imabari office 09
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MEET NEWS 9th Issue
NEW-0006E(16-4)
190 EmployeesA propeller manufacturing capacity of 6,000 tons per year
Changzhou Zhonghai Marine Propeller Co., Ltd
OPERATING BASE
News from MHI-MME Offices Abroad
Head, Imabari Office-Tetsuya Yamamoto The Imabari Office was established in 2012 to provide customer support for our products, and we are now entering our fifth year. We are located in Imabari, Ehime Prefecture, within the Hirobishi Sangyo Y.K. Imabari office and directly opposite Oshinden Park. Imabari is famous throughout Japan for its Imabari towels, yakitori (grilled chicken served on skewers), and Barysan, the local mascot character. However, Imabari is also famous as one of the largest maritime cities in Japan and even on a worldwide level, where maritime related industries such as the shipping industry, shipbuilding industry, and the ship machinery industry have gathered. Imabari boasts approximately 65 compa-nies in the ocean-going shipping business while the number of ocean-go-ing vessels belonging to ship-owners in Imabari is said to amount to more than 30% of the total number of such vessels in Japan. Imabari is also one of Japan’s leading shipbuilding hubs and altogether
the group companies with bases in Imabari build more than 30% of the ships made in Japan. With so many ship-owners and shipbuilding yards here in Imabari, we are able to take advantage of sharing the same location as so many of our clients. We engage with them directly, face-to-face, and take care to be thorough in our dealings with them. Every year we hold the Imabari User Conference and use it as an opportuni-ty to exchange information with many clients. We intend to continue to support our clients by being a familiar presence to them.
Imabari City Hall (Propeller made by MHI-MME)
Imabari Castle
Oshinden Park
G l o b a l N e t w o r k
Changzhou Zhonghai Marine Propel-ler Co., Ltd (CZZH) is a company in Changzhou in China’s coastal province of Jiangsu that started up as an ingot manufacturer in 1992. CZZH began making propellers from 2006. Seizing on the expansion of China’s shipbuilding industry as an opportunity to grow, CZZH began operation of its new factory in 2014. Currently the company has 190 employees and a propeller manufacturing capacity of 6,000 tons per year. For MHI-MME, propellers are the product with the longest history. In 1904 we became the first company in Japan to start the manufacture of propellers and since then we have produced and delivered more than 5,000 propellers to our clients. In October 2014, MHI-MME and
concluded a licensing agreement for the manufacture and selling of propel-lers. Through the combined effect of our company’s technology and CZZH’s competitive edge in manufac-turing, orders in China have been piling up since just after the agreement was concluded. We have succeeded in expanding sales of the Mitsubishi Heavy Industries Marine Machinery and Engines brand. We intend to aim for further expanding sales of propeller products and strengthening our brand power in the Chinese market through our excellent partner-ship with CZZH.
IMABARI Office
(Left) Mr. Yamamoto, head of the Imabari Office
LICENSEE PRODUCING PROPELLERSIN CHINA
For inquiries, contact:Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd.16-5 Konan 2-chome, Minato-ku, Tokyo 108-0075(Mitsubishi Heavy Industries Building)E-mail: [email protected] URL: www.mhi-mme.com
Mitsubishi Marine Energy & Environment Technical Solution-System
Only One to the Seas of the World
099th IssueApril 2016
Hybrid MET TurbochargerReceives an Award of Excellencefor Energy-EfficiencyJMF President’s Award of the Energy Efficient Machinery AwardsHosted by the Japan Machinery Federation
TOPICS
SPECIAL FEATURES 1
MHI Products Celebrating AnniversariesSPECIAL FEATURES 2
Interview
Technology Supporting IMOTier III NOx Emission RequirementsLow-Pressure EGR / Low-Pressure SCR
Electro-Hydraulic Steering Gears (80th Anniversary)UE Engines (60th Anniversary)MET Turbochargers (50th Anniversary)
Clarksons Research (U.K.)
Mr. Stephen Gordon
LaunchingChallenges.
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C O N T E N T S TOP MESSAGE
P03Message from the President & CEO
TOPICS
It is because the market is unstable thatwe will make sure to give attention to the basics.
