marine engineering progress in 1994 1. general 1.1 trend 1.2

86

Marine Engineering Progress in 1994

This report gives a summary of the major developments achieved in marine engineering technology in Japan and abroad in 1994, 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. Auxiliar Machinery and Outfitting works, 8. Deck Machinery, 9. Fuels and Lubricating Oils, 10. Nuclear Ships, 11. Automatic Contro1, 12. Electronics Technology, 13. Electrical Equipment and System, 14. Ocean Engineering Machneries and Offshore Structures

1. General

1.1 Trend In 1994 both politics and economy were turbulent. In politics the political circles were reorganized and the prime minister was frequently changed. In economy the market was sluggish, the stock market lowered and further appreciation of the yen occurred. As for appreciation of the yen 1 dollar = 99.85 yen was recorded in the foreign exchange market of New York and for the first time l dollar dropped below 100 yen. Furthermore the highest value yen of l dollar = 96.11 yen was recorded in the foreign exchange market of New York in November. A new word of "Price destruction" emerged and the phenomenon that the existing price system collapsed occurred with some goods. In the shipbuilding agreement of OECD, Japan, U.S. A. and Europe stood in opposition regarding governmental subsidy, but in July the agreement regarding reduction of the governmental subsidy and prevention of unreasonable price sales was concluded. On the other hand the plan for increase in the shipbuilding facilities in Korean shipyards is being continued and many shipbuilding docks for VLCC are expected to be built. The joint committee of study on ship breaking by the Japanese Shipowners' Association and the Shipbuilders' Association of Japan resolved the study on the measures for substandard ships

from the viewpoint of safety at sea and marine environ-mental protection in April. The member nations of the International Convention for the Safety at Sea is going into action of forced inspections for foreign ships (port state contro1). In 24th Bulk Chemical Sub-Committee of IMO,contro1 of nitrogen oxide (NOx) and sulfur oxide (SOx) emitted from ships was discussed and control of NOx almost reached agreement. 1.2 Newbuilding Results1) The self-propelled ships of l00 gross tonnage (GT) or above (excluding wooden ships) built in the world in 1994 are l,245 ships in number and 17,907,436 GT in total. The number of ships decreased by about 26.87o and GT decreased by about 9.67o compared with those in 1993. The average GT per ship increased by about 23.57o compared with those in 1993. Japan ranked first in the world with both 563 ships and 8,3 86,749 GT and the ratio of Japanese newbuilding results in the world accounts for about 45.27o in the number of ships and about 46.87o in GT. Korea ranked second with both 105 ships and 3,675,326 GT. The ratio of both Japanese and Korean newbuilding results in the world accounts for 53.77o in the number of ships and 67. 47o in GT. In 1993 those are respectively 47.97o and 67.77o. The third and fol1owing ranks were Germany, Taiwan, Poland, Italy and Denmark.

(22) Bulletin of the M.E.S.J., Vo1. 23, No.2

Annual Review 87 1.3 Newbuildings by Kind 1) In newbuildings by kind of l00 GT or above in the world in 1994 (excluding wooden ships), Oil tankers were 4,977,747 GT which accounts for 27.87o of the total GT. Bulk carries were 6,055,659 GT which accounts for 33.87o of the total GT and general cargo ships were 4,251,763 GT which accounts for 23.77o of the total GT. 1.4 Order Results 2) The order results in Japan in 1994 was 343 ships and 1 1,621,000 GT on the Ministry of Transport ship-building permission base (ships of 2,500 GT or above or of 90m or above in length). The results account for 1607o in the number of ships and 1687o in GT compared with the results in 1993. Domestic ships increased by 786,000 GT resu1ting in l,270,000 GT, and exported ships increased by 3,907,000 GT resulting in l0,352,O00 GT, compared with those in 1993. Breakdown by kind of ships shows that oil tankers increased from l,953,000 GT to 4,305,000 GT and cargo ships from 4,890,000 GT to 7,305,O00 GT. 1.5 To pics 1.5.1 Techno Super Liner

The full scale model ship of the new type super high-speed ship, Techno Super Liner (TSL) has been completed and the tests have been performed on the actual sea area. This ship has been researched and developed by the Super Liner Technical Research Association since FY 1989 receiving grant-in-aid from the ShipbuiIding Industry Foundation Development Association and subsidy from the Japan Shipbuilding Industry Foundation. Research and development of TSL was started as a national project to attain modal shift to marine transportation, aiming at 50 knots in speed, 1,000 tons in cargo capacity and 500 sea miles in cruising distance, and having safe navigation and excellent seaworthiness even in the rough sea of about 6 in the wave scale. There are two kinds of TSL. One is a lift type compound support ship type (TSL-F) in which lift by hydrofoil and buoyancy of underwater body are combined and the other is a air pressure type compound support ship type (TSL-A) in which air pressure and buoyancy of catamaran are combined. TSL-F ship type full scale model ship "Shippu (Gale)'' is 17.1m in length of 1/6 scale and TSL-A ship type full scale model ship "Hisho (Flight)" is a large ship of 70m in length. In the tests both ships show excellent results and the design technology of the practical ship has been established. 1.5.2 Car Ferry made of Corrosion Resisting

Aluminum Alloy The wave penetration type high-speed catamaran car ferry "Kawasaki Jet Piercer'' for the Maritime Credit Corporation/Kyushu-shikoku Ferry Boat Co., Ltd. was delivered at Kobe Plant, Kawasaki Heavy Industries, Ltd. in December. This ship was intended to have higher speed compared with the existing car ferries and attained the maximum speed of 35.5 knots in the sea trial. The ship is of catamaran type with a sharp point, so-called, wave penetration type bow shape, therefore she has characteristics of high propulsion performance, less oscillation, etc. Corrosion resisting aluminum alloy is used for hull structure. The propulsion system consists of each 4 units of high-speed diesel engine and water jet pusher. 1.5.3 LNG Carrier The second ship of two-LNG carrier series for Indonesia Badak F Train Project, "LNG VESTA'' was completed and delivered in June at Nagasaki Shipyard & Machinery Works, Mitsubishi Heavy Industries, Ltd. This ship is expected to transport LNG from Kalimantan Island to Japan. The cargo tanks are of Moss type independent sphere, the tank capacity is 127,547m3 number of cargo tanks is four and main propulsion equipment is one unit of steam turbine with the maximum output of 32,000 PS. The first ship ''AL KHAZNAH'' of 4-ship series LNG carriers for the Abu Dhabi National Oil Co. was completed and delivered to the owner in July at the Chiba Works of Mitsui Engineering and Shipbuilding Co., Ltd. This ship is expected to transport LNG from Das Island in Abu Dhabi to Japan. The cargo tanks are of Moss type independent sphere, the tank capacity is 137,736m3 number of cargo tanks is five, and main propulsion equipment is one unit of steam turbine with the maximum output of 28,700kW. 1.5.4 Natural Gas Burning Low Speed Diesel

Engine Demonstration Plant A pilot power plant provided with gas injection diesel engine (GIDE) of large-bore low speed 2-cycle was completed at the Chiba Works of Mitsui Engineering & Shipbuilding Co., Ltd. and ful1-scale operation was started from July. This engine is Mitsui-MAN B&W 12K80MC-GI-S of output 40MW and LNG of clean fuel as main fuel was designed to be used for this engine at high thermal efficiency and output rate the low speed diesel engine has originally. The gas injection diesel engine is promising as a main engine for LNG carrier. If this engine is demonstrated at the land operation test, it is expected to approach realizing the use of it ship.

October 1995 (23)

88 Marine Engineering Progress in 1994 1.5.5 New Fisheries Research Vessel New fisheries research vessel, "Soyo Maru" for the Fishing Agency was delivered in October at Shimonoseki Shipyard & Machinery Works of Mitsubishi Heavy Industries, Ltd. This ship aims at investigating and researching the living aquatic re-sources and marine environment in the sea off Japan and North Pacific Ocean. It is planned that vibration and noise are reduced to upgrade accuracy of acoustic equipment, onboard information processing using the computer/LAN is upgmded and capability of investigation and observation apparatuses is raised. Main pro-pu1sive plant consists of two engines and one shaft with a controllable pitch propeller and the main engines are two units of medium speed diesel engine. 1.5.6 Others (1) ADD has successfully developed "the highly

reliable marine propulsion plant". This is an extremely high-grade 4-cycle medium speed diesel engine which is expected as "Hinomaru engine".

(2) The first large-scale international maritime exhibition "Sea. Japan '94" was held in Japan in March. This maritime exhibition was jointly sponsored by the Japanese Shipowners' Association, the Shipbuildes' Association of Japan and the Japan Marine Industry Association. 263 companies participated in this exhibition domestically and abroad.

(3) the Society of Naval Architects of Japan selected and commended LNG carrier, "Polar Eagle" built by Ishikawajima-Harima Heavy Industries, Co., Ltd. as "Ship of the year '93".

References

1) Lloyd's Register of Shipping, Annual Summary

of Merchant Ships completed 1994. 2) Maritime Technology and Safety Bureau, Minis-

try of Transport, Annual summary of the Issue of Ship Construction Permits 1994.

[Ko SASAKI]

2. Diesel Engines

2.1 Annual Analysis Installed Output According to the 1993 statistics in the Motor Ship, the shipbuilding amount in 1993 was 742 ships or 3 1,161,392DWT and decreased by 2 1 ships compared with the previous year but the shipbuilding tonnage increased by 3,415,455DWT (12.67o). Japan was the first place with 269 ships or 14,03 1,720DWT by country, Korea was the second place with 86 ships or 7,807,589DWT and Germany was the third place with 68 ships or 1,062,879DWT.

However Germany was the fifth place in shipbuilding tonnage following Den-mark of 30 ships or l,684,037DWT and Taiwan of 9 ships or 1,238,199DWT. The first and second places were respectively Japan and Korea as same as in 1992.In Japan 14 ships decreased compared with 1992, but shipbuilding tonnage increased by 971,21 1DWT (16.37o). On the other hand in Korea one ship in-creased, but shipbuilding tonnage decreased by 101,828DWT and remained at the same level as 1992.The shipbuilding tonnage of two countries at the first and second places accounts for 70.17o of the total tonnage in the world. The shipbuilding amount in China remarkably increased and was 30 ships or 875,697DWT. The shipbuilding tonnage increased by 318,040 DWT or 57.07o compared with in 1992. On the other hand total production amount of

diesel engines in 1993 is as shown in Table 2.1 according to the statistics of the Motor Ship. 849 units were installed on 737 ships and totaloutput was 6,628,558kW.763 ships, 897 units and 6,432,040kW were the results in 1992, and number of units decreased by M units and output increased by 196,5 18 kW in 1993.


Annual Review 89

Total output of the low speed diesel engine (Table 2.2) was 5,047,883kW and the ratio to total output accounted for 75.5Vo in 1992, but slightly increased to 76. 17o in 1993. Number of ships installed were 423 ships against tota1737 ships built and installation ratio accounted for 57.47o as same as in 1992. The total output of MAN/B&W engines increased to 2,9 1 1,148kW from 2,756,669kW, but that of Su1zer engines decreased to 1,496,505kW from l,602,909kW.0n the contrary that of Mitsubishi increased to 640,230kW from 494,336kW. In medium and high speed diesel engine (Table 2.3) Su1zer ranks first with 60 units or 313,383kW followed by MAN/B&W, Pielstick, MAK, Wartsila, Hanshin and Akasaka, production horsepower of which were respectively 234,584, 209,624, 207,655, 169,887,76,403 and 57,733kW. Wartsila ranked first with 81 units or 279,206kW in 1992, but its production greatly decreased to 46 units or 169,887kW in 1993. Steam turbines were installed on five ships and Mitsubishi installed 53,548kW on four ships and Kawasaki installed 23,536kW on one ship.

(Reference: The Motor Ship, June 1994) 2.2 Annual Analysis in Japan by Nippon Kaiji

Kyokai According to the statistics of Nippon Kaiji Kyokai a total of 383 main diesel engines was installed on 330NK class new ships and a total of the output was about 2,530,000PS. Number of units increased by 14 units (3.87o ) or 30,000PS (1.27o) compared with the previous year. Breakdown of 383 units in total are that 2-stroke engines are 200 units or 2,2 10,000PS and 4-stroke engines are 183 units or 320,000PS. Average

output per unit for the above is respectively 11,034PS and l,740PS. 2-stroke engine installed increased by 100,000PS (4.77o) compared with the previous year and on the contrary 4-stroke engine installed decreased by 70,000PS (17.97o). Table 2.4 shows the breakdown by output division of main engine installed on new NK class ships. 2.3 Researches in the Ship Research Institute,

Ministry of Transport In the Ship Research Institute the researches regarding diesel engine, gas turbine and fuel cell were performed . (1) Researches regarding diesel engine ① Development of particulate measurement de-vice: There are many requirements for measurement of the particulates emitted from the marine engines, but actually the measurement has been scarcely made due to a large scale device and high cost. Therefore the particulate measurement device which is compact, light weight, easily movable and simply operable has been developed. The characteristics of this device is adoption of the double dilution tunnel to miniature the device. As a result since the dilution tunnel can be equipped just near the exhaust pipe, the sampling pipe can be shortened and measurement error can be lessened. Measuring accuracy of this device was examined by cross-check of the results with the ful1 flow dilution tunnel and it was confirmed that the measurement results agree wel1. ② Exhaust gas measurement on the actual ship: The exhaust gas was measured on the actual ships in the joint research with the Maritime Safety Agency. The experiment was carried out so far on seven ships and study on the relation between the operating conditions of the engines and concentration of the exhaust gas was made. The results are expected to be reported at the meeting for announcement in the Ship Research Institute (June 1995). ③ Methanol diesel engine: Hydrogen is produced by using natural energy and methanol is produced by using hydrogen and carbon dioxide (CO2) and the system utilizing methanol as a fuel is being researched.CO2 is used by separating and recovering CO2 generated in burning methanol. The fundamental experiment of the CO2 recovery device in heat engine was conducted as part of evaluation and research of this system. CO2 absorption characteristics were examined by the experiment, assuming the packed tower using mono ethanol amine (MEA) aqueous solution as the CO2 recovery device. Assuming absorption of CO2 contained in the exhaust from the marine diesel engine using methanol as a fuel on the basis of the above experimental results, influence of the absorption condi-

