Annual Review 81

Annual Review

Marine Engineering Progress in 1998

This report gives a summary of the major developments achieved in marine engineering technology in Japan
and abroad in 1998 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 1.2 Order Results

1.1 Trend
In 1998, depression of economics in the Southeast
Asian countries became serious, and a worldwide eco-
nomic crisis caused by a depreciation of currency in
Russia was a big topic. In Japan, depression of econom-
ics, related to bankruptcies of financial organ, was also
taken a close up. The marine market was affected by
these situations. In shipbuilding industry, it was shown
by the decrease of ship order.
On the other hand, the movie Titanic, which
deals with the tragedy of the Titanic, made a big hit all
over the world. It showed us a fear of accident at sea,
whole it interested in an elegance of a voyage on a
luxurious passenger ship. There were some contribu-
tions in relation to the Titanic in the Journal of MESJ.
Looking through the articles published in the Jour-
nal of MESJ we had found that the study for reduction
of the exhaust gas emission from marine diesel engines
was the most remarkable topic since last year.
On the other hand, there were new topics such as
the countermeasure for the new millenium problem and
the application of EMC Directive and Marine Equip-
ment Directive for ships registered in EU and EFTA
countries.
The order results in Japan in 1998 was 311 ships
and about 10,679,000 GT on the Ministry of Transport
shipbuilding permission base (ships of 2,500 GT or
above or of 90m or above in length). The results
account for about 80% in the number of ships and about
82% in GT compared with the results in 1997. Domes-
tic ships decreased by 33% resulting in 355,000 GT,
and exported ships decreased by 17% resulting in
10,324,000 GT, compared with those in 1997. Break-
down by kind of ships shows that cargo ships decreased
by 13% resulting in 6,341,000 GT and oil tankers
decreased by 19% resulting in 4,290,000 GT.
1.3 Topics
1.3.1 6,600TEU Container ship
The 6,600 TEU type container ship P&O Nedlloyd
Southampton was completed and delivered to P&O
Nedlloyd Container Ltd. in March 1998 at Kure Ship-
yard of IshikawajimaHarima Heavy Industries Co. Ltd.
The vessel is propelled by one slow speed two stroke
cycle diesel engine 12RTA96C which is newly devel-
oped focusing mainly on ultra large container ship and
put out 65,880 kW at the maximum continuous rating.
The vessel has the electric generation system, total
capacity of 17.9 MW, to satisfy electric consumption of
710 sets of reefer container, and the high voltage

October 1999 (27)

82 Marine Engineering Progress in 1998
distribution system of 6,600V due to limitation of the
breaker capacity.
1.3.2 Multi Purpose Heavy Cargo Carrier
The multi purpose heavy cargo carrier DA
ZHONG was completed and delivered to Da Zhong
Maritime Inc. in June 1998 at Sakaide Shipyard of
Kawasaki Heavy Industries Ltd. The vessel is designed
to carry various cargoes such as heavy cargoes, plants,
construction machinery, steel materials, general car-
goes and containers, with high efficiency. The vessel
has two 250 t cranes, and is capable of handling a
maximum of 500 t cargo at a time.
The main propulsion is one set of two-stroke cycle
slow speed diesel engine.
1.3.3 Foil Assisted Catamaran
The foil assisted catamaran SEAMAX was com-
pleted and delivered to Ishizaki Steamship Co. in May
1998 at Kanagawa Works in Hitachi Zosen Corpora-
tion. The vessel is the first ship of SUPERJET-40
type which has a hybrid hull form utilize a combination
of buoyancy of a catamaran and lift of hyrdofoils. The
main propulsion is two sets of water jet respectively
driven by two sets of the high speed diesel engine
(2,032 kW per each engine) through one set of reduc-
tion gear unit.
1.3.4 Large Hydrographic Service Vessel
The large hydrographic service vessel Shoyo
was completed and delivered to Japan Maritime Safety
Agency in May 1998 at Tamano Works of Mitsui
Engineering and Shipbuilding Co., Ltd. The vessel is
applied the electric propulsion system in order to im-
prove an accuracy of service. The main propulsion is
two electric motors of thyrister system, which is coupled
with the fixed pitch propeller respectively. The main
electric generating engines are two high speed diesel
engine 6ADD30V which are newly developed aiming
at compactness and higher power, and are installed in
the sound proof packages.
References
1) Maritime Technology and Safety Bureau, Minis-
try of Transport, Annual summary of the Issue of
Ship Construction Permits 1997.
[Kazutoshi ETOKORO]
(28)
2. Diesel Engines
2.1 Trend in the World1)
According to the Annual Analysis by the maga-
zine The Motor Ship, the total number of ships deliv-
ered was the same as in 1996 at 986 but the total
deadweight dropped by 2,180,699 tonnes (5.7%) to
36,282,173. On the other hand, the total power of
propulsion system increased by 6.0% to 11,262,980kW
from 10,621,775 kW in 1996. (Table 2.1-1 )
The combined construction tonnage by Japan and
Korea, whose tonnages are at the first and second
position in the world, increased by about 3% to 76.56%
of the worlds deadweight from 73.31% in 1996, but the
gap between both countries narrowed to 8.8% com-
pared with some 13% in 1996.
The shipbuilding output in China at third position
in the world exceeded two million DWT.
As a result, the combined output of these Far East
3 countries rose to 82.26% of the worlds deadweight
from 77.73% in 1996. Though there are mainly only
small positional change among other countries, it has
important meaning that UK continues to diminish and
the decision by Newport News to withdraw from com-
mercial shipbuilding will have an effect.
Similarly, according to the statistics of the maga-
zine of The Motor Ship, the result of the total manufac-
ture of diesel engines in the world in 1997 are indicated
in Tables 2.1-2 ~ 4, and 1,086 engines were mounted on
979 ships. The total production in the world is
11,041,359 kW, and increased by 8.1% compared with
that of the previous year. The dominance of the slow-
speed engines continues and they accounted for 79.76%
of all installed power in 1997. This meant that all three
designers showed an increase in their total output. In
percentage terms Sulzer increased by some 3% while
MAN B&W dropped by a similar amount. In the
medium-speed diesel engines, Wartsila occupied 26.9%
of the total 2,000,000 kW. MAN B&W decreased
slightly from 388,629 kW in 1996 to 312,495 kW.
In general, MAN B&W, Sulzer and Mitsubishi in
low speed sector remain the top three, and Wartsila
whose total output drastically increased from 297,808
kW to 553,686 kW holds fast the fourth position.
2.2 Domestic Trend by Statistics of Nippon Kaiji
Kyokai
According to statistics of Nippon Kaiji Kyokai,
363 newly-built ships were registered with NK class in
1998, showing the decrease by about 5.7% compared
with 385 ships in 1997. (Table 2.2-1 ).
Among the total newly-built ships, 359 are
equipped with diesel engines, and the total output is
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 83

Table 2.1-1 Analysis of Shipbuilding Output by Countries (1997)

Table 2.1-2 All Diesel Engines in the World (1997) Table 2.1-4 Medium Speed Engines in the World
(1997)

Table 2.1-3 Low Speed Engines in the World (1997)
2,590,819 kW (3,523,514 PS), showing increase by
6.1% compared with 2,442,760 kW (3,322,154 PS) in
1997.
Especially, it is noticed that the number of the very
large engines of an output over 22,059 kW (30,000 PS)
increased to 12 units with the total output of 530,925
kW (722,058 PS) in 1998, which corresponds to about
ten times of 1 unit with the output 53,285 kW (72,468

October 1999 (29)

84 Marine Engineering Progress in 1998

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

PS) in 1997.
The rest of 4 ships are equipped with the steam
turbine, and their total output of 85,895 kW (116,817
PS) increased by 26,795 kW (36,441 PS) of 1 ship.

2.3 Studies at Ship Research Institute

Since the emission control from ships by IMO (the
International Maritime Organization) will be sched-
uled to come into force on after January 1, 2000 and the
substances to cause the global warming effect are
regarded as a problem, Power and energy engineering
division in Ship Research Institute has been challeng-
ing the researches concerning reduction of harmful
exhaust gas to be emitted from marine engines. Fig. 2.3-1 NOx Reduction by Water Emulsion
Fuel on Actual Ship
Studies in 1998
(1) A study on water emulsion fuel
As the long-term field test of the power generating the analysis of the deposit on the combustion
system using water emulsion fuel on training ship chamber, that the use of appropriate parts and
Nippon-maru, which was joint research with the some change of the configuration of the combus-
Institute for Sea Training, was finished, the data tion chamber are necessary for good combustion
analysis was carried out. As a result, it was verified with water emulsion fuel.
that the water emulsion fuel was effective for the (2) A study on the emission characteristics in com-
NOx reduction on the actual ship as shown in Fig. bined use of water emulsion fuel with EGR
2.3-1. NOx reduction tests on a small high speed diesel
On the other hand, it was proposed from the engine in combined use of the water emulsion fuel
inspection parts of the fuel injection system and with EGR were carried out. As a result, it was

(30) Bulletin of the M.E.S.J., Vol. 27, No.2

 Annual Review
Fig. 2.3-2 N2O Emission Characteristics by Sulfur
Content in Fuels
confirmed that the more reduction of NOx can be
achieved with EGR in addition to the effect by the
water emulsion fuel.
(3) A study on deNOx equipment for marine use
The selective catalytic reduction system (SCR)
was installed, and the reduction effect of NOx to
various operational conditions was analyzed using
the test engine. As a result, it was confirmed that
SCR is effective on marine diesel engines.
(4) A study on the harmful exhaust gas components,
such as N20
The cause and mechanism of the generation of the
harmful components related to the global warming
effect were investigated. As a result, it was con-
firmed that the concentration of N20 is strongly
affected by the sulfur content in fuels, as shown in
Fig. 2.3-2.
(5) 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
Table 2.4.2-1 Principal Particulars of 6-Cylinder MC-C Series
Engines Compared with MC Type Engine
October 1999
85
joint research with the Maritime Safety Agency
and the Institute for Sea Training.
2.4 Development and Production by Domestic
Manufacturers
2.4.1 Akasaka Diesels Limited
(1) Development of new model
The new model of Akasaka-Mitsubishi UEC6OLS
II type engine was added in the lineup of Akasaka-
Mitsubishi UE type engines which consist of l1
series, i.e. 33-60 type, and it became possible to
supply engines of 3,500- 21,600PS output.
The annual results of manufacture of UE type
engines in 1998 recorded the maximum in the past.
On the other hand the type approval test of
5UEC33LS II by Nippon Kaiji Kyokai was carried
out in May, 1998. At the same time, the aggregate
number of products of UE type engines in the
company since 1961 reached 1,000 sets.
(2) Annual results of manufacture
4-cycle engine 34 sets 73,300PS
2-cycle engine 57 sets 412,680PS
Total 91 sets 485,980PS
2.4.2 Kawasaki Heavy Industries, Ltd.
(1) Development of new model
The latest high-powered engine, Kawasaki-MAN
B&W 6S46MC-C type engine which was the first
model in the world was completed as the main
engine for the bulk carrier of 30,000 dwt. and
obtained the type approval from 13 classification
societies, such as Lloyds, ABS and NK in Febru-
ary, 1998.
The first 6S50MC-C type engine of the company,
which is among the same series engines, was also
completed and delivered in February.
Table 2.4.2-1 indicates the principal particulars of
MC-C type engines compared with those of MC
type engines and Photo 2.4.2-1 shows the general
view of 6S46MC-C type engine at the type ap-
(31)
86 Marine Engineering Progress in 1998

Photo 2.4.2-1 General View of 6S46MC-C Type

Engine at Type Approval Test

Fig. 2.4.2-2 Performance Curves of S46MC-C Type

Engine

proval test. Fig. 2.4.2-1 and Fig. 2.4.2.2 indicate

Fig. 2.4.2-1 Section of S46MC-C Type Engine
the section and the performance of the S46MC-C
type engine respectively. The second C of MC-
C means Compact.
As shown in Table 2.4.2-1, the brake mean effec-
tive pressure of MC- C type engines was risen
from l8bar to l9bar, and the mean- piston speed
was also risen from 8.lm/s-to 8.5m/s on the basis
of the sufficient results of MC type engines. Con-
sequently, the output was increased by 10%, while
the engine speed was kept at the same as the
current speed by increasing the stroke-bore ratio,
S/D, from 3.8 to 4.0. Furthermore, S/D of the
6S46MC- C type engine was increased to 4.2 in
aiming at the lower engine speed.
In spite of increasing S/D, however, the height of
MC- C type engine was kept as same level as that
of MC type engine by decreasing the connecting
ratio from 2.29 to 2.05. By shortening the cylinder
distance and by reducing the width of chain case,
the overall length of the engine was reduced by 10
%. Consequently, the weight of the engine was
reduced by 10%. Furthermore, in order to secure

(32) Bulletin of the M.E.S.J., Vol. 27, No.2

 Annual Review 87

easy maintenance and higher reliability with the Table 2.4.4-1 Principal Particulars of 6DK-36 Type
compact engine, the various novel designs were Engine
adopted including tin-aluminum alloy main bear-
ings and twin staybolts for compaction, and the
high-top land piston, CPR (Controlled Pressure
Relief) ring and deep cylinder cover for higher
reliability. At the same time, the number of cylin-
der-cover tightening bolts were reduced from 16
to 8, and the holding-down bolts were moved to
the outside of the bed-plate for easy maintenance.
(2) Annual results of manufacture
2-cycle engine 42 sets 518,720 PS
4-cycle engine 5 sets 32,220 PS
Total 47 sets 550,940 PS

