Yb11 2

Year Book 2011 : Progress of Marine Engineering Technology in the year 2010
2. Diesel Engine and Main Parts:
2.1 The trends in the world;
According to “The 35th Issue of Production Trends of Marine Engine in Each Country” issued by Japan
Marine Equipment Association in August, 2010, the total amount of ships (over 100GT) newly
constructed in the whole world in 2009 was 3,554 ships in number and 77,072,507 GT in gross tonnage.
The number increased by 312 ships and the gross tonnage increased by 9,382,684 GT from the
respective figures of the previous year.
If the above amount is examined by each country, the new tonnage built in Japan was 18,972,278 GT,
which increased by 316,126 GT (1.7 %) from 18,656,152 GT of the previous year and occupied 24.6 %
(27.6 % in the previous year) in the total new tonnage constructed in the world. The tonnage newly built
in Korea was 28,848,797 GT which increased by 2,470,189 GT (9.4%) from 26,378,608 GT in the
previous year and occupied 37.4 % (39.0 % in the previous year) in the total tonnage newly built in the
world. Korea was followed by China which ranked 2nd place and newly constructed 21,969,189 GT.
Japan ranked 3rd place. These 3 countries were followed by Germany which constructed 780,809 GT,
and further followed by Rumania, Italy, Turkey, Formosa, Croatia and Poland in order of description.
(Table 2.1-1)
Table 2.1-1 Newly built tonnage of each country(2009)

Completed Previous year Fraction Previous
Country Share
ships ＧＴ ships ＧＴ（in ＧＴ） order
1　South Korea 524 28,848,797 520 26,378,608 9.4% 37.4% 1
2　China 1,086 21,969,189 861 13,956,161 57.4% 28.5% 3
3　Japan 576 18,972,278 562 18,656,152 1.7% 24.6% 2
4　Germany 50 780,809 70 1,350,383 -42.2% 1.0% 4
5　Rumania 58 720,285 54 592,313 21.6% 0.9% 10
6　Italy 22 554,479 24 700,254 -20.8% 0.7% 6
7　Turkey 127 515,154 132 709,970 -27.4% 0.7% 5
8　Taiwan 18 476,034 18 622,020 -23.5% 0.6% 8
9　Croatia 16 411,681 27 617,240 -33.3% 0.5% 9
10　Poland 60 359,695 63 672,431 -46.5% 0.5% 7
Others 1,017 3,464,106 911 3,434,291 0.9% 4.5%
Total 3,554 77,072,507 3,242 67,689,823 13.9% 100.0%
If the above amount is categorized by a type of ship (over 1,000GT), the oil tankers were 371 ships or
21,453,980 GT, which increased by 44.2 % in GT in comparison with the gross tonnage of the previous
year. The bulk carriers were 535 ships or 22,691,944 GT which increased by 74.4 % in GT. The general
cargo ships were 463 ship or 7,369,832 GT which decreased by 3.3 %, the container ships were 270 ships
or 11,474,651 GT which decreased by 29.3 %, the liquefied gas carrier and chemical tankers were 497
ships or 11,786,280 GT which decreased by 17.5 % and the fishing ships were 15 ships or 31,734 GT
which increased by 22.5 %. (Table 2.1-2)
The merchant ships of more than 2,000DWT newly built in 2009 in the world were 2,272 ships in
number or 113,131,225DWT, which respectively increased by 221 ships in number and by
23,536,275DWT in tonnage from the previous year. Looking at the actual construction result of these
ships by every kind of main engine, the diesel ships were 2,260 ships or 112,194,807DWT, which
increased by 230 ships in number or by 24,264,687DWT in tonnage from the previous year. Also, the
average tonnage equipped with diesel engine among the merchant ships of more than 2,000DWT newly
built within 2009 was 49,644DWT which increased by 6,328DWT from the previous year. However, the
1
Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

output of main engine per ship was 12,356kW which deceased by 744kW from the previous year.
The diesel main engines installed on board the merchant ships of more than 2,000 DWT in newly
completed in the world in 2009 were 2,869 units or 27,925,251kW. In comparison with the respective
figures of the previous year, the number increased by 619 units and the output increased by 1,331,240
kW.
If the above results are classified by each country which produced the main engine, Korea produced 585
units or 10,599,882 kW, which increased by 58 units in number and decreased by 206,546 kW in output
(98.1 % against the figure of the previous year) respectively from the previous year, and its production
share was 38.0 % in output which was the first place in the world. The next place was occupied by China
which produced 913 units or 7,185,962 kW that respectively increased by 223 units in number or by
1,316,862 kW (122.4 % against the figure of the previous year) in output, and its production share was
25.7 %. The above two countries were followed by Japan which produced 477 units and 5,297,146 kW
(95.0 % against the figure of the previous year) and ranked 3rd place. The above 3 countries occupied
82.7 % of the total world production. Further, Germany ranked 4th place followed by Rumania occupied
5th place. (Table2.1-3) The actual production results of 2 stroke engines in 2009 were 1,425 units or
22,025,949 kW (97.1 % against the figure of the previous year), and also, the production results of 4
stroke engines were 1,436 units or 5,869,864 kW (134.0 % against the figure of the previous year).
As regards 2 stroke engines among these engines, MAN-B&W was 1,238 units or 18,440,385 kW, which
respectively increased by 128 units in number or 1,088,096 kW in output (106.3 % against the figure of
the previous year), and its share was 83.7 % that was the increase of 7.2 point in comparison with the
point of the previous year.
Wartsila was 94 units or 2,757,804 kW which decreased by 28 units in number or by 1,608,576 kW in
output respectively from the figures of the previous year. Its share was 12.5 % which decreased by 6.7
point from the previous year. Mitsubishi UE was 93 units or 827,760 kW, which decreased by 12 units in
number or by 143,278 kW in output respectively from the figures of the previous year. Its share was
3.8 % which decreased by 0.5 point from the previous year. (Table 2.1-4)
As for 4 stroke engine, the first place was occupied by Wartsila the production result of which was 285
units or 1,884,728 kW that increased by 84 units in number or by 168,845 kW in output, and its share
was 32.1 %.
Wartsila was followed by MAK as 2nd ranking the production result of which was 255 units or 1,140,752
kW that increased by 28 units or by 8,580 kW respectively from the figures of the previous year. The
share of MAK was 19.4 %. The 3rd place was occupied by MAN which produced 175 units or 1,024,747
kW. Further, MAN was followed by Caterpillar, Bergen and Chinese STD Type I in order of description.
(table 2.1-5)
2.2 The status of development and production of each domestic maker;
2.2.1 IMEX Co., Ltd.

