced the
radar-type cargo monitoring and control system “Autro
CARGO2000” made of Autronica in Norway.
The system, in which the Autronica’s high-tech is
introduced within the compact new radar-type level
gauge 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 BUS
Danfoss developed the remote controlling and
monitoring system “Power Link System” in which the
multi-functional hydraulic components and the new
electronic 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 those
are 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 GPS
11.4.1 Ship Dock Arrival/Departure Guide System
Hitachi Zosen developed the support system for
ship’s arrival/departure which have been convention-
October 1998
109
ally achieved based on the intuition and experience of
the dock-master.
The GPS of differential system or the kinematic
system (interference measurement system) is employed
to measure the relative position of the hull based on the
dock with excellent accuracy. The system comprises
with two GPSs installed on the ship and one GPS fixed
at the dock, and calculates the relative position of the
ship accurately in a three-dimensional manner.
11.4.2 Automatic Track Antenna for Ground TV
Broadcasting for Ships
KHI developed the automatic tracking antenna for
the ground TV broadcasting for ships where the clear
and stable picture can be obtained onboard the ship, and
put it on the market.
The antenna comprises the mechanism which de-
tects the position and the heading of the ship by the GPS
and the gyrocompass, automatically selects the opti-
mum station among about 100 TV stations on the
ground 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 simulator
Various 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 of
Ishikawajima-Harima Heavy Industries Co., Ltd., (IHI)
began sale of “COMLEX-K” which can easily simulate
burning patterns of marine diesel engines. It was
converted for educational aids from the diesel engine
burning simulator which was already developed. By
using it, operation principle, performance prediction
etc., of 2 and 4 cycle engines can be realized in the
schoolroom without the real engine. The system con-
sists of a computer, a color display and a color printer.
Yusen Marine Science Co., Ltd. And Mitsubishi
Heavy Industries Co., Ltd. Delivered a turbine plant
simulator of LNG ship to Yokoudai Training Center of
Nippon Yusen Co., Ltd. (NYK LINE).
This simulator consists of the basic study course
and the training course. The basic study course is the
multi-media educational system and the outline of
turbine plant, plant operation etc. can be learned using
the personal computer. The training course was mod-
eled on the Qatar project LNG ship. This system uses
mathematical models of turbine, boiler and relating
auxiliaries, which were programmed by simulation
language (DBSS) and control language (IDOL). Simu-
(55)
110 Marine Engineering Progress in 1997
lated performance is almost same as that of the real
system
The engine console, boiler/turbine local control
panel of the simulator are almost same as those of the
real ship. Also the CRT monitoring and operation
function 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 system
In order to achieve ISM (International Safety
Management) code effectively, development of the
fleet support system are in progress recently. The
system aims at safety and efficiency of navigation by
total management from ship/shore. In this system,
various kinds of information in the ship are integrated
using shipboard local area network (LAN), which are
sent to shore office via satellite communication, in
order to obtain support from shore office based on these
transmitted 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 Engineering
and Shipbuilding Co., Ltd. These ships are the open
hatch 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 administration
system are installed and they are linked by integrated
communication system. The communication protocol
is MITS developed by Norway.
Taiyo Electric Co., Ltd. Delivered ship-shore com-
munication system to two large sized container ships of
NYK LINE built at IHI. This system applies FLEET
MASTER (Kongsberg Norcontrol). Various data
handled by DATA CHIEF 2000 alarm monitoring
system are sent from ship to shore office via INMARSAT
upon request message from shore office manager.
Messages are sent from shore office communication
computer to ship. After receiving them, data are
sampled, field, and sent back to shore office automati-
cally. Time between request to data reception is about
2 seconds depending on data rate of INMARSAT.
Shore office computer for the system display has same
display software as DATA CHIEF 2000 and can dis-
play the same condition as in the ship.
12.3 Navigation equipment
Furuno Electric Co., Ltd. Began sale of beacon
receiver for DGPS correction data. As Japan Maritime
Safety Agency planned to operate 13 transmission
stations of DGPS correction data stations from 1997,