October 1995 (25)

90 Marine Engineering Progress in 1994

tions on magnitude of CO2 absorption device was computed and the results were compared with the magnitude of the engine. As a result it was found that this device can be realized. (2) Research on gas turbine The demonstration experiment is being performed using a single stage test turbine, proposing in-turbine reheat hydrogen combustion gas turbine. In the test turbine turbine stationary blades are initially cooled by hydrogen, then

hydrogen is flown off from the blade trailing edge with simultaneous combustion and main stream gas is reheated. Multi-stage reheat is made possible by such in-turbine reheat system and great increase in specific power can be expected. It was confirmed in the test that combustion efficiency of hydrogen for reheat was roughly l007o at turbine speed of 20,000rpm and turbine inlet temperature of 970Co,and the specific power was increased by 47o by reheat. (3) Fuel cell and other researches

① Research on fuel cel1: As for the cells of SOFC


Annual Review 9 1 body being conversion elements of energy, influence of the surface processing on the power generation charac-teristics in case electrode is baked on the electrolyte surface and influence of salt in the air on the power generation characteristics to use the air on the sea for oxidation of the fuel are being investigated at present. In parallel with the above the development status of SOFC was investigated and at the same time research on the SOFC compound cycle in which CO2 can be separated was made. ② Research on solar hydrogen energy system for means of transport and traffic: In order to prevent the global warming and cope with exhausted petroleum resources in the future, investigation and research on the solar hydrogen energy system are made in which hydrogen is produced utilizing overseas solar energy and supplied as liquefied hydrogen or methanol to means of transport and traffic in Japan. Methanol forms CO2 cycle type hydrogen energy system in which CO2 required for synthesis of methanol is recovered at the consuming places and recycled to the producing places. Electric energy by the solar cell at the hydrogen producing places can be supplied to the consuming places with 51.87o as liquefied hydrogen and 58.27o as methano1. Solar cell of about 7000km, 281 liquefied hydrogen tankers ( 111,OOOm3 1oaded each), 54 methanol tankes (239,000ton loaded each) and 123 1iquefied CO2 tankers ( 145,OOOton loaded each) in marine transportation are required for hydrogen production. ③ Temperature measurement by interference and CT methods: Study on the interference and CT any interference images are required for application

of CT. Since symbols of the interference fringes are required to be judged in the existing interference method, it is difficult to make completely automatic measurement by image processing. In the Ship Research Institute the spatial temperature distribution of the burner flame was measured using the phace shift Moire method and the prospect of upgrading accuracy and automatically analyzing interference fringes was obtained. In the measurement the photographs of multi-direction interference images using six-direction interference system are taken at the same time and the spatial distribution is obtained by spline interpolation from distribution in horizontal sections computed at 5mm intervals in the vertical direction. 2.4 Development and Production by Domestic

Manufacturers 2.4.1 Akasaka Iron Works Co., Ltd. (1) Engines developed in 1994 6U28 AK type 2500h.p. and 8U28 AK type 3300h.p. 1ow speed diesel engines have been developed on the concept of high output, 1ow fuel cost, improvement of reliability and durability, upgrading living conditions, ease of handling, 1ower vibration and noise, 1ower NOx, etc. by analyzing needs in the times. The main characteristics are:

. Highly rigid bed plate . Bore cooling cylinder liner of thick wal1

October 1995 (27)


. Conical seat type valve box exhaust valve .Adoption of non-cooling MET type supercharger . ・Anti-noise and anti-vibration type engine . NOx clears IMO exhaust gas regulated value (expected enforcement in 1997)

Table 2.5 and Fig.2.l respectively show the principal particulars and the outline drawing. (2) Annual production results 4-cycle engine 78 units 171,950PS 2-cycle engine 28 units 194,950PS (3) Related apparatus The optical sensor system non-contact type torsional vibration meter, AVP-8 1 10 has been developed in place of the existing Geiger torsional vibration meter. Main features are small size, light-weight, great reduction of preparatory work and possibility of monitoring, and comparing and studying the data at the measuring field by high speed and high accuracy analysis. Further automatic fetch of the data became possible by the auto-tracking function, and higher speed and simplification in the measurement and analysis became possible. 2.4.2 Kawasaki Heavy Industries, Ltd. (1) Engines developed in 1994 Initial engine of Kawasaki-MAN/B&W 6S50MC Mark 5 type engine has been completed. The output increased by about l07o compared with the existing Mark 3 type. Therefore reliability of this engine was

improved by strengthening rigidity of combustion chamber components, etc. Further the cushion device in resting on seat of the exhaust valve, load variation following type cylinder lubricator, etc. were introduced to improve reliability and maintenance. The principal particulars of this engine are the fol1owing. Fig.2.2 shows a sectional view of this engine.

Cylinder bore 500mm Piston stroke 1 ,9 10mm No. of cylinders 6 Catalog output 1 1,640PS Catalog engine speed 127r/min Brake mean effective pressure 18.0bar

Mean piston speed 8.09m/s (2) Annual production results The production results of Kawasaki-MAN/B&W diesel engines and NA type superchargers in 1994 are as follows.

2-cycle engine 18 units 359,790PS 4-cycle engine l unit 16,880PS Total 19 units 376,670PS Super charger 20 units

(N A48, N A57 and NA70 types) 2.4.3 Kobe Diesel Co., Ltd. (1) Engines developed in 1994 None (2) Annual production results

Annual production results in 1994 are as follows, UEC-LA type engine 15 units l06,300PS UEC-LS type engine 1 3 units 2 1 3,60OPS UEC-LS II type engine 2 units 26,180PS Total 30 units 346,080PS

2.4.4 Daihatsu Diesel Co., Ltd. ( 1 ) Engines developed in 1994 New type low speed engine "DY 28" has been jointly developed as the first step of the development in the business tie-up with Yanmar Diesel Engine Co., Ltd. New technology was applied to various parts of this engine while low engine speed, 1ong stroke and two-valve mechanis which are the principle of the low speed engine is maintained. The aims of the development are as follows. ① Low vibration and low noise engine being

humanand environmental friendly ② Engine of easy maintenance ③ Engine being used without overhauling for a

long period ④ Engine of low running cost ⑤ Global friendly engine Feature s of this engine are : ① High rigidity design by cylinder block of box

type double wall structure, main bearing with suspending metal system side bolts, etc.

(28) Bu1letin of the M.E.S.J., Vo1. 23, No.2

Annual Review 93 ② Adoption of tightening cylinder head with four bolts, hydraulic tightening of main bolts, connecting rod divided into three, and horizontal removal cam for easier maintenance. ③ Proper reliability and durability are secured by enhancing strength and rigidity of each component. Furthermore the optimum temperature control is planned by bore cooling of the cylinder liners and effective cooling system around cylinder heads and valve seats.

④ In order to obtain low vibration and noise, vibration modes of cylinder blocks, oil pan and cam

chamber are analyzed and rigidity was enhanced while lighter weight is planned by adequate arrangement of the ribs .

⑤ Lower fuel cost and lower NOx were simultaneously realized by adopting high pressure 1500kg/ cm2 type fuel injection pump and also the optimum cam profi1e by simulation.

October 1995 (29)


Table 2.6 and Fig.2.3 respectively show the principal particulars and the appearance photograph. "DK series" developed by the new concept in 1992 are being commercially delivered as the main model of the company, however 5-cylinder engine was decided to be put in the market under the new concept of lineup with the same bore. 400kW/720rpm- 1100kW/900rpm of output range with the same bore were available by adding the

5-cylinder engine to 6- and 8-cylinder engines that were already commercialized, and the wider range of output can be covered by these models. Up to now it is common sense that the generator has six cylinders and is lined up with various bores; but the makers can standardize the engines and the owners can conduct unified control of maintenance and parts stock as merit by lining up with the same bore and great economical effect can be obtained. Of course the existing concept of DK series of reliability, economy and consideration given to environment is fol1owed.Fig.2.4 shows outline drawing of the engine and dimensionallist. Control of exhaust gas from the marine engines is discussed in IM0 (International Maritime 0rganiza-tion) and it will be enforced from January 1997 at the earliest. The company is promoting the measures by the engine body for such control, that is, improvement of combustion and aims at maintaining the present heat efficiency having relation to trade-off as fm as possible.(2) Annual production results The following table Sh0ws the production results of marine engines of 100PS or above in 1994.

Main engine Auxiliary Total machinery

No. of units (unit) 51 356 407 Output (PS) 85,700 35 1,922 437,622 (3) Propulsion system Daihatsu Diesel Co., Ltd. concluded the exclusive sales agreement in Japan of the full rotating propu1sive equipment (trade name: Aquamaster) with Aquamaster Rauma Corporation of Finland. This equipment is suitable for working boats, especially harbor tug boats and can deal with the output of 440-2300kW per shaft by connecting to Daihatsu-make main engine. The characteristics of this Aquamaster are; smooth rotation of 360 degrees is possible by adopting two sets of planet gear and direction change gear of large diameter in the rotating device; 1ow vibration and low noise are realized by reducing the vibration caused by propeller wake and Karman's vortex by adopting the original propeller pod shape and using the improved propeller. Further in the remote control system the original sys-tem called the Aqua-pilot capable of rotation and engine speed contro1 with one handle is adopted. Fig.2.5 shows a sectional view of this equipment. (4) Gas turbine The joint development agreement and the basic sales tie-up agreement of the normal gas turbine with Opra Corporation of Holland in Autumn 1994. This normal gas turbine is characterized by high efficiency and super low NOx. Efficiency is 26-377o in the non-


Annual Review 95

cooling turbine and NOx of l0 ppm can be realized by the original lean bum system without the special equipment such as water spray, etc. Further the compact design is realized by adopting a simple structure and epicycle reduction gear system. This turbine is designed for the main purpose of industry

use and has excellent durability and reliability. This gas turbine is initially put into the cogeneration market, but consideration is given to application to the marine field providing for the future modal shift. And in 1996 500kW one

October 1995 (31)


is scheduled to be sold as the first step, thereafter series will be progressively established. 2.4.5 Diesel United Co., Ltd. (1) Engines developed in 1994 Power of the existing engine of ETA2 series was upgraded by New Su1zer Diesel Corporation (NSD). The initia1 6RTA52U and 6RTA62U engine in Diesel United Co., Ltd. were jointly tested with NSD. "U" affixed at the end of type name means "Up-grade". Table 2.7 shows the principal particulars of each type compared with the existing types. Fig.2.6 shows changes in design accompanied by power-up. Main characteristics are:

. Widening of main bearing cap . Design change of column gate type . .Tangential boring of cylinder liner . Guide ring for reinforcement type liner cooling water.

. 2-stage lubrication . 3 -valve of fuel valve . CrMo cast steel of cylinder cover (2) Annual production results 2-cycle engine 34 units 800,180PS 4-cycle engine 4 units 50,400PS 2.4.6 Niigata Engineering Co., Ltd. ( 1 ) Engines developed in 1994 ① 6M28HST engine: This engine have been developed by placing emphasis on high output, low fuel cost and ease of maintenance on the basis of 28 HT

type engine which had the results as the marine low speed maln eng1ne. Table 2.8 shows the principal particulars and Fig.2.7 shows the appearance photograph. ② 6MG41 HX engine: This engine has been developed as a marine main engine on the basis of the large medium speed engine, 46HX type engine which was developed as a low po11ution, high output and high performance engine and had the results, and in the development emphasis was placed on high output, high performance, high efficiency, 1ow fuel cost, possible use of low-quality fuel, 1ow pollution, non-overhauling for a long period, ease of maintenance, reduction of maintenance cost, etc. The principal particulars are shown in Table 2.9 and a sectional view of the engine is shown in Fig.2.8.


Annual Review 97

① 16V26FX engine: This engine has been developed as a main engine for high speed passenger ships, domestic vessels, car ferries, etc. to cope with higher speed of marine transportation, and planned to provide higher output and lighter weight on the basis of V26HX type engine that had already the results. Table 2.10 shows the principal particulars and Fig.2.9 shows the appearance photograph. (2) Annual production results Number of produced units of main engines, auxiliary machinery, superchargers, elastic couplings, Z type propulsive equipment and water-jet type propu1-sive equipment and total output of main engine and auxiliary machinery in 1994 are shown below.

Kind of engine No. of units Total output (unit) (PS)

Main engine 199 373,580 Auxiliary machinery 54 69,560 Supercharger 542 - Elastic coupling 203 - Z type propulsive 60 - equlpment Water-jet type 4 - propulsive equipment 2.4.7 Hanshin Diesel Works Co., Ltd. (1) Engines developed in 1994 The company manufactures Kawasaki-MAN/ B&W type S26MC and L35MC engines, but output of these engines was increased and the company started to manufacture 6S26MC (Mark 5) and 6L35MC (Mark6)

engines. Table 2.1 1 shows the principal particulars of the engines.

(2) Annual production results Total number of units 155 units Total horsepower 307, 120PS (3) Related machinery Hanshin completed the automatic system of loading and unloading work of cargo oil on the domestic oil tankers as automated cargo handling system for oil tanker. Fig.2.10 shows the operation system diagram.97 sets of cargo oil valves in total can be operated by manual, semi-automatic and automatic methods. ① Manual method: The operation is made by the pushbutton switches on the graphic panel. The cargo oil line system can be easily constructed by selecting

October 1995 (33)


kind of oils and cargo oil tanks. ② Semi-automatic method: The operation is made by the touch panel on CRT screen. Engine speed control, clutch-in and-out of pump, and valve opening control are operated by the touch panel. ③ Full automatic method: Main 15 pattems of loading Me programed in a computer in advance and the operation is automatically made according to the pro-gram. The information such as loading condition on board and emergency stop due to abnormal condition is sent to the land side through the optical communication cable and information exchange and safety monitoring are simultaneously performed on board and land. 2.4.8 Hitachi Shipbuilding & Engineering Co.,

Ltd. (1) Engines developed in 1994 Replacement by Mark 5 and 6 type engines which is being continued from 1993 is in progress, but in 1994 the initial units of L42MC Mark 6 and S50MC Mark 5 respectively have been completed. Table 2.12 and Fig.2.1 l respectively show comparison of the principal particulars with existing rating. In order to deal with the application of the 1977 IMO's regulated value regarding NOx reduction, study on NOx reduction is made in each

company. In Hitachi the full scale engine test was performed regarding the measures such as fuel injection timing delay, NOx reduction type atomizer, etc. and their effects were confirmed. As a result it was verified that


Annual Review 99

the 1997 regulated value could be attained by the measures on the engine side. (2) Annual production results 51 units or 767,870PS in total including IMEX as well as B&W and Su1zer engines were manufactured in 1994.