(1) New kind of product etc.
There is nothing to be specially described.
(2) The production results within 2010.
The production result of Hitachi-Zosen-MAN B&W 2 cycle main engine in 2010 is as per following table;
Number of unit: Output (kW)

25 141,955

Table 2.1-2 Newly built tonnage of each country categorized by types of ship (2009)
Oil tankers Bulk carriers General cargo ships Container Vessels
Country
ships ＧＴ ships ＧＴ ships ＧＴ ships ＧＴ
1　South Korea 120 9,661,361 53 4,115,186 11 528,742 108 6,539,042
2　China 143 6,916,293 250 9,187,072 177 1,758,181 86 2,166,799
3　Japan 85 4,647,994 190 8,426,238 95 2,854,835 26 1,124,253
4　Germany 2 29,994 2 40,468 12 336,689 18 311,272
5　Italy 0 0 0 0 9 536,645 0 0
6　Turkey 1 1,539 1 10,000 10 45,259 3 28,167
7　Taiwan 0 0 0 0 0 0 11 472,202
8　Poland 0 0 0 0 14 181,781 3 84,687
Others 20 196,799 39 912,980 135 1,127,700 15 748,229
Total 371 21,453,980 535 22,691,944 463 7,369,832 270 11,474,651
Liquefied gas carriers,
Chemical tankers
Fishing boats Others Total
Country
ships ＧＴ ships ＧＴ ships ＧＴ ships ＧＴ
1　South Korea 213 7,544,590 0 0 12 457,763 517 28,846,684
2　China 106 1,448,627 0 0 178 431,937 940 21,908,909
3　Japan 79 1,858,887 0 0 7 17,070 482 18,929,277
4　Germany 2 27,757 1 1,981 9 32,119 46 780,280
5　Italy 1 3,836 0 0 4 10,424 14 550,905
6　Turkey 64 369,700 1 2,751 10 40,217 90 497,633
7　Taiwan 0 0 2 2,200 0 0 13 474,402
8　Poland 1 7,833 0 0 13 76,265 31 350,566
Others 31 525,050 11 24,802 209 854,622 460 4,390,182
Total 497 11,786,280 15 31,734 442 1,920,417 2,593 76,728,838
Table 2.1-3 Diesel engine production results of each country (completed in 2009)
Production Previous year Fraction Share
Country
Units Output(kW) Units Output(kW) (%) (%)
1　South Korea 585 10,599,882 527 10,806,428 98.1 38.0
2　China 913 7,185,962 690 5,869,100 122.4 25.7
3　Japan 477 5,297,146 480 5,576,084 95.0 19.0
4　Germany 58 527,624 86 1,026,003 51.4 1.9
5　Rumania 92 516,450 24 295,757 174.6 1.8
6　Italy 45 421,277 44 655,549 64.3 1.5
7　Taiwan 10 353,647 1.3
8　Turkey 103 343,156 98 378,214 90.7 1.2
9　Philippines 16 309,097 16 178,382 173.3 1.1
10　Poland 53 299,867 23 259,228 115.7 1.1
Others 517 2,071,143 262 1,549,266 133.7 7.4
Total 2,869 27,925,251 2,250 26,594,011 105.0 100.0
Table 2.1-4 Diesel engine production results of each brand (in 2009) 2-stroke engines
Brand
Units Output(kW) Output（ｋＷ）（％）（％）
MAN-B&W 1,238 18,440,385 17,352,289 6.3 83.7
SULZER 94 2,757,804 4,366,380 -36.8 12.5
Mitsubishi ＵＥ 93 827,760 971,038 -14.8 3.8
Total 1,425 22,025,949 22,689,707 -2.9 100.0

Table 2.1-5 Diesel engine production results of each brand (in 2009) 4-stroke engines
Brand
Units Output(kW) Output（ｋＷ）（％）（％）
WARTSILA 285 1,884,728 1,715,883 9.8 32.1
MAK 255 1,140,752 1,132,172 0.8 19.4
MAN 175 1,024,747 703,544 45.7 17.5
CATERPILLAR 205 514,689 12,925 3882.1 8.8
BERGEN 100 432,497 0 7.4
CHINEESE STD.TYPE 105 196,879 196,084 0.4 3.4
YANMAR 75 172,506 139,758 23.4 2.9
DAIHATSU 54 131,699 168,674 -21.9 2.2
CUMMINS 58 84,190 16,110 422.6 1.4
HANSHIN 33 83,373 115,353 -27.7 1.4
Others 91 203,804 179,244 13.7 3.5
Total 1436 5,869,864 4,379,747 34.0 100.0
2.2.2 Akasaka Diesels Ltd. (“Akasaka Diesels”);

(1) The new kind of product and new technology developed in 2010;
Akasaka Diesels developed AX33B type engine to aim at providing the comfortable environment of
engine room. AX33B type engine has been pursued to reduce noise by adoption of hydraulic cushion type
push-rod and to improve the inboard environment with realization of prevention of oil splash by
adoption of bonnet on the basis of AX33 type engine that had been developed as the engine which is light
and compact and highly economical and friendly adaptable to the environment.
Also, they aim at reducing by half the consumption of system oil and cylinder oil from the conventional
consumption by adoption of AP ring and electronically controlled cylinder oil lubricating system.
Besides, since the main parts have been used in common with those of AX33 type engine, this engine
has becoming the engine having ample actual results. The appearance is shown in Fig. 2.2-1.
They plan to advance the development of new kind of engine in future on the basis of the technologies
cultivated through the development of AX33B type engine.
Fig. 2.2-1 Appearance of AX33B type engine

(2) The production results in 2010;

Table 2.2-1 shows the engine production results of Akasaka Diesels in 2010;
Table 2.2-1 Engine production results of Akasaka Diesels in 2010

Number of Unit Output(kW)
4 cycle engines 13 24,266
2 cycle enbines 23 135,845
Total 36 160,111
2.2.3 Kawasaki Heavy Industries, Ltd. (“KHI”)

(1) Research and development made in 2010;
In the international shipping, the 3rd regulation of IMO on the emission of NOx (nitrogen oxide) will
become effective from 2016 and the concern to the environmental protection of the earth has mounted,
and under the circumstances KHI developed their original technology to satisfy the severe
environmental regulation reaching the unknown sphere and placed diesel test engine at their Kobe
Works with the viewing of carrying out the research of the future’s improvement of engine.
Fig. 2.2-2 2cycle test engine
This diesel test engine is 2 cycle electronically controlled engine having 50cm of cylinder diameter which
is same in size as the actual engine, and therefore, the test can be conducted under the same conditions
as the actual engine. It started the first running in July, 2010, and the performance in fully loaded
conditions was verified in the end of August. Since then, the change test of electronic control to reduce
NOx and water emulsified fuel test etc. have been carried out. In addition to the NOx reduction
apparatus originally developed, the verification of engine performance and characteristic of exhaust gas
will be further conducted with the verification of the performance of NOx reduction apparatus and the
development of environmental measures will be prompted.
On the other hand, as the joint development works with Kawasaki Kisen Kaisha Ltd., KHI installed the
water emulsified fuel supply system originally developed for the newbuilding bulk carrier of 58,000
5