2.4.3 Kobe Diesel Co., Ltd.

(1) Development of new model: Nil
(2) Annual results of manufacture
UEC-LA type engine 16 units 132,800 PS
UEC-LS type engine 14 units 221,400 PS
UEC-LS II type engine 3 units 44,880 PS
Total 33 units 399,080 PS
2.4.4 Daihatsu Diesel Mfg. Co., Ltd.
(1) Development of new model
1) 6DK-36 type diesel engine
The general view and the principal particulars of
the engine are indicated in Photo 2.4.4-1 and Table
2.4.4-1 respectively. The engine is equipped with
in-line type 6 cylinders derived from the V-type
12DK-36 type engine of the maximum output in
the company, and at the same time 8DK-36 type
engine was also developed. These engines were
developed focusing on the excellent reliability,
excellent durability and great extension of the
maintenance interval in the same manner as the
other DK series engines.
The environmental maintenance in the engine
room was also taken into consideration, achieving
the remarkably low noise and vibration level com-
pared 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 standard on NOx emission, and fur-
ther, the fuel consumption of 177 g/kWh is on the
top class for this category.
These engines are most suitable for not only the
main engine in the marine field which is the
targeted market, but also for the generator engine
for the electric propulsion ship which has been
extensively talked about. And furthermore, they

Photo 2.4.4-1 General View of 6DK-36 Type Photo 2.4.4-2 General View of 5DK-26 Type
Engine Engine

October 1999 (33)

88 Marine Engineering Progress in 1998
Table 2.4.4-2 Principal Particulars of 5DK-26 Type
Engine
can be served for the generator engine in regular
service all over the world.
2) 5DK-26 type diesel engine
The 5DK-26 type engine with 5 cylinders was
developed based on 6DK-26 to fulfill the engine
line-up, and its general view and principal particu-
lars are indicated in Photo 2.4.4-2 and Table 2.4.4-
2 respectively. This engine was developed for
auxiliary engines (generator ) as the target, and its
rated power is from 1,000 to 1,200 kWe at 720/750
min-1.
3) Acquisition of verification for NOx emission
The company obtained the statement of compli-
ance for engine air pollution prevention issued by
Nippon Kaiji Kyokai, which certifies that DK-20
series engines comply with technical code on
control of NOx emission adopted at IMO. In the
certification testing, the 6DK-20 type engine was
selected as the parent engine.
This application of the engine family concept
provides that all engines of DK-20 series, of which
rated power cover 400-1,280kW with 3, 5, 6 and 8
cylinders, comply with the approval requirements.
Following DK-20 engine, the company intends to
obtain the certification with DK-26, DK-28 and
DK-36 type engines in the engine family concept.
(2) Annual results of manufacture
Main Auxiliary Sum
engine engine total
Number (sets) 53 428 481
Output (PS) 129,100 426,100 555,200
Output (kW) 95,000 313,400 408,400
(Note: Engines are not less than l00 PS.)
(34)
2.4.5 Diesel United, Ltd.
(1) Development of new model
In order to respond to the demand of higher output
from the market of RTA48T engine, which is in
satisfactory operation as a main engine for the
small or medium type bulk carrier and tanker, the
first model of RTA48T-B engine, of which output
was increased by 7% and of which speed was
raised by 3%, was completed in October 1998.
After the verification test on the reliability and
various performances were carried out, the engine
was delivered to the customer.
And furthermore, it is confirmed that the NOx
emission of this engine clears IMOs regulation at
the standard specification. This engine, 7RTA48T-
B (Rated Power: 12,450 PS at 114 rpm, B.M.E.P:
l9bar), was mounted as a main engine on the
Panamax type bulk carrier built by Oshima ship-
building Co., Ltd.
The principles on the development of RTA48T-B
type engine are as follows:
1) Power up of RTA48T-type engine in response to a
market demand
2) Pursuit of total economy
3) Establishment of high reliability
Table 2.4.5-1 indicates the principal particulars of
DU-Sulzer RTA48T- B type engine and Fig. 2.4.5-
1 shows the section of the engine.
(2) Annual results of manufacture
Number of engines 52 sets
Total horse power 996,950 PS
Table 2.4.5-1 Principal Particulars of DU-
SULZER RTA48T/RTA48T-B Type
Engines
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 89

Photo 2.4.6-1 General View of 6MG22HLX Type

Engine

Table 2.4.6-2 Principal Particulars of L16/24 Type

Engine

Fig. 2.4.5-1 Section of RTA48T-B Type Engine

2.4.6 Niigata Engineering Co., Ltd.

(1) Development of new model
1) 22HLX type engine
22HLX type engine was developed as a new
model among the HX/HLX series medium speed
engines which have many experiences in high
reliability and economical efficiency. This engine
is characterized in higher reliability with the high
performance and easy maintenance, targeting the
mean piston speed of 10 m/s and the brake mean
effective pressure of 2.44 MPa.
Table 2.4.6-1 and Photo 2.4.6-1 indicate the prin-
cipal particulars and general view of 6MG22HLX
type engine respectively.
2) Niigata-MBD Holeby L16/24 type engine
The company has begun to manufacture the latest

Table 2.4.6-1 Principal Particulars of 22HLX Type

Engine

Photo 2.4.6-2 General View of 6L16/24 Type

Engine

October 1999 (35)

90 Marine Engineering Progress in 1998

model of MAN B&W Holeby L16/24 type en-
gines, which have many experiences of highly
reliable operation in marine generating use with
HFO (heavy fuel oil) all over the world.
The engine can be efficiently operated at 1200rpm
on lowgrade fuel up to a viscosity of 700cSt
@50C. The built-in type auxiliary equipment is
mounted on the front of the engine, which leads to
the pipe-less structure, and the installation on the
anti-vibration supports is adopted in the standard
way.
Table 2.4.6-2 and Photo 2.4.6-2 indicate the prin-
cipal particulars of L16/24 series engines and the
general view of 6L16/24 engine respectively.
3) ZP-10 and ZP-09 type Z-pellers
Following ZP-21 and ZP31 type Z-Pellers with
many experiences, the company has begun to
Table 2.4.6-3 Principal Particulars of Z
Type Propellers
manufacture ZP-10 and ZP-09 type Z-pellers as
new ZP series.
In order to apply to the lower output range (550
kW-960 kW) than that of ZP-21 and ZP-31 type
(960 kW-1,545 kW), these Z-pellers were de-
signed to be compact and light taking account of an
onboard arrangement. Table 2.4.6-3 and Fig 2.4.6-
1 indicate the principal particulars and the outline
drawing of ZP-10 respectively.
4) Lubricating Oil Refiner LUBCLIN
The company contracted with Sumimoto Scien-
tific Institute Co., Ltd. for manufacturing and
selling the Sumimoto type lubricating oil refiner
which has many experiences with high perfor-
mance and high reliability, and after adding the
partial design change the refiner was produced as
one made by Niigata.
This refiner is composed of centrifuge, laminated
paper filter, etc., so that the handling is easy with
few troubles. And the disposal of sludge and a
foreign substance is also easy, since they are
discharged as solid matter after removal of liquid
phase. Table 2.4.6-4 and Photo 2.4.6-3 indicate the
principal particulars and the general view of

Table 2.4.6-4 Principal Particulars of LUBCLIN

Photo 2.4.6-3 General View of Lubricating Oil

Fig. 2.4.6-1 Outline Drawing of ZP-10 Peller Refiner LUBCLIN

(36) Bulletin of the M.E.S.J., Vol. 27, No.2

 Annual Review 91

LUBCLIN respectively.
(2) Annual results of manufacture
Main engine 128 sets 201,822kW (274,402PS)
Auxiliary engine 60sets 39,309kW (53,446PS)
Turbocharger 273 sets -----
Elastic coupling 151 sets -----
Z type propulsion system 41 sets -----
Water-Jet proulsion system 2 sets -----

2.4.7 NKK Corporation

(1) Development of new model Nil
(2) Annual results of manufacture
PC2-6 type engine 2 sets
PC4-2 type engine 2 sets
Total 4 sets 51,900 PS

2.4.8 Hanshin Diesel Works, Ltd.

(1) Development of new model
The LA34 type engine of 2,500 PS, having the
largest bore stroke ratio of 2.12 in 4-stroke en-
gines, was developed. In this engine the hydraulic
pressure valve driving system, Oil-saving ring,
etc. were employed for low noise, low fuel con-
Table 2.4.8-1 Principal Particulars of LA34 Type
Engine
(2) Annual results of manufacture
(3) Related equipment
Fig. 2.4.8-1 Section of LA34 Type Engine
sumption and low LO consumption, while low
NOx emission was achieved in compliance with
IMOs regulation from 2000. Table 2.4.8-1 and
Fig. 2.4.8-1 indicate the principal particulars and
the section of the newly manufactured LA34 type
engine respectively.
Total number of engines 75 sets
(all for main engines)
Total horse power 202,960 PS
In addition to the diesel engines, the following
full-automatic sludge discharge type lubricating
oil purifier and the reversing device were devel-
oped as the integrated manufacturer of the ship
propulsion plants.
The specification of the LO purifier are as follows;
Type CL16A
Filtration accuracy 2 m
Capacity 330 r/h
This light and compact lubricating oil purifier,
which consists of the centrifuge and the precise
filter, can concentrate the sludge and automati-
cally discharge the remnant in a sort of jelly.
The HMG50 type reversing device for slow-speed
diesel engines is the planet gear style, and the
maximum permissible torque is 5,l40kgf-m. Fig.
2.4.8-2 indicates the section of this device.

October 1999 (37)

92 Marine Engineering Progress in 1998
Fig. 2.4.8-2 Section of HMG5O Type Reversing Device
2.4.9 Hitachi Zosen Corporation
(1) Development of new model
The series engines of 12K90MC type were pro-
duced from last year on, and the test of reduction
in thermal load of piston and the test of new fuel
valves coping with emission were carried out.
As a result, the new design of combustion chamber
was established, that is, in order to extend the
penetration of fuel sprays and lower the tempera-
ture around the piston top land, the structure of
piston crown was altered from the traditional deep
bowl type to the camel back type.
Fig. 2.4.9-1 Comparison of Piston Structures
(38)
Fig. 2.4.9-1 indicates the new structure of piston
crown compared with the current one.
(2) Annual results of manufacture
Total number of engines 52 sets
Total horse power 976,000 PS
2.4.10 Makita Corporation
(1) Development of new model
Though there was no development of new model,
the NOx reduction test was carried out on the low-
speed 4-cycle L31M engine (cylinder diameter :
310 mm, stroke : 600 mm, mean effective pressure
: 2.03 MPa, number of cylinders : 6, engine speed
: 320 rpm, output : 1,471 kW).
In 1996, the combination tests of injection timing
retard and high compression ratio were carried
out, aiming at reducing NOx without adding the
special equipment to the engine. As a result, NOx
reduction by 25% was achieve with no penalty in
fuel consumption.
In 1997, the pre-injection type fuel injection sys-
tem was developed in partnership with Japanese
Marine Equipment Association as an undertaking
supported by Japan Foundation, aiming at realiz-
ing the ideal combustion at constant pressure for
more reduction of NOx.
In 1998, the pre-injection type fuel injection sys-
tem developed in the previous year was tested
continuously. As a result, the ideal combustion at
constant pressure was realized and NOx reduction
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 93

Table 2.4.11-1 Principal Particulars of MA33GSC

Type Engine

Fig. 2.4.10-1 Performance Data of Pre-Injection

Type Fuel Injection System

Fig. 2.4.10-2 NOx Emission Values in E3 Test

Cycle

by 40% was achieved without any penalty in fuel

consumption. Furthermore, it was confirmed that
NOx reduction by 48% can be achieved if a pen-
alty of 1.5% in fuel consumption is permissible.
Fig. 2.4.10-1 indicates performance data of the
pre-injection type fuel injection system, and Fig.
2.4.10-2 indicates Nox emission values in the E3
test cycle.
(2) Annual results of manufacture
4-cycle engine 1 set 2,000 PS
2-cycle engine 35 sets 179,120 PS
Total 36 sets 181,120 PS Fig. 2.4.11-1 Section of MA33GSC Type Engine

October 1999 (39)