2.4.9 Makita Diesel Co., Ltd. ( 1 ) Engines developed in 1994 The company has developed L30M and L31M type engines provided with both hydraulic-operated

suction and exhaust valves which are the first ones in the low speed 4-cycle engine and chain-driving cam-shaft. These engines have been developed as a main engine for 499 GT class domestic vessels, and are new

October 1995 (35)


type engines which are excellent in economy and reliability that are the features of 4-cycle low speed engine and further realize low noise and low vibration. These engines have the following characteristics. ① Long stroke, 1ower engine speed, high efficiency

and low fuel cost ② Solid structure frame of light weight and

compactness ③ Low noise, no oil spray and cleanliness by

adopting hydraulic-operated suction and exhaust valves

④ Elimination of vibration and noise, and improvement of reliability by adopting chain-driving cam-shaft

Various tests have been performed since start in August 1994 and fuel consumption rate ( 1O% load) of 135g/PS . h was attained. In the future the company aims at realizing low NOx engine by integrating water emulsion device as measures for NOx reduction. Table 2.13 shows the principal particulars of the engine,Fig.2.12 the performance curves, Fig.2.13 a sectional view and Fig.2.14 the appearance photograph. (2) Annual production results The production results (marine main engine) in 1994 are as follows. 2-cycle engine 5 units 14,000PS 4-cycle engine 27 units l 15, 100PS Total 32 units 129, 100PS 2.4.10 Matsui Iron Works Co., Ltd. ( 1 ) Engines developed in 1994 The company has developed MA3 1GSC type and MA32GSC type engines. Table 2.14 shows the principal particulars of the engines and Fig.2.15 a sectional view. These engines followed the design concept of MA28 and 29 type engines developed in 1 993.

The characteristics are as fol1ows. ① Cylinder and crank chamber adopt the double

structure frame in which main cooling pipe, main lubricating oil pipe, air feed pipe and drain

pipe are integrally casted to reduce noise and number of the parts. ② Engine speed was reduced as a long stroke engine and propeller efficiency was improved. ③ Durability and reliability are planned to be improved by controlling mean effective presume to about 20kgf/cm2. Further fuel consumption rate and exhaust temperature are reduced by setting the exp1osion pressure at 14Okgf/cm2. ④ Abrasion loss of liners and piston rings is reduced by top-cooling of cylinder liners. ⑤ The suction and exhaust valves are a box type to simplify maintenance and durability is improved by providing the wrought cap ⑥ Piston crank is made of forged steel and skirt is made of cast iron and they are cooled by lubricating oil. GT ring is adopted for top ring. ⑦ Aluminum metal of high prof pressure is used for main bearings and crankpin metal. Interchangeability is given by adopting the same size. ⑧ Durability is enhanced by applying porous chromium plating to cylinder liners. (2) Annual production results

Number of produced units or total output of the


Annual Review 101

marine main engines of l00PS or above in 1994 respectively were 26 units or 29,850PS in total. 2.4.11 Mitsui Engineering & Shipbuilding Co.,

Ltd. (1) Engines developed in 1994 The test plant for large low speed 2-cycle gas injection diesel engine Mitsui-MAN/B&W 12K80MC-GI-S (cylinder bore 800mm, stroke 2,300mm, engine speed l03.4rpm, mean effective pressure 17bar, number of cylinders 12, engine shaft end output 40,608kW was completed at the Chiba Works of the company in June 1994. Fig.2. 16 shows a sectional view of the engine. The engine is a high efficiency gas injection diesel engine (GIDE) which uses natural gas (LNG) as main fuel

and heavy oil as pilot fuel for ignition in the dieselcycle that has been researched and developed for a long period by Mitsui. The engine is operated with the calorific value ratio of LNG to pilot Oil of 92:8 as designed initially. Main components and the components of the combustion chamber which are used in MC engine of which reliability and durability are demonstrated are used as they are. Durability of the parts for gas injection and auxiliary machinery newly developed for GIDE, and effectiveness of various safety equipment were verified by this demonstration plant. Further it was verified that environmental friendly clean energy which is the aim of GIDE could be used with high heat efficiency and output rate and at the same time it was demonstrated that the high denitrifier developed by Mitsui worked usefully as designed. This engine which is a dual fuel engine firing gas and heavy oil is called the ideal engine for LNG carrier, therefore realization of this engine is greatly expected. (2) Annual production results Number of produced units and designed output in 1994 67 units or 1,162,070PS, Mitsui-MAN/B&W NA

October 1995 (37)

102 Marine Engineering Progress in 1994 superchargers are installed on S.K.L-MC/MCE type engines, and number of produced units in 1994 was 7 1 units. The produced types are three types of NA70, 57 and 48. 2.4.12 Mitsubishi Heavy Industries, Ltd. (medium and small engines) (1) Engines developed in 1994 The S6B3F-MTK 2 type engine has been developed and put into the market to deal with the trend of higher ship speed of small fishing boats, leisure fishing boats, sightseeing vessels, etc. This engine has been developed as a smal1, light-weight and high output engine to be used for 10- 15ton type fishing boats and leisure fishing boats, etc. and

attained higher output by about 20% than the existing eng1nes. Table 2.15 shows the principal particulars of this engine. The higher output at the highest level among this class engines, that is, the maximum output 650PS (brake mean effective pressure 2O.Okgf/cm2, output rate 234.3kgf/m2.m/s) was attained by adoption of a large capacity air cooler and the optimum matching with high pressure injection system. Further the light-weight and compact marine gear developed by the company is adopted, the engine is arranged so as to be light-weight and compact by the design for thorough lighter weight and full consideration is given to over-hauling and maintenance by installing large inspection covers on the crankcase and others. Reliability and durability are obtained by controlling heat load and mechanical load within the range of the results and reliability is verified . by the various durability test.Figs.2.17 and 18 respectively show the performance curves and the appearance photograph of the engine. (2) Annual production results Number of produced units and total output of the marine engine of 100PS or above in 1994 respectively are 1,050 units and about 440, 000PS. 2.4.13 Mitsubishi Heavy Industries, Ltd.

(large engine) ( 1 ) Engines developed in 1994 Mitsubishi is developing the Japan's first large low speed 2-cycle engine, that is, the new UEC-LSII series engine. In 1994 the UEC60LSII type engine of the 6th type in this series was completed and was operated at the engine assembly shop in Kobe Shipyard and Machinery Works. As a results this completed the large, medium and small engine types. Table 2.16 shows the principal particulars of each type. Fig.2.19 shows the appearance photograph of the 6UEC60LSII type engine. In the UEC-LSII series engines high


Annual Review 103

Economy the UE engine has and high reliability that is strong needs in recent years are made compatible, further the engines can be easily handled in consideration of user's workability. The Mitsubishi-Su1zer RTA type engines which are manufactured under the licence of New Su1zer

Diesel Co. are manufactured as the RTA84C type engine for large containers ships and the RTA. 62 type engine widely used for bulk carriers and oil tankers in main stream. Output of those type engines was increased by 9-67o as upgraded (UG). In 1993 the RTA84C-UGtype engine of upgraded specification was completed and the land operation was finished. Fuel water layer injection system which is one of the measures for reduction of nitrogen oxide (NOx) related to the global environmental protection issue is under research and development towards practical use. This system was installed on the ship provided with the UE engine, onboard test was conducted for about half

October 1995 (39)

104 Marine Engineering Progress in 1994 a year, and reliability of the system and effect of NOx reduction were verified. Importance is attached to the measuring method of NOx and the company obtained accumulation of enormous measurement data. The measuring methods are commonly and widely known and study was made on the handy instruments such as controlled potential electrolysis other than chemical optics method which is quoted in ISO also. Since the international regulation such as ISO also. Since the international regulation such as ISO leaves unclear portion, large scale of NOx reduction procedure such as SCR, water injection, EGR and emu1sion fuel are kept at a distance and importance is attached to approach by the simple method such as the timing retard and the engine tuning. (3) Annual production results (including medium and

small engines) Marine main engine Large engine 32 units 793,720PS

Medium and 1183 units 514,272PS

small engine

Marine auxiliary machinery 312 units 209,819PS

Total 1,527 units 1,5 17,81 1PS

2.4.14 Yanmar Diesel Engine Co., Ltd. ( 1 ) Engines developed in 1994 The X series (CX, GX, HX, LX, bore l000- 1500) engines that are main engines for smal1 fishing boats, leisure fishing boats and small high-speed vessels were completed with KX type engine developed in 1994. All engines are light-weight and have high output and layout of machinery and equipment is considered so that the upper and side surfaces of the engine form flat face as far as possible in order to secure comfortable and spacious accommodation space and working place in a small ship, and the installation space of the engine is made as small as possible so as to be able to maintain the engine from one side only. Thus the engine was developed unifying the design concept as above. Table 2. 17 shows the principal particulars of the KX type engine. Fig.2.20 shows PV value and weight by output in X series. In all engines PV values exceed 200kg and weight ratio is 2.5-3.5kgTS. Lighter weight with high output was realized. In each engine high rigid and light-weight blocks are used and low vibration, 1ow fuel cost and lower NOx are realized by adopting the high compression ratio supercharger and high pressure fuel injection (party the unit injectors are used). On the other hand in the low speed main engine category the first engine of DY 28 type was completed by joint development with Daihatsu Diesel Co., Ltd. and the engines were put into the market as the main engine for ferry boats

from the beginning of 1995. Tab1e 2.18 shows the principal particulars of the DY 28 type engine. (2) Annual production results The production results of main engines of l00PS or above and auxiliary machinery in 1994 are as follows. Number of units Main engine ～100φ 2,406 111～150φ 1,120 151～ 284 Auxiliary machinery ～100φ 295 111～150φ 570 151～ 704 Grand total 5,379 2.5 Conclusion This paper was summarized as the 1994 almanac on the basis of the data supplied from Nippon Kaiji Kyokai, the Ship Research Institute of the Ministry of Transport and domestic marine diesel engine manufacturers like the previous years. "The Motor Ship" was referred to for the overseas information. 1994 is the 1O 1st. anniversary of the diesel engines birth and the first year in the second century. The exterior environment of the marine engines such as sharp appreciation of the yen and NOx control becomes increasingly severer, but the development technology served as a breakthrough seems to be more and more expected because of the above situation. We strongly expect that the active year comes again. We express our deep thanks and pay our respects to the persons concerned who supplied the useful data in summarizing this almanac.

[Kenichi SEZUMI]

3. Steam Turbines

3.l Main Steam Turbine for Marine Propulsion System

Mitsubishi Heavy Industries, Ltd. (MHI) and Kawasaki Heavy Industries, Ltd. (KHI) are two leading main steam turbine manufacturers in Japan. In 1994, MHI turned out two main steam turbines (one 20,590kW unit and one 29,600kW unit) for installation in LNGCs. KHI also produced two main steam turbines (one 26,720kW unit and one 28,700kW unit). Orders newly entered in MHI's backlog included seven 24, 120 kW main steam turbines for LNGCs to be built for Qatar Liquefied Gas Co., Ltd., Qatar, under the Qatar Gas Project and one 5,510kW main steam turbine for LNGC to be built for Sendai Gas Co., Ltd., Sendai, Japan.


Annual Review 105 As topics of the year 1994, the l st and 2nd LNGCs powered by main steam turbines of KHI manufacture and built by Chantiers de L'Atlantique, France, for PETRONAS and the lst and 2nd LNGCs built by Mitsui Engineering & Shipbuilding Co., Ltd. and KHI for Abu Dhabi National Oil Co. (ADNOC), Abu Dhabi, UAE, under the ADNOC LNG Shipbuilding Project were commissioned in service. LNGCs powered by main steam turbines of MHI manufacture also were commissioned in service, namely, the 8th LNGC and two LNGCs built by MHI under the Northwest Shelf (NWS) Project and the Indonesian LNG Productio WTransport Augmentation Project, respectively, plus the 1st and 2nd LNGCs built by Hyundai Heavy Ind. Co., Ltd., Korea, for Korea Gas Corporation . There are a lot of active business talks going on over the construction of more LNGCs at the present time, promising brisk demands for main steam turbines hence forth . 3.2 Steam Turbines for Auxiliary Machineries Generator turbines, cargo oil pump turbines, and ballast pump turbines are manufactured by Shinko Industries Ltd. and MHI in Japan. In 1994, Shinko Industries Ltd. and MHI turned out, respectively, 12 and 13 generator turbines. Also, Shinko Industries Ltd. alone manufactured 87 cargo oil pump and ballast pump turbines. The year 1994 saw the increase in the number of generator turbines manufactured for installation in large container ships but the decrease in the number of steam turbines manufactured for use aboard diesel-powered ships to drive auxiliary machineries due to decrease in construction of large oil tankers. The manufacturing of generator turbines for turbine-powered ships (LNGCs),on the other hand, has remained as brisk as the manu-facturing of main steam turbines. Only few large oil tankers have been built recently. Also, the demands for the combination of exhaust gas economizer and turbine-generator unit, once popular as energy-saving measure, have come to wane. The prospect is considered rather bleak that there will be a considerable drop in the manufacturing of steam turbines for auxiliary machineries henceforth, except those that will be required for use aboard LNGCs.