DWT and carried out the sea trials during the period between December, 2010 and January, 2011. From
now on KHI will carry out the long term onboard operation test and they will pursue that the water
emulsified fuel technology will be practically used as one of efficient technologies to clear the 3rd
regulation of IMO.
(2) The remarkable engine produced in 2010;
In 2010, KHI produced a port sided type engine (port design) 7L70ME-C8 in which the right and left are
arranged conversely against the arrangement of ordinary engine. In case of the main engine of the ship
equipped with single engine and single propeller, the exhaust manifold is usually arranged on starboard
side of ship, however, it is arranged on portside of ship in case of this engine. This ship is a RO/RO ship
and has been built in special consideration of client’s desire that the ship’s exhaust system should be
arranged on portside which is most remote from wharf upon berthing of the ship. Also, the technology
called TES (Thermal Efficiency System) was adopted for this engine. This is the system that the exhaust
gas needed for turbo-charging is controlled under the application of the highly efficient turbochargers
and the surplus exhaust gas by-passes the turbochargers and the said gas is led to exhaust pipe of hull
to recover the exhaust heat in order that the heat efficiency of whole ship can be elevated. The opening
motion of the by-pass valve is automatically controlled by ECS (Engine Control System) of main engine
in compliance with the operation conditions. The appearance of this engine is shown in Fig. 2.2-3.
Fig. 2.2-3 Appearance of port design engine
(3) The production results;

The production results in 2010 are as per Table 2.2-2
Table 2.2-2 Engine production result of KHI in 2010

Number of Unit Output
2 cycle engine 66 590,940 kW
Total 68 594,920 kW
2.2.4 Kobe Diesel Co., Ltd. (“Kobe Diesel”);

(1) New kind of product etc;
Kobe Diesel has been advancing the production of 6UEC45LSE type engine developed by Mitsubishi
6

Heavy Industries, Ltd. The production number in 2010 is 22 units, and 30 units have been so far
produced since the operation of the first unit started in February, 2009, and further, 18 units have been
under operation. 9 units out of the above are equipped with electronically controlled lubrication system
(ECL timing lubrication system). This system makes it possible to substantially reduce the consumption
of cylinder oil by the most suited lubrication timing by the use of electronic control.
UEC45LSE type engine has been developed as a substitute engine for UEC52LA type engine, and the
length over all is about 19 % shorter than 6UEC52LA and it enables the increase of cargo space. Further,
the weight of engine has been lightened about 18 % (195ton / 6 cylinder engine), and therefore, mono
block forwarding and mono block installation have become more easy. If the engine is evaluated from
structural point of view, the number of fastening bolt for cylinder cover and exhaust gas valve casing has
been reduced in comparison with the conventional kinds of engine. Also, it has been made pipe-less by
processing the oil passage within cam shaft casing in which the piping such as supply pipe of exhaust
valve hydraulic oil and lubrication pipe of cam shaft bearing etc. are arranged. These devices contribute
to the reduction of man hours of maintenance works. The cam shaft casing is solidly structured in
engine frame made from cast iron, and so, the structure has become compact.
As for the production numbers of LA/LS type engine, each one unit of UEC45/52/60LA has been
produced, and the production of LA/LS type engine is planned to be discontinued at the end of 2010. In
the matter of the total production number of LA/LS type engine, 45LA type is 151 units, 52LA/LS type is
284 units and 60LA/LS type is 144 units. The core of engine production will be LSII type and LSE type
from now on.
The production results of Kobe Diesel in 2010 are described in table 2.2-3 .
Table 2.2-3 Engine production result of Kobe Diesel in 2010

Year Number ofUnit Output（kW)
2010 39 386,040
2.2.5 JFE Engineering Co., Ltd. (“JFE Engineering”);

(1) The status as to how JFE Engineering copes with the environmental problems;
The obtainment of approval on the 2nd NOx regulation of IMO;
JFE Engineering applied for the inspection of 2nd NOx regulation of IMO on the 12PC2-6V type engine
scheduled to deliver within 2011 and obtained the approval that the engine satisfied the rules.
As for the approved engine, they applied and adopted the technological methods such as delay of fuel
injection timing, the increase of compression ratio and highly supercharged turbocharger, and mirror
cycle, and as a result, the almost same level of fuel consumption rate and smoke density as the
conventional engine has been maintained notwithstanding that NOx has been reduced about 15 %
compared with the conventional engine.
In addition to this engine, JFE Engineering plans to obtain the approval in turn on the engines to be
produced after 2011.
Table 2.2-4 Outline particulars of 12PC2-6V engine

Rated Output 6,600 kW
Rated Revolution 520 min-1
Mean Effective Pressure 2.20 MPa
Maximum Cylinder Pressure 13.7 MPa
Number of cylinder V-type 12cyl.

Fig. 2.2-4 Appearance of 12PC2-6V type engine
(2) Production results;

Table 2.2-5 shows the production results of JFE Engineering in 2010.
Table 2.2-5 Engine production result of JFE Engineering in 2010

Engine Type Number of Unit Output(kW)
16PC2-6B 2 24,000
Total 2 24,000
2.2.6 Daihatsu Diesel Mfg. Co., Ltd. (“Daihatsu Diesel”);

(1) The new kind of product and technology developed in 2010.
Daihatsu Diesel developed「6DE-18」and「6DE-23」as the environmental diesel engine which can cope
with the environmental problem becoming severe and severe and which are highly potential and
friendly to the earth. The outline particulars of DE-18 engine and DE-23 engine are respectively shown
in Table 2.2-6 and Table 2.2-7. Also, Fig. 2.2-5, Fig. 2.2-6 and Fig. 2.2-7 respectively show the
appearances of DE-18 and DE-23.
The main features of this engine are as follow.
(a) The engine that is friendlily suited to the environment of the earth.
- The reduction of emission of exhaust gas.
- The reduction and control of harmful matter.
(b) The improvement of reliability and durability in terms of long life.
- The reduction of operation cost.
- The stable and reliable start of engine.
- The securing of lubricating oil performance in terms of long life.
(c) The full and complete safety and assurance.
- The complete measures for fire prevention.
- The simplification of the connection adjustment with the onboard piping.
- The easy handling of engine controller.
It is DE engine which has realized the harmony with environment and high performance with
maintaining the high reliability and durability supported by the technologies accumulated for many
years. This engine has been able to reduce fuel consumption rate 3~5 % in comparison with the
conventional one in addition to the reduction of NOx. This engine has not only cleared the present 2nd
regulation of IMO, but also, has realized energy-saving and reduction of maintenance cost in
8

consideration of countermeasure against the 3rd regulation to be applied in 2016, and therefore, this is
really the environmental diesel engine of next generation type that excels in economical performance.
Table 2.2-6 Outline Particulars of 6DE-18 engine