94 Marine Engineering Progress in 1998
2.4.11 Matsui Iron Works Co., Ltd.
(1) Development of new model
The MA33GSC type engine was developed. Table
2.4.11-1 and Fig. 2.4.11-1 indicate the principal
particulars and the section of this engine respec-
tively. This engine was developed as main engines
of fishing boats, cargo ships and tankers, aiming at
high durability, higher economy(lower fuel con-
sumption), easy maintenance and low cost.
(2) Annual results of manufacture
Total number of engines l4 sets
Total horse power 15,800 PS
2.4.12 Mitsui Engineering & Shipbuilding Co., Ltd.
(1) Development of new model
The light and compact super loge-stroke 6S50MC-
C type engine, which was the first engine of S-
MC-C series in the world, was completed in April,
1997. Following this engine, the first model of
S60MC-C type engine in the world, the 8S60MC-
C engine (cylinder bore: 600mm, piston stroke:
2,400 mm, mean effective pressure: l9bar, number
of cylinders: 8, output: 18,040 kW (24,560 PS) and
engine speed: 108 rpm), which is one size larger
than the S50MC-C type engine, was completed at
S46MC-C
Fig. 2.4.12-1 Sections of S-MC-C Series Engines
(40)
Tamano Works of the company in June, 1998.
Photo 2.4.12-1 and Fig. 2.4.12-1 indicate the gen-
eral view and the section of the engine respec-
tively. This engine was mounted as a main engine
on the container ship built by Minami-Nippon
Shipbuilding Co., Ltd..
Continuously, the first model of S46MC-C type
engine in the company, the 7S46MC-C engine
(cylinder bore: 460mm, piston stroke: 1,923 mm,
mean effective pressure: l9bar, number of cylin-
ders: 7, output: 9,l70 kW (12,495 PS) and engine
speed: 129 rpm) , which is the smallest size in the
S-MC-C series, was completed in July, 1998. The
section of the engine is also indicated in Fig.
2.4.12-1.
This engine was mounted as a main engine on the
refrigerator ship built by Usuki Shipyard Co., Ltd..
(2) Annual results of manufacture
1) Marine diesel engines (over 100 PS)
Low-speed 112 sets 1,251,480 kW
diesel engines (1,702,895 PS)
Medium-speed 2 sets 15,000 kW
diesel engines (20,400 PS)
S60MC-C
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 95

only in-house large low-speed 2-cycle engine in

Japan since 1955 throughout the over half century.
The line-up of the UEC-LS II series engines has
been already completed, and the development of
the UEC52LSE type engine is underway as the
latest one.
Table 2.4.12-1 indicates the principal particulars
of UECLS II type engines and UEC52LSE type
engine.
The UEC52LSE type engine under development
is designed for higher output and miniaturization
compared with the LS II type engine, 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.
(2) Annual results of manufacture
1) Main engines for marine use
Large engine 29 sets 821,420 PS
Medium/small engine 8,937 sets 5,587,834 PS
2) Auxiliary engine for marine use
Total number of engines 1,66l sets

2.4.14 Yanmar Diesel Engine Co., Ltd.

(1) Development of new model.
Photo 2.4.12-1 General View of MITSUI-MAN
B&W 8S60MC-C Type Engine
2) The Mitsui-MAN B&W NA turbo chargers are
mounted on S,K,L-MC and S-MC-C type engines,
and 81 sets were manufactured in 1998. The mod-
els of production are six types, including NA48/
TO8, NA48/S, NA57/TM8, NA57/TO9, NA70/
TO7 and NA70/TO9.
2.4.13 Mitsubishi Heavy Industries, Ltd.
(1) Development of new model
MHI has developed the UEC engine which is the
Engines developed in fiscal 1998 by Yanmar are
following 2 models. One is 6LY-ST type engine in
a small marine engine group whose bore is 100
mm or less, and the other is 6NY-16 (A) type
engine in a large engine group whose bore is over
151 mm.
1) 6LY2-ST type engine
On the basis of the current light and high-power
6LY type engine for marine use, 6LY2-ST type
engine, whose bore size was enlarged by removing
the sleeve, was developed for the pleasure or
business application in Japan and the power boat
in foreign countries.
With this engine, the 1.65 kg/PS of weight per an

Table 2.4.13-1 Principal Particulars of UEC-LS II /LSE Type Engines

October 1999 (41)

96 Marine Engineering Progress in 1998

output was realized, and the superior combustion Table 2.4.14-2 Principal Particulars of 6NY16 (A)
performance in the range from the low speed to the Type Engines
high speed was obtained by employing the high
pressure ratio supercharger with a waste gate, the
large-capacity inter-cooler and the high-pressure
injection fuel pump.
Table 2.4.14-1 and Photo 2.4.14-1 indicate the
principal particulars and the general view of the
engine respectively.
2) 6NY-16 (A) type engines
In order to expand the application of the engine
developed in 1996 for marine generating use, the
6NY-16 (A) type engines were developed as small
and lightweight main engines characterized by
low fuel consumption, low air pollution and high
output.
Table 2.4.14-2 and Fig. 2.4.14-1 indicate the prin-
cipal particulars and the section of the engine
respectively.

Table 2.4.14-1 Principal Particulars of 6LY2-ST

Type Engine

Fig. 2.4.14-1 Section of 6NY-16(A) Type Engine

(2) Annual results of manufacture

Cylinder bore/ Numbermof Total output
Classification engines (PS)
100mm
Maine engine 3,281 742,162
Auxiliary engine 180 20,520

101mm150mm
Maine engine 1,185 573,075
Auxiliary engine 229 60,818

151mm
Maine engine 234 293,420
Auxiliary engine 1,046 860,186

Total 6,155 2,550,181

Photo 2.4.14-1 General View of 6LY2-ST Type
Engine References

1) The Motor Ship June 1998

[Tetsuo KOMODA].

(42) Bulletin of the M.E.S.J., Vol. 27, No.2

 Annual Review 97

3. Steam Turbines orders for the turbines in the highly competitive world
of shipbuilding, the marine machinery manufacturers
3.1 Main Turbine (for LNGCs) will, however, have to make efforts for the cut in cost
Both Kawasaki Heavy Industries, Ltd. (KHI) and in order to reserve orders for their products.
Mitsubishi Heavy Industries, Ltd. (MHI) turned out MHIs manufacturing track record. shows the to-
more main turbines in 1998 than in 1997. tal amount of products in 1998 is as high as in 1997. But
These main turbines were manufactured mostly more and more steam turbines for new ships con-
for installation in LNGCs built in South Korea under its structed in South Korea in the future will be manufac-
LNG project. In the aftermath of the economic crisis of tured by HHI under the technical cooperation with
South Korea in 1997, however, the LNG project came MHI. Actually, 10 turbines have been already made
to a standstill. This situation forced the Korean ship- under such a cooperation. This tendency implies that
builders involved in the project to cancel or defer the less and less of these machines will be manufactured by
other new orders for LNGC main turbines. Conse- MHI henceforth in Japan.
quently, KHI and MHI received thereafter no orders for
main turbines. Table 1 1996-1998 manufacturing track records (as
The domestic environment of main turbine busi- factory-completed)
ness is also bleak. In 1998, only few orders were Mfrs Shinko KHI MHI
received for main turbines in connection with LNGCs
Year 96 97 98 96 97 98 96 97 98
built in Japan.
On the other hand, in the wake of a main turbine MT 0 1 3 4 4 8
technical cooperation initiated between Hyundai Heavy GT 2 4 5 10 15 24
Industries Co, Ltd. (HHI) of South Korea and MHI, the COPT 183 176 350 31 38 21
first production unit of main turbine manufactured by
HHI has already been in service on board an HHI-built Others 8 2
ship. Under such a technical cooperation, it is expected MT: Main turbine
that more and more main turbines will be manufactured GT: Generator turbine
in South Korea for the installation in ships built there. COPT: Cargo oil pump turbine

3.2 Generator Turbines (Manufactured by Shinko [Yasunori TASHIMA]

and MHI)
More generator turbines were manufactured (by
MHI) in 1998 for installation in LNGCs than in 1997,
as was the case with the main turbines.
Because of the difficult business situation of 1998
as mentioned in 1) above, it should be predicted that the
number of generator turbines to be manufactured in
1999 for use on board LNGCs decrease.
It is considered likely, on the other hand, that more
of the generator turbine for oil tanker application (the
turbine used in the so-called exhaust gas economizer-
driven turbine-generator unit) will be ordered and manu-
factured in 1999 than in 1998. This is because there is
a move afoot toward construction of replacement oil
tankers.
3.3 Cargo Oil Pump and Ballast Pump Turbines
(Manufactured by Shinko and MHI)
Shinko manufactured nearly twice as many cargo
oil pump turbines in 1998 as in 1997 with the increase
of the number of oil tankers constructed. The company
expects to turn out even more cargo oil pump turbines
in 1999 than in 1998.
Because of the low prices quoted to win new
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 espe-
cially for naval vessels taking advantage of its charac-
teristics.
The number of naval vessels on which gas turbines
are installed in Japan totals 49 as of the end of 1998
including those under construction or planning, and the
number of gas turbines exceeds 200 sets including the
spare engines.
The naval vessels which entered in services in
1998 was Kongo type DDG class escort vessel (built
by IHI) which was ordered in 1993 fiscal year, in which
4 sets of the LM2500 gas turbine by GE in US (25,000
PS, manufactured by IHI) are installed with twin shaft
COGAG (COmbined Gas turbine And Gas turbine)
system. In 1998, two Murasame type DD class escort
vessels (to be built by IHI and MHI, and delivered in
March 2002) were contracted, in which 2 sets of the
LM2500 gas turbine (16,500 PS) and the SM1C gas
turbine by RR in UK (13,500 PS, manufactured by
KHI) are to be installed with twin shaft COGAG

October 1999 (43)

98 Marine Engineering Progress in 1998
system.
As for the gas turbine for on-board generators, the
M1A-25 (1,500kW) gas turbine developed by KHI
itself and the 501-K34 gas turbine by Allison in US
(2,500kW, manufactured by IHI) are the mainstream
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 four Kongo type DDG vessels, and total 12 sets
are in service.
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 manufactures established in 1997 is proceeding
to develop the gas turbine for marine propulsion
(2,500kW class) in which the amount of NOx is about
1/10 compared with the existing diesel engines and the
fuel consumption is approximately equal to that thereof.
The development is to be completed by 2002. Fig. 4.1-
1 shows the cross section of Super Marine Gas Turbine.
[Takafumi NAKAGAWA]
4.2 Turbochargers
Mitsubishi Heavy Industries Co., Ltd. (MHI) pro-
duced 475 units of MET type turbochargers. Accumu-
lated production numbers of MET-SE type turbocharger,
which had been developed for the demand of high-
pressure ratio and high thermodynamic efficiency,
reached 108 units. The first MET83SE turbocharger
has been operated successfully since Jan. 1998. MHI
contributed the paper for CIMAC Copenhagen titled
Turbocharger noise abatement in supercharging ma-
rine diesel engines with ducted-in outboard air.
Fig. 4.1-1 Cross Section of Super Marine Gas Turbine
(44)
Kawasaki Heavy Industries Co., Ltd. (KHI) pro-
duced 34 units of NA type turbochargers, details are 15
units of NA48/S, 11 units of NA57/T9, 8 units of NA70/
T9. 8 turbochargers out of them have been delivered to
Chinese engine builders and KHI has orders in hand for
Chinese engine builders for the delivery in 1999. KHI
developed the production process of friction welding
for turbine disk and shaft together with machine tool
manufacturer, of which materials are heat resisting
steel and chromium molybdenum steel. This process is
adopted for the production of NA48/S and NA57/T9
turbochargers. Japan Friction Welding Association
awarded KHI the prize for Superior Factory for Fric-
tion Welding.
Mitsui Engineering & Shipbuilding Co., Ltd.
(MES) produced 87 units of NA48, NA57 and NA70
turbochargers under the license of MAN-B&W in
Germany. This production number is the second high-
est number ever reached after starting the production of
turbocharger in 1981. The increasing of the production
volume of marine propulsion engine is the reason. The
new turbocharger type, NA48/S, NA57/T9 and NA70/
T9 are produced 1 unit, 16 units and 13 units respec-
tively. The demands for these new turbochargers are
increasing due to the increasing of specific output of the
diesel engine.
Niigata Diesel Co., Ltd. produced 268 units of
turbochargers in total, details are 214 units of NR/R
type, 4 units of NA/T type, 4 units of NR/S type under
the license of MAN B&W and 46 units of conventional
NHP type.
Ishikawajima-Harima Heavy Industries Co., Ltd.
(IHI) and ABB KK established joint venture Turbo
Systems United Co., Ltd. (TSU) for sales and service
of turbocharger in Oct 1998. IHI, ABB KK and TSU
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 99

delivered 2813 units of turbochargers in total. Details

are 805 units of VTR/VTC type with axial turbine,
2006 units of RU/RH type with radial turbine and 2
units of TPS type with radial turbine. The requirement
of the turbochargers for high-pressure ratio and high
thermodynamic efficiency is increasing. The newly
developed TPS61E type turbocharger contributed for
increasing power and efficiency of the diesel engine, by
its high pressure ratio up to 4.5 and high efficiency
above 66% at normal operating condition.

[Takashi AKITA]
Fig. 5.1 Boiler Production by Annual Report of
5. Boilers Marine Industrial Statistics

5.1 General
The number of production of boilers for marine
use has been on the gradual decrease with the peak in
1990, but in 1995, the number of production was
increased by approximately 30 compared with that in
1994, and the brakes were once put on the decrease.
Thereafter, the number of production shows the level-
off trend, and in 1997, the total number of production
again shows the trend of increase.
In 1998 fiscal year, 437 boilers were produced,
which was about 92% to that in 1997 fiscal year.
In the technological aspect, researches and devel-
opments have been continuously achieved in energy
saving, labor saving, low-grade fuel, waste oil disposal, Fig. 5.2 Boiler Production by Annual Report of
exclusive and mixed combustion of gas/heavy oil in- Marine Industrial Statistics
cluding the gas fired auxiliary boiler, and countermea-
sures for the air pollution by NOx, SOx, etc., and the
necessity for the researches and developments is inten- while in 1995, the number of production was increased
sified from the viewpoint of the global environment by approximately 30 compared with that in 1994, once
protection. putting the brakes on the decrease. Thereafter, the
In particular, in 1998 fiscal year, a variety of number of production has shown the level-off condi-
discussions have been made focusing on the counter- tion, and in 1997, the total number of production shows
measures for low quality and degradation in fuel oil for the trend of increase again.
marine use, and the review of the international stan- Fig. 5.2 shows the weight of production to the
dards on the fuel oil for marine use to meet the actual number of production of boilers by the kind, and the
condition, including the field of the system for the weight statistics shows the trend that the boilers have
marine engines, and the field of the shipbuilding, the been increased in size since 1997 fiscal year.
manufacture engines and equipment, the manufacture
of fuel oil, the treatment of fuel oil, and ship operation. 5.3 Major Trend
5.3.1 Main Boiler
5.2 Number of Production For the main boilers of LNG carriers in 1998 fiscal
Fig. 5.1 and Fig. 5.2 show the production of boilers year, 8 sets of boilers of 68T/H for Korean industry, 2
for marine use during 11 years since 1988 which are sets of 46T/H boilers and 2 sets of 21T/H boilers for
summarized in Statistics of Products in Marine Indus- Japanese industry were manufactured by MHI, and
try by the Ministry of Transport. similar to 1997, 4 sets of 54T/H boilers were manufac-
Fig. 5.1 shows the member of production of boil- tured by MES, and 8 sets of 68T/H boilers were manu-
ers by the kind, and the total number of production of factured by KHI, totaling 24 sets of boilers, which is a
boilers for marine use (main boilers + auxiliary boilers) relatively large number of production of main boilers.
has been on the gradual decrease with the peak in 1990, MHT received orders of 2 sets of 60T/H.