and 14 stations from 1998 (total 27 stations), DGPS
service will be available in all Japanese coastal area
(56)
after then. Positioning accuracy will be improved ten
times compared with existing GPS.
TOKIMEC Inc. began sale of 17-inch radar, which
can indicate DAC (dangerous area of collision), in
addition to ordinary vector display and has near target
discrimination function. TOKIMEC also adopted navi-
gation zone danger display for collision avoidance aids
of IBS.
Furuno Electric Co., Ltd. Began sale of the com-
pact radar using new small sized antenna. The outer
diameter of antenna is 43 cm. Furuno also sold radar
with simplified ARPA and new antenna.
12.4 Other system
Asahi Mechatronic Corp. began sale of new ana-
logue addressable fire detection system which can
monitor fire outbreak location, flow of smoke and
monitor/control emergency doors using CRT graphic
display.
Furuno Electric Co., Ltd. Began sale of small size
magnetic azimuth sensor and small size color current
meter etc.
Bibliography
1) The Motor Ship September, 1997
[Takao SATO]
13. Electric Equipment and System
13.1 Summary
The technology of the ship electrical installations
seems to keep a complete level, accordingly there is
scarcely any remarkable developments or new prod-
ucts in the year 1997.
From last year on, applications of the electric
propulsion system, realization of small size, distributed
control and high performance system for the generator
control and electric power management and develop-
ment of a circuit-breaker for low voltage system with
higher short-circuit breaking capacity which is re-
quired in order to comply with increase of onboard ship
electric power are noted as topics in 1997.
In the regulation, SOLAS has been amended with
regard to continuous electric supply from the point of
view that a black out during navigation causes to
serious accident by tripping propulsion equipment and
steering gear, and shall apply to ships constructed on or
after 1 July 1998.
13.2 Power supply and Equipment
13.2.1 Electric propulsion system
Many electric propulsion systems in Japan have
been installed for the passenger ships, the special pur-
Bulletin of the M.E.S.J., Vol. 26, No.2
 Annual Review
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 propulsion
system which has been delivered by Taiyo Electric
Mfg. Co., Ltd. To the fishery survey ship “Shoyomaru”
of Fisheries Agency.
This newly developed high technology survey
ship is not only equipped with many computer systems
and observation instruments for the study, but also
provided with high accuracy navigation system which
keeps own ship position on the routes.
According, the electric propulsion system is com-
ply with the requirements for noise and vibration so that
these 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.
Fig. 13.1 The diagram of electric propulsion
system for “Shoyomaru”
The clutch and break are provided for each main
engine, propulsion motor and propeller, by which op-
eration modes are changed over.
In the future as SOLAS’s ISM code goes into
effect from July 1998, the responsibilities of the ship
company for the safety of navigation and the protection
of environment shall be increasing in spite of the
increase of mixed crew ships and the lack for skilled
October 1998
111
crew.
It is expecting that many electric propulsion ships
go into service as a solution of the “gentle ship for the
earth 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 the
market, of the small size, distributed control and high
performance system for the generator control and/or
electric power management.
It is possible for the main switchboard to be
reduced to small size by using these devices as the
synchronous panels could be deleted when the number
of generators connected to the system is small.
13.2.3 Circuit-breaker with higher short-circuit
breaking capacity
Terasaki Electric Co., Ltd. puts the circuit-breaker
type “AH-50CH” on the market, which has been devel-
oped in order to comply with increase of onboard ship
electric power required by the large-sizing of container
ship.
The new circuit-breaker has a higher short-circuit
breaking 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 of
breaking capacity shall be capable of wide application
for low voltage system.
13.3 Regulation
Ships 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 installed
electrical power of the main generating sets is in
excess of 3 MW, the main bus bar shall be subdivided
into 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 of
electrical power is necessary for propulsion of the
ship, the main bus bar shall be subdivided into at least
two parts which shall normally be connected by
circuit breakers or other approved means”.
It is necessary to confirm each classification for the
selection of the devices as there are differences in the
interpretation of the “other approved means”.
* Restoring propulsion from a dead ship condition
within 30 min.
(57)
112 Marine Engineering Progress in 1997