Engine Type 6DE-18 6DEM-18
Use Auxiliary Engine for marine Main Engine for marine
Cylinder Diameter mm 185 185
Stroke mm 280 280
Number of cylinder 6 6
Revolution min-1 720 900 750 900
Rated Output kWm － 540~680 680~850
Generating Output kWe 360~635 400~808 －
Table 2.2-7 Outline Particulars of 6DE-23 engine

Engine Type 6DE-23 6DEM-23
Use Auxiliary Engine for marine Main Engine for marine
Cylinder Diameter mm 230 230
Stroke mm 320 320
Number of cylinder 6 6
Revolution min-1 720 900 750 900
Rated Output kWm － 950~1,200 1,200~1,500
Generating Output kWe 760~1,140 988~1,425 －
Fig. 2.2-5 Appearance of 6DE-18 engine (as generating engine)
Fig. 2.2-6 Appearance of 6DE-23 engine (as generating engine)

Fig. 2.2-7 Appearance of 6DE-23 engine (as main propulsion engine)

The production results in 2010 are shown in Table 2.2-8.
Table 2.2-8 Engine production result of Daihatsu Diesel in 2010

Outpuit Range Number of Unit Total Output（kW）
～1,000kW 698 438,276
1,000kW～2,000kW 122 163,819
2,000kW～3,000kW 91 234,977
3,000kW～4,000kW 27 84,137
4,000kW～5,000kW 3 13,213
Total 941 934,422
2.2.7 Diesel United Ltd. (“D U”);

(1) The new kind of product and new technology developed in 2010.
DU produces Diesel United-Wartsila RTA and RT-flex engines as low speed 2 stroke marine engine and
Diesel United-S.E.M.T PC engine as medium speed 4 stroke land and marine engine.
(a) Although DU had no new kind of product in 2010, they mainly produced the main engines RT-flex50
for installation on handy-max bulk carriers. RT-flex 50 engine is highly reliable and more than 55 units
have gone into operation so far, and the number of units including the ordered engines exceeds 80 units,
and this engine has recorded the largest number of engines so far forwarded from the works among the
electronically controlled engines, if the engines are categorized by the kind of engine.
Fig. 2.2-8 Diesel United-Wartsila 6RT-flex50

10

(b) DU developed the timing cylinder lubricating system of electronic type DU-TLS (DU-Timing
Lubricating System) for low speed 2 stroke marine main engine.
This lubricating system is the system in which the lubricating pump is hydraulically driven instead of
conventional mechanical driving and the suitable and proper quantity of lubrication becomes possible at
the fixed timing of crank angle, and this system is effective in enabling the improvement of sliding
condition of ring / liner and the reduction of cylinder oil consumption. (Refer to Fig. 2.2-9 & Fig. 2.2-10)
The shop test completed without problem in July, 2010 and the mechanical lubricating system of
RTA48T engine installed on the existing ship was replaced by DU-TSL, and then, the field test started
in March, 2011 and the system and engine have been under operation in good condition up to the
present.
(c) DU has endeavored to make better piston ring with a view to improving the seizure resistance and
abrasion resistance upon decrease of lubrication ratio, and as a result, in cooperation with IHI they were
successful in the development of the new spray-coated ring of next generation which is more superior in
seizure resistance and abrasion resistance to the existing spray-coated ring presently used by DU. This
new spray-coated ring was tested at shop at the same time together with the test of new lubricating
system (DU-TLS) and satisfactory result was obtained. After the affirmation of the above result, they
have started the field test on the aforesaid engine from March, 2011.
The production results of marine engine of DU in 2010 are as per Table 2.2-9. Among 26 units of 2 cycle
engine produced by DU, flex engine is 21 units and more than 80 % is occupied by electronically
controlled engine.
Table 2.2-9 Production result of DU in 2010

Number of unit Output
4 cycle engine 0 －
Total 26 544,135 kW
Fig. 2.2-9 Lubrication control unit
11

Fig. 2.2-10 Piston ring condition after shop test
2.2.8 Niigata Power Systems Co., Ltd. (“Niigata Power Systems”);

(1) The status of development;
(a) The countermeasures against the next regulation of NOx of IMO to be applied for marine diesel
engine;
In 2009, Niigata Power Systems applied the survey for obtainment of statement of compliance with the
2nd regulation of IMO in respect of the medium speed diesel engine 6L28HX (Fig. 2.2-11), and
successfully obtained the statement of compliance in February, 2010. This was domestically the first
obtainment of statement of compliance at the same time for the three kinds of test cycle (in modes of E2,
E3 and D2).
Niigata Power Systems applied not only to 6L28HX but also to other existing kinds of engine the
reduction technology of NOx emission, such as the optimization technology of fuel injection system
adopted for medium speed marine diesel engine「28AHX」developed in 2008 for satisfying IMO 2nd
regulation and the optimization of turbocharger system etc..
So far they have completed to apply the survey for 12 kinds of engine, and they plan to continue the
obtainment of the statement of compliance in turn on the rest of engines which have to comply with the
2nd regulation of IMO.
(b) The status of new development;
As regards the new development relating to engine itself, there was no matter to be particularly
mentioned in 2010.
Fig 2.2-11 6L28HX diesel engine

12


The production results of marine engine, Z type propeller, turbocharger and flexible coupling・damper by
Niigata Power Systems in 2010 are as per Table 2.2-10.
Table 2.2-10 Production result in 2010

Products Number Total output (kW)
Main engine 307 556,000
Auxiliary engine 5 2,427
Z-Peller 229 －
Turbocharger 8 －
Coupling, Damper 274 －
2.2.9 Hanshin Diesel Works, Ltd. (“Hanshin Diesel”);