Hybrid MET Turbocharger Receives an Award ofExcellence for Energy-EfficiencyJMF President’s Award of the Energy Efficient Machinery AwardsHosted by the Japan Machinery Federation
MET 37 SRC Electro-Assist Turbocharger CompletedRemote Monitoring of the Condition of Engines by LC-A“Passengers’ reactions have definitely changed.”Shipowner Interview of Vessel Retrofitted with a Retractable Fin Stabilizer Mr. Panagiotakis, Owner, Theologos P., Fast Ferries (Greece)
FY2016 Planned Exhibition ListSEA JAPAN 2016/CIMAC/Posidonia/SMM Hamburg
User Conference Held in Imabari
P04 - 05SPECIAL FEATURES 1
Technology Supporting IMOTier III NOx EmissionRequirementsLow-pressure EGR / Low-pressure SCR
P14 - 15SPECIAL FEATURES 2
Changzhou Zhonghai Marine Propeller Co.,Ltd.
P16MHI-MME Licensees
Imabari Office
P16News from MHI-MME Offices in JapanMitsubishi Marine Energy & Environment Technical Solution-System
VOL.09April 2016, MEET News 9th IssueMitsubishi Heavy Industries Marine Machinery &Engine Co., Ltd.16-5 Konan 2-chome, Minato-ku, Tokyo108-0075 (Mitsubishi Heavy Industries Building)
APRIL
Innovationin Hybrids.Our mission was to develop hybrid tu rbochargers̶which generate electricity using exhaust gas̶ for large ships. In essence, this meant overcoming issues related to speed, power and size. In other words, i t meant the development of an efficient p o w e r g e n e r a t o r c a p a b l e o f high-speed rotation and a large power output in a compact design. The unprecedented challenge was realized by downsizing the power generator and changing the structural design of the turbocharger. It was innovative technology in which the generator was built into the turbocharger. The world’s first practical hybrid turbocharger, MET83MAG, is currently installed on s e v e n b u l k c a r r i e r s . T h e MET66MAG-VTI, our latest hybrid turbocharger wi th e lect ro -assist function and variable turbine inlet ( V T I ) , i s i n o p e r a t i o n o n s i x state -of- the -ar t car carr iers. The innovat ion in hybrids began with challenging the unknown.
MHI Products Celebrating AnniversariesElectro-Hydraulic Steering Gears (80th Anniversary)UE Engines (60th Anniversary)MET Turbochargers (50th Anniversary)
P06 - 09Interview
Mr. Stephen GordonManaging DirectorClarksons Research (U.K.)
Messagefrom the President and CEO
The shipbuilding market is expected to experience a
slowdown in new orders for the near term. This is an
adverse effect of the last-minute demand that was created
before the enforcement of Tier III NOx emission limits in
January this year as well as the slowdown of the Chinese
economy. There are also concerns that international
political and economic upheavals may occur, such as a euro
crisis, refugee crisis or terrorism.
It is because the market is unstable that we will make sure
to give attention to the basics this year.
First, there is customer-centricity. It is the customer that is
the most important to us, and we will make sure that
sufficient follow-up will be carried out to ensure that the
products and services we delivered to our customers are
proving useful. We will also visit our customers more than
ever to hear their comments and opinions, which we will
feed promptly back into our operations.
Then, there are our technological capabilities. The value of
our existence is to continually stay one step ahead of our
competitors in terms of the performance and reliability of
our products. We will share technological capabilities with
the comprehensive machinery manufacturer, Mitsubishi
Heavy Industries, and commit to new product and
technology development as well as the further boost of the
performance and reliability of our products.
We are happy to report that the first 6UEC 50LSH, a new
engine that was launched last year, is operating extremely
well in service. Onboard testing of the low-pressure EGR
that meets Tier III requirements is also going well, and the
low-pressure EGR is awaiting the arrival of future business
opportunities.
It is because the market environment is unstable that we
will give attention to the basics, listen to the opinions of
our customers and work tirelessly to improve and enhance
our technological capabilities. This is the course that
MHI-MME should follow at this time.
It is because the market is unstablethat we will make sure to giveattention to the basics.