[Yukio Suguro]

4. Gas Turbines and Turbochargers

4.1 Gas Turbines 4.1.1 Main Propulsion Engines Aero-derived gas turbines of marine use have logged fine operational records for their advantages as

main engines of a naval vessel, a high speed boat, etc. In Japan, Japan Defence Agency (JDA in short) is proceeding with the program using gas turbines as main propulsion engines of escort vessels since 1977 fiscal year and new vessels have entered in service, succes-sively. Total number of gas turbine powered ships, including in constructing or in planning is forty one (41) and number of installed gas turbines, including spare engines, exceeds 160 sets. In 1994 fiscal year, JDA decided to construct two ships of DD type escort vessel, following 1992 fiscal year. The propulsion system is COGAG[) type with each two of RR SM 1C gas turbine and GE LM2500 gas turbine, which system is manufactured by Kawasaki Heavy Industries Ltd.(KHI) and Ishikawajima Harima Heavy Industries Ltd.(IHI), collaborately. Each vessel is built at Sumitomo Heavy Industries, Ltd. (SHI) and Mitsubishi Heavy Industries, Ltd. (MHI) separately and will be completed in the end of 1998 fiscal year. The propulsion system of the new type training vessel (TV), which was decided to be constructed in 1992 fiscal year, is CODOG 2) type with each two of SM l C gas turbine and diesel engine. The SM IC gas turbines were manufactured by KHI, and the diesel engines were manufactured by MHI. The vessel was built at Hitachi Zosen Co. (HZ),entered into sea trial in 1994 and is completed at the end of 1994 fiscal year. The propulsion system of the second ship of the DDG type escort vessel, which was decided to be constructed in 1990 fiscal year, is twin propeller shafts and COGAG type with four sets of LM2500 gas turbine, which were manufactured by IHI. The vessel was built at MHI, entered into sea trial in 1994 and is completed at the end of 1994 fiscal year. The propulsion system of the experimental ship (ASE),which was decided to be constructed in 1992 fisca1 year, is COGLAG 3) type with two sets of LM250O gas turbine for mechanical propulsion and one set of LM2500 gas turbine for electrical propulsion, which were manufactured by IHI. The vessel was built at SHI, entered into sea trial in 1994 and is completed at the end of 1994 fiscal year. The propulsion system of the third missile boat PG (50t), which was decided to be constructed in 1992 fiscal year, is water jet propulsion system with one GE LM500 gas turbine, which were manufactured by IHI. The boat was built at SHI and is completed at the end of 1994 fiscal year. The shore trial of the propulsion system of the second ship of the DD type escort vessel, constructed in 1992 fiscal year, was completed at KHI. The high speed SES experimental boat (50t), which was decided to be constructed in 1993 fiscal year was built at MHI, and entered into sea trial. The propulsion system is two sets of Allison 501-KF gas turbine and manufactured by IHI.

As to small high speed boats, fifteen (15) domestic

October 1995 (41)

106 Marine Engineering Progress in 1994 ships of jetfoil powered by water jets with two sets of Allison 501-KF gas turbine are in service, which were constructed at KHI . The Ministry of Transportation is proceeding with the development of next generation super high speed ship "Techno Super Liner", tying up with the major Japanese shipbuilders. The main propulsion system of this large high speed ship is researched about water jet pump propulsion system driven by a few of 20,000-50,000 PS class of aero-derived gas turbines. The each scale model ship of an Air-cushion type hybrid hul1 (TSL-A) and a Hydrofoil-type hybrid hull (TSL-F), was constructed and entered into sea trial in July 1994. The propulsion gas turbine for the former type is MlT-8 developed by MHI, which gas generator has been made by TPM, Canada. The propulsion gas turbine for the later type is Allison 501 -KF, which is the same engine as for the jetfoil. The marketing of gas turbines for a merchant ship is investigated, especially relating to the IM0 regulation for emission gas, "Investigation results on the gas turbine application to a small ship" was published by an association for shipbuilding. In Royal Navy (RN), four ships of Type 23 frigate were constructed at Yarrow shipyard and Swan Hunter shipyard and entered in service. The propulsion plant of Type 23 is CODLAG + type with each two of Spey gas turbine and electric motor powered by diesel generator. SM 1A gas turbines are installed in one ship and SMlC gas turbines are installed in three ships. In addition, sixteen ( 16) ships of Type 23 frigate are being constructed or planned, in which SM 1C gas turbines are installed. In Netherlands Navy, the sixth and seventh ship of "M" type frigate entered in service. Furthermore, one ship is being constructed. As the propulsion plant, CODOG type with each two of SM1C gas turbine and diesel engine is introduced. In US Navy, AEGIS type DDG51 class guided missile frigates (COGAG type of four sets of GE-LM2500 gas turbine) are constructed successively. Construction of AEGIS type CG47 class guided missile cruisers (COGAG of four LM2500s) was completed in 1994. Total number of CG47 class ship reached twenty seven (27) at the end of 1994. The eight (8) ships of DDG5 1 entered in service, and twelve ( 12) ships of DDG51 are being constructed at the end of 1994. As to AOE6 class fast combat support ship, which propulsion system is COGAG with four LM2500s and FPP/reverse clutch, two ships entered in service and two ships are being constructed. Further, US Navy are proceeding to develop an intercooled and regenerative cycle (ICR) gas turbine "WR-21", in which RR RB21 l is used as a base engine. The test for the development engine was started from July 1994 at Test House in Royal Navy. (44)

4.1.2 Auxiliary Generating Engines One set of M lA-02 gas turbine ( 1,0OkW), which has been originally developed by KHI, is installed on each "Hatsuyuki" type DD vessel (total 12 ships), two sets on each "Asagiri" type DD vessel (tota1 8 ships) and one set on each "Abukuma" type DE vessel (tota16 ships). Two sets of M 1 A-05, which also has been developed as a power-up type by KHI, are installed on each "Hatakaze" type DDG vessel (tota12 ships).Further, M 1 A-05 were installed, two sets on the experimental ship "Asuka" and one set on the training vesse1 "Kashima". Three sets of M 1A-25 gas turbine (1,500kW) are being installed in the first DD type escort ship, which construction was started in 1991 fiscal year. The shore trial of three sets of M lA-25 for the second DD type escort ship were also completed. Three sets of Allison 501-K34, which were manufactured by IHI, are installed on each "Kongo" type DDG vessel (tota1 3 ships). Further, three sets of Allison 501 -K34 are being manufacturing for DDG vessel, which was decided to be constructed in 1993 fiscal year. As to IME 83 1-800 (400kW) introduced as an OEM agreement with Garrett Ltd. by Shinko Engineering, Ltd.,three sets are installed on each "Ishikari" type DE vessel (total 3 ships) and one set on each observation ship AGS (tota13 ships) and all are in service.

[Takeshi Moriwaki]

4.2 Turbochargers In Ishikawajima-Harima Heavy Industries Co., Ltd. 482 units of the VTR4/4A/4E type, 14 units of the VTC4/4A type and 1206 units of the VTR0/ 1 type of large axial turbo superchargers were manufactured. In particular produced units of high efficiency large turbo-charger increased. The company's originally developed small radial turbo-superchargers of the RU/RH type produced are l,590 units and the number of units including these was 3,292 units. In Mitsubishi Heavy Industries, Ltd. the number of produced units of the MET type turbochargers in 1994 was 208 units of the large axial turbochargers of Notes 1) COGAG: Combined Gas Turbine And Gas

Turbine 2) CODOG: Combined Diesel Or Gas Turbine 3) COGLAG: Combined Gas Turbine Electric And

Gas Turbine 4) CODLAG: Combined Diesel Electric And

Gas Turbine Bulletin of the M.E.S.J., Vo1. 23, No.2

Annual Review 107 the MET-SC and SD type, and 70 units of the small ones of the MET-SR type. Total produced units of the MET-SC and SD type turbocharger since development of the respective type in 1985 and 1990 reached 1345 units in total. With rise of pressure ratio required for the turbocharger the share of the MET-SD type of high pressure ratio type Increases. Furthermore in the high pressure ratio specifica-tion the MET42SH type turbocharger was developed in which compressor impellers were made of stainless cast steel in place of machined aluminum forged alloy. In the operation test at test bench, high total efficiency of 687o was obtained at pressure ratio of 4.3. In Mitsui Engineering and Shipbuilding Co., Ltd.205 units of the NA48 type, 371 units of the NA57 type and 165 units of the NA70 type turbochargers were manufactured up to end of 1994 since start-up of production in 1981, under the technical tie-up cooperation with MAN B&W Diesel, Germany. Recently production of the NA48/S, NA57/T9 and NA70/T9 as new type supercharger series have been started. In these ones new design is applied to both the compressor and turbine and improvement of efficiency and reliability and expansion of applicable scope are planned. The NA48/S type turbocharger is of a complete non-cooling type. In Niigata Engineering Co., Ltd. 387 units of the NR/R type and 78 units of the existing axial type turbochargers were manufactured under the technical tie-up cooperation with MAN B&W, Germany. The NR/S series 6 types of higher pressure and higher efficiency compared with the existing NR/R series were developed and the NR20/S type was completed in May 1994, further the NR34/S type is expected to be completed in June 1995.

[Koichiro Imakiire]

5. Boilers 5.1 General The number of production of boilers for marine use was increasing until 1990 with its bottom in 1987,but reducing for three years since 1991. As for the techno1ogical aspect, the studies and development have been made since 1992 on the energy saving, the labor saving, the fuel oil of low grade, and on the waste oil disposal, the single-fuel combustion and mixed-fuel combustion of gas/heavy oil including the gas-fired auxiliary boilers, the pollution prevention measures of NOx, SOx or the like, and the control of feed water, and these studies and development have slowed down. As for the exhaust gas economizer, studies have been made on the prevention of the soot fire, and

the measures for improvement based on the Guidance on Prevention of Soot Fire of Exhaust Gas Economizer issued by Nippon Kaiji Kyokai in 1992 or the like were implemented, and the effects are expected. 5.2 Number of Production The number of production of boilers for marine use during l0 years since 1985 is shown in Table 5. 1,which is summarized by the statistics of the Ministry of Transport. The number of production which continued to

be increased since 1987 has been reducing year by year with the peak in 1990. The number of production of the main boilers, auxiliary boilers and exhaust gas economizers was slightly reduced both in 1993 and in 1992, and that in 1993 was reduced by about 10 in the total number compared with that in 1992. The number of production of boilers in the half term of 1994 was as many as that in 1993. 5.3 Major Trend 5.3.1 Main Boiler Mitsui Engineering & Shipbuilding Co., Ltd. manufactured and delivered two sets of boilers/ship for the fourth LNG carrier, which were the main boilers for the ADNOC LNG carrier project with the specifications of [6 1 T/H x 6.06NIPa x 5 15oC]. Mitsubishi Heavy Industries, Ltd. manufactured and delivered two sets of main boilers/ship for the LNG carrier project for Hanjin Heavy Industry with the specifications of [50T/H x 6.03NIPa x 515oC], and two sets of main boilers/ship for the LNG carrier project for MASA Shipyard in Finland with the specifications of [63T/H x 6.30NIPa x 515OC] . The boilers of the same number of production as

October 1995 (43)

108 Marine Engineering Progress in 1994 many as those in 1993 were manufactured and delivered, and for the acceptance of orders of boilers in 1994,Mitsui Engineering & Shipbuilding Co., Ltd. accepted the orders of two sets of main boilers/ship [54T/H x 5.88 MPa x 525oC] for the LNG carrier for QATAR, and these boilers for seven LNG carriers in total are scheduled to be manufactured and delivered to Mitsui Engineering & Shipbuilding Co., Ltd., Kawasaki Heavy Industries Ltd. and Mitsubishi Heavy Industries, Ltd. Several LNG carriers are planned now, but the future of the main boilers is worried when being judged from the present economical condition. 5.3.2 Auxiliary Boiler Between April and September in 1993, 1 48 sets of auxiliary boilers were manufactured, while between April and September in 1994, 151 sets of auxiliary boilers were manufactured, and the number of production has been slightly increased. However, the number of production of the auxiliary boilers for VLCCs was 19 sets and 959.5 T/H in total according to the summary by questionnaires, and was reduced by half compared with the results of 30 sets and 1658.5 T/H in total according to the summary by questionnaires in 1992, showing the reduction in production for three continuous years. Therefore, the number of production of smaller auxiliary boilers other than those for VLCCs was increased in the half-term in 1994. On the other hand, the acceptance of orders in-cluded 33 sets of auxiliary boilers for VLCCs by Mitsubishi Heavy Industries, Ltd. and l set of auxiliary boilers for a VLCC by Sasebo Heavy Industries, Co.,Ltd. No development of a new techno1ogy was re-ported, but the Sub-Committee on Boilers in the Energy System Committee summarized the reports on the examination of the present status of the design values of the boilers for marine use, and submitted them to the Marine Engineering Society in Japan. The Sub-Committee also summarized the results of the examination by questionnaires on the prospect of the automation of the feed water treatment in the present auxiliary boilers for marine use, and is discussing the cases and measures of the in-furnace explosions, and the monitoring system of the auxiliary boiler/ exhaust gas economizer. 5.3.3 Exhaust Gas Economizer Exhaust gas economizers of 68 sets were manufactured and delivered between April and September in 1993, and exhaust gas economizers of 68 sets were manufactured and delivered in 1994, which as many as those in the corresponding period in 1993.

The large exhaust gas economizers for the turbo generators to be mounted on the diesel main engine of large output to be emp1oyed for VLCCs and container ships or the like included 13 sets in 1993 according to the statistics by questionnaires, while 9 sets in 1994.Larger exhaust gas economizers were reduced in number, and smaller exhaust gas economizers were in-creased in number slightly. This trend is considered to be attributable to the fact that the chances to employ the exhaust gas economizers were reduced by the judgement of both the ship owner side and the ship builder side in terms of the economical profitability according to the deterioration of the energy collection ratio attributed to the drop of the exhaust gas temperature accompanied by the improvement of the fuel consumption of the main engine and the problems of corrosion of the heat exchanger tubes of the exhaust gas economizer by sulphuric acid. The exhaust gas economizers where the preventive measures for the soot fire and the low temperature conosion of the heat exchanger tubes are taken were mounted on board the ships, and their results are expected.