October 1999 (45)

100 Marine Engineering Progress in 1998
Boilers for LNG carriers are delivered to Korean
Gas Project and to Qatar-Japan Project.
MES has delivered the boilers for 10 series of LNG
carriers intended for Qatar since 1997, but, after the
delivery of the fourth LNG carrier, they were requested
to control the discharge of the exhaust gas from boilers
(in particular, the discharge of black smoke when LNG
carriers arrive at/leave the LNG gas station) so that the
exhaust gas is invisible in the sea trial of the fifth and
subsequent LNG carriers. The target numerical value to
be achieved was decided to be approximately 2.5 or
under with reference to the measurement value using a
SMOKE DENSITY METER through the discussion
with the Owner, and MES improved the ACC air
control system and the burner swirler, and achieved the
target value in the sea trial.
Though the demands on main boilers for LNG
carriers will be continuously expected, such requests
will also be increased as the environmental regulation
is intensified.
5.3.2 Auxiliary Boiler
One hundred and fifty eight sets of auxiliary boil-
ers and one hundred and fifty one sets of composite
boilers were manufactured in 1998 fiscal year.
Fig. 5.3 shows the number of production and the
orders received of main and auxiliary boilers by 8 boiler
manufacturers in 1998 fiscal year with reference to the
boiler capacity. Though the number of the total auxil-
iary boilers was reduced to approximately 73% com-
pared with that in 1997 fiscal year, the number of
construction of VLCCs is increased, and the total
capacity of the auxiliary boilers is increased.
Fig. 5.4 shows the summary of the number of
production and orders received of the composite boil-
ers, and 151 boilers were produced in 1998 fiscal year
as the whole, showing the reduction to approximately
Fig. 5.3 Production and Orders Received of Main
and Auxiliary Boilers in 1998 Fiscal Year
(46)
Fig. 5.4 Production and Orders Received of Com-
posite Boilers in 1998 Fiscal Year
89% compared with that in 1997 fiscal year, and there
are indications that the construction boom of bulk
carriers up to the previous year is completed.
In the design of auxiliary boilers, there are no new
technological development, but the auxiliary boiler for
tankers of MISSION-OM/-D, and the composite boiler
MISSION-OC are on the market as the new series
continuous to the MISSION-OS/-OL series introduced
in 1996 from Orborg Industries, and the line-up of 5
models covering the boiler capacity of 1.0 T/H to 110
T/H has been completed as the MISSION series. The
list of the MISSION series is shown in Fig. 5.5.
Discussions on the monitoring system of auxiliary
boilers/exhaust gas economizers were completed in the
Sub Committee on Boiler Research of the Energy
System Research Committee, and based on the findings
of the Sub Committee, the trouble shooting of the
auxiliary boilers is now on the discussion as the first
stage.
5.3.3 Exhaust Gas Economizer
Ninety four sets of exhaust gas economizer were
manufactured in 1998 fiscal year, which is about 107%
compared with those in 1997 fiscal year.
Fig. 5.6 shows the summary of the number of
production and the orders received by 8 boiler manu-
facturers with reference to the boiler capacity.
Employment of large exhaust gas economizers for
turbo generators (T/G) which have been employed on
board VLCCs and container carriers has been continu-
ously on the decline from the viewpoint of the economy
and the maintenance due to the drop of the exhaust gas
temperature (reduction of the energy recovery ratio) as
the fuel consumption of main diesel engines is im-
proved, and only one exhaust gas economizer was
manufactured in 1996 fiscal year. Though 5 sets of
exhaust gas economizer were manufactured since the
Post-Panamax container carriers were constructed in
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
Fig. 5.5 Mission Series
Fig. 5.6 Production and Orders Received of Ex-
haust Gas Economizer in 1998 Fiscal Year
1998, the orders received after the summer, 1998 has
been on the decline.
Small exhaust gas economizers for general use as
many as those in 1997 fiscal year were manufactured
due to the increase in demand of tankers, but the
capacity is in the trend of miniaturization.
[Masayoshi UMEDA]
October 1999
101
6. Shafting System
In 1998, every companies have applied shafting
device of traditional design in many cases, which might
be resulted by the effect of economic depression and
low ships price.
Under this condition, Propeller and Shafting Com-
mittee of MESJ has made presentation at the regular
session in spring about the most recent trend of shafting
device, saving energy, environment, high-speed trend,
labor saving at the work site with a title of New
Technology of Shafting.
Regarding the latest trend of shafting device,
NIPPON KAIJI KYOKAI has introduced the changes
of trend in shafting device based on the individual
system with data of new built ships registered during
1985 and 1997.
For saving energy, Ishikawajima-Harima Heavy
Industries Co., Ltd. made a report and introduction
about the sailing result and a special feature of Contra-
rotating Propeller including the system of individual
company. In addition, Nakashima Propeller Co., Ltd.
made a report and introduction about the design system
and outline of High Efficiency Propeller. Regarding the
environment, individual company of Kobelco Marine
Engineering Co., Ltd., Japan Maine Technologies Ltd.,
Eagle Industry Niigata Co., Ltd. and Blohm & Voss
Japan Ltd. made introduction about measures for envi-
ronmental conservation and accessories plus new prod-
(47)
102 Marine Engineering Progress in 1998
ucts for improvement of its reliability.
Also, Kobelco Marine Engineering Co., Ltd. in-
troduced the latest trend of stern tube sealing device.
Kawasaki Heavy Industries Ltd. introduced a generali-
zation about water jet propulsive system and the latest
result of research about inlet duct which gives consid-
erable effect for its performance in relation with the
trend of high speed.
In addition, Nippon Yakin Kogyo Co., Ltd. intro-
duced special feature for strength, anticorrosion and the
cost about stainless steel shafts which have many
deliveries as shafting device of high speed ships.
Regarding labor saving at the work site, Harada
Corporation introduced the installation method of stern
tube bearing by synthetic resin improving working
efficiency instead of traditional force fit of stern tube
bearing.
As for the topic, Hitachi Zosen Corporation con-
structed a special work boat equipped with Electric
Propulsion System (Fig 6.1). The ship was delivered in
FEB 1998 and engaged in special operation such as
laying work of submarine cable.
The particulars are listed in the below;
Lpp x B x D : About 62 m x l6.5 m x 7.5 m
Propulsive Electric
: Squirrel-cage induction motor
Motor : 1400 kW x 750 rpm x 2 sets
Propeller : CPP Type 360 rotating propeller
Maneuvering System
: Individual control and DPS con-
trol (Automatic maneuvering and
Joystick Control)
Electric power source for propulsion motor of this
ship is given by four (4) exclusive use generators for
thruster. As the frequency of electric power source is
changeable by controlling the speed of diesel engine for
power generators, which results in the availability of
speed control of propulsion motor, the reduction of
power consumption for running at low load and the
decrease of noise in the water can be realized.
Furthermore, it is possible to operate the propeller
running at very slow speed by using the slipping func-
Fig. 6.2 CPP Inconporated with Reduction Gears
(48)
tion of the clutch incorporated, in order to obtain very
fine maneuvering of the ship.
Kamome Propeller Co., Ltd. manufactured CPP
incorporated with reduction gears (Fig 6.2) for 11,000
GT R0/R0 Cargo Ship. The particulars are listed in the
below;
Lpp x B x D : 150 m x 24 m x 15.8 m
Main engine : Diesel engine
21,600 PS x 430 rpm
Propeller : 4 blades x 5,400 mm
Controllable Pitch Propeller
Maneuvering System
: Individual control and Joystick
control
In this system, the oil for reduction gears and CPP
can be used in common and it is possible to unify the
control of oil by making oil distribution box of CPP is
assembled in reduction gears. By this, sump tank and
gravity tank for the both systems can be used in com-
mon and the reduction of tank and the number of piping
lines are possible at the same time.
Furthermore, servo cylinder can be simplified and
installation will be easy as oil distribution box is as-
sembled in reduction gears.
Reference:
1) 60th MESJ Proceedings of Technical Paper (MAY
98)
Fig. 6.1 CPP Type 360 Rotationg Propeller
[Takashi ODAGIRI]
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 103

7. Auxiliary Machinery &

Outfitting Works
In the section of auxiliary machinery & outfitting
works in 1998, the worlds smallest turbo-compressor
in the world, the noise reduction of swash plate type
axial piston pumps, the dynamic simulators for an
absorption refrigerator and so on were studied and
developed.
The further details of these are as follows.

7.1 Development of the Smallest Turbo-Compres-

sor in the world1)
Ishikawajima-Harima Heavy Industries Co., Ltd.
has marketed the super small turbo-compressor, Tx150,
based on a new design concept, and has now developed
a smaller type with a capacity of 75 kW, Tx-mini, which
has the worlds smallest capacity of a standard type.
The main specifications of Tx-mini series are shown in
the Table 7.1.
This standard typed compressor Tx-mini was not
only minimized according to the main design concept
of the Tx150 but also improved all the more. The
minimized impeller has been designed to maintain the
high efficiency of the compressor by the use of the
computational fluid dynamics analysis. The high per-
formance 3-dimension typed impeller is made of a
titanium alloy. The minimization of the impeller re-
quired the rotor speed of 109000 rpm. Therefore, the
new bearings and gears has been specially designed and
made to withstand the speed and to be very reliable. As
a result, the Tx-mini achieves the low vibration and the
stable operation even at the high speed revolution. The
Tx-mini has adopted the following system for this high
speed revolution of the rotor. As the inverter starter
raises a frequency of the electric power source from 50
Table 7.1 Specifications of Tx-mini series
Fig. 7.1 Stepup speed method for gears
or 60Hz to 120Hz, a high speed 2 poles 3 phases
induction motor rotates at 7200 rpm. This inverter has
been developed specially for the compressor. The mo-
tor rotates the rotor with the impellers at 109000 rpm
through the single stage multiplying gear. (See Fig.7. 1)
By the use of the frequency control by this inverter
starter, the revolution control of the rotor becomes easy
in spite of the change of the motor power caused by the
change of atmospheric temperature. Therefore this
system has higher efficiency than the current system
that controlled the inlet vane.
So far the screw compressors and the reciprocat-
ing compressors have been used mainly in thus small
capacity region. This turbo compressor appears there.
It is able to make easily the compressed air without
lubricating oil. We can select the best compressor
widely for each purpose of use.