President & CEO
Kazuo Soma
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4Technology for IMO NOx TierⅢSPECIAL FEATURES 1
Technology Supporting IMO Tier III NOx Emission Requirements
In a low-pressure EGR system, a portion of the exhaust from an engine is recirculated to the engine. It suppresses the genera-tion of thermal NOx by changing the engine’s internal combus-tion conditions.MHI-MME’s EGR system was developed with support from ClassNK’s Joint R&D with Industries and Academic Partners scheme. It recirculates low-pressure exhaust from an engine turbocharger outlet to the turbocharger intake gas. It has a simpler system configuration and is more compact than a high-pressure EGR system, which utilizes the high-tempera-ture, high-pressure exhaust that has not passed through a turbocharger. Other advantages are that it keeps both initial and running costs lower.Reduction of NOx emissions to Tier III levels were thought extremely difficult to achieve using only an EGR system. However, it has been confirmed possible during development using a test engine. In April 2015, the MHI-MME EGR system was installed on a 6UEC 45LSE-Eco-B2 engine at Kobe Diesel Co., Ltd. for shop testing. Confirmation was made that the desired performance could be achieved as planned. This included NOx emission levels and a less-than 1% loss of fuel efficiency as compared with the Tier II version. The engine received a certificate of conformity to Tier III requirements.In August 2015, test installation was made on the 6UEC 45LSE-Eco-B2 engine of the 34,000 DWT bulk carrier Dream Island (shipowner: Shikishima Kisen K.K.) built by The Hakodate Dock Co., Ltd. Confirmation was made in onboard testing that the desired performance could also be achieved as planned.This is the first time worldwide that a Tier III-certified low-pres-
sure EGR system for low-speed marine diesel engines was installed on a ship. In regards to the long-term durability testing currently taking place, verification is also being made of the system’s actual operability (e.g. logistics and operation) with the cooperation of Shikishima Kisen K.K., NYK Bulk & Projects Carriers Ltd.—which operates the ship—and Nippon Yusen Kabushiki Kaisha. Overall optimization of the system will be carried out in preparation of future business talks.
IMO NOx Tier III is a set of emissions requirements applied to vessels whose keels are laid on or after January 1, 2016, that has taken effect in Emission Control Areas (ECAs). NOx ECAs have so far been established only in North America and parts of the Caribbean Sea. However, Europe and other areas where Sox ECAs are established are being considered for future addition. It is an extremely major environmental regulation that may also become a requirement for ships operating outside of North America. It requires the reduction of NOx emissions by approximately 76% in comparison to Tier II requirements.MHI-MME has been developing two solutions to deal with IMO NOx Tier III: low-pressure EGR and low-pressure SCR. The following is an introduction of our efforts in regards to these two technologies supporting IMO NOx Tier III emission requirements.
The low-pressure EGR and low-pressure SCR systems introduced here can, of course, be installed on the UE engines developed by MHI-MME. What is more, the simplicity of the systems enables installation on the brand engines manufactured by other companies.MHI-MME will contribute to the preservation of the global environment by widely popularizing the excellent performance of the low-pressure EGR and low-pressure SCR systems. We will also continue to work towards further enhancement of the performance and reliability of the systems as well as expand sales. Our commitment is to ensure that MHI-MME will meet the expectations of customers around the world.
The World’s First Low-Pressure EGR SystemInstalled in a Bulk Carrier Built by Hakodate Dock;Currently Undergoing Durability Testing
Low-pressure EGR system (concept diagram) Onboard installation during SCMD development
Unlike the EGR system, which suppresses the generation of NOx by changing an engine’s internal combust ion conditions, the low-pressure SCR system uses a catalyst to carry out after-treatment (denitration) of NOx in engine exhaust.Since 2007, MHI-MME participated from the beginning in the Super Clean Marine Diesel (SCMD) R&D Project, until the conclusion of onboard testing in 2012. The Project was initiated and overseen by the Japan Ship Machinery & Equipment Assoc iat ion , promoted by The Nippon Foundation and led by the Ministry of Land, Infrastructure, Transportation and Tourism. MHI-MME fully incorporated the denitration technology cultivated by Mitsubishi Heavy Industries in its land-based plants, etc., and installed a low-pressure SCR system, which carried out denitration of all exhaust gas, on an 88,000 DWT coal carrier (main engine: 6UEC 60LS II) built by Oshima Shipbuilding. A denitration rate of over 80% under full-load conditions in E3 mode was confirmed through the onboard testing.Long-term operation of the system, comparable to actual onboard operation, was later carried out using a land-based test plant to carry out quantitative development related to durability and catalyst life. The low-pressure SCR system for low-speed, two-stroke marine engines was completed by integrating the results of such development.A certificate of conformity to Tier III requirements has not been obtained because the IMO requirements were still u
nder discussion and being formulated during the SCR system’s development under the SCMD R&D Project. However, it was the first time in the world that a low-pressure SCR system was installed on an onboard low-speed engine.As for the UE engine, application on small engines with relatively high exhaust gas temperature is intended, and we are primarily dealing with inquiries in China.