[Hiroaki Nakazono] 6. Shafting System

In 1994, many shaftings of the sister ship design were installed possibly by reflecting the environment of the acceptance of orders with the hanging-1ow market of the ship price, and many ship buildes emp1oyed the shafting of the conventional design. Nippon Kaiji Kyokai amended the requirements on the propeller push-up distance of the keyless propeller in the NK Rules. The major amended parts are as follows. The standard to calculate the assumed maximum torque to determine the lower limit of the propeller push-up distance was amended from the conventional value of four times the average torque during MCR to a new value of two times the maximum torque (vibration torque + average torque) at the resonance point of the torsiona1 vibration of the shafting during the crush astem. However, for the shafting with small torsional vibration torque, the assumed maximum torque is not to be less than the lower limit (the value 3.36 times the average torque during MCR) to be required by the IACS Unified Rules. The standard to calculate the upper limit of the propeller push-up distance was amended from the conventional method where the stress in the circumferential direction of the inner surface of the boss is set to 607o or less of the proof stress of the propeller material


Annual Review l09 to the new method where the combined stress deter-mined by Mises' formula for the stress in the circumferential direction in the inner surface of the boss and the stress in the radial direction is set to 70Vo or less of the proof stress of the propeller material in accordance with the IACS Unified Rules. Based on the amendment, the lower limit of the propeller push-up distance becomes equal to or less than the conventional required value in the shafting with small torsional vibration torque, while the propeller push-up distance is increased in the shafting with large torsional vibration torque. In particular, the propeller push-up distance increased by 207o of the conventionally required value may be required for the shaft diameter of the shafting where the engine of small bore, two-stroke and six-cylinder is employed. The upper limit of the propeller push-up distance is reduced to 80 - 857o of the conventionally required value, and this amendment may allow the upper limit and the lower limit to be reversed in size in the conventiona1 design together with the increase of the lower limit of the propeller push-up distance. To cope with this change in the requirement, application of the NK Rules of 1993 edition may be accepted for the propeller design where sufficient experiences have been obtained as the sister ship design, and sufficient gripping force is available for the propeller slip. Tsuneishi Shipbuilding Co., Ltd. designed the highly skewed propeller with the skew angle of 47o which is regarded as the maximum class in Japan and mounted it on a container ship of 2839 TEU. This propeller was designed aiming at the increase of the output of the main engine by about 10,000 HP com-pared with the previous ship of the same hull form, and also aiming at the reduction of the stem vibration level to that of the previous ship, and the unexpectedly excellent results were verified as a result of the sea trial.

The principal particulars are as follows: Maximum Continuous 0utput of ME x Revolution: 46,960 PS x 94rpm Propeller: FPP Diameter: 7.6m Number of blades: 6

Skew angle: 47° Developed area ratio: 0.99 Japan Hamworthy Co., Ltd. delivered the CLT propeller as the propeller for the cargo boat of 499GT for the first time in Japan 1). The CLT propeller is one which suppresses the flow around the blade tip by mounting tip plates on the tip of the propeller blades to allow high loads to be bome down to the tips to increase the propeller efficiency.

Eagle Kogyo Co., Ltd. jointly developed with Mitsubishi Heavy Industries, Ltd. the pollution-free stem tube seal system having a new mechanism to feed the fresh water from the inboard by developing the end surface seal to cope with the high hydrostatic pressure combined with a newly-shaped lip seal based on the fully-experienced sealing technology of sea water 1u-brication type, realizing the practicality. The structure is shown in Fig. 6.1. Kawasaki Heavy Industries Ltd. completed four sets of water jet propulsion units KPJ-169A type mounted on "HAYABUSA", a high speed catamaran type car ferry of wave-piercing type (Kawasaki Jet Piercer) for Kyusi Ferryboat. The four propulsion units completed this time me the first ones as the practical use of the KPJ-A type, and the driving horse power is 5,000 kW class, proving the leading super-large units in Japan. 2) Nakashima Propeller Co., Ltd. and Kawasaki Heavy Industries Ltd. completed the joystick maneuvring systems for the ships for coastal service respectively. Both companies designed the propeller system of single shaft (CPP), and of single rudder, and with only bow thruster. As for the academic papers, the Ship Research Institute announced the paper ''Stress analysis of boss part of keyless propeller - 2nd. Report: Effect of working difference". It pointed out the potentia1 risk that the contact pressure in the contact surface between the propeller boss and the tapered shaft is not sufficient if the propeller push-up process is controlled by the absolute value of the propeller push-up distance when there Fe some differences in shape in the actual propeller push-up operation.3)

[ Kouichi Matsumoto]

7. Auxiliary Machinery & Outfitting Works October 1995 (45)

110 Marine Engineering Progress in 1994 Chlorofluorocarbons (R 11, R 12, R1 13, R1 14,R 1 15 called "specified frons" in Japan) which depletes the ozone layer is expected to be phased out completely by the end of 1995. As they were changed for the environmentally acceptable fluorocarbons smoothly, the special mentioned trend on the machinery of refrigerating and air-conditioning was not found in 1994. In the section of auxiliary machinery & outfitting works, the development of machinery aimed to improving the environment of the earth and the development and studies of apparatus for the purpose of saving labor and energy were published in 1994.

The further details of these are as follows.

7.1 Development of MSPX-Sludge Treatment System 1)

ALFA-LAVAL Co. Ltd. developed the ''MSPX-sludge treatment system'' as a new system; which could separate water and oil efficiently from waste oil and sludge produced on board, could reduce dirty works and cost. This system consists of the following three parts; a sludge pump using a mono-pump, a heater unit ("Heatpack") using either electric power or steam power and a control board including a starter. In this system, oil, water and solid matter can be sepamted at the same time from waste oil and sludge which are composed of a number of manifold ingredients and are not of constant density. They can be discharged continuously through the respective delivery holes. And this system can treat 200 liters per hour of waste oil and the other. Its volume is equivalent to quantity produced on board the vessel with 50MW main diesel engine. The treated oil includes only l0-207o water as the maximum quantity. So it can be used again as boiler fuel or can be burned in an incinerator. The separated water has oil of about 200-2000ppm, it is transfered to the bilge water treatment system for the final disposal. As the concentrated sludge is reduced as little as possible and stored in a sludge tank, it can be unboarded to the land or burned in an incinerator. As mentioned above, the use of this system can offer the following matters; saving the labor, time and cost for treatment of sludge, reducing the load of the bilge separator because of treating the separated water of low oil content as the primaly water, saving energy when the treated oil is used as boiler fuel, extending time between the overhands because of a little sludge stored in the system, releasing the load of watching while the operation because of complete automation and so on. It is expected that these many merits are extremely useful for an improvement of the environment in and around a vessel.

7.2 Development of Biological Treatment System for Bilge in Engine Room 2)

The oily matter in the bilge needs to be treated to a concentration of 15ppm or less before being dis-charged overboard. As the oil in the bilge produced in engine room is, emu1sified by the surfactant, it is difficult to treat by means of an ordinary bilge separator. In order to separate and remove emulsified oil from the bilge, Mitsubishi Heavy Industries, Ltd. has developed an oily matter treating system using the ability of microorganisms and has mounted it on board experimentally. This treatment system consists of the following 5 units shown in Fig. 7.1 : a bio1ogical reactor, a nutritious source tank, a post-treatment tank, a bilge separator and an oil content monitor. After the bilge waste water is sent from the bilge tank into the biological reactor, a nutritious source is supplied simultaneously into the reactor from the nutritious source tank. This nutritious source functions to promote growth of bacteria and decomposition of oil. Air is also supplied into the reactor. In the reactor, oily matter in the bilge is decomposed and this mixed solution is separated into solid and liquid, the treated water is temporari1y stored in the post-treatment tank, and the oil concentration is measured by the oil content monitor. When the oil concentration is below 15ppm, the water is discharged overboard through the bilge separator; if the concentration is over 15ppm, the water is returned to the bilge tank. This system was mounted on board experimentally and the treating performance was tested for about four months. The bilge produced in engine room of this vessel included sea water and surfactant and its oi1 concentration was about 100ppm. The result of the test was good and showed that the oil concentration in the treated water was maintained below 15ppm. As de-scribed above, it is the most important feature that this system can treat the bilge containing emulsified oil. 7.3 Development of High Efficiency Filter for

Marine Use 3) Fuji Filter Co., Ltd. developed a high efficiency fi1ter for marine fuel oil and lubricating oil system with

(46) Bulletin of the M.E.S.J., Vo1.23, No.2

Annual Review 111

maintenance free for a long time, and started to take orders of it as "FUJI JETFILTER''. The outline of this filter is shown in Fig.7. 2. Most of the conventional fuel oil and lubricating oil filters for main use have an automatic back-flushing performance. But when the effect of this back-flushing performance reduces, the fi1ter c1ogs easily, and in the wost case the clogging causes the main engine to be stopped. And the fi1ters need to be disassembled and cleaned on board or to be washed on shore in order to prevent clogging. FUJI JEIFILTER is adopted the following method different from a conventional back-flushing mechanism in order to clean a filter. When the pressure difference across the filter reaches the setting value or operation time becomes the every setting time, cleaned fuel or lubricating oil passed through the filter is com-pressed to 1Okg/cm2G and is injected to the surface of the fi1ter elements. At the same time these elements are rotated by a motor. Thus the sludge attached to the surface is tore off directly by the oil jet. This mechanism can reduce the discharge volume of drain because of concentrating sludge at the cleaning operation. This filter equipments were installed on a container carrier and other two vessels for experiments. And the result was very good such that it could be operated continuously without maintenance for more than one year. Also it was appraised high by operators because of a little dirty works. 7.4 Development of A General Purpose Axial

Draft Fan " WIDEMAX FAN" 4) Mitsubishi Heavy Industries, Ltd. has developed a new type of general-purpose axial fan named 'WIDEMAX FAN". Fig. 7.3 is the upper half sectional view of the experimental model of this developed axial fan. Since this fan integrates an ingenious combination of a newly developed anti-stalling device (air separa-tor) and variable-pitch inlet guide vanes, it offers the advantages of low price and very wide operation range comparable to those of centrifugal fans in addition to the high efficiency and compactness of an axial fan.

The air separator differs from a conventional

one, it is a row of opposite radial vanes against the edge of the moving blade and it is fitted with the inner periph-eml part of the casing near the inlet of the moving blade. Since the turbulent flow produced on the edge of the moving blades by the stall is inhaled into the air separator and is returned to the upper stream of the main flow with being rectified, the stall of the moving blades is prevented. As compared with a conventional air separator, this prevention effect against the stall is very good in a wide flow rate operation, a lowering of efficiency can be kept extremely smal1 value. When the air separator and variable pitch inlet guide vanes are combined and attached to the axial fan with fixed pitch moving blades, this axial fan offers a wide operation range without the surging phenomenon conespond to the axial fan with variable pitch moving blades and offers safety and reliability on an operation. As com-pared with centrifugal fans, this axial fan can offer a wider operation range than them, it can be operated efficiently in a low flow rate area. As described above, this axial fan is simple in structure and very compact in outline dimensions and small in weight, and it can be operated under a very wide flow rate area. Therefore it can be expected to be used as a marine fan which needs the large flow rate. 7.5 Gas Separation Membrane Type Air

Dryer5) Misuzu Machinery & Engineering Ltd. developed the marine membrane air dryer which could make clean dry air easily from compressed air, and started to take orders of it. The concept of the Misuzu membrane air dryer is shown in Fig. 7.4. This dryer has many cylindrical tubes which are made of special high polymer membrane. This membrane makes water vapor (H2O) pass easily but air pass little in the nature. Therefore when compressed air of a pressure of 6.5-9.9kg/cm2G is put into these tubes, water vapor is discharged outside of

October 1995 (47)


the tubes through the membrane and only dried air can continues down the tubes. The maintenance of a conventional dryer was no good because silica ge1 and the other dehumidifying reagent in a dryer required water cooling against heating in dehumidification and a special cycle was needed in order to regenerate a dehumidifying reagent. But the maintenance of this dryer is extremely easy because it includes only with being installed pipes without moving parts, and does not require electrical power source, cooling water and regeneration of a dehumidifying reagent. The model number MDU100, max model in the 1ine up can treat 120Nm3 air per hour, and the air pressure drops by about 0.1-0.5kg/cm2G on1y. References

1) The Marine Engineer, 1994. 10. 1, No.574, P.34

2) Mitsubishi Heavy Industries Technical Review,Vo1. 3 1, No.3 ( 1994-5), P.223

3) The Marine Engineer, 1994. 5.1, No.569, P.26 4) Mitsubishi Heavy Industries Technical

Review,Vo1. 3 1, No.3 ( 1994-5), P.201 5) Misuzu Machinery & Engineering Ltd. "Misuzu Membrane Air Dryer" Catalogue

[Nobukazu Shimada] 8. Deck Machinery

On the recent development of deck machinery, instead of a development and a study of a machine for its purpose respectively, the most use of their

developed machines have been made for the construction of the ship's maneuvering system and the assistant system on navigation. Also according to the advance of containerization, an highly automated container crane has become to be used. On the studies and the developments in the section of deck machinery in 1994, a new ship's maneuvering control system and a new container crane are described as follows. 8.1 Development of Advanced Joystick Control

System " Super Joy ' ' 1) Till now the only special vessel, for example a survey vessel, a cable layer, etc., is equipped with a Joystick Control System (JCS) in order to accomplish their respective purposes. But now many general vessels become to be fitted with the JCS aiming at the modemization of a ship's maneuvering control system, labor saving and energy saving for a ship's maneuvering work and increase of ship's safety. According to the above background, Mitsubishi Heavy Industries, Ltd. has developed the "Super Joy" which is the advanced JCS combined a ship's maneuvering control and an electronics. This system can control a ship's movement, keep its direction and keep its position coping timely with all extemal force of wind, wave, tide, etc.. This system consists of the following four parts; several sensors, several actuators, one master controller and operation contro1lers as many as required. An anemoscope, an anemometer, a gyrocompass, a ship position-measuring device and a speed sensor are used as the sensors in this system. The actuators are that for the lateral thrusters, for the propulsion propellers and for the rudders. And the operation controller is the input unit that consists of a joystick lever, a rotating dial and etc.. According to the input signal from the operation controller, the master controller of this sys-tem can control a ship's movement with operating these actuators automatically on referring to the sensor's signal. In this system, the actuators are at least composed of one for the controllable pitch propeller, one for the rudder and one for the bow thruster, and this system can control many complicated actuators de-pending on the need, such as "two for the bow thrusters, one for the stem thruster, two for the controllable pitch propeller, two for the rudders". This system enables ship's movement, including athwartships movement, corresponding with the joystick operation, even with the smallest number of actuators, and it ensures a better man-machine interface, such as the extemal force compensation, the prediction of ship's moving position (this function estimates the moving position of the ship after a short time according to the joystick operation , and it then passes this data to the navigation information


Annual Review 113 display unit, etc.) and so on. As described above, by this system it will be expected to show a large effect at a shipts maneuvering motion in harbours. 8.2 Development of Automated Quayside

Container Cranes 3) Mitsubishi Heavy Industries, Ltd., Hiroshima Machinery Works, delivered five highly automated quayside container cranes to the Kobe Port Development Corpomtion in April, 1994, and three cranes to the Yokohama Port Development Corporation in September, 1994.