7.2 Study on Noise Reduction of Swash Plate Type

Axial Piston Pumps2)
Mitsubishi Heavy Industries, Ltd. has studied a
theoretical procedure for predicting the pump noise
spectrum in the preliminary design stage. This method
consists of the following three steps. (1) Simulation
analysis of the exciting force due to the pressure. (2)
Estimation of the vibration and noise properties of the
pump case using FEM. (3) Finding the pump noise
spectrum by combining the exciting forces and
vibroacoustic characteristics of the structure. Through

October 1999 (49)

104 Marine Engineering Progress in 1998
this method they have made the noise reduction typed
pump. The level of its noise is about 3.5 dB smaller than
the current model. Fig. 7.2 shows the swash plate type
axial piston pump of the subject of the study.
They group the noise sources into two classes. One
is generated by the hydraulic causes of a cavitation, a
pulsating pressure and so on. Another is generated by
the mechanical causes of an unbalanced rotor, poor
mounting of a base or piping, and so on. They consider
the change of the pressure in the pump cylinder and the
propagation of vibration, and make the model of the
generation mechanism of the pump noise shown in Fig.
7.3. As a result, the following things were clear. The
additional volume (dead space) of the cylinder im-
proves the frequency characteristics of the exiting force
due to pressure in it. On the propagation of vibration,
the additional lib on the pump casing is able to reduce
Fig. 7.2 Swash plate type axial piston pump
Fig. 7.3 Generation mechanism of pump noise
(50)
the noise of the structure. These results are gotten from
both the calculation simulated by the above mentioned
model and the experiment.
As mentioned above, they have developed the
analyzing method of the exiting force due to pressure in
the pump cylinder and its characteristics of the vibra-
tion propagation, and they applied this method to the
current model, and they confirmed that the redesign of
a pump casing brought to the pump reducing its noise.
7.3 Development of Energy Saving Device for Ships
IHI-L.V.Fin3)
Ishikawajima-Harima Heavy Industries Co., Ltd.
has developed the IHI-L.V.Fin (Low Viscous resis-
tance Fin) which provides a simple and cost-effective
mean of propulsion energy saving. Fig. 7.4 shows a
sketch of the IHI-L.V.Fin. As shown in this figure, the
L.V.Fin consists of a pair of flat triangular fins mounted
on the stern upstream of the propeller, and it can be
welded simply. Model experiments have proved that
the Fin smoothed the water flow around the stern of a
ship effectively, recovered the pressure on the surface
of a ship hull and consequently reduced viscous resis-
tance. Thus fins performance is influenced by its
dimension and position. It was optimized through the
model experiments and the CFD (Computational Fluid
Dynamics) method. As a result, it was clearly that the
power saving obtained with the L.V.Fin was 2 to 3
percent for a full ship. About 20 ships have already been
mounted with L.V.Fin. They have been put under an
obligation of the energy saving.
7.4 Development of Dynamic Simulator for Ab-
sorption Refrigerator4)
Recently, absorption refrigerators have attracted
much attention in the section of a large capacity refrig-
erator because they do not use FRON as the refrigerant.
However, an absorption refrigerator consists of many
heat exchangers and contains a lot of solution and
refrigerant. Therefore, it has a large heat capacity and
takes a long time to start, stop and change the cooling
Fig. 7.4 Sketch of IHI-L.V.Fin
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
load.
Mitsubishi Heavy Industries, Ltd. has studied the
improvement of the dynamic characteristics of the
absorption refrigerator, has developed a dynamic simu-
lation program for a double effect absorption refrigera-
tor and has selected the PID control parameters by this
program. PID means to combine a proportional, inte-
gral and differential action. They have applied this
simulation program to the current refrigerator and
improved the control characteristics and reliability.
This dynamic simulation program is able to calculate
the transitional quantity of state, a pressure, tempera-
ture, concentration, liquid level in each component of a
double effect absorption refrigerator starting, stopping
and changing the cooling load. For example, they took
place the operating simulation of the parallel flow
typed double effect absorption refrigerator in which the
lithium bromide aqueous solution flowed from an ab-
sorber to both the high and low pressure regenerators as
shown in Fig. 7.5. As a result, the calculation values
almost agreed with the measured values on the control
characteristics of the refrigerator, a refrigerating capac-
ity, a liquid temperature at each part of it and so on.
They confirmed that this program could be the good
tool for evaluation and improvement of characteristics
of these absorption refrigerators. Secondary, they ap-
plied this program to the improvement of the control
characteristics of the current refrigerator. As a result,
they found that the PID control method was the best
effective to maintain the outlet cold water temperature
constant in spite of any value of the inlet cold water
Fig. 7.5 Flow diagram of parallel flow typed double-
effect absorption refrigerator
October 1999
105
temperature. They confirmed to be able to control the
refrigerator better for any load by the optimization of
the PID method.
As mentioned above, the absorption refrigerator
can be driven by the low temperature heat source such
as the exhaust gas of a diesel engine. This dynamic
simulation program can improve easily for its operat-
ing characteristics to apply to many uses. If a ship has
thus improved absorption refrigerator on board, she
will get many energies saving.
7.5 Development of Compressors for Alternative
Refrigerant R-410A in Refrigerators5), 6)
Now R22 is used as the refrigerant of the room air
conditioner. Such HCFCs (Hydro-Chloro-Fluoro-Car-
bon) will be phased out at the end of 2020. The follow-
ing two companies have developed the refrigerators
using the alternative refrigerant R4l0A (R32/R125=50/
50 wt%). The R4l0A belongs to a kind of HFC (Hydro-
Fluoro-Carbon) and has 0 of the Ozone Depleting
Potential. As the R4l0As pressure at a temperature is
1.6 times higher than the R22 at the same temperature,
the structure of the R410A refrigerator needs to be
strong against the high pressure. R410A is not compat-
ible with the current refrigerating machine oil (the
mineral oil) used with R22. It is very important to select
the optimum lubricating oil for the refrigerator. Both
companies have revolved these problems. They have
developed more efficient and reliable refrigerators than
the current R22 refrigerator. By these developments, it
is expected that the development of the refrigerator
using the alternative HFC refrigerant will be acceler-
ated in the section of the marine air conditioning.
The outlines of the technical developments of each
company are as follows.
(1) Mitsubishi Heavy Industries, Ltd. has developed
the new scroll compressor for the air conditioner
Beaver using the alternative refrigerant R410A.
(Please refer to Fig. 7.6.) The developed scroll
compressor for R4l0A had higher reliability and
efficiency than the compressor for R22 by the
following technologies. The scroll profile, which
had the 0.7 times inlet volume than for the R22
compressor, was evaluated and optimized. The
scroll compressor was equipped with the multiple-
discharge-ports in order to prevent the growth of
the super compression at lower compression ratio
in use than the designed compression ratio. It was
adopted the double drive outlet pressure method,
which is to extract the middle pressure gas at the
same angle to the setting angle of the multiple-
discharge-ports, in order to push the moving scroll
to the fixed scroll by the minimum force and make
air tight so that the gas would not escape.
(51)
106 Marine Engineering Progress in 1998
Fig. 7.6 Structure of scroll compressor for R410A
The lubricating performance among the slid-
ing parts in the compressor optimized for R410A
is more important than in the R22 compressor,
because the loads among these sliding parts in the
former compressor are larger than in the latter.
Seven properties of the lubricating oil, such as
compatibility with R410A, lubricity, thermal and
chemical stability, were evaluated to select it. The
POE (polyall ester) oil and the PVE (polyvinyl
ether) oil was selected. They were tested in the
actual refrigerating machine. As a result, both the
oils had good compatibility with R410A and sta-
bility. The POE oil has better lubricity than the
PVE oil and the current alkyl benzene oil. The
POE oil was selected as the lubricating oil for the
new compressor.
As mentioned above, this new scroll com-
pressor for R410A with low vibration and low
noise has been developed.
(2) TOSHIBA Corporation has developed two mod-
els of the room air conditioner using R4l0A, RAS-
405BD (4 kW type) and RAS-506BD (5 kW
type). These models have used R4l0A as the re-
frigerant, because they have higher performance
and efficiency than the current R22 refrigerator.
The following is the reason of selecting the R410A.
The R410A is a mixed refrigerant but has the
azeotropic characteristics. It is a refrigerant easy to
handle. The pressure in use of the R410A is 1.6
times higher than the R22. These models can be
designed technically to be pressure-proof against
the high pressure. Also, the R4l0A has zero of the
Ozone Depleting Potential and 1730 of the Global
(52)
Warming Potential (GWP). The GWP is almost
same as the R22. Lets think the Total Equivalent
Warming Impact (TEWI) of it. The TEWI means
the index to evaluate the green house effect deliv-
ered totally by the air conditioning machinery. It
consists of the direct effect and the indirect; the
former effect is caused when the refrigerant filled
in the machine is discharged in air, the latter is
caused by the warming effect gases of CO2 etc.
produced to get the total energy of the electric
energy etc., that is necessary to operate the ma-
chine during the life. The improvement of the
efficiency of each structure machine is very im-
portant on the air conditioning equipment because
the indirect effect occupies about 90 per cent of the
TEWI of it. Therefore, the compressor is a new one
improved for R410A based on the high efficiency
twin rotaries compressor for R22. The POE
(polyall ester) oil that has good compatibility with
R410A and hydrolysis stability is selected as the
lubricating oil of the new compressor. The com-
pressor achieves higher efficiency than one for
R22. Also the new inverter controller is developed
originally to control the DC brushless motor driv-
ing the compressor. This inverter controller
achieves high power factor of 99% and high effi-
ciency by using the PAM (Pulse Amplitude Modu-
lation) & PWM (Pulse Width Modulation) hybrid
control technology.
By the other many improvements, these two
models can use R410A in AC 100V/20A, and
become the high efficient and high reliable air
conditioners.
7.6 Development of Ultra-Low Temperature
Stirling Refrigeration Unit7)
SANYO Electric Co., Ltd. has succeeded in devel-
oping the Stirling refrigerator using helium as the
refrigerant, and produced the Ultra-Low Temperature
Stirling Refrigeration Unit with the cold head for
-180C ~ -50C . The construction of the cooling
system is shown in Fig. 7.7. This unit consists of the
Stirling cooler, the circuit for the secondary heat trans-
fer fluid and the radiator to reject heat from the Stirling
cooler. Both of the ODP (Ozone Depleting Potential)
and the GWP (Global Warming Potential) of the he-
lium as the refrigerant are zero. The helium is a non-
flammable, non toxic and gentle refrigerant for the
environment of the earth. Using it as the refrigerant, the
refrigerator can become one without the FRON com-
pletely.
As shown in Fig. 7.8, the Stirling cooler consists of
an expansion (low temperature) cylinder, a heat ab-
sorber, a regenerator, a heat rejecter, a compression
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
(high temperature) cylinder and a driving mechanism
for the pistons in the cylinders. The working fluid is the
helium of a non condensing gas. When each the piston
moves, the working fluid repeats the following changes;
isothermal compression (heat rejection), isovolumetric
cooling, isothermal expansion (heat absorption) and
isovolumetric heating. When the working fluid is chang-
ing at isothermal expansion, it absorbs heat from the
outside on the heat absorber shown as the cold head in
Fig. 7.7. On the other hand, when it is changing at
isothermal compression, it rejects heat to the outside on
the heat rejecter. This cooler operates as the refrigerator
which works in the reverse Stirling cycle. The regen-
erator exchanges heat between the low temperature
side and the high temperature side with keeping both
temperatures at the isovolumetric change. This Stirling
cooler can work in wide temperatures ranging from
-260C of the ultra-low temperature to the room tem-
perature in the field of refrigeration. It is low vibration
and low noise. As its refrigerating capacity can change
proportionally to the pressure of the refrigerant gas
filled in it, this cooler can be applied to a wide range and
multiple-use cooling system from an ultra-low tem-
Fig. 7.7 Construction of a cooling system
Fig. 7.8 Construction of the Stirling cooler
October 1999
107
perature refrigerator to a refrigerator for home use.
This Ultra-Low Temperature Stirling Refrigera-
tion Unit STU-30K, which is produced at this time,
operates by AC 3200V of the electric power source.
The cold head temperature is from -180C to -50C.
The maximum refrigerating capacity is only 500W.
This unit is a small typed refrigerator. If the unit scales
up and has a large capacity in future, it will become to
apply to the ships. It will attract a great deal of attention
as the very high efficient refrigerator because the coef-
ficient of performance of the reverse Stirling cycle is
almost the same as one of the reverse Carnot cycle.
References
1) Ishikawajima-Harima Engineering Review, Vol.
38 No. 2 (1998) pp. 135
2) Mitsubishi Juko Giho, Vol. 35 No. 3 (1998.5) pp.
182
3) Ishikawajima-Harima Engineering Review, Vol.
38 No. 6 (1998) pp. 392
4) Mitsubishi Juko Giho, Vol. 35 No. 2 (1998.3) pp.
120
5) Mitsubishi Juko Giho, Vol. 35 No. 2 (1998.3) pp.
88
6) Refrigeration, vol. 73 No. 846 (1998.4) pp. 64
7) SekiyaKomatubaraKawanishi, The 2nd Sympo-
sium on Stirling Cycle, No. 98-19, (l998.10) pp.
129
[Nobukazu SHIMADA]
8. Deck Machinery
In the section of deck machinery in 1998, only the
following development of the container crane was
carried out. The further detail is described as follows.
Development of Rubber Tired Transfer Crane
(RTG)1)
Recently, container terminals are becoming in-
creasingly automated and taking other labor saving
measure. Kawasaki Heavy Industries, Ltd. has been in
the vanguard of terminal automation, based largely
around continuous improvements to container crane
technology. Using these technologies, the Rubber Tired
Transfer Crane (RTG) has been developed as the core
of a container yard system and makes use of new
concepts to meet the functions necessary for terminal
automation. The general configuration of the RTG is
shown in Fig. 8.1.
As the RTG drive 4 wheels mounted at both ends
of the front and rear axles, it can keep straight on
excellently. The tires have a long life. The RTG has the
automatic straight traveling system, too. This system is
(53)
108 Marine Engineering Progress in 1998

to move it automatically with surveying the magnets
laid under the ground by the magnetic sensors. Using
this system, The RTG can move straight within 30
mm meandering without the influence of the weather
and the surface condition of a road. The RTG adopts the
Vector-Inverter system instead of the previous Thyrister-
Leonard system as the velocity control, gets the smooth
positive and negative acceleration performance and the
responsibility. In addition, the RTG has the rolling,
small rotating and sliding system of the cargo hanging
gear. This system can remember the three operating
positions of the RTG. The operation board mounts
switches efficiently, and is compact and simple. The
RTG has the stairs from the ground to the operating
room to keep the operators very comfortable.
As mentioned above, the RTG is operator-friendly,
has the long-life and high controllability. It will con-
tribute to the construction of the automatic terminal
system that will advance in labor-saving and automa-
tion in future.
References
1) Kawasaki Technical Review Vol. 137(1998.4) pp.
114.