<Glossary>IMO: International Maritime OrganizationNOx: Nitrogen OxidesECA: Emission Control Area
EGR: Exhaust Gas RecirculationSCR: Selective Catalytic ReductionSOx: Sulfuric Oxides
Development Concept・To develop an unrivalled low-pressure EGR system・To recirculate low temperature, low-pressure exhaust gas exiting the turbocharger; to recommend gas branch on the rear flow side of the exhaust gas economizer・To realize the simple configuration and control enabled by a low-pressure system; to attain maximum downsizing・To achieve overwhelming superiority over other systems through the low initial costs and running costs that a simple system makes possible・To realize low costs in the water treatment system for purifying scrubber water through maximum utilization of conventional technology・To enable installation in not only UE engines but also engines manufactured by other companies
As installed on the bulk carrier Installed water treatment system
A NOx Removal Efficiency of 80% of all ExhaustEmissions AchievedOnboard Testing for Low-Speed Two-StrokeMarine Engines Completed
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6I n t e r v i e wINSIGHT & FORESIGHT
— Today, we would like to ask you several quest ions about market status. We understand that year 2015 was historical tough market for new sh ipbui ld ing contracts. Could you tell us statistics easily showing the status of the year 2015?
Mr. Stephen GORDON: In 2015, there
was 37 million CGT of deliveries, up
marginally from 35.1 million CGT in
2014 but down 30% from a peak of 53.1
million CGT in 2010. China (35.1%)
re-took top position in CGT terms from
Korea (34.6%) followed Japan (18%).
In terms of ordering, we had a total of
1,306 vessels, 98 million DWT and 33.8
million CGT down from 121 million
DWT in 2014 and 178 million DWT in
2013. From my perspective, last year was
the lowest ordering year since 2009 and
quite a challenging year.
Particularly, it was a very challenging
year for bulk carriers. The bulk carrier
market has shown a strong slowdown
because of the continued delivery of ships
following orders booming in 2014 and
also because of the slowdown in the
trade, specifically China. In China, coal
imports were down around 30%. More
interesting statistics which have just been
re l eased show that Chinese s tee l
production in the last year fell for the
first time since 1981.
The conta iner sh ip market a l so
experienced a significant slowdown,
particularly in the second half of the year.
The start of the year was quite busy and
a lot of large post-Panamax container
ships were ordered. So, actually, the
annual total of ordering in tonnage terms
was up quite significantly for the first
half of the year. However, it did slow
down towards end of the year. This
slowdown was caused by concerns from
the demand s ide about the world
economy such as a decelerating in
international trade, and a declining
charter and freight rate.
Tanker ordering was steady. In fact, the
tanker market was up by around 70% in
dead weight terms and in numeric terms
up by around 70 orders to just over 450.
Th i s was d r i v en by the g rowing
international oil trade because of low oil
prices, and so the tanker market had its
best year since 2008 with a significant
amount of cash coming to ship owners.
Offshore markets which had been good
business for shipyards in the previous 3
or 4 years took a significant hit because
of the slump in the price of oil. That
resulted in utilization of rigs globally
dropping from around 95% to 73% of
the end of the last year and very limited
number of ordering in offshore markets.
Ro-Ro ferry/Cruise Business had a
positive year, particularly for the cruise
section. We had a record order book both
in terms of tonnage and value for cruise
markets.
Gas related markets were both tough
and good depending on the vessel type.