This container crane uses an electric anti-sway device instead of a conventional mechanical one and has an independent cab which moves independently from the trolley and the conventional cab. Therefore the operator can operate the crane semi-automatically in a comfortable environment that is separated from trolley movement. This electric anti-sway device can perform the positioning and anti-sway control and anti-skew control simultaneously using an image processing sway sensor fitted to the trolley. Also using the lane selection function of this device, the spreader (cargo being lifted) can be positioned on the selected lane automatically. The cab of a conventional crane is fitted to a tro1Iey, but this independent cab is usually located at the sea side where optical visibility for operation can be obtained. So this independent cab al1ows operators to work in a comfortable environment without effects of shocks, vibrations, acceleration and deceleration during the hoisting and lowering of cargo. Therefore the working environment of operators was improved extremely. Also this crane can perform the following semi-automatic operation. Using information of the shapes of ships and operating information which is sent from a host computer on the ground, the spreader (cargo being lifted) can be brought to the desired handling position automatically. And an operator is able to fully dedicated to perform only landing and raising operation with confirming safety. In addition, when the spreader (cargo being lifted) is at the land side, operation can be done via radio control from the ground, and the progress of the work is monitored and any change in work order is instructed by a computer on the ground. As described above, this is the automated quayside container crane which is fitted extremely to the resent demands for improvements in handling efficiency, ease of operation and comfortable working environment.

References 1) Mitsubishi Heavy Industries Technical Review,

Vo1. 31, No.6 (1994-1 1), P.404 2) Mitsubishi Heavy Industries Technical Review,

Vo1. 31, No.5 (1994-9), P.357 [Nobukazu Shimada]

9. Fuels and Lubricating Oils

9.1 Trend of Oil Demand The market price of the crude oil continued to increase until July, 1994 by the concurrent strikes in Nigeria in addition to the recovery of the oil demands associated with the favorable turn of the market in the U.S.A. and the economical growth in the Asian countries. However, in August and subsequent months, the sense of moderation of the demand was spread and moved to the bearish tone by the increase of the North Sea crude oil after the periodical turn around of the production facilities in the summer time and the termination of the strikes in Nigeria in September. The spot price of the crude oil in Dubai, Middle East, was on the 12-dollar mark per barrel at the beginning of the year, but reached the 17-dollar mark at the end of JuIy, and again dropped to the 15-dollar mark in December. According to the reports of the International Energy Agency (IEA), the production of the crude oil in the world was 68.35 million barrel per day in December, 1994, and the production of the crude oil by OPEC

October 1995 (49)


was 25.30 million barrel, keeping a high level. Table 9.1 shows the results of demand of the bonded heavy oil (A and C) in Japan in 1994. The amount of sales was 7 million and 694 thousand Kl, which was 102.47o to that in the previous year, showing a slight increase. The reasons of this increase include the expansion of the domestic bunker oil market from the sense of moderation for the product shipped from Japan which was caused by the reduction of the difference in the price of the bonded bunker (Heavy oil C) between the domestic market and the overseas market in the latter half of the year, though the demand of the heavy oil C for the power generation was increased in association with the severe hot weather and the short-age of water in the summer time. The price of the bunker fuel oil is different at each port, and in the case of the Singapore market of the bunker fuel oil of 380mm2/S(@50OC, it was 70 - 72 dollars per ton1) at the beginning of the year, while it was 92 - 95 dollars at the end of the year2), showing the trend of increase .

Table 9.2 shows the results of sales of the engine oil for the marine use (domestic trade) in Japan in 1994.ILis is the total for the ships both for the coastal service and for the ocean going service. The results of sales of the engine oil for the marine use in 1994 was 239,490 kl, which was 97.17o compared with that in the previous year. The steady increase until 1992 was peaked out, resulting in the continuous reduction compared with the results in the previous year. It is presumed that the reduction was attributed to the increase of the products to be shipped at overseas ports due to the difference of the price of the engine oil between the domestic market and the overseas market, and the effect of deceleration of the market. Referring to the "Long-term Prospect of Energy Demand (Case study where the present policy is incorporated )" which was announced after 4 years in June,1994, the oil supply ratio was 58.27o with the results in 1992 as shown in Table 9.3, while it is prospected that the oil supply ratio will be gradually reduced to 53.47o in 2000, and 50. 17c in 20 10. However, it is considered that the total energy demand is moved in the expanding trend in accompany with the stable growth of the economy, and for this reason, it is expected that the substantial consumption of the oil energy will be gradually increased. According to the reports on oils issued by the Ministry of International Trade and Industry, a gradual increase in the demand is expected for the total con-


Annual Review 115 sumption of the fuel oil from 1994 to 1998 as shown in Table 9.4 regarding the prospect of the domestic de-mand of the oil products, while the consumption of the heavy oil is expected to remain on the same level by the effect of the altemative energy introduction. Regarding the production yield of heavy oil C, it is expected that it will be gradually reduced with the background of the steady increase of the kerosene, gas oil and heavy oil A as shown in Table 9.5. 9.2 Bunker Fuel Oil Matters of concern about the bunker fuel oil include the following two items. 1) Trend in the regulation of the exhaust gas from ships, and the concrete measures to cope with 2) Remedies for lower grade of the bunker fuel oil It is common knowledge that the regulation of the exhaust gas from ships has been reviewed at IM0 (International Maritime Organization/MEPC (Marine Environmental Protection Committee)/BCH24 (Bulk Chemical Sub-Committee). The matter of the moment is the reduction in amount of NOx and SOx, and the remedies from the aspect of the hardwares are asked since most of the NOx is generated by the combustion of the diesel engines rather than the nitrogen content in the fuel oil, and regarding NOx, no regulations have been specified on the nitrogen content in the fuel oil at IMO/MEPC. However, for the reduction of SOx, it is considered the best method to regulate the sulphur content in the fuel oil rather than the remedies from the aspect of the hardware for the time being, and they are discussing how to deal with the values to be regulated. At the BCH 24 meeting in March and September, 1994,the contents of discussion on the regulation of the sulphur content in the fuel oil were as fo11ows. ( 1) Local regulation The Special Area should be designated, and the fuel oil with low content of sulphur (1.57o or the like) should be used in the Special Area. (2) Global regulation The value to regulate the sulphur content in the fuel to be used in all areas except the Special Area should be established (Global sulphur cap). However, regarding the value to regulate the sulphur content, they are divided in opinion to employ 3.57o, 4.0Vo or 5.07c,and the final decision has not been made yet. In the future schedule, the target is to amend the MARPOL Convention in 1996, and the contents of discussion at the forthcoming MEPC/BCH24 are note-worthy . The draft of ISO/DIS8217 was prepared in May regarding the standards of the bunker fuel oil. The idea of the CIMAC/Fuel Requirements in 1990 was reflected in this new draft standard, and, for example, the requirements that A1 + Si shall be 80 mg/kg or less,

and that the sediment (the heavy oil C) shall be 0.17o by mass or less are added. And, it also specifies that the standard should be reviewed and amended to incorporate the required sulphur value if the value of the sulphur content in the bunker fuel oil is determined to reduce the amount of SOx in the near future. The literature on the bunker fuel oil published in 1994 explains the effect of the properties of the bunker fuel oil on the air pollution3). Description is made on not only NOx and SOx, but also on the suspended particles and the exhaust smoke. A number of explanatory notes and the reports on the present status were madeb-7) regarding the reduction of NOx by the adjustment of the combustion and the post-treatment of the exhaust gas or the like were made by the manufacturers of engines. The greatest matter of concern for those who use the diesel engine is the satisfactory combustion of the heavy oil C of low price but with various properties, and a technical explanations8) was made on the fundamental properties of the fuel oil for the diesel engines of medium and large size, and the points to be considered to preliminarily prevent failures from being generated. Although many reports were made in the past on the trouble cases of the engines for marine use which were considered attributable to the fuel oil, interesting re-ports9) were made on the abnormal wear of the piston ring which was presumed to be attributable to the fuel oil containing the FCC residual oil, the abnormal wear of the piston ring caused by the combustion of the fuel oil with sulphur content over 47o during the running-in operation, the blow-by of the exhaust valve by the combusition of the fuel oil containing a large amount of sodium, including the processes to investigate the causes. 9.3 Lubrication Oil for Marine Use After the oil-shock, the navigatinal economy of the ship has become the most important matter, and in 1980s, new type engines of low fuel consumption were developed one after another aiming at the low fuel consumption and the usability of the fuel of low grade. As for the cross-head engine, various problems such as excessive wears and heat cracks of the piston rings and cylinder liners experienced in the starting period after development were so1ved by the measures for improvement by the strenuous effort of the manufacturers of engines, and nowadays, there are many engines available which are reliable and stable. As for the low fuel consumption, the engines of the fuel consumption of 120g/PS . h or less and of the thermal efficiency of 50% or over have been realized by the emp1oyment of the highly efficient uni-flow type, the constant pressure turbo-charging type and the super-1ong stroke system,

October 1995 (51)

116 Marine Engineering Progress in 1994 and it is said that it is difficult to expect greater improvement in terms of the low fuel consumption. Referring to the trend of the recent engines of medium and large size which is closely related to the quality to be required for the lubrication oil for marine use, the longer stroke, and the increase in the combusion maximum pressure and the output ratio have been implemented While realizing the detailed improvement without deteriorating the reliability ever fostered. That means, the severity is increased for the lubrication oil, and more excellent high temperature detergency, thermal stability, and antiwear/antiseizure properties of the oil have been required. The literature published in 1994 regarding the lubrication oil for marine use includes many reports on the wears of the cylinder liner and the piston ring which are regarded to be most important from the viewpoint of lubrication of the marine engines. The results of the examination for 3 years from Apri1, 1989 to March, 1992 were summarized, and the reports10) were made on the results of wears of the liners and rings of the new type low speed cross-head engines mounted on the ships engaged in service. Analyses of the distribution of the cylinder oil feed rate for each model, and of the wears of the liners and rings were made. In comparison with the previous examination ( 1986- 1989), the results of examination this time indicated that the stable conditions were kept regarding the weas of the models of small cylinder diameter together with the findings that the excessive wears of the rings were observed in a part of larger engines whose cylinder diameter was 720mm or over. In one paperl1), the case of the abnormal wear of the liners and the rings of a new type cross-head engine was analyzed to list up the factors, and the remedies to improve the service life of the engine from the stand-point of the manufacturer of the engine, and in one technical explanation12), the performance of the base oils and the additives which are the components of the cylinder oil were comprehensively described based on the laboratory evaluation, and the relationship between the total basic flow rate (alkali value x oil amount to be fed) of the oil adhered to the upper and lower parts of the cylinder liner was described. An important factor from the viewpoint of lubrication of the cross-head engine is the lube-oil feed rate, and the notes and problems on the use of the multiple proportional method proposed as the guideline for the lube-oil feed rate were introduced13) in comparison with the mean effective pressure (mep) proportional method. There are explanations14),15) of the monitoring method to understand the lubricating condition of the cylinder liner of the cross-head engine during the operation. The effects of the oil film forming

condition, the properties of the cylinder oil to be extracted from each part of the liner, and the increase of the ring s1ot on the lubrication were examined by the monitoring method by using an experimental engine of single cylinder type. The reduction of lube-oil feed rate was tried on the engines of the ships engaged in service whose oil feed rate were considered excessive based on the obtained results to find that the reduction was successfully achieved in each ship15). A report16) was made on the examination on the remarkable rise of the density, the kinematic viscosity and the alkali value attributable to the mixture of the used cylinder oil, regarding the changes in the proper-ties of the system oil of the cross-head engine, and it was pointed out that the present quality guideline of the used system oil must be reconsidered. Reports on the results of the laboratory experiments were made on the themes from the experiences in the field regarding the performances to be required for the marine diesel engine oil, e.g., the high tempera-ture characteristics17) of the cylinder oil, the lubrication characteristics1O of the used trunk piston engine oil, and the effect of the soot19) and the sulphuric acid2o on the lube-oil quality. The consumption of the lubrication oil is also one of the important themes, and there is one interesting report21) on the effect of the s1ot clearance of the piston top ring and the ring face profi1e on the consumption of the lubrication oil and its mechanism for a high speed diesel engine. There is one report22) on the field survey on the engine oil, the fuel oil, and the status of the engine operation for the engines of over lOO fishing boats forming a part of the activities to establish or amend the standards on the oil products to be used on board the fishing boats. References 1) MARINE ENGINEERS REVIEW, February,

11(1994) 2) MARINE ENGINEERS REVIEW, January,

11(1995) 3) O. HANASHIMA. Journal of the MESJ, Vol. 29,

No.2, 119(1994) 4) K. TAYAMA. Journal of the MESJ, Vol. 29, No.

1,5(1994) 5) K. SONODA. Journal of the MESJ, Vol. 29, No.

2, 106( 1994) 6) K. SONODA. et al. Journal of the MESJ, Vo1. 29,

No. 6, 422( 1994) 7) H. KONDOH. et al. Journal of the MESJ, Vo1. 29,

No. 11, 798( 1994)


Annual Review 117 8) O. HANASHIMA. Internal Combustion Engine,

Vo1. 33, No. 423, 83( 1994) 9) Y. WAKATSUKI. Preprint of 36th Special Tech-

nical Meeting of the MESJ, 1( 1994) 10) H. IDE. et al. Preprint of 36th Special Technica1

Meeting of the MESJ, 41 ( 1994) 11) T. HADA. Preprint of 36th Special Technica1

Meeting of the MESJ, 25(1994) 12) T. KOIZUMI. Preprint of 54th Annual Technica1

Meeting of the MESJ, 173( 1994) 13) H. IDE. et al. Preprint of 54th Annual Technica1

Meeting of the MESJ, 167( 1994) 14) K. MAEKAWA. et al. Preprint of 54th Annua1

Technical Meeting of the MESJ, 138( 1994) 15) K.TAYAMA. et al. Journal of the N4ESJ, Vo1. 29,

No.3, 26 1( 1994) 16) H. MIYANO. Preprint of 54th Annual Technica1

Meeting of the MESJ, 159( 1994) 17) T. KIMUIMA. et al. Journal of the JAST, Vo1. 39,

No. 3, 269( 1994) 18) T. KIMIJIMA. et al. Journal of the JAST, Vo1.