(a) The countermeasures against NOx in respect of the engine;
The engines installed on ships to be keel-laid after January 1, 2011 will have to comply with the 2nd
regulation of NOx, and therefore, Hanshin Diesel has investigated in the last few years the
countermeasure method against the 2nd regulation of NOx that would minimize the worsening of fuel
consumption and they have repeated the test and experiments.
Upon coping with the 1st regulation of NOx, they satisfied the regulation mainly by improvement of fuel
injection system of their original 4 cycle engine, however, they have decided to cope with the 2nd
regulation by adoption of Miller cycle in addition to the above technology.
Hanshin Diesel have completely prepared the specifications to comply with the 2nd regulation of NOx
on almost all kinds of original 4 cycle engine, and they also received the survey of the 2nd regulation of
NOx for all kinds of LA type engine and other engines upon their productions and they have obtained
the certificate of EIAPP for these engines as well.
On the other hand, in the matter of MAN 2 cycle engine, the verification of specifications conformed to
the 2nd regulation of NOx has also been completed and the preparation for production of actual engine
has been under progress.
(b) The adoption of oil hydraulic valve-driving mechanism for large LH-L type engine;
Hanshin Diesel has adopted to the large LH-L type engine the oil hydraulic valve-driving mechanism
that had been well received by their clients on its application to their original 4 cycle engine LA type.
This oil hydraulic valve-driving mechanism changes the motion of cam to oil hydraulics by oil hydraulic
piston and makes suction and exhaust valves drive by loading oil hydraulics on oil hydraulic piston
positioned at the upper part of suction and exhaust valves. Excepting that oil hydraulic piston is
provided at each side of cam and suction & exhaust valve, the structure is not different from the
mechanical valve-driving system. And therefore, it is unnecessary to equip with the special devices like
hydraulic oil filters etc. to be exclusively used for oil hydraulic valve-driving mechanism, since the
hydraulic oil for this mechanism is commonly used with system oil of engine and divisionally supplied
from main pipe of lubricating oil fitted to the engine.
The oil hydraulic valve-driving apparatus enables the omission of maintenance works due to the
adjustment of tappet clearance becoming unnecessary, and at the same time, it has been greatly
effective on reduction of noise and prevention of oil splash. Hanshin Diesel has completed the adoption of
the oil hydraulic valve-driving system to LH46L type and LH41L type and they have successively
adopted it to LH38L as well. The types of LH46L and LH41L have been already delivered for their
clients. (Refer to Fig. 2.2-12)
13

Fig 2.2-12 Appearance of hydraulic valve-driving system
(2) The production results;

Hanshin Diesel produces original 4 cycle engine and MAN 2 cycle engine as main engine for ship’s
propulsion. The number of engines produced in 2010 and the output of production are as per Table
2.2-11.

Product Number of unit Output（kW）
4 cycle engine 43 124,563
2 cycle engine 19 81,630
Total 62 160,234
2.2.10 Hitachi Zosen Corporation (“Hitachi Zosen”);

As regards the new technology in 2010, Hitachi Zosen produced HITACHI-MAN B&W 7S65ME-C
engine equipped with hybrid turbocharger. Fig. 2.2-13 shows the appearance of the engine.
The hybrid turbocharger (MET83MAG) is the turbocharger within which the generator is installed and
it was proven that the power of more than 420kW could be generated under the loaded condition of more
than 75% upon the shop trial carried out in December. This is the first marine main engine in the world
on which the hybrid turbocharger has been installed, and it is planned that this engine will be placed on
board the ship in the beginning of 2011 and the demonstration test will be carried out on the actual ship.
Also, the 3rd regulation of NOx will be imposed from 2016, and therefore, Hitachi Zosen has been
pursuing the development of the method of Selective Catalystic Reduction (SCR) as the countermeasure
against the above rule.
The special feature of this SCR of Hitachi Zosen is that SCR apparatus is arranged at the location just
before turbocharger, and the following effects are brought about by this arrangement.
(a) The excessive and unnecessary CO2 is not emitted since such reheating process as required for the
type located after turbocharger is not necessary for the operation of SCR apparatus due to the high
temperature exhaust gas at pre-stage of turbocharger being used.
(b) The pressure of exhaust gas is high in comparison with SCR system of turbocharger located at
after-stage, and therefore, the apparatus becomes compact as the activity of catalyst becomes high and
less quantity of catalyst is required.
In 2010, Hitachi Zosen completed demonstration tests on single cylinder engine and then they installed
SCR apparatus on the multi-cylinder engine as the next step. Fig. 2.2-14 shows the appearance of the
multi-cylinder engine on which SCR apparatus has been installed.
From the beginning of 2011, they have carried out the onshore demonstration test on the multi-cylinder
engine, and then, they now plan to install it on the actual ship to conduct the demonstration test on
the ship actually in operation from the 2nd half of 2011.
14

Fig. 2.2-13 Appearance of the engine equipped with hybrid turbocharger
Fig. 2.2-14 Appearance of the multi-cylinder engine equipped with SCR

The following is the production results (on the basis of official trial date on shore) in 2010;
Total number of production unit: 52 units
Total production output: 825,620 kW
The electronically controlled engines produced in 2010 are 9 units in total consisting of MAN B&W type
and Wartsila type, and the total of units has gradually increased. Also, the number of units produced in
a year was most after the production works was transferred to Ariake.
2.2.11 Makita Corporation (“Makita”);

(1) The engine produced in 2010 which to be specially mentioned;
In the matter of 2 cycle diesel engine, Makita produced the first unit of 6S42MC7 type engine which
satisfied the 2nd regulation (Tier 2) of NOx.
Makita adopted the slide type fuel valve and Miller cycle and succeeded in maintaining the fuel
consumption rate within the planned value, and at the same time, they have fully cleared the limitation
15

of IMO.
Makita has newly adopted COL (Controlled Oil Level) for the seal device of exhaust valve and the
improvement of seal performance has been pursued.
Fig. 2.2-15 Appearance of 6S42MC7

The production results of marine diesel engine in 2010 are as follows;
2 cycle main engine;
Total number of unit: 77 units
Total output: 414,662kW (563,468PS)
2.2.12 Mitsui Engineering & Shipbuilding Co., Ltd. (“MES”);

MES produced the first unit of 7S65ME-C engine equipped with cylinder of diameter 65cm. MES
targeted at the compactness of oil hydraulic machinery and so they changed driving oil hydraulics from
200 bar of conventional standard to 300 bar. As for these 7S65ME-C engines, 4 units were delivered to
their clients in 2010, and MES plans to continue the production in succession in 2011 and 2012 as well.
In order to realize the reduction of both of NOx and CO2 which used to be trade-off relation, such as
NOx (nitrogen oxide) the emission of which will be controlled by the 3rd regulation of IMO becoming
effective from 2016 and the green house effect gas (GHG) which reduction target is being established
and especially the emission reduction of CO2 etc., MES has carried out the research and development
with hoisting their subject that they will establish “the most suited combustion technology of large slow
speed diesel engine”.
This research and development works were chosen as the object of「The aided works for technological
development of CO2 reduction from ships」that is the 4 years plan of Ministry of Land, Infrastructure,
Transport and Tourism, and this research and development have been also conducted as one of the joint
works with Japan Ship Technology Research Association (FY 2009) and Nippon Kaiji Kyokai (in FY
2009~2012).
In December, 2010, MES completed the production and installation of diesel engine 4S50ME-T for the
purpose of experiment in the machinery factory of their Tamano Works in order that they could carry
out the verification tests of the various environmentally-friendly technologies including exhaust heat
recovery technology originally developed by themselves. This test diesel engine has same cylinder size of
16