Fig. 8.1 General configuration of the Rubber Tired Transfer Crane (RTG)
[Nobukazu SHIMADA]

9. Fuels and Lubricating Oils Concerning the price, the upper limit of the pro-
duction in OPEC was substantially increased by 2.47
9.1 Fuels million barrel after four years at the regular No. 103
9.1.1 Trend of Oil Demand1)2) OPEC General Assembly held in November, 1997, and
In 1998, the demands of oil went no further than amended to 27.50 million barrel/day. Triggered by this
74.30 million BD (Table 9.1) which was increased by
0.8% compared with that in the previous year due to the
Table 9.1 IEA World Oil Demand
currency crisis in Asian areas which have supported the
world business and the effect by the warm winter over
the world. The quantity of the crude oil production in
the world in 1998 was increased by 3.0% compared
with that in the previous year, and was increased in the
Middle East, the Central/South America and the North
America, decreased in Western Europe, and leveled off
in other areas. (Table 9.2) There is a trend that the
dependency on the Middle East is gradually increased.

(54) Bulletin of the M.E.S.J., Vol. 27, No.2

 Annual Review
Table 9.2 Transition of Worlds Crude Oil
Production
amendment, the price was started to drop, and irrespec-
tive of several subsequent agreements on the reduction
in production, the Dubai spot price was dropped down
to 9.53 dollars/barrel in December, 1998 through the
adverse effect of the currency crisis and warm winter.
The stagnation price of crude oil brought the
reduction of the profit in the world oil industry, and as
one of the countermeasures, large mergers between
Majors, i.e., BP and AMOCO in August and between
Exxon and Mobil at the end of November were an-
nounced. Also in Japan, the merging agreement be-
tween Nippon Oil Co., Ltd. and Mitsubishi Oil Co., Ltd.
was announced.
It is considered also in future that the oil market is
greatly affected by 1 the possibility of the cooperated
reduction in oil production by OPEC and non-OPEC oil
producing nations, 2 the trend of the economical
recovery in Asian areas, 3 the trend of the world
economy focusing on Russia and Central/South
America, 4 the increase/decrease of the limited export
of oil from Iraq now under the sanctions of UN, and 5
the factors such as the climate in the winter time which
is the demand season.
The domestic situation in 1998 was also affected
by the business recession, and both the crude oil pro-
cessing and the fuel oil sales were reduced. The pro-
cessed quantity of the crude oil was reduced by 6.19
million KL (2.5%) compared with that in the previous
year. The system operation ratio in 1998 was 78.6%
that of the previous year and dropped by 3.0% com-
pared with 81.6% in the previous year. The fuel oil sales
was also reduced by 2.5% on the whole compared with
that in the previous year. In particular, due to the
reduction in C fuel oil for cargo transport and power
generation accompanied by the business recession, the
diesel fuel sales and the fuel oil sales was reduced by
3.6% and 3.1%, respectively, showing the successive
reduction to the previous year.
The import and the export of fuel oil were reduced
by 980,000 KL and 54,000 KL, respectively. The
domestic sales of bond fuel oil (A, C) in 1998 was 6.14
million KL, and was increased by 6% compared with
that of the previous year. The import was 160,000 KL
October 1999
109
Table 9.3 Demand Results of Domestic Bond Heavy
Oil (1998)
(reduction by 65%), and the domestic production was
5.69 million KL (increased by 17%), and the ratio of
import/production was greatly reduced compared with
the previous year. (Table 9.3)
9.1.2 Marine Fuel Oils
The regulation of the exhaust gas from ships was
adopted as Annex VI of MARPOL in September, 1997
at IMO (International Maritime Organization), and the
ratification work has been promoted now3). The regula-
tion on NOx is applied to the diesel engine to be
mounted on the ships to be constructed on and after
January, 2000, and the provisional application until the
Annex comes into effect has been discussed at the
committees after MEPC 41 (Marine Environment Pro-
tection Committee, held in March, 1998). The global
warming effect was also discussed, and it was recog-
nized that emission of the exhaust gas from ocean-
going ships is important, but no summarizing direction-
ality has been obtained.
As for the exhaust gas from ships, in Japan, the
Survey on Examination of the Method for reducing
the Air Pollution Substance emitted from Ships under
the commission of the Environment Agency has been
achieved successive to the previous year.
As for the ISO Standard for marine fuel oil, the
amendment work for the second edition issued in 1996
has been promoted4). The items clearly expected to be
amended now, include 1 Unification of the fuel grade
RM45 with RM55, 2 Change of the viscosity value
described at the end of the nominal fuel grade from
100C to 50C, 3 Amendment of the allowable water
content from 1% to 0.5%, 4 Amendment of the stan-
dard ash value from 0.2% to 0.15%, 5 Amendment of
the sulfur content from 5.0% to 4.5% in accordance
with the IMO regulation. In addition, prohibition of
mixing waste oil in fuel oil, and the increase/decrease
of the fuel oil grade number are successively examined.
The third edition will be published in 2001.
(55)
110 Marine Engineering Progress in 1998
With reference to CIMAC, the CIMAC fuel oil
standards are amended by 3 sub groups (waste oil
mixing problem, fuel oil standard value at the engine
inlet, CIMAC fuel oil standard) established on Heavy
Fuel5).
In Japan, the standard for the marine fuel oil was
discussed at the Working Group on ISO/JIS examina-
tion for marine fuel oil so as to incorporate ISO 8217
into JIS, but no unanimous agreement was reached
between neutral agencies, shipping companies, equip-
ment manufacturers, and producers, and the incorpora-
tion into JIS was abandoned. For this purpose, a Work
Group on Marine Fuel (first held in August, 1998) was
newly established as an organization to summarize the
Japanese draft on the amendment of the ISO Standards.
In the reference published in 1998, a special issue
on the NOx regulation from the exhaust gas was given,
including interesting articles on the result of measure-
ment of the exhaust gas from actual ships and the small
scale denitrizing system on board actual ships6). The
exhaust characteristic of particulate is also reported7).
As the technical materials on the fuel oil handling
equipment, selection and the use of the fuel oil purifier,
and the processing capacity of the fuel oil pre-process-
ing system are reported8).
Concerning the relationship with the fuel oil, the
combustion residue of the diesel engine for marine use,
the effect of the size and the fuel kind of the diesel
engine on the exhaust gas emission, and the effect of the
composition of the fuel oil on the combustion charac-
teristic8),9),10). The material in which the safety in han-
dling the fuel oil is systematically summarized is pub-
lished from CONCAWE11). Concerning the problems
on waste oil, the mixture of plastic is reported12).
In addition, lectures are actively held on the ma-
rine fuel oil, and the fuel and the reliability of engines,
the environment, the manufacturing method, and the
trend of amendment of the standards were discussed at
the Lectures sponsored by the Japan Internal Combus-
tion Engine Federation, and reported and published in
Papers on Lectures, and Reports on CIMAC.
References
1) Monthly Oil Report 44-2 (1999), Petroleum Asso-
ciation of Japan
2) Monly Report on Energy Trend, Products, Supply
and Demand, 1998, No. 1-12, Report by the
Ministers secretariat of International Trade and
Industry.
3) Report by the Japan Internal Combustion Engine
Federation, 1999, January No. 75
4) Shiode, Journal of the M.E.S.J., 33-6, 387 (1998)
5) Report on The Japan Internal Combustion Engine
(56)
Federation, 1998, August No. 74
6) Journal of the M.E.S.J., 33-5, 317-352 (1998)
7) Tsukamoto, et al., Journal of the M.E.S.J., 33-4,
306 (1998)
8) Journal of the M.E.S.J., 33-6, 413-424 (1998)
9) Takase, et al., Journal of the M.E.S.J., 33-4, 306
(1998)
10) Takase, et al., Journal of the M.E.S.J., 33-3, 226
(1998)
11) CONCAWE heavy fuel oils product dossier No.
98/109
12) Shipp World Shipbuild, 199-4146, 37 (1998)
[Chikanobu CHINO]
9.2 Present Situation and Trends in Marine Engine
Lubricants
9.2.1 Lubricating Oils for Crosshead Engines
(1) Cylinder Oil
The recent cylinder oils are SEA50 and BN70
grade and their performances are being improved
in line with the increases in engine loading and the
degradation of the combustion property of the fuel
oil. The cylinder oil development is greatly depen-
dent on the engine development and the trend in
quality of the fuel oil, and one of the major devel-
opmental areas on cylinder oils is the improve-
ment of the anti-wear performance. The wear of
the cylinder liner and the piston ring is the mixture
of the corrosive wear and the adhesive wear, and
the current developmental works focus on the
protection for the adhesive wear. The factors to
impact on the adhesive wear include the oil film
thickness, the wear protection properties of the
cylinder oil, metallurgy, and the condition of the
metal surface. Contribution by lubricans to reduce
wear-down is to maintain the optimum oil film
thickness even at the high temperature of cylinder
liners, and to improve the wear protection capabil-
ity. The oil film thickness is greatly influenced by
the characteristic of the base oil. Single-cut highly
viscous mineral base oils with good thermal stabil-
ity at high temperature may be employed, so that
the optimum oil film thickness can be maintained
in the high temperature range. This is reflected in
that the viscosity of recent cylinder oils at 100C
have become higher. On the ohter hand, from the
viewpoint of the boundary lubrication between
cylinder liner and piston rings, there is a cylinder
oil with anti-wear additive which is active even in
the high temperature range and the oil contributes
to the reduction of the weardown.
It is said that the degree of generation of the
corrosive wear is reduced as the output and tem-
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
perature of the modern engines are higher, but
there are some reports that the corrosive wear
occurred at a lower part of the cylinder liner. Such
a corrosive wear is practically coped with by the
increase of liner temperature and/or increase of the
cylinder oil feed rate. It is confirmed by the com-
pany to which the author belongs that the cylinder
oil of 80BN containing a certain anti-wear addi-
tive is effective in reducing the corrosion wear.
(Fig. 9.1)
(2) System Oils
The system oil of BN5-6 is generally used in
Japan, but in Europe, there are some owners who
prefer the system oil of BN10-12. The positioning
of high BN system oils may be different among
engine manufacturers and lubricant suppliers but
the system oil of BN8-12 is listed in Table 3 of
CIMAC Number 15, 1997, 4.7 Selection Criteria
for System Lubricants for the selection. It is nec-
essary to make sufficient consultaion with the
engine manufacturer and the lubricant supplier in
selecting the system oil.
The increase in both viscosity of the used oil
and BN is an issue that has been a growing problem
over the last 20 years thus the monitoring of oil
condition of the system oil in use is important. The
condition of the system oil in use should be regu-
larly sampled and comprehensively evaluated, tak-
ing into consideration other properties of the sys-
tem oil in use. What must be recognized is that
attention has to be paid not to the absolute values
of the test results, but to the chronological trend
and sudden change of the results. A modern analy-
sis service needs to ofter a comprehensive range of
testing including that by infrared ray spectros-
copy1). More reaserch work in this area to link
engine problems directly to analysis results is
needed.
In the quality control of the system oil in use,
the control standards are available at each engine
manufacturer and each lubricant supplier and a
good reference is included in CIMAC Number 15,
Fig. 9.1 Effect of BN and liner temperature on cor-
rosion wear
October 1999
111
1997,8 QUALITY LIMITS OF SYSTEM OIL IN
USE.
9.2.2 Lubricating Oils for Trunk Engines
Recently, troubles have been caused by unburnt
low-quality fuel contamiating the engine oil in large-
size and middle-speed trunk engines. A large amount of
black sludge is generated in the crank case (Fig. 9.2),
and deposits in the purifier for the lubricating oil are
increased. Also the fuel oil mixed in the engine oil
degrades the performance of the lubricating oil. Mod-
ern trunk piston engine oils with improvesd detergency
and dispersancy provide excellent compatibility with
the low-quality fuel oil, containing high levels of
asphaltenes, and (Fig. 9.3). The overall effect is to keep
the internals of engines clean. The determination of the
quantity of the urburnt fuel in the lubricating oil is
difficult through the regular analysis methods. As for
the analysis method, there are a RFD (Residual Fuel
Detection) method by Mobil and the report by Shell2).
In Europe, the problem of the liner lacquering still
occurs with high-output engines (fishing boats) where
MGO (Marine Gas Oil) is used. It seems that the quality
of European MGO (low sulfur content, high aromatic
content, low-combustion property), the engine model
and the engine load pattern combine to create poor
combustion conditions. The quality of the lubricating
oils involved do have an impact on lacquer formation
and this is recognised by European engine builders.
Their approval listings reflect their service experience
with high and low quality lubricants. High perfor-
mance engine oils with improved quality have been
Fig. 9.2 Crank case where black sludge is deposited
(3,000 hrs)
Fig. 9.3 Crank case using lubricating oil of improved
quality (6,000 hrs)
(57)
112 Marine Engineering Progress in 1998
developed as one of the solution of the problem, but
based on the data of the company to which the author
belongs, it is confirmed that the fuel additive is useful
to solve the problem in a short time. Furthermore, as
one of the recent trends in the USA and Europe, some
ship owners use full synthetic or semi-synthetic lubri-
cating oil for high-speed diesel engines, to save overall
running cost. The use of the semi-synthetic lubricating
oil will be further evaluated from the viewpoint of the
cost and resource savings.
References
1) F. Hirata, H. Watanuma, Y. Shima, H. Miyano
Journal of M.E.S.J. Vol. 33, No. 6 (1998)
2) O. Hanashima, N. Kagiwata, N. Kitamura Journal
of M.E.S.J. Vol. 33, No. 6 (1998)
[Shigehisa YURA]
10. Nuclear Ships
10.1 Research and Development by Japan Atomic
Energy Research Institute (JAERI)1)
10.1.1 Nuclear-powered Ship Mutsu
The nuclear-powered ship Mutsu completed its
planned experiments in 1995 and was then overhauled
in the Sekinehama mooring port, in accordance with the
Basic Plan for Studies Necessary for Research and
Development of Nuclear Ships by JAERI, approved by
the prime minister and the minister of transport on 31
March 1985. After the overhaul, the Mutsus hull was
reborn as the worlds largest oceanographic observa-
tion ship, the Mirai, under the Japan Marine Science
and Technology Center (JAMSTEC). Sekinehama, the
port used for the Mutsu, is also the home port of the
Mirai. A maintenance station to service the oceano-
graphic observation buoys to be mounted on board the
Mirai and a building for processing and analysis of
observation data have been constructed there.
10.1.2 Studies for Improvement of Marine Reac-
tors
Together with research and development using the
Mutsu, JAERI has performed advanced research and
development for improved marine reactors, aimed at
realization of future marine reactors.
Marine reactor requirements for output, load con-
ditions, and automated operation differ depending on
the kind on ship on which the reactor is to be used.
Research and development has been performed for two
kinds of improved marine reactors: a large marine
reactor, designated MRX (Marine Reactor X), and a
deep-sea reactor, designated DRX (Deep-sea Reactor
(58)
X). These reactors are intended for installation onboard
an ice-breaking observation ship and a deep-sea scien-
tific research ship, respectively, which are both ex-
pected to be constructed soon. Conceptual designs have
already been established for MRX and DRX, and
development is proceeding in parallel for element tech-
nology, such as fundamental testing of passive safety
technology, and element equipment, such as a control
rod drive device to be built into the reactor contain-
ment. Consideration has been given to how to advance
design and studies on the engineering level, including
demonstrations to establish the concept, acquisition of
the thermal hydrostatic data necessary for developing a
detailed design, and demonstration of the reliability of
new concepts and of reactor operational and mainte-
nance performance.
In parallel with design studies, it is necessary to
solve technical problems related to practical applica-
tion. Efforts in that direction have included develop-
ment of a control rod drive device to be built into the