39, No. 3, 277( 1994) 19) T. KIMIJIMA. et al. Journal of the JAST, Vo1.

39, No. 4, 337( 1994) 20) T. KIMIJIMA. et aI. Journal of the JAST, Vo1.

39, No.5,451 (1994) 21) K. MIHARA. et al. Internal Combustion Engine,

Vo1. 33, No. 416, 23( 1994) 22) K. ODA. et al. Text of Petroleum Product Sympo-

sium of the JPI, 1 17( 1994) [Hiroyoshi Hakamada]

10. Nuclear ships

10.1 Research and Development by Japan Atomic Energy Research Institute 1) 10.1.1 Nuclear ship " Mutsu "

0verhau1 of "Mutsu" and future schedule "Mutsu" completed the experiments based on the "Basic plan on the studies necessary for the research and development of the nuclear ship by Japan Atomic Energy Research Institute" which was stipulated by Prime Minister and Minister of Tmnsport on March 3 1,1985, and the works related to the overhaul at Sekinehama Port as permanent mooring port was started. The works related to the overhaul were started from the cooling of the spent fuel from 1992, and the taking-out work of the spent fuel, the water-removing work, the equipment withdrawing work such as the auxiliary machinery room of the reactor, the dredging work in Sekinehama Port, and the drilling work at the land adjacent thereto were executed (Fig. 10.1). In 1994, the overhaul work, the withdrawing work and the decontamination work of the equipment and pipings of the auxiliary machinery room of the reactor were completed, and a part of the storing building was completed, and the temporari1y stored radioactive waste was transferred to the storing building, and stored there. Then, the reactor will be completely withdrawn from the nuclear ship "Mutsu" in July, 1995, and stored in the reactor storing room of the Sekinehama associated land facility. No reactor facility or radioactive waste will be present in "Mutsu" by this conversion. Though the hull will be effectively made use of as an oceanography

October 1995 (53)

118 Marine Engineering Progress in 1994 research ship, the first nuclear ship in Japan will completely disappear. The resereach and development of the nuclear ship "Mutsu" which was the national project for 34 years since 1963 will be ended. The "Mutsu" project was the undertaking where enormous technological and social attentions were paid from the beginning, and the experimental navigation was completed in a safe and successful manner. As a result, the realization and the safety of the nuclear ship were proved, the fundamental technological basis for the development of the nuclear ship was established in Japan, and at the same time, it is expected that the future techno1ogical development for the marine use related to the nuclear power will be greatly developed. 10.1.2 Studies on Improvement of Marine Reactor Japan Atomic Energy Research Institute has been advancing the research and development of an improved marine reactor aiming at the realization of a future marine reactor together with the research and development by "Mutsu". In the case of the marine reactor, the requirements for the output, the loading conditions, and the automation of the operation are different depending on the kind of ship where the marine reactor is mounted, and the research and development has been advanced on two kinds of improved marine reactors, i.e., a large marine reactor MRX (Marine Reactor X) and a reactor DRX for a deep-sea ship (Deep-sea Reactor X) to be mounted on an ice-

breaking observation ship and a deep-sea scientific research ship where early realization can be expected. The conceptual design was already established for the MRX and DRX, and at the same time, the development of the element technology such as the test for the passive safety technological basis, and the development of the element equipment such as the control rod drive device of the reactor vessel incorporation type has been advanced. They are also considering the demonstration of the realization of the concept, and the acquisition of the hydrothermal data required for the detailed design development, and the development of the de-sign studies at the technological level including the demonstmtion of the reliability of the new concept and the performance of the operation and maintenance. (1) MRX MRX is the marine reactor to simultaneously achieve the high safety and the miniaturization and weight reduction by employing the integral PWR and the reactor built-in type control rod drive device, the water-fi1led container, and the decay heat removing system by the natural environment (Fig. 10.2). The major design review works in 1994 included the improvement of the workability by slightly increasing the inner diameter of the container, the changing of the emergency decay heat removing system to the primary


Annual Review l 19

cooling water circulating system, the review of the watertight container structure and the reactor vessel, the review on the fuel exchange of comprehensive withdrawal type (Table l0. 1). The review of the application of the cassette type direct tube type steam generator which is now used in Russian reactors to the MRX, and the reliability analysis of the emergency decay heat removing system where the GO-FLOW method is used were executed. (2) DRX DRX is an integral reactor where the steam generator is built in the reactor vessel same as MRX, and in addition, the turbine and the generator are also built in the container. The review was started in 1989 as the super-compact power generating unit, and now the conceptual review is still under examination (Fig. 10.3).In 1994, the detailed design of the turbine and the generator, the structural and thermal design of the steam generator, and the response analysis to the ship rolling motion and the load fluctuation and the starting method were reviewed. (Table 10.2).

It is necessary to so1ve the techno1ogical problems required for the practicality together with the design studies, and the development of the reactor vessel built-in type control rod drive device, the fundamental study on the passive safety techno1ogy, the studies on the water-immersion techno1ogy of the equipment for the marine reactor, the development of the constitution of the integral reactor, and the study on the sophistication of the shield design technology, the development of the highly automated system Of the marine reactor plant, and the development of the high burn up core were executed. 10.1.3 System Research for Practicality of Nuclear

Ship To cope with the practicality of the nuclear ship in the future, it is essential to establish the marine reactor plant of high safety and reliability which can compete with the conventional ship from the economical view-

October 1995 (55)


point and be accepted both nationally and internationally. For this purpose, it is important to establish various environmental preparations required for the navigation of the nuclear ship, such as preparation of the safety standards which are internationally common for the navigation as a ship, preparation of a repair base in addition to demonstration by the model and the testing device on trial basis where the actual conditions are simulated. The system research for practicality of the nuclear ship aims at extraction of the problems to be solved such as what nuclear ship is required and what functions it should be provided with under the social envi-ronment to be expected in the future, by summarizing the requirements for the practicality of the nuclear ship from the viewpoint on the need side, and the researches have been made for five years from 1992 to 1996 on two items, i.e., (1) Review on the total system related to the operation of a nuclear ship, and (2) Review on the design of a practical nuclear ship.

The aim of 'Review on the total system related to the operation of a nuclear ship" is to indicate the

concept of the total system related to the operation of the nuclear ship, and to clarify the situation where the nuclear ship is needed, the system and environmental conditions or the like to be established for the operation of the practical nuclear ship. In 1994, reviews were made on the operation supporting system for the nuclear ship, the treatment and disposal of the radioactive waste from the nuclear ship, the regulations and standards related to the operation of the nuclear ship, and the establishment of the free operation system of the nuclear ship. The aim of ''Review on the design of a practical nuclear ship" is to clarify the technological problems and matters for the practicality of the nuclear ship in the future, and in addition, to clarify the requirements of the reactor plant in the practical nuclear ship to make it useful to the embodiment of the development of the future marine reactor. In 1994, the conceptual design was made for the nuclear ships for commercial use, and a super-high speed container ship and a displacement type large high speed type container ship were selected


Annual Review 121 as the respective models for the conceptual design. 10.2 Research and Development by Ship Research Institute2) "Study on the application of the system reliability analytical method GO-FLOW'' aims at the establishment of the element technology for the reliability analysis for the reactor facility to begin with the marine reactor, and started the review of the function to identifying the major accident sequence and the development of the accident development simulator. In ''A study on the load on the reactor piping system support by the water hammer caused by condensation'', the troubles of the piping system of the light water reactor were reviewed. "A study on the numerical simulation of the hydro-thermal behavior of the marine reactor'' aims at the simulation of the effect of the fluctuation of the flow derived from the hull motion on the decay heat removing capacity from the core, and the development of the two-dimensional non-stationary hydrothermal analytical code was successively conducted. In the field of the radiation shield, the performance assessment of the high performance shield material by the fuzzy inference, the safe transport of the returned waste, the development of the high performance liquid shield material, and the development of the ceramics mu1ti-functional shield material were successively conducted. In addition, the effect of the vertical rolling on the natural circulating cooling system was successively conducted, and the studies on the uti1ization technology of the aI1-around human functions to the reactor plant and on the monitoring system of the autonomous, distributed and cooperative functions were started. 10.3 Research and Development by Other Insti

tutes Power Reactor and Nuclear Fuel Development Corporation studied the feasibility of establishment of the power source for the deep-sea research ship using the fast reactor and the gas loop. Tokyo University of Mercantile Marine conducted the studies3) on the in-water steam condensation vibration in the pressure containment system. Kobe University of Mercantile Marine successively conducted the studies3) on the effect of the gravity acceleration in the forced convection sub-cool boiling, and the heat fluidization phenomenon on the passive safety system. References 1) "Current research and development of nuclear

ship", JEARI, 1995 2) Material suppried from Aya, I., Ship Research

Institute

3) Takamasa, T., et. Al., Journal of MESJ, 29-3, 1994

4) Material suppried from Fukuda, K., Kobe University of Mercantile Marine

[Tomoji Takamasa] 11. Automatic Control

11.1 General Most of the topics in the field of the automatic control in 1994 were for the ships engaged in coastal services. The automatic control equipment was in the same level as the conventional one in the condition where the combined crew system with alien crew is implemented in the field of ships engaged in oceangoing services, and there are some opinions that it is desirable to introduce a simple system which can be easily familiarized among the alien crew. The experimental high speed cargo ship of the next generation "Techno-Super Liner (TSL)'' was completed, which had been developed since 1989, and the field navigational tests were started. Reviews were made on the modemization and the labor savings in the field of the ships engaged in the coastal services successively from the last year, and the ships provided with the equipment to meet these requirements were engaged in services. 11.2 TSL Hull Attitude Contro1 System TSL has been developed by the ''TSL Technology Research Union" which was organized by the major seven shipbuilding companies under the subsidy from the Association for Structural Improvement of the Shipbuilding Industry, and the Japan Shipbuilding Industry Foundation, and the hull is classified into Type F where the hydrofoil is the prototype and Type A where the air-cushion vehicle is the prototype. TSL is the high speed cargo ship with unexperienced high speed of 50 knots, and the hull attitude control during the high speed operation is an important element, and the outline of the control is introduced as foI1ows. a) Type F TSL Type F TSL ''Hayate'' was developed by Kawasaki Heavy Industries Ltd., Ishikawajima-Harima Heavy Industries, Co., Ltd., Sumitomo Heavy Industries, Ltd., NKK Corporation and Hitachi Zosen Corporation, with Kawasaki as the leader. A submerged body and hydrofoils are mounted on the lower part of the main hul1, and the hull is afloat by the buoyancy and the lift thereby to allow the navigation, but the hull attitude control is indispensable since it has no self-stability. The vertical foil to control the yawing and the horizontal foil to control the pitching are mounted on

October 1995 (57)

122 Marine Engineering Progress in 1994 the fore and aft parts of the submerged body, and the lift to make the hull afloat is obtained by the main foil mounted in the vicinity of the center of gravity of the submerged body, and at the same time, the rolling is controlled thereby. The information of the attitude angle, the azimuth, the angular velocity, the wave height at the bow and the acceleration are inputted to the attitude control device, and the control signals are transmitted to the flap and rudder mounted on each foil, and the control similar to that of the aircraft in an image manner is realized. b) Type A TSL Type A TSL ''Hishou'' was developed by Mitsubishi Heavy Industries, Ltd. and Mitsui Engineering & Ship-building Co., Ltd., and the former was responsible for the aft part of the hull while the latter was responsible for the fore part of the hul1. An air chamber is provided by sealing the fore end and the aft end of two hulls of the catamaran, and the catamaran navigates by the water jet propulsion system under the condition of afloat by the fan for floating in the same manner as the conventional air-cushion vehicle. Since the hull of Type A TSL is floated on the wave by the air pressure, the hull is greatly moved in the vertical direction according to the height of the wave, and when the hull is on the crest of the wave, the air leakage from the air chamber causes the severe motion in the vertical direction due to the fluctuation of the inner pressure. For this reason, the inner pressure in the air chamber is kept constant by controlling the opening of the louvers mounted on the sides of the air chamber to suppress the above motion, and the underwater fin is provided at the fore part to suppress the pitching and rolling by controlling the flap. The information of the pressure in the air chamber, the pitching and ro1ling, the acceleration, the angular velocity, the bow height, etc. is inputted to the attitude control device, and the signals are transmitted to the louvers and flaps to control the hull attitude. 11.3 Other Control System Nishishiba Electric Co., Ltd. developed a main shaft driven generating system applying the Direct Digital Contro1 (DDC). This system is characterized by the sophisticated control and the reduction of the time for restoration by the accumulated control data using the microprocessor, the improvement of the operability by the color LC display with touch-key system, the structuring of the fai1ure diagnostic function, the expandability to the integrated system by the data communication functions, etc. The adjustment of the control system is greatly improved by applying the DDC control system compared with the conventional

analogue system. Mitsubishi Heavy Industries, Ltd. developed the joystick maneuvering system "Super Joy" to realize the safety and labor saving when the ship arrives/leaves at/ from the pier. The system realizes the movement and turning of the hull through the optimum control of several actuators such as the propeller, the rudder and the thruster by one joystick lever and one turning dial, and is provided with the wind force compensation function, etc., and the expandability to the automatic position keeping function is also realized. Mitsui Engineering & Shipbuilding Co., Ltd. developed similar ship maneuvering system (Mitsui Ship Maneuvering System), which are marketed mainly for the ships engaged in coastal service and the research ships. Mitsubishi Heavy Industries, Ltd. developed the cargo handling automation system "Super Cargo X" for tankers engaged in coastal service, and applied to the product tanker "Kakuyo Maru" (delivered in October,1994) for Tsurumi Transport Co., Ltd. The system first applied the cargo handling automation system which has been widely applied to larger tankers to the tankers engaged in coastal services, and is provided with the functions such as the cargo handling planning support, the in-advance simulation, the guidance of automatic contro1, and plays a role for the modemization of the ships engaged in coastal services. References