As for LNG, although there were some
projects, the volume was smaller than the
previous year. LPG gas also experienced a
slowdown in ordering. However, VLGC
is still performing very well, and had a
very large order book. So, in terms of
contracting, I think that it was quite a
challenging year over all.
One point we would make is that there
was a lot of addi t ional order ing,
particularly in the second half of the year,
in response to the Tier III standards to
meet the deadline. Moreover, we expect
that there some more orders were made
before the Tier III deadline which have
not yet been reported. However, this is
one of the reasons why we expect that
this year wil l be quiet in terms of
ordering, particularly the first half.
— I think that Japanese yards are doing well securing their contracts in 2015. What is your overall forecast for new shipbuilding contracts for 2016/17?
Mr. Stephen GORDON: For 2016, we
would expect probably a lower volume
than 2015. We think the first half of
2016 will be very quiet and overall
volume for the year will be below 2015.
Of course sh ipbui ld ing i s a lways
unpredictable, but that seems to be the
consensus at the moment. We do expect a
recovery in demand in the long term but
the timing is very uncertain. It will take
t ime fo r th e sh ipp ing marke t to
recuperate, and also to adjust global
shipping capacity, which is the challenge
for the industry.
In 2015, Japan was the only one of the
'big three' shipbuilding nations to see
ordering volumes increase year-on-year, up
10% million GT terms to 19.7 million
GT. Japan was the largest ordering nation
from an owner perspective, particularly
for bulk carriers, and of course they have
many loyal clients both internationally
and domestically. Also, the currency rate
changes were helpful for Japanese yards
last year.
— Regarding the fuel oil price, we are experiencing very low prices and it is affecting the new shipbuilding market and offshore markets so much. Do you think that the current situation will continue for several more years?
Mr. Stephen GORDON: We expect the
oil price to recover in the medium to long
term. However, in terms of offshore
cycle, we do not expect a bounce in terms
of the recovery. It seems that it may take
several years to recover because of the oil
price and also there is global surplus
capacity. These are our main challenges.
— Regarding oil prices, some people say that $60/Barrel or $70/Barrel will be the break even point.
Do you think it will be recovering in that area?
Mr. Stephen GORDON: I think the oil
price is inherently volatile. We would
expect the recovery to a level significantly
above today’s price, but the timing and
scale are very difficult to anticipate. It is a
very complicated issue, considering shale
oil production in US, Saudi Arabian
product ion output l eve l , I ran ian
sanctions, and the global demand. So I
think that an accurate forecast of oil prices
is not possible, but certainly we would
expect recovery from the current level.
— Regarding Tier III regulations, I think some ship owners seem very reluctant for higher CAPEX and OPEX as result of this regulation. What do you feel for this regulation?
Mr. Stephen GORDON: CAPEX should
be considered of course, particularly in
the current challenging market.
In today’s market, CAPEX is always an
issue; ship owners and shipyards will
need to discuss and move forward with
the correct solutions.
— Do you think that this additional cost from Tier III should be reflected in freight rates?
Mr. Stephen GORDON: That is a
difficult question, because there are a lot
of issues. There are many factors for
setting freight rates, such as the market
cycle from the demand side, circumstances
around the negotiation, commercial terms
as well as technical competitiveness. Since
there are so many issues which need to be
taken into consideration, it is very
difficult to anticipate freight rates in a
very specific element of commercial
framework.
— It’s a very difficult issue as to who should absorb this additional cost. So, this is challenging in any sector such as ship owner, as well as shipyard, machinery side. Do you think that there might be some kind of answer for this issue?
Mr. Stephen GORDON: Historically,
things are changing all the time. Currency
price, market cycle, supply demand, steel
prices, interest rates, all of the factors for
price are changing all the time. I think
that the price will recuperate accordingly
over time in relation to those factors and
it is difficult to predict the price by those
specific issues.
— I would like to change the topic. Iranian sanctions will be released. What could you imagine as the impact on new shipbuilding orders from this?
Mr. Stephen GORDON: There are
ranges of forecast regarding the Iranian
oil production, from additional output in
the short medium terms 2-300,000
barrel/day up to close to a million/barrel.
Also, there are a number of large shipping
companies in Iran which will require new
building. Although it is still relatively early
to quantify the potential of the Iranian
impact, generally speaking, there are
clearly opportunities for marine and oil
& gas business internationally.