reactor containment, basic studies of passive safety
technology, a study of water immersion technology for
marine reactors, development of integral reactor com-
ponents, a study of sophisticated shielding design tech-
nology, development of a sophisticated automation
system for the marine reactor plant, and development of
a highburnup core.
As described later, examination of the concept of
the marine reactor called SCR (Submersible Compact
Reactor) began in 1998, based on the conceptual design
of the DRX. The SCR will be installed on an undersea-
navigating observation ship in the 600-meter class,
which will be most useful and realistic for current ocean
research. The DRX was designed for a deep-sea sta-
tionary research ship of the 6000-meter class, which
would move only vertically. No investigation has been
conducted on the problems of three-dimensional opera-
tion and of the possibility of collision in the sea. The
following design policies have thus been added to the
design concepts employed in the DRX, such as an
integrated PWR, reactor vessel with internal control
drive unit, water-filled containment, and decay heat
removal system by natural circulation:
1) Employment of a decay heat removal system that
can remove heat in any direction of the hull when
submerged, and
2) Separate housing of the secondary system, such as
a turbogenerator.
The SCR is composed of a primary cooling sys-
tem, Emergency Decay-heat Removal System (EDRS),
Pressure Reduction and Make-up System (PRMS),
power generation equipment, steam equipment, and
feed water and condensing water equipment. About
470 days of operation will be possible with constant
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
heat output 1250 kWt, although the equivalent diam-
eter and effective height of the SCR core are small,
being 450 mm and 420 mm, respectively. Primary
cooling water is naturally circulated in the reactor and
maintains a certain design flow rate under conditions of
up to 30-degree inclination. The SCR conceptual de-
sign, conceptual system, and principal components are
shown in Figs. 10.1 and 10.2, and Table 10.1, respec-
tively.
10.1.3 System Research for Practical Use of a
Nuclear-powered Ship
It is essential to establish a marine plant with
excellent safety and reliability, which is capable of
competing economically with conventional ships and
can be accepted by both the Japanese people and
international society, in order to be prepared for prac-
tical application of future nuclear-powered ships. For
this purpose, it is important not only to demonstrate
using a model or test device to simulate actual condi-
tions, but also to establish various environments neces-
sary for operation of a nuclear-powered ship, such as
Fig. 10.1 Conceptual Design of the SCR
Fig. 10.2 Conceptual System of the SCR
October 1999
113
Table 10.1 Principal Items of the SCR
establishment of safety standards that are as operation-
ally and internationally standard as the ship, and estab-
lishment of a repair base. Needs for deep-sea and
oceanographic observations are being examined so as
to summarize the requirements for practical application
of a nuclear-powered ship from the viewpoint of the
need side, e.g., what sort of nuclear-powered ship is
required, and what functions will it serve under the
expected future social environment. Based on such
examination, it is possible to extract the problems yet to
be solved.
In 1998, trends in oceanographic research and
development, priorities of requested items (including
present and near-term future prospects), clarification of
images of an undersea-navigating observation ship,
and requested characteristics for the SCR were exam-
ined by the Marine Reactor Research Committee of
JAERI, following similar consideration in 1997.
The opinions of famed oceanographic researchers
were reflected in this work to fit the SCR for utilization
by researchers in the fields of global environment,
ocean physics, and ocean biography. As a result, it was
determined that the need is urgent for survey of the
medium-deep-sea region in the area of the Arctic Ocean,
survey and observation in the sub-Arctic zone, and for
operation in stormy weather. It was also shown that a
ship with undersea navigation capability will be neces-
sary for these survey observations.
How much power and how long a fuel supply
interval are required for mission operations determine
whether nuclear power is required. The advantages of
nuclear power over conventional power sources are
large, long-term output. Power demand and operation
time of the undersea-navigating observation ship were
examined in detail for the mission and survey methods
corresponding to the needs. From the examination, it
(59)
114 Marine Engineering Progress in 1998
was quantitatively shown that there is no suitable
power source other than a nuclear-powered engine to
meet the power demand. From these reasons, an under-
sea-navigating observation ship, with SCRs installed
and capable of navigating in the Arctic Ocean as the
main survey area, in the sub-Arctic sea area, and under
stormy conditions, has been in the process of design
and investigation. This selection would be reasonable
so that it will be easy to obtain general comprehension
of the need in relation to global environmental prob-
lems that are focused on problems on a whole earth
scale that need to be solved in the near future. A
conceptual image of the undersea-navigating observa-
tion ship with SCR installed (displacement weight of
500 tons) is shown in Fig. 10.3.
10.2 Research and Development by Ship Research
Institute2)
Following related work in 1997, a project titled
Studies related to the application of the system reli-
ability analysis method GO-FLOW aimed at estab-
lishing element technology for reliability analysis of
the reactor facility to begin with the marine reactor. A
reactor accident sequence identification function was
examined, and an accident propagation simulator was
developed. In Studies on improvement of reliability of
power supply facilities of a nuclear-powered ship,
extraction of the self-sequence, which is a problem in
evaluating safety, was developed for a fire in which
measures to avoid simultaneous failures are considered
to be insufficient. In Studies on numerical simulation
of the thermal hydrostatic behavior of a marine reac-
Fig. 10.3 Undersea Navigation Observation Ship Equipped with SCRs
(60)
tor, a secondary non-stationary thermal hydrostatic
analysis code was developed in order to simulate the
effect of flow fluctuations derived from the ship motion
on the capacity for removing decay heat from the core.
In the field of the radiation shielding, the performance
of high-performance shielding material was evaluated,
as was safe transportation of returned radioactive wastes;
a high-performance liquid shielding material was de-
veloped, and a ceramic-type, multi-function shielding
material was then developed. In addition, the effect of
vertical motion on the natural-circulation cooling sys-
tem was studied, and studies were implemented on
utilization technology of the human integral function to
the reactor plant and an autonomous, decentralized
cooperative function monitoring system.
10.3 Research and Development by Other Insti-
tutes
Tokyo University of Mercantile Marine completed
a study of flashing and condensation of high-pressure
saturated water within the water-filled containment, as
generated in a small loss-of-coolant accident of the
DRX and SCR (joint study with SRI)3), and a study of
the flashing hammer phenomenon caused when high-
pressure saturated water contacts cold water (joint
study with JAERI)4). Kobe University of Mercantile
Marine successively completed studies on the thermal
now phenomenon of the passive safety system of a
marine reactor (joint study with Kyoto University), and
on dynamic characteristics and control of a marine
reactor.
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review
References
1) A Report on Working Group for Examination of
Ultra-small Reactor Utilization to
Oceanographic Research, Marine Reactor Re-
search Committee of JAERI, 1999.
2) Materials provided by Dr. Izuo Aya (SRI).
3) S. Tamura et al., Proceedings of Multiphase Flow
Symposium of Japan, vol. 17, 1998.
4) T. Goto et al., preprint of MESJ, vol. 62, 1999.
[Tomoji TAKAMASA]
11. Automatic Control
11.1 Intelligent Drag Suction Dredger by Fuzzy
Control
The Machine Engineering Department of the Port
and Harbour Research Institute of the Ministry of
Transport developed the automation by the fuzzy con-
trol as one of Development of Working Boat and
Working Machines of Excellent Performance which
is one of the major researches, and ensured the dredging
efficiency as high as that by veteran crews on board
tests, and realized its automation and labor saving.
The conventional automation of the drag suction
dredger has been the ON-OFF control with the set value
as the boundary, or the sequence control to realize the
control in accordance with the preset procedure, and
can not be fully compatible with the working condi-
tions compared with the operation of veteran crews,
and the quantity of the dredged earth has been often
small. In order to solve the problem, the development
of an automation device by the fuzzy control was
started, and the on-board tests have been carried out on
1 control of the ship speed, 2 control of the number
of revolution of the dredging pump, and 3 control of
the water jet.
As a result, the quantity of the dredged earth was
improved by approximately 10% compared with the
conventional automatic operation. Concerning the ship
speed, a smooth control close to the manual operation
was realized. Concerning the water jet, the dredging
pump can be started/stopped at appropriate frequency,
and can be prevented from being blocked. The intelli-
gent dredging system capable of automatically opti-
mizing the dredging control parameters according to
the sea bottom condition is now under development.
11.2 4000 m3 Type Relay Pump Barge KIRYU
KIRYU is equipped with the sophisticated con-
trol system and monitoring system, and capable of
achieving the operation, the monitoring and the record-
October 1999
115
ing on the comprehensive control panel in the operation
room. Focusing on the smooth operation of the dis-
charge and feed works, the start/stop of the generator
engines, the discharge and feed pump engines, the
auxiliary engines, etc., the control of the number of
revolution of the discharge and feed pump, and the
opening/closing of the discharge and feed line are
remotely controllable, and in addition, the following
control functions are provided.
(1) Automatic control of discharge and feed
The discharge and feed pump clutch, the discharge
and feed line valve, the jet pump and valves, and
the rotation of the discharge and feed pump are
automatically controlled based on the data from
the water level gauge for the mud hold, the flow
meter, the mud content meter, etc.
(2) Control of ship position
The windlass is equipped with the speed control
function and the automatic tension function by the
inverter control, and the position of the ship is
monitored by the GPS, and the control function to
wind/unwind the windlass to return the ship to the
original position when the positional deviation of
the ship is generated by the external forces such as
the ship-contact force, the current and the wind, is
also equipped.
11.3 1000 m3/h Tremie Process Type Sand Spray
Ship WTS-1000
(1) Ship position control system
RTK-GPS and the gyro-compass are jointly used
to calculate the ship position and the proceeding
direction, and the deviation from the set course,
the deviation in the azimuth angle, and the pro-
ceeding speed are displayed on the monitor on the
real time basis. The track of the ship during the
sand spraying work is recorded in the hard disk,
and the already-executed range and the non-ex-
ecuted range can be easily and clearly displayed by
arbitrarily setting the working days or the working
period, and achieving the monitor display and the
printer output.
(2) Ship operating winch control system
The angle of every ship operation wire, the total
operation quantity, and the tension are detected,
each ship operating winch is controlled to achieve
the automatic operation so that the ship may pro-
ceed on the course set based on the data from the
RTK-GPS ship position control system at the
specified speed and in the specified direction. The
operation in the forward/astern direction and in the
right-to-left direction can be controlled by the
joystick through the one-lever operation.
(61)
116 Marine Engineering Progress in 1998
(3) Finished work quality control system
The ship is equipped with total 10 auto-read depth
meters in the longitudinal direction and in the
right-to-left direction of the Tremie pipes, and
total 2 draft meters at the stem and the stern. The
ground height is obtained by the mean draft of the
ship hull, the tide level and the auto-read measure-
ment values, and the finished work quality is
constantly displayed on the execution control
monitor together with the ground shape before
and after the sand spraying. The tide level is
automatically inputted from the RTK-GPS (Z
value), or the values from the tidal station, etc., is
manually inputted.
(4) Earth and sand discharge system
Eight pairs of the discharge gates and oscillation
feeders are provided on a lower part of the hopper,
and the oscillation feeders can control the quantity
of sand to be discharged by changing the fre-
quency. The opening of the discharge gates, the
frequency of the oscillation feeders, and the ship
speed can be remotely set from the operators seat.
Every oscillation feeder is equipped with the sand
quantity detector, detects and records the quantity
of the discharged sand, and outputs the detected
and recorded values as the execution records.
Reference
1) WORK VESSEL No. 236 March 1998
2) WORK VESSEL No. 240 November 1998
3) WORK VESSEL No. 241 January 1999
[Isao YOSHIDA]
12. Electronics Technology
12.1 EMC (Electromagnetic Compatibility Direc-
tive) (89/336/EEC91/236/EEC92/31/EEC93/
68/EEC)
In the midst of the promotion to unify the common
market by the European Union, the European Commit-
tee has proceeded the establishment of the unified
standards for the purpose of removing technical ob-
stacles on the safety of industrial products. The techni-
cal obstacles include the safety standards on the com-
modities, the shop standards, and the policy on the
consumer protection from defective commodities, and
the directives (EC Directives) on the product safety
have been issued one after another so as to remove such
obstacles, and free distribution of the products is
achieved in the EU area, and at the same time, the
common safety of the products themselves is requested.
In the M. E. S. J., the surveys on the CE marking
(62)
were carried out, and the Report on the Survey of CE
Marking was prepared in December, 1998.
Among the EU directives, the EMC directive on
the electromagnetic compatibility is required to com-
pletely come into force on and after January 1, 1996,
and applicable to electronic and electric equipment
intended for Europe, but there is difference in interpre-
tation concerning the marine structure intended for
Europe depending on whether the structure on which
the equipment is mounted is of fixed type or of mobile
type, and it is necessary to obtain the confirmation from
each government.
The standards on EMC has been stringent mainly
in developed countries, and it can be emphasized that
the environmental consideration on the electronics
technology is further requested in future.
Furuno Electric Co., Ltd. established a new com-
pany to give the inspection service on the electromag-
netic compatibility that the electronic equipment out-
puts any unnecessary electromagnetic waves, and that
the equipment is malfunctioned when subjected to the
electromagnetic waves, and the new company started
its service since March, 1998.
12.2 INTRANET
The system in which various kinds of on-board
information is comprehensively controlled by the on-
board network, and transmitted to the shore side through
the satellite communication aiming at the safety and
efficiency of the ship operation, has been put into
practical use.
Uzushio Electric Co., Ltd. announced the ship-
shore INTRANET at SEA EXHIBITION 98 held in
Yokohama in March, 1998. The system can achieve the
communication of the voice, the image and the data
between the ships and the shore stations through the
satellite link.
Concerning the outline of the system, the Internet
is used, the server is installed on board the ship, each
equipment is connected through the Internet to con-
struct the in-board INTRANET, and the information
communication between the shore (the shipping com-
pany) and the INTRANET is achieved through the
International Maritime Satellite Organization
(INMARSAT).
The system was completed by developing the
gate-way function capable of bridging the MiTS net-
work and the data to UMS-50.
12.3 Other Systems
Nishishiba Electric Co., Ltd. developed the stabi-
lization control added automatic voltage regulator, and
the system was mounted on the Ferry engaged in the
Japan Sea route.
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 117