1) The high speed cargo ship of next generation

''Techno-Super Liner'' Nikkei mechanica1, 8.8.1994

2) T. Taniguchi, et "Direct Digital Control Shaft Driven Generating System in Ships ",NISHISHIBA REVIEW, 1994 Vo1.20 No.1

3) H. Ojima, et "Development of Advanced Joystick

Control System'', MITSUBISHI HEAVYINDUS-TRIES TECHNICAL REVIEW, Vo1.31

4) Mitsui Engineering & Shipbuilding Co., Ltd. ''Mitsui Ship Maneuvering System", Science of ship Vo1.47,9.1994

5) Naikou kaiun shinbun, 1 1.21.1994 [Katsurou Kuwahara]

12. Electronics Technology

12.1 Ship Maneuvering Simulator With the increase of marine casualty caused by human error, introduction of the ship maneuvering simulator is studied as an effective training method for seamen. The ship maneuvering simulator was ap-proved already as a training equipment by STCW convention. Because poor training due to shortage of


Annual Review 123 seamen, etc., is mentioned as the cause of human error, the simulator is considered more important for their training. There are 2 types of simulators. The large sized one consists of a room which simulates the bridge of the ship, and large screens facing to it. The small one is designed for primary training of maneuvering and for limited budget. Ishikawajima-Harima Heavy Industries Co., Ltd. announced the small sized simulator Model SMS-EC 1OO series. It consists of a simulator part including maneuvering devices, a CRT display and a simulated acoustic generator, and a teacher part. It can calculate every real-time of the ship motion which varies by the engine and rudder operation and by the influence of wind, tide, etc., using mathematical model based on fluid dynamics. It can handle 5 kinds of the own ship, influence of wind, wave, and tide, special effect of pier, sea berth etc., 3 kinds of other ships and maximum 4 tugboats . The scene is displayed on one display. In order to view 360 degree freely, selection of field of vision and zooming of any direction are provided. The scene is horizontally 60 degree and vertically 40 degree by 3-dimensional computer graphics. The contents of scene are as follows; day, dawn, night / fog (7 1evel) / navigation lights of other ships / area (ocean, harbor, etc.) Necessary navigation instruments and information from the instruments are displayed in the scene. An acoustic simulation is useful to improve the feeling of presence-at-the-place and for training of recognition of the navigational situation by fog horn signals. In the instructor function, contro1, monitoring, and change of training and its conditions and analysis of the results are available. 12.2 Navigation Equipment In response to the recent trend toward one man operated bridge, new navigation equipments are an-nounced. Tokimec Inc., announced IBS, Model IBS- 100 which consists of radars, an autopilot, a bridge monitor and its network. Combination of up-to-date technology of radar, autopilot and ECDIS enables the collision avoidance maneuvering on the radar display or ECDIS display, using the joystick lever etc. Functions which will satisfy ECDIS performance standards, now under study by IM0, are included in it. Centralized management of alarms allows easy understanding of conditions of each equipment and response to the emergency situation and is useful to decrease the work loads of seamen. The specification of ECDIS is as fol1ows;

display part: 26 inch high resolution color CRT

operation mode: monitoring and navigation

planning display mode: north up/course up, true motion /

relative motion main function: chart display, ship positioning,

navigation planning, automatic navigation, route monitoring, navigation recording, navigation information, radar display synthesis, ARPA data display, alarm display, self diagnosis, and data recording.

Yokogawa Densikiki Co., Ltd. announced new type of gyro compass Model CMZ 500 series aiming at one man bridge generation. Its peripheral including repeater compasses can be driven by extemal azimuth signals of a magnet compass etc. An operation and display panel type 3 can correct speed error automatically, by input of ship speed and latitude signals from the ship speed and distance meter, GPS etc. A remote control unit enables on / off of electric source of the gyrocompass and set-up operations. It is designed as small sized, light weighted equipment with low electric power consumption. Tokimec Inc. announced Model TG-6000 series as the next generation gyrocompass. Its features are small size, light weight, 1ow power consumption, and various output forms for IBS. Yokogawa Densikiki Co., Ltd. announced the double axis type electric magnetic log Model EML 50O series. Up to now, double axis (fore-aft / port-star-board) measurement of ship speed was only carried out by doppler sonars, etc. For one man bridge application, new series have enriched output channels and simplified connections between peripheral having NEMA interface. Non extruding sensor enables application for the high speed crafts (speed 65 knots). The sensor with a built-in amplifier can send stable current signal at a long distance. Back-up by input of GPS signals, etc., is available. The same company announced the chart plotter Model SPL 200 and small size chart plotter Model SPL 500M. The own ship position can be pointed by the light mark on the paper chart in use now. Registering chart information and route plan can be stored in memory cards.

[Takao Satoo] 13. Electrical Equipment and System 13.l Trend Development of devices making use of the current technology has been made around the fields of the automatic control and the electronics. In the electrical field, the studies on the electric propulsion system

October 1995 (59)

124 Marine Engineering Progress in 1994 where the conventional technology has been further developed were made to provide useful guidances and proposals on the electric propulsion incorporating the current technology. The problems on the environmental technology are positively challenged. Thus, the current technology is being incorporated in the field of electricity . 13.2 Power Source and Power Fields Taiyo Electric Co., Ltd. developed the motor for the electric propulsion on commission of Ship & Ocean Foundation as the subsidy work in 1993 by The Japan Shipbuilding Industry Foundation through the public fund by the motor boat racing. Reduction of the on-board maintenance is indispensable to promote the automation and labor saving of the ship and to realize the operation of ship with small number of crew, and for this purpose, promotion of the development to high reliability of the on-board equipment starting from the ship propulsion engine and improvement of the on-board working environment and habitability for the crew under the conditions of noise, vibration and high temperature are important tasks. This motor for the electric propulsion was developed as one of the remedies to so1ve the problems to be technically developed. The motor for the electric propulsion was realized where similar performance to that of the Ward-Leonard control of a DC motor is obtained by the DC thyristor motor and the AC thyristor motor, and in addition, commutators or brushes with troublesome maintenance can be dispensed with, and a new system taking advantage of the respective characteristics was developed. The respective methods were verified and proved to have excellent performance and controllability as planned, and to have practicality by making use of the characteristics. It is proposed that the DC thyristor motor is simple in the main circuit constitution, and suitable for the compact and inexpensive system, while the AC thyristor motor is suitable for the large system due to its torque characteristic, suggesting a guide line for the design of the electric propulsion. Nishishiba Electric Co., Ltd. executed the re-search and development of the contra-rotating electric motor on commission of Ishikawajima-Harima Heavy Industries, Co., Ltd. as the subsidy research of the Ship & Ocean Foundation . The contra-rotating propeller: CRP whose propu1-sive efficiency is more excellent than that of the conventional propeller was put into practical use on large ships as the energy-saving device, and the ship pro-vided with the CRP having the mechanical contra-rotating mechanism driven by the main diesel engine was put into service. The energy-saving can be realized by emp1oying the

CRP also in the case of the electric propulsion, and the contra-rotating motor to directly drive the CRP was developed where the construction is simpler, the noise and vibration can be reduced, the mechanical controrotating mechanism can be dispensed with by taking advantage of the characteristics of the electric propulsion. With high efficiency of the CRP, the electric motor and the generating equipment are reduced in capacity, the advantages on the operation and arrangement together with the advantage of reduction of the noise level are indicated, suggesting the system useful for the passenger ships and the research ships. Nishishiba Electric Co., Ltd. developed the low noise type axial flow blower in the different method from the conventional one through the joint study with Kobe University. The major noise of the blower is attributed to the turbulence caused by the rotation of the impeller, and the large muffling effect was obtained and the efficiency of the blower was improved by rectifying this turbulence. The silencer can be dispensed with and the size is miniaturized and the weight is reduced, and at the same time, the deterioration of the noise absorbing effect due to the secular change and the reduction of the maintenance can be so1ved at the same time. The technical problems specific to ships such as miniaturization and weight reduction of the fuel cell plant, the load fluctuation characteristics, the characeristics of the rolling and vibration and the characteristics of the marine environment were studied mainly by the Shipbuilding Research Association of Japan, and the studies were started to clarify the items required to use the fuel cell for the propulsion unit of ships. Terasaki Electric Co., Ltd. put on the market the new generating plant management system (GAC- 16M) to improve the reliability, to sophisticate the supporting function to reduce the loads of the crew, and to realize the labor savings in the design and execution works. 13.3 Electricity Application and Other Fields JRCS put on the market the co1or LC 1ogger system (SMS-22) for ships having the color LC display where miniaturization and weight reduction are made, the reliability is improved, and the functionality is improved in place of the CRT display of the display equipment in the logger system (Alarm & Monitoring System). Suruga Seiki Co., Ltd. started the sale of the monitoring camera (OVS-SKH) which provides the sharp and clear image with a small light source such as the light from stars and the reflected light on the ground in addition to super-high sensitivity, super-low illumination, excellent image quality, and high degree of resolution, and excellent durability.


Annual Review 125 Mitsubishi Heavy Industries, Ltd. developed the anti-rolling device to suppress the rolling of small crafts when stopped by applying the control moment gyro (CMG) for controlling the position of the space satellite. 13.4 Standardization Activity The standardization activity by participating in international conferences of mainly IEC and by JIS/ JEM in Japan was promoted by Japan Marine Standards Society as leader. As for IEC attendance was made in the following international conference related to the marine electric-1ty. 1) IEC/TC Marine Electric Equipment Special

Committee 7 - 9 February, 1995 Venue: London

13.5 International Exchange The Second International Conference on Marine Electric Engineering (I1V[ECE'94) sponsored by People's Republic of China Electrical Industry Technical Society (CES) was held in Shaghai on 8 through 1l November, 1994, and the members Prof. Takeda and Prof. Horigome attended the conference together with the Japanese enterprises. References 1) Ship & Ocean Foundation, Report of Develop- ment of motor for electric propulsion 2) Nishishiba review, Vo1. 20 No.2, 1994 3) Nishishiba review, Vo1. 20 No.2, 1994 4) Terasaki Electric's Catalogue 5) JRCS's Catalogue 6) Marine, '94. 4 7) Fune no Kagaku Vo1. 47 1994- 1 8) Japan Marine Standard Society, Report of London

Meeting [Youji Tomita]

14. Ocean Engineering Machinery and Offshore Structures

14.1 Trend of Each Field 14.1.1 Field of offshore oil Development In 1994, oil price still kept a low level of around $ 15/bbl. So, the market of offshore structures such as oil rigs and deck modules remained inactive. New oil and gas fields were developed at North Sea and oil companies called bids for FPSO (Floating Production, Storage and off-loading) for early oil production. Some of Japanese shipbuilders made a bid for it but could not succeed, due to the disadvantage of transportation and current Japanese yen

appreciation. It is reported that Singapore shipbuilder made a successful bid. Furthermore, several FPSO are now tendering. 14.1.2 Field of Ocean Energy Development JAMSTEC (Japan Marine Science and Technology Center) is making reserches for effective utilization of wave energy to clean the cu1tivating field and to create the calm sea zone. The Kansai Electric Power Co., Inc. has been investigating lower hinged flap type wave energy converter jointly with Hitachi Zosen Corpomtion and Kansai Design Co., Ltd. In 1994, it is reported that a significant improvement of efficiency was attained by using electric generator with high efficiency and hydraulic accumlater. 14.1.3 Field of Development of Marine

Creature Resources Members of Marine Forum 2 1 (Incorporated Association of the Fisheries Agency) are improving the management system of existing farming platform by providing the remote feeding system by way of remote start/stop of electric generators and remote opemtion of feeding equipments on the platform. They are also investigating pneumatic feeding system instead of water stream feeding system . 14.1.4 Field of Development of Marine

Bio-Technology JAMSTEC developed in August, 1993 the deep sea microorganism experiment system which can cu1-tivate deep sea microorganism in the experiment room by creating the deep sea condition and started to investigate hereditary morecule under high water pressure.

14.1.5 Field of Utilization of Marine Space Shirasima oil storage base is now under construction and three (3) of eight (8) storage tanks set in position on March, 1995. Mitsui Engineering & Shipbuilding Co., Ltd. delivered two large diesel power barges having l00MW each to National Power Corporation of Phillippines. After the Hansin-Awaji earthquake, the idea of multipurpose rescue ships incorporating electric generating plants, water makers, medical instruments and so on is becoming a topic. 14.1.6 Field of Ocean Observation JAMSTEC is conducting the deep sea research by [SHINKAI 2000], [SHINKAI 6000] and unmanned

October 1995 (6 1)


searching vehicle [KAIKOU] and got various achieve ments . JAMSTEC is also observing plankton by marine laser observing instrument and is making analysis of distribution of sea water temperature by marine accoustic tomography . 14.2 Building Records Building records of offshore equipment in 1994 are shown in Table 14.1. Records is summerized by information from the committee members. Some big projects such as Shirasima oil storage base and power barge of Mitsui Engineering & Shipbuilding Co., Ltd. are outstanding. Mud dredger for Kanto Branch of the Ministry of Construction is a remarkable work vessel with current high technology.

Please refer to Table 14.l and 14.2 only for reference, because many shipbuilders and manufacturers other than committee members have a lot of building records and order records of work vessels, floating jetties, floating wave brakers, fishing banks and so on. 14.3 Order Record and Future Prospect Order records of offshore equipment in 1994 are shown in 14.2. Large project is not reported except Shirasima oil storage base . In 1995, some progress will be expected in the field of utilization of ocean space. Study of mega floating structure is going a step forward and various proposals will be expected. P1ant barges such as power barges are expected to increase to improve the infrastructure in area of South-


Annual Review 127

east Asia. In the field of offshore oil development, it is expected to increase the projects of offshore structures such as FPSO for early production. In the field of marine creature resources, progress of the next coastal fishery development will

be expected . It is also expected to increase the demand of various work vessels for rivival from the Hanshin-Awaji earthquake.

[Masanobu Terada]

October 1995 (63)

marine engineering progress in 1994 1. general 1.1 trend 1.2

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