50cm of bore as the major kinds of engine produced by MES and it is the most modern type 2 cycle
electronically controlled engine of 4 cylinders, on which the various kind of test can be conducted under
the same conditions as the actual engine.
After the installation of test engine, the necessary performance of engine has been verified by starting
and test running. Further, by the use of this test engine, they will advance from now on the development
and optimization of THS (Turbo Hydraulic System) and EGS (Exhaust Gas Separation System) that are
their original technologies of reduction of fuel consumption, and SCR and EGR (Exhaust Gas
Recirculation) that are the environmentally-friendly technologies.
Fig.2.2-16 Appearance of test engine 4S50ME-T

The production results of diesel engine and total production output in 2010 are respectively 228 units
and 3,265,649kW, and the number of produced units was the largest in the past. Table 2.2-12 shows the
production results in 2010. (on the basis of official onshore test)

Cylinder Bore(cm) Number of Unit Total Output(kW)
98 7 423,118
80 5 138,031
70 35 646,505
65 5 89,915
60 74 1,005,627
Less than 50 102 962,453
Total 228 3,265,649
2.2.13 Mitsubishi Heavy Industries, Ltd. (“MHI”)

(a) UE engine: MHI, which is the licenser of UE engine, has so far advanced the development and sale in
the market of the newest LSE series in order to meet the latest market needs like pursuance of higher
output and more compactness, however, they have been now developing UEC80LSE that is the most
modern kind. UE80LSE was placed in the market in 1992. MHI started the development of this
UEC80LSE as a succeeding kind of engine of UEC85LSII having the largest bore among UE engines
which had enjoyed a number of delivery results to their clients as the most suited engine specially for
17

VLCC and VLOC. And they fixed the most optimum specifications for VLOC of 225,000 ~ 330,000 dwt
class and VLCC of 300,000 dwt class on the basis of the results of thorough market research, and they
fed back the know-how and field data accumulated throughout the experiences of past UE engines and
applied at the same time the most update energy-saving and environmentally-friendly technologies and
the improvement of maintenance performance, and as a result, MHI has been able to produce the
realizable specifications of engine. Further, by application of the UE electronically controlled engine
UEC-Eco having the excellent actual operation results, this engine has enabled the establishment of low
fuel consumption in which MHI surpasses other competitors even in case of application of the 2nd
regulation of IMO-NOx, and this engine will satisfactorily respond to the market needs as the engine
that will have further advanced the special features of UE engine well received by the clients, such as
high reliability, highly economical performance and highly environmental adaptability.
Table2.2-13 Outline Particulars of UEC80LSE

Engine Type UEC80LSE UEC85LSII UEC68LSE
Cylinder Bore mm 800 850 680
Stroke mm 3,150 3,150 2,690
Stroke/Bore － 3.94 3.71 3.96
Continuous Maximum Output kW 4,440 3,860 2,940
Enigine Revolution rpm 80 76 95
Mean Effective Pressure bar 21.0 17.1 19.0
Mean Piston Speed m/s 8.4 8.0 8.5
Fig.2.2-17 General view of 7UEC80LSE-Eco engine (image)
Also, the electronically controlled engine UEC Eco-Engine has been accumulating the satisfactory
operation results during more than 5 years, since the first unit of this engine went into operation in June,
2005 as the main engine of car carrier, and the necessary inspections were respectively carried out
during the 1st dock in February, 2008 and during the 2nd dock in June, 2010, and the engine has been
18

operated in good and satisfactory condition.

In October, 2010, MHI completed the onshore test operation of 7UEC60LSII-Eco for which further good
maintenance performance had been pursued on the basis of the satisfactory operation results as
mentioned herein-before, and it will go into operation as the main engine of car carrier in June, 2011.
The test operations of UEC52LSE-Eco and UEC80LSE-Eco are successively scheduled to be conducted
in 2011.
Fig.2.2-18 Appearance of 7UEC60LSII-Eco engine
(b) RT engine: The electronically controlled engine RT-flex96C which has a number of the actual results
as the main engine of large container ship has been under continuous construction.

The followings are 2 cycle marine slow speed diesel engines (UE engine, RT engine) produced in 2010;
Total number of produced engine: 26 units
Total output : 484,573kW
2.2.14 Yanmar Co., Ltd. (“Yanmar”);

(1) The new kind product and the new technology developed in 2010;
Yanmar developed the new marine medium speed diesel engine of 6EY22(A)LW type, which conforms to
the 2nd regulation of NOx of IMO (International Maritime Organization) and which is adaptable for the
class of generator capacity 660~1300k We, and they have achieved the enrichment of line-up of products.
Upon the development of this engine, Yanmar established the concept that 6EY22 type engine would
contribute to「The Elevation of Life Cycle Value (the client’s valuation of life value)」and「The Harmony
with the Global Environment」, and they have pursued the safe / low cost operation over long period with
maintaining the reliability and the durability of the auxiliary machinery that should be「Heart」of the
ship and the manufacture of product which life value can be realized by the clients, and further, they
have coped with the reduction of air polluted substance like NOx, SOx and CO2 etc. emitted from engine
under the circumstances that the environmental deterioration due to air pollution and the bad
influence on ecological system due to global warming have been becoming the most important global
issues.
◆ The main features of product;

1) In addition to ASSIGN combustion system originally developed by Yanmar, they have realized the
reduction of NOx exhaust quantity and the reduction of fuel consumption at the same time by adoption
19

of the Miller cycle system for which Miller type cam and high pressure ratio turbocharger are combined.
2) In relation to the use of heavy oil of low quality, Yanmar has been successful in the substantial
extension of maintenance interval and life of parts by application of stain control technology of the inside
of combustion chamber and by adoption of the application that is resistant to stain.
3) Yanmar has secured the enough maintenance space by optimization of arrangement of fitting
machinery of engine and developed the structure which assembling and decomposition are easy.
4) With the application of high output・modularization of parts, and re-examination of structure etc.
Yanmar has reduced the weight of engine by about 10 % in comparison with the conventional types of
their engines and reduced the space for the engine installation by about 17 % and expanded the freedom
of layout in engine room.
Fig.2.2-19 Appearance of 6EY22(A)LW type engine
5) They have adopted PF type fuel injection pump in which pump itself and driving part are separately
structured, and at the same time, they painted special carbon coating on plunger by which the
adaptability to low sulfur fuel could be improved.
6) They reduced the use of the environmentally hazardous substances by the standard application of
mercury-less digital exhaust thermometer that excels at visual recognizability and Pb free metal for
which any lead is not used.
Table 2.2-14 Specifications of engines