— Could we expect some more orders in tankers sector?
Mr. Stephen GORDON: Certainly the
fleet strategy of large shipping companies
in Iran will go forward and we would
expect that there will be some new
building activities.
— If we include Iranian crude oil, the quantity will be increased. Considering current low price of oil and new Tier III regulations, what do you imagine for the scenario of fuel oil for the large vessels?
Mr. Stephen GORDON: The low oil
price makes LNG as fuel less persuasive.
However, in a long term view such as the
next 10 years, or in the case of ships,
over 20 to 25 years, oil and gas price may
settle down. LNG as a fuel has a number
of advantages and also has a number of
disadvantages. Firstly I think it is
important to take a long term view when
we talk about fuel prices.
Secondly, I think regulation regarding
emissions globally is something that will
be on the political agenda over the next
10 to 20 years, and we feel that regulations
inc luding emiss ions wi l l increase
significantly in the long term.
— You mentioned that steel production in China is very low. The recession in China including steel production is having a large impact on this market. Could you tell me some key factors or key words to recover the market from this situation?
Mr. Stephen GORDON: I think China is
moving to a more mature phase of its
economy. Rather than talking about the
recession, we should be thinking that
China is moving into a more mature
economy, having gone through its
developing phase.
In a more mature economy, new
commodities and cargos will be needed,
for example, the cruise sector in China is
doing very well at the moment.
So, I think as China matures into a
different type of economy, then that will
create new opportunities for shipping
although it might not be such aggressive
growth for cargo.
I think there is still potential for growth
in the market in the long term view,
considering that 85% of all international
trade is carried by ships and that there is
totaled 10.8 billion tonnage which is
equivalent to 1.5 tonnes of trade per
single person on the planet. The world
trade has grown quite consistently and
steadily for nearly 50 years, experiencing
only one or two interruptions, such as the
financial crisis.
However, of course in the short term,
we have a business cycle to deal with,
some surplus capacity and the Chinese
economy maturing. These are causing a
decl ine in growth rates in certain
economies or certain trades and making
the markets challenging.
I think that shipbuilding surplus
capacity is a problem both in China,
Korea and Japan and I think that is
something challenging for the marine
industry for this next couple of years.
— From a broking or funding point of view, can you find some good signs for the future?
Mr. Stephen GORDON: I think that
there are a lot of challenges across the
markets.
However, we are seeing a lot of buying
interests in capesize at the moment, a lot
of well established and successful ship
owners are investigating capesizes today.
We have seen 15 to 20 more capesize sold
in last 4 or 5 weeks.
This is because those owners believe
that this is an attractive point in the cycle
to acquire ships and they feel the market
will recover in the long term, and I think
that is a good signal.
Also, the financial landscape in the
shipping world is very different today
from pre-financial crisis. It is very
different in terms of the number and
types of banks involved, and terms and
nature of lending are different from pre-
financial crisis.
— What is the biggest difference between today and pre-financial crisis?
Mr. Stephen GORDON: I think we have
s m a l l e r n u m b e r o f b a n k s , m o r e
conservative terms, more regulations,
more focus on certain top tier owners,
more export credits, and less private
equity which was very active in 2013 and
2014.
— My last question is about the current over-capacity situation. Do you think this can be regulated in 2 or 3 years?
Mr. Stephen GORDON: Clearly the
market i s very chal lenging today,
however, marine industry plays an
incredibly important role in the world
economy. If you believe in long term
development of world economy and
globalization, then the marine industry
will continue to have an important role
to play. However, the cycle of timing is
very difficult.
Apart from that, I think there are a lot
of exciting opportunities in the marine
industry, particularly from technology, IT,
au tomat ion , and the innova t ion
perspective, such as the advancement
seen in IT and satellite connections. We
feel that there are a lot of exciting
opportunities for innovation that can be
driven by the marine equipment sector as
well as other parts of the shipping
industry. Those are exciting opportunities
in the short term when the fleet market is
challenging.
MHI-MME has a great potential as one
of the worldwide technology provider,
and we believe that you have a great
opportunity in this field, too.
— Thank you, Steve san.
