Mitsubishi Heavy Industries Technical Review Vol. 51 No. 1 (March 2014)30

Energy-saving Marine Products of Mitsubishi HeavyIndustries Marine Machinery & Engine Co., Ltd.

M i ts u b i s h i H e a v y I n d u s t r i e s M a r i n e
M a c h i n e r y & E n g i n e C o . , L td .
Te c h n o l o g y i n t e g r a t i o n & P r o j e c t M E E T
D e v e l o p m e n t D e pa r t m e n t

The marine product lineup of Mitsubishi Heavy Industries, Ltd. (MHI) possesses up-to-datetechnology with unique designs, as well as the high reliability established over 130 years ofabundant experience. Our lineup includes a wide range such as the UE diesel engine, the METturbocharger, propellers, the Ultra Steam Turbine (UST), and boilers for offshore use. The
abundance of marine-related products including the aforementioned items exceeds any other global
player. The operation of these product lines is now being undertaken by Mitsubishi HeavyIndustries Marine Machinery & Engine Co., Ltd. to realize timely decision making and action for
the rapidly changing business environment and to establish a strengthened business system that
expedites technological development to cope with energy-saving and environmental regulations.
The basic business policy covers three strategies, which are implemented by our predecessor,
MHI’s marine machinery and engine division. The three strategies include the proposal ofenergy-efficient and green solutions through “Project MEET,” “Globalization” with overseas
production partners and domestic manufactures and “Reinforced Servicing” by providing secureand speedy services to our customers through the product life cycle.
This report introduces the environmental changes surrounding the marine machinery
business, and examples of Project MEET products corresponding to the change (Figure 1).

Figure 1

Examples of Project MEET products|1. Major environmental changes surrounding the shipbuilding andmarine machinery business(1)

The changes in the marine machinery field are summarized below:
Promotion of energy saving

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The need for energy saving is rapidly increasing because of fuel price hikes and excess
tonnage sentiment after the Lehman crash. This can be regarded as the reduction of CO2emissions exhausted from vessels, and a strengthened reduction target of 30% (2025) from thecurrent 10% (2015) in the Energy Efficiency Design Index (EEDI) conversion has beenpresented.
(2) Strengthened environmental regulations
The reduction of NOx and SOx exhausted from vessels is required. The reduction targetof 80% (2016) of NOx has been presented, and the implementation timing is being discussed inthe IMO and other organizations. For the reduction of SOx, a target of 98% (2020) of SOx
contained in fuel has been presented.
(3) Alternative fuel (incl. LNG as fuel)Previously, low quality heavy oil has been used as the main fuel. Now, more ecologicalfuel gasification is rapidly increasing in importance as vessel fuel in accordance with the
low-cost supply of shale gas from the U.S.
(4) Acceleration of globalization in shipbuilding and marine machinery production areas
The main production bases of shipbuilding and marine machinery were Japan and Korea.
However, the competition now includes China in addition to the two countries.

|2. Approach to Project MEET and examples of main products
To cope with the changes to the business environment noted above, Project MEET, which isthe solution combining our unique energy-saving and new environmental technologies to develop
our abundant product groups and products, has been established.
The solution suggests an optimal system, by functionally-combining marine products andtechnologies suitable for customer uses and purposes, such as products compliant with stricter
environmental regulations or a reduction of fuel cost. The whole system is integrated by one
company, and everything from product supply to after-sales service is totally covered by thecompany to ensure customer ease and satisfaction.
As examples of installation in real vessels, employment cases of this solution onenergy-saving products and an LNG carrier are presented below.
Figure 2 shows an example of application to a vessel. An electronic control adopting ourunique idea to allow all-around operation including energy saving and slow cruising is being
developed for UE main engines.

Figure 2

Example of Project MEET application to vessels

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The development of the MET-MB turbocharger series is accelerated to respond to the need(higher compression ratio and efficiency) for an energy-saving main engine. The development of a
hybrid turbocharger which contains a high-speed generator to recover the exhaust heat from theturbocharger and an electrically assisted turbocharger which contains an electric assisting motor toimprove the main engine performance (at slow steaming operation) has been finished, and now
their lineups are being expanded.
The blower for the Mitsubishi Air Lubrication System (MALS) has been developed byconverting the high-efficiency blower in the MET turbocharger through cooperation with MHI’s
marine division.
The Mitsubishi Energy Recovery System (MERS) is an waste heat recovery system thatrecovers electricity from the exhaust gas of large vessels. The system arranges the steam turbine
and power turbine on a single shaft, and this unique structure allows for waste heat recovery in awide operational range including low-load areas. As a result, this system enjoys a global share of90%.
The Mitsubishi Advanced Propeller (MAP) –Mark W propeller has a winglet shapemodifying the blade tip shape with our unique idea to depress the cavitation, and also gain highpropulsion efficiency.
We are also developing a marine Organic Rankine Cycle (ORC) to ultimately utilize alow-temperature heat source in vessels to recover energy as electricity.
Figure 3 shows the latest steam propulsion plant (Ultra Steam Turbine: UST), which wehave developed with many improvements and has seen many implementations, for use as the main
propulsion plant for an LNG carrier. The UST employs a reheat-boiler and reheat-turbine, withwhich we have significant experience on land (in power generation), and attains the equivalent
propulsion efficiency to a 4-stroke Dual-Fuel Diesel-Electric (DFDE) propulsion plant. In addition
to the conventionally attained maintenance-free characteristics, the UST allows for a drastic
reduction of operating costs, and is suitable as the main propulsion plant for an LNG carrier.

Figure 3

UST steam propulsion plant UST|3. Enhanced production in China and Korea by working withlicensees
We are proceeding with the globalization of production and sales systems to ensure customer
ease and satisfaction around the world, as well as in Japan.
We are actively promoting licensing to overseas companies mainly in Korea and China,
which are major shipbuilding countries, in addition to domestic production bases, and theestablishment of joint ventures with local partners. By producing various products of our brand at
the optimal locations of the bases, we will provide new product lineups and various solutions which
are closely-related to global customers and markets. Figure 4 shows an example of globalization.
We will continue the expansion of licensees, including in the propeller business, to Korea andChina.

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Figure 4

Expansion of licensees|4. Reinforcement of global after-sales services of our bases and sites
through collaboration with Authorized Repair Agents (ARA)
In parallel with the global production and sales systems noted above, we are also proceedingwith the reinforcement of the after-sales service network to ensure the sound operation of vessels.
We have established bases at Nagasaki, Tokyo, Osaka, Kobe and Imabari to promote the service
quality at each base in Japan. In overseas offices in Hamburg, Busang, Shanghai and Singapore,
staff with full knowledge of marine products are stationed. Their functional roles are to be contact
points for our customers, to coordinate after-sales service operations and to provide technicalsupport to our authorized repair agents (ARA). We will strengthen and expand collaboration with
the ARAs, and establish a global after-sales service network. (Figure 5)

Figure 5

After-sales service network