When the bow thruster motor is operated together
with the exclusive generator on the 1:1 basis, the
voltage may be fluctuated due to the pulsation of the
load under the heavy sea conditions, etc., and the safety
may be insufficient.
To cope with this problem, the automatic voltage
regulator was developed, which is not adversely af-
fected by the sea conditions by adding the stabilization
control of the field current of the generator.
[Yoshinobu SANPEI]
13. Electric Equipment and System
There is scarcely any remarkable developments or
new products on the technology of the ship electrical
installations in 1998, since the new type of ship has not
appeared although many ordinary type ships have been
built.
It is noted as a general tendency that the revision
works of the rules and standards become lively in the
ship related fields for the preparation against the 2lth
century. The computer Year 2000 problem and the
podded electric propulsion system whose installations
are on the increase in Europe are also noted as topics in
1998.
13.2 Revision of JIS marine cables
The electric cables for ships of the JIS (Japan
Industrial Standards) which are based on the standard
IEC600092-3 have been used for a long time to the ship
electrical installations. As the IEC standards have been
recently revised and established as new standards of
IEC60092-300 series. Accordingly the JIS for the ma-
rine cables have been changed completely in accor-
dance with the standards IEC60092-300 series. The
main revised items are as follows;
(1) Two standards for the fire protection are estab-
lished in accordance with the standard IEC60332-
1 on the fire resistant and IEC60332-3 Category A
on the frame retardant.
(2) The nominal section 1.25 mm2 of conductor size
which was the original size of the JIS cables has
been abolished and the minimum conductor size
becomes 1.5 mm2. This unification of conductor
size has settled the difference from the classifica-
tion societies rules.
The practical ship application of the new JIS
cables will be about 1 year later.

13.1 Podded electric propulsion system

An interest in the podded electric propulsion sys-
tem known as Azipod of ABB which integrated the
drive motor, propeller, shaft and rudder, is increased in
Europe. Almost applications of this type propulsion
system are up to now ABB/Kvaerner make, neverthe-
less five manufacturers have already entered this mar-
ket.
Installations of the podded electric propulsion
system at present 1998 have been limited for the pas- Fig. 13.2 Installation of Azipod
senger ships and the special purpose ships such as
survey vessels because the cost are rather expensive.
But there are totally such merits as efficient use of
machinery space and reduction of the shipyards works,
since the propulsion device are equipped at outside hull
and flexibility of arrangement of machinery space
increases. Therefore there is a strong possibility in the
future that installations of this type system spread for
the all other type ships.
The society (MESJ) has implemented an investi-
gation study in 1997 about the electric propulsion
system. It is reported that the electric propulsion ships
will contribute to the safety of navigation and the
environmental protection. As the podded electric pro-
pulsion system will contribute further to the innovation
of the shipbuilding technology, It is a following up item Fig. 13.3 Typical one-line diagram for two Azipod
from now on. installations

October 1999 (63)

118 Marine Engineering Progress in 1998
Table 13.1 Reference list of ABB Azipod units
supplied and on order (June, 1998)
13.3 Standardization in the field of information
and communication
The many information technology equipment and
systems are installed onboard ships due to making up
the information society. Information technology has
gone through a rapid evolution with the microprocessor
and computer such as PC becoming the standard hard-
ware of choice for most applications, so the standards
for the hardware established in the past become not to
cover their full potential. Under these circumstances
there are currently several international standards for
the application software under development within the
ISO. Although their origins have deep relation to the
electric and electronic devices. The standards are not
limited for the electric technology field.
The information technology systems which link to
shore system via the communication satellite appears
and will spread in future, therefore it is noted that the
development of international standards for the applica-
tion software in future will require of not only informa-
tion technology but also communication technology
including hardware.
The following items are under development work
in 1998.
Standard for the Exchange of Product Model Data
(STEP)
Standard Guide for Implementation of a Fleet
Management System Network (FMSN)
Standard Guide for a Ship Safety Records
Standard Guide for a Ship Operation Logs
(64)
13.4 Computer Year 2000 Problem
All concerned with the computer Year 2000 prob-
lem have much trouble. Although it has been initially
emphasized to find out the problem equipment and
systems onboard ship by the investigation for the Year
2000 compliance, it is reported that the problem of
embedded microchip could not detected by the conven-
tional compliance test. So the priority of Year 2000
problem in 1998 moves to the risk management such as
making up contingency plans which are required in
case equipment failure occurs despite all efforts to
detect and remedy non compliance.
It is expected under computerization of equipment
and devices onboard ship that the problem concerned
software such as Year 2000 problem will occur repeat-
edly in future. Therefore a drastic countermeasure for
these problem is required and it is necessary to establish
such a standard of application software as General
principles for the development and use of program-
mable electronic systems in marine applications (pub-
lication in 2001) under development within the lEC and
the ISO.
References
1) The ABB company: Catalogs of Azipod
2) Schiff & Haffen issued in October, 1998
Note: Azipod is a registered trademark of ABB.
[Yasunori HARA]
14. Ocean Engineering Machinery
and Offshore Structures
14.1 Offshore Oil Field Development
Because the offshore oil fields at deep sea are now
on the profitable base, the FPSO (Floating Production
Storage Off-loading Vessel) are now actively con-
structed. In Japan, one FPSO is now under construction
by Hitachi Zosen Corp. One semi-submersible rig of
the fifth generation is now under construction by Hitachi
Zosen Corp.. Existing rigs are actively remodeled or
modernized.
14.2 Offshore Energy Development
The demonstrative test of the offshore floating
unit for wave energy absorption Mighty Whale has
been continued since last year.
The Ministry of International Trade and Industry
has a plan to develope the technology to pump up deep
ocean water for 5 years since 1999 fiscal year in order
to assist the industrial utilization of it. Cooling system
making use of the low temperature stability of it will be
one of utility.
Bulletin of the M.E.S.J., Vol. 27, No.2
 Annual Review 119

14.3 Ocean Organic Resources Development
The operation of the demonstrative unit of the
density current generator was started by Marino Forum
21 in Gokasho Bay of Mie Prefecture. The unit pumps
up the bottom water which is poor in oxygen concentra-
tion, eutrophic and low in temperature by an electric
impeller, and mixes it with the surface layer water
which is high in oxygen concentration and high in
temperature to diffuse the mixed water which is appro-
priately eutrophic and appropriate in oxygen concen-
tration far away to improve the water quality in an
extensive range. Because the mixed water (density
current) of the medium density is naturally diffused
between the surface layer water and the bottom water,
the small power is also characteristic. Various methods
of utilization of the deep water will be proposed in
future.
14.4 Ocean Space Utilization
The second-term research on the super-large float-
ing marine structure (Mega Float) was started. The
research is achieved for three years from 1998 to 2000,
aiming at the verification of the functions requested for
the application of the airport through the demonstrative
test. Thus, the air port model of 1000 m in length and 60
m in width, which is larger than that in the first term,
will be constructed by the fall of this year, and the
demonstrative test such as the landing/taking-off of air-
crafts will be actually carried out making use of this
model, and further, the simulation program will be
developed.
The construction results by private companies
include the break water, the floating pier, and the
fishery reef.
14.5 Ocean Observation
A large survey ship SHOYO owned by the
Maritime Safety Agency was constructed by Mitsui
Engineering & Shipbuilding. The ship is equipped with
the high-tech equipment including the sonars which are
available among 8 ones in the world and capable of
precisely observing the fluctuated geography due to the
landslide and the fault of the deep sea bottom, and the
ship is expected to contribute to the survey and research

Table 14-1 Construction Record in 1998

Field Customer Items Builder
Floating Structure Marino Forum 21 Density current generator 1 set (120,000 m3/day, 5 kW) Nakashima Propeller
Work vessel Maritime Safety Agency Survey ship SHOYO (3,000 GT, 98.0 m 15.2 m 7.8 m) Mitsui Engineering &
Shipbuilding
Ibaragi Prefecture Fisheries patrol boat TOUKAI (53 GT, 26.55 m 5.5 m 2.7 m) Mitsui Engineering &
Shipbuilding
Chiba Prefecture Fisheries patrol boat FUSAKAZE (145 GT, 42.7 m 6.5 m 3.2 m) Mitsui Engineering &
Shipbuilding
Floating pontoon/ Fukuoka Prefecture, 1 set each Hitachi Zosen
floating break Okinawa Prefecture
water Ehime Prefecture Floating break water 1 set Hitachi Zosen
Fishery reef, etc. Okinawa Prefecture Large steel floating fishery reef 3 sets (water depth of installation: 1,000 - Kawasaki Heavy
1,500 m, one-point catenary mooring system) Industries
Kyoto Prefecture, HZ-1200 type 1 set, HZ-500 type 2 sets, HZ-300 type 9 sets, HZ-150 type Hitachi Zosen
Kumamoto Prefecture, 1 set
Okinawa Prefecture
Underwater Chiba Prefecture, Eyeball (camera) 5 sets Hitachi Zosen
equipment Kanagawa Prefecture,
Yamaguchi Prefecture,
Aomori Prefecture

Table 14-2 Orders Received/Under Construction Record in 1998

Field Customer Items Builder
Floating Structure Smedvig Offshore Semi-submersible rig 1 unit (operation water depth 1,500 m, drilling depth Hitachi Zosen
9,000 m, 111.6 m 14.25 m 10.15 m)
Bluewater Tank Barge for FPSO service x 1 set (storage capacity 119,000 m3, 241.0 m Hitachi Zosen
Engineering 42.0 m 21.2 m)
Work vessel Ministry of Agriculture Drag suction dredger 1 set (hopper capacity 200 m3, 56.5 m 11.8 m 3.2 m) Ishikawajima Ship &
of India Chemical Plant
District Port Drag suction dredger and oil recovery ship 1 set (hopper capacity 2000 m3, Ishikawajima Heavy
Construction Bureau 96.0 m 17.4 m 7.2 m) Industries
No.4
Floating pontoon Fukui Prefecture Fishing pier 2 sets Hitachi Zosen
Fishery reef Okinawa Prefecture Large steel floating fishery reef 3 sets (water depth of installation : 1,000 - Kawasaki Heavy
1,500 m, one-point catenary mooring system) Industries

October 1999 (65)

120 Marine Engineering Progress in 1998

of the precise oceanographic geology. Plan (ODP). Contribution to the study of the global
The research on the deep-sea drilling technology fluctuation and the search of the undersea life and
development (OD21 Project) has been promoted under resources (gas hydrate, etc.) is expected.
the leadership of the Science and Technology Agency
and the Japan Marine Science and Technology Center. [Takaaki MIZOKOSHI]
This is because many needs for the scientific drilling
are distributed over the waters of at least 2500 m in
water depth, and the large depth drilling technology is
expected under the International Deep-sea Drilling

(66) Bulletin of the M.E.S.J., Vol. 27, No.2