Model 6EY22LW 6EY22ALW
Use Marine auxiliary engine
Rated power kW 660～1080 880～1370
Engine speed min-1 720 900
Number of cyl. 6
Bore mm 220
Stroke mm 320
Gen. capacity kWe 600～1020 800～1300
(2) The production result in 2010;

The production results of marine engine of Yanmar in 2010 are shown in Table 2.2-15.
20

Table 2.2-15 Engine production result of Yanmar (2010)

Range of engine Marine Marine Total
output propulsion generator
[kW] Production Production Total of Total of engine
(PS) units units production units output
74 ~ 368 2,836 285 3,121 659,991
（100 ~ 500） (897,337)
368 ~ 735 585 771 1,356 743,712
（500 ~ 1,000） (1,011,165)
735 ~ 1,103 117 657 774 655,620
（1,000 ~ 1,500） (891,393)
1,103 ~ 1,471 18 57 75 99,022
（1,500 ~ 2,000） (134,632)
1,471 ~ 2,207 136 43 179 327,239
（2,000 ~ 3,000） (444,920)
2,207 ~ 2,942 13 28 41 100,467
（3,000 ~ 4,000） (136,597)
2,942 ~ 3,678 0 0 0 0
（4,000 ~ 5,000） (0)
Total 3,705 1,841 5,546 2,586,050
(3,516,044)
2.3 Principal Components:
2.3.1 Turbocharger;
2.3.1.1 Kawasaki Heavy Industries, Ltd. (“KHI”);
KHI produced total 36 units of turbocharger in 2010 under the technical cooperation with MAN Diesel
& Turbo SE in Germany. All turbochargers produced by KHI were installed on the large marine engines
made by themselves with more than 460mm cylinder diameter. The details are shown in Table 2.3-1.
TCA turbocharger that is the newest type has been now replacing NA type. Further, it is considered that
this tendency will become more remarkable in future.
Table 2.3-1 Turbocharger production result of KHI in 2010

Typ Number of Unit
NA48/S 9
NA57/T9 2
TCA55 8
TCA66 15
TCA77 2
Total 36
2.3.1.2 Turbo System United Co., Ltd. (”TSU”);

In 2010, TSU sold 2,912 units of turbocharger manufactured by the original makers, ABB Turbo
Systems and IHI. (Table 2.3-2)
21

Table 2.3-2 Turbocharger sold by TSU in 2010

Type Number of Unit
RU/RH 1,291
AT 281
TPS 1,076
A100-M 43
VTR/VTC 35
TPL 186
Total 2,912
Fig.2.3-1 Newly developed AT23 type turbocharger
Fig.2.3-2 TPL65 type turbocharger equipped with VTG
IHI has developed AT23 type turbocharger (Fig. 2.3-1) which is further smaller than AT14 type
turbocharger favored by the good results as the turbochargers specialized for marine main engine, and
medium / high speed diesel engine for auxiliary machinery and which covers the class of 270~750kW,
and TSU delivered 8 units of them to their clients.
Also, among the A100-M series (Maximum pressure ratio: 5.8) of next generation turbocharger for 4
stroke engines developed by ABB, A140-M was introduced in Japan for the first time in the previous
year, and further, A130-M and A135-M have been domestically delivered in 2010 in addition to A140-M.
As for these applications, the application of compressor’s pressure ratio exceeding 5 has appeared and it
has contributed to clearing the Tier 2 regulation of IMO. It is anticipated that the application of high
pressure ratio will further increase in order to comply with the environmental regulation and to improve
fuel consumption ratio in future.
On the other hand, in the matter of turbocharger for 2 stroke engines, since December, 2007 TSU has
22

carried out the field test of turbocharger (TPL65) equipped with VTG (Fig. 2.3-2) for marine main engine,
and they conducted overhauling inspection in May, 2010, when 11,060 hours running operation had
completed, and they made sure of the turbocharger’s capacity that could be further operated during the
time of more than 10,000 hours under the low quality oil being fired. VTG may be fitted to the next
generation turbocharger A100-L as an optional selection, which can contribute to improvement of
performance under partial loading. The turbocharger equipped with VTG has been well received by the
clients as the environmentally friendly system that contributes to energy-saving and reduction of GHG,
and ABB, the developer of the system, has already received the orders of 18 units, and further spread of
system will be much expected in future.
2.3.1.3 Mitsui Engineering & Shipbuilding Co., Ltd. (“MES”);

It has become clear that MES would deliver 8K80ME-C (Tier II, 2xTCA88-21V) equipped with VTA
(Variable Turbine Area: Variable nozzle) for the first time, which was introduced in this Year Book of
2009, to CMD (CSSC-MES Diesel in Shanghai) in April, 2011. TCA turbocharger is the turbocharger
which is applicable to high pressure ratio and is adaptable to engines for Tier II regulation.
MES imports the complete unit of VTA from MAN at present, however, the production by themselves
will be investigated in future.
Also, MES plans to conduct the necessary tests by the use of the ship on which TCA66-2 with VTA has
been installed, and they will continue the acertainment of the further reliability of VTA from now on.
Further, VTA will be also installed on the test engine (4S50ME-T, TCA55-2) completed in December,
2010 and the experimental tests will be carried out.
Fig. 2.3-3 VTA (TCA88) for CMD
In 2011, MES has also received the orders of VTA for main engine of newbuilding ship. In future MES
plans to enlarge the sales market of this technology as one of technologies expected to contribute to the
improvement of fuel consumption with a view to applying not only for newbuildings but also for the
existing ships under operation. Finally, the production number of TCA turbocharger in 2010 is shown as
follows;
Kind product TCA66-2 TCA77-2 TCA88-2

Number of production 117 26 37
2.3.1.4 Mitsubishi Heavy Industries, Ltd. (“MHI”);