The following new paragraph is added, “Where Table 14.1 New Rigs under construction
electrical power is necessary to restore propulsion,
the capacity shall be sufficient to restore propulsion
to the ship in conjunction with other machinery, as
appropriate, from a dead ship condition within 30
min. after blackout”.
The “dead ship condition” means that all energy for
starting the main engine have been lost.
In case of starting the main generator by compressed
air prior to starting the main engine, it is necessary to
consider 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.: Catalogs
4) Japan Radio & Electric Mfg. Co., Ltd.: Catalogs
[Naohiko YOKOYAMA]

14. Ocean Engineering Machinery

and Offshore Structures
back log of merchant ships, and only a few orders on
New buildings, order award and future trends are offshore projects were received by domestic shipbuild-
shown in each field as follows. ing companies.

14.1 Offshore oil field development 14.2 Ocean energy

Order 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 in
1997, and showing activity like a “Mini-boom”. Ac-
cording to advance in technology for development of
deep water oil fields in Gulf of Mexico and in Brazil,
many ship type drilling rigs, which are capable to drill
at deep ware, were ordered. (Ref. Table 14.1) Also
Hitachi 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 than
new buildings, conversion of a semi-submersible barge
into a drilling rig and conversion of a tanker to a drill
ship are under construction.
Also, many ships are converted into FPSO or FSO
which will be oil production units. A FPSO of Tentech
700 design is now under construction at Chiba Yard of
Mitsui Engineering and Shipbuilding Co. The FPSO of
Tentech 900 design, which was under construction at
Hitachi Zosen Corporation, have been delivered to
Statoil also.
Many inquiries and many order were placed in the
world, but domestic shipbuilding companies had high
A floating unit “Mighty Whale” for wave energy
absorption was built by Ishikawajimaharima Heavy
Industries Co., and will be installed off the Gokasho
Bay in Mie prefecture in 1998. A test in actual ocean
environment is scheduled, and the unit will be installed
for two years, and its durability, safety and economics
will be checked.
14.3 Ocean Organic Resources development
Kawasaki Heavy Industries is building a floating-
fish-living-space made of steel. The aim of this floating
unit is to feed and keep fishes like tuna or bonito around
the unit, and create a fishery area. The unit will be
moored by a single point catenary mooring at water
depth of about 900 m to 1,100 m.
14.4 Ocean space utilization
Considering the utilization of a ultra-large-float-
ing-structure as an airport, experiments using a floating
structure model have been continued from 1995 to
1997. The experiment was carried out off Oppama
Shipyard of Sumitomo Heavy Industries, and the loca-
tion was between a shipyard’s wharf and a sea berth for

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 Table 14.2 Construction record / Under construction in 1997 (1/2)

October 1998
Annual Review
113

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114 Marine Engineering Progress in 1997

Table 14.2 Construction record / Under construction in 1997 (2/2)

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

 Annual Review
wave dissipation. As a result of this experiment, it was
confirmed that a large floating structure can be con-
structed by joining units offshore. Also a large floating
structure is a thin box construction, and there were
technical achievements in analyses of elastic response
of floating structure, and technical achievements in
design of mooring system. There are building records
of floating pontoons for wave dissipation or floating
piers. But the most probable project on a large-float-
ing-offshore-structure to be materialized will be an
airport for helicopters off Okinawa island, and move-
ment on this project will be interested.
14.5 Ocean Observation
An oceanographic research vessel “MIRAI” of
Japan Marine Science and Technology Center, which
was modified from the nuclear ship “MUTSU” built by
October 1998
115
Ishikawajimaharima Heavy Industries, and a deep sea
research vessel “KAIREI”, which was built by Kawasaki
Heavy Industries, were completed. Oceanographic
research capability of Japan has increased greatly.
Bouys for ocean observation called “Triton” are manu-
factured by Mitsubishi Heavy Industries, and will be
carried and deployed by “MIRAI”. An anti-rolling
device of hybrid type was developed by Ishikawajima
Harima Industries and installed on “MIRAI”. The
device 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 scientific
drilling at deep ocean is now underway in Japan Marine
Science and Technology Center, and realization of this
project is expected.
[Shigeki ISHIDA]
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