23

MHI and Hyundai Heavy Industries Co., Ltd. (Korea), for which the technical cooperation has been
provided by MHI, produced total 1,754 units of MET type turbocharger in 2010. Among those, the
number of radial turbine turbocharger METI8SRC type for small type 4 cycle engine produced by
Doosan Engine, which has become the second licensee, has accounted for 988 units that has greatly
increased from 720 units of the previous year.
On the other hand, as regards large axial-flow turbine turbocharger, 660 units were produced and the
number reduced from 781 units of the previous year.
Also, MHI produced the total 22 units of 3 kinds of power turbine, MPT33A, MPT42A, MPT53A, for
exhaust heat recovery driven by gas by-passed from 2 cycle low speed engine. Any of them is used for
marine exhaust heat recovery system to drive generator in combination with steam turbine driven by
steam generated in exhaust gas boiler. Among them, MPT33A and MPT42A are combined with steam
turbine of MHI make, and this combined system is called MERS (Mitsubishi Energy Recovery System)
and has been watched with keenest interest by many ship-owners. Fig. 2.3-4 shows the generation
apparatus for exhaust heat recovery system combined with steam turbine.
Fig. 2.3-4 Waste heat recovery system with MPT42A power turbine
MHI produced the first unit of MET66MB of MET-MB series of axial-flow turbine turbocharger of high
pressure ratio that had been developed for obtaining the high scavenging pressure demanded by the
turbocharger for engine conformable to the 2nd regulation of NOx, and it was installed on the engine,
and then, the matching operation was carried out. The pressure ratio of compressor reached to 4.5 and
satisfied the turbocharger efficiency demanded by the engine.
MHI completed the production of the first marine unit of MET83MAG of hybrid turbocharger
containing generator within itself which MHI had started the development from 2008 and installed it on
2 cycle slow speed engine of 7S65ME-C type. This is what the permanent magnetic type synchronous
generator of maximum output of 550kW has been directly connected to rotor shaft of large sized
turbocharger MET83MA and generator has been placed within silencer of turbocharger. This is different
from power turbine, and the power is generated by use of a part of exhaust gas power changed in
turbocharger turbine and this power can fully cover all demand of electric power within the ship. The
onshore operation of the engine was carried out at the end of 2010 and the expected generation and
performance of turbocharger was verified. Fig. 2.3-5 shows the hybrid turbocharger under single unit
operation. The large sized bulk carrier installed this turbocharger is scheduled to go into operation
within 2011.
24

Fig. 2.3-5 Hybrid turbocharger
MHI developed the variable capacity turbine for large axial-flow turbine turbocharger. This is called VTI
(Variable Turbine Inlet), and the turbine capacity can be alternatively changed into 2 stages, small and
big, by opening and closing the valve fitted on casing at the gas inlet. Although the variable stages are
limited to 2 stages and the continuous variation is not possible in case of this method in comparison with
the variable method of other firms which can change the equivalent area of turbine by making turbine
nozzle rotate, it is meritorious that the structure is simple and the maintenance is easy. And further, the
retrofit demand may be expected for the existing ship under operation, since it is possible to make the
turbine variable only by replacement of the inside casing with nozzle ring at gas inlet. Fig. 2.3-6 shows
the appearance of the turbocharger fitted VTI turbine.
Fig. 2.3-6 MET66MA-VTI variable turbine
2.3.2 Maneuvering gears and governors;

2.3.2.1 Nabtesco Corporation (“Nabtesco”);
(1) The trends of development;
The number of slow speed 2 stroke diesel engine, that has adopted electronic control, has been
increasing with the favorable wind of the 2nd regulation of NOx which has started from January, 2011.
Needless to say, Nabtesco has concentrated in the development of maneuvering gears for diesel main
engine and governor system that are their main products, and at the same time, Nabtesco has developed
servo-valve and stroke sensor that are component parts of FIVA valve for MAN ME engine, and under
the recognition of MAN Diesel & Turbo, they have made the number of these adoptions increase in the
assembly of FIVA valve.
The production results in 2010 are 470 units of maneuvering gear for diesel main engine and 550 units
of governor system.
25

Servo-valve
Stroke sensor
Fig. 2.3-7 FIVA valve
[Written by Morio Kondo]
26

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Year Book 2011 : Progress of Marine Engineering Technology in the year 2010

2. Diesel Engine and Main Parts:

2.1 The trends in the world;

Table 2.1-1 Newly built tonnage of each country(2009)

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

2.2 The status of development and production of each domestic maker;

2.2.1 IMEX Co., Ltd.

Number of unit: Output (kW)

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

2.2.2 Akasaka Diesels Ltd. (“Akasaka Diesels”);

Fig. 2.2-1 Appearance of AX33B type engine

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

(2) The production results in 2010;

Table 2.2-1 Engine production results of Akasaka Diesels in 2010

2.2.3 Kawasaki Heavy Industries, Ltd. (“KHI”)

Fig. 2.2-2 2cycle test engine

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig. 2.2-3 Appearance of port design engine

(3) The production results;

Table 2.2-2 Engine production result of KHI in 2010

2.2.4 Kobe Diesel Co., Ltd. (“Kobe Diesel”);

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Table 2.2-3 Engine production result of Kobe Diesel in 2010

2.2.5 JFE Engineering Co., Ltd. (“JFE Engineering”);

Table 2.2-4 Outline particulars of 12PC2-6V engine

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig. 2.2-4 Appearance of 12PC2-6V type engine

(2) Production results;

Table 2.2-5 Engine production result of JFE Engineering in 2010

2.2.6 Daihatsu Diesel Mfg. Co., Ltd. (“Daihatsu Diesel”);

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Table 2.2-6 Outline Particulars of 6DE-18 engine

Table 2.2-7 Outline Particulars of 6DE-23 engine

Fig. 2.2-5 Appearance of 6DE-18 engine (as generating engine)

Fig. 2.2-6 Appearance of 6DE-23 engine (as generating engine)

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig. 2.2-7 Appearance of 6DE-23 engine (as main propulsion engine)

(2) The production results in 2010;

Table 2.2-8 Engine production result of Daihatsu Diesel in 2010

2.2.7 Diesel United Ltd. (“D U”);

Fig. 2.2-8 Diesel United-Wartsila 6RT-flex50

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Table 2.2-9 Production result of DU in 2010

Fig. 2.2-9 Lubrication control unit

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig. 2.2-10 Piston ring condition after shop test

2.2.8 Niigata Power Systems Co., Ltd. (“Niigata Power Systems”);

Fig 2.2-11 6L28HX diesel engine

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

(2) The production results in 2010;

Table 2.2-10 Production result in 2010

2.2.9 Hanshin Diesel Works, Ltd. (“Hanshin Diesel”);

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig 2.2-12 Appearance of hydraulic valve-driving system

(2) The production results;

Table 2.2-11 Production result in 2010

2.2.10 Hitachi Zosen Corporation (“Hitachi Zosen”);

Translated from Journal of the JIME Vol.46, No.4 (Original Japanese)

Fig. 2.2-13 Appearance of the engine equipped with hybrid turbocharger

Fig. 2.2-14 Appearance of the multi-cylinder engine equipped with SCR

(2) The production results in 2010;

2.2.11 Makita Corporation (“Makita”);