[CLARKSONS RESEARCH]
Interviewee: Mr. Stephen GORDON
Managing Director, Offshore and Energy, Shipping and Trade, Valuations at CLARKSONS RESEARCH. Clarksons Research is the part of the Clarksons Group, the world's largest provider of shipbroking and banking services through Clarksons Platou.
Managing Director
Mr. Stephen GORDON
2015 saw the slowdown in the bulk carrier, container ship, and offshoremarkets due to China's trade decrease and the fall of the fuel oil price.
A severe outlook in the markets continues overall in 2016-2017.
With 85% of all international trade being carried by ships,The innovation perspective in technology, IT, and automation forecaststhere are a lot of opportunities in the marine industrywhich will activate the currently severe new shipbuilding market.
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I n t e r v i e wINSIGHT & FORESIGHTIN
TERV
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The issue of Tier III is to be solved by ship owners and shipyards together.China is moving into a more mature economy, rather than the recession,after the development. Such economy will create new opportunities,such as in the cruise sector.
— Today, we would like to ask you several quest ions about market status. We understand that year 2015 was historical tough market for new sh ipbui ld ing contracts. Could you tell us statistics easily showing the status of the year 2015?
Mr. Stephen GORDON: In 2015, there
was 37 million CGT of deliveries, up
marginally from 35.1 million CGT in
2014 but down 30% from a peak of 53.1
million CGT in 2010. China (35.1%)
re-took top position in CGT terms from
Korea (34.6%) followed Japan (18%).
In terms of ordering, we had a total of
1,306 vessels, 98 million DWT and 33.8
million CGT down from 121 million
DWT in 2014 and 178 million DWT in
2013. From my perspective, last year was
the lowest ordering year since 2009 and
quite a challenging year.
Particularly, it was a very challenging
year for bulk carriers. The bulk carrier
market has shown a strong slowdown
because of the continued delivery of ships
following orders booming in 2014 and
also because of the slowdown in the
trade, specifically China. In China, coal
imports were down around 30%. More
interesting statistics which have just been
re l eased show that Chinese s tee l
production in the last year fell for the
first time since 1981.
The conta iner sh ip market a l so
experienced a significant slowdown,
particularly in the second half of the year.
The start of the year was quite busy and
a lot of large post-Panamax container
ships were ordered. So, actually, the
annual total of ordering in tonnage terms
was up quite significantly for the first
half of the year. However, it did slow
down towards end of the year. This
slowdown was caused by concerns from
the demand s ide about the world
economy such as a decelerating in
international trade, and a declining
charter and freight rate.
Tanker ordering was steady. In fact, the
tanker market was up by around 70% in
dead weight terms and in numeric terms
up by around 70 orders to just over 450.
Th i s was d r i v en by the g rowing
international oil trade because of low oil
prices, and so the tanker market had its
best year since 2008 with a significant
amount of cash coming to ship owners.
Offshore markets which had been good
business for shipyards in the previous 3
or 4 years took a significant hit because
of the slump in the price of oil. That
resulted in utilization of rigs globally
dropping from around 95% to 73% of
the end of the last year and very limited
number of ordering in offshore markets.
Ro-Ro ferry/Cruise Business had a
positive year, particularly for the cruise
section. We had a record order book both
in terms of tonnage and value for cruise
markets.
Gas related markets were both tough
and good depending on the vessel type.
As for LNG, although there were some
projects, the volume was smaller than the
previous year. LPG gas also experienced a
slowdown in ordering. However, VLGC
is still performing very well, and had a
very large order book. So, in terms of
contracting, I think that it was quite a
challenging year over all.
One point we would make is that there
was a lot of addi t ional order ing,
particularly in the second half of the year,
in response to the Tier III standards to
meet the deadline. Moreover, we expect
that there some more orders were made
before the Tier III deadline which have
not yet been reported. However, this is
one of the reasons why we expect that
this year wil l be quiet in terms of
ordering, particularly the first half.
— I think that Japanese yards are doing well securing their contracts in 2015. What is your overall forecast for new shipbuilding contracts for 2016/17?
Mr. Stephen GORDON: For 2016, we
would expect probably a lower volume
than 2015. We think the first half of
2016 will be very quiet and overall
volume for the year will be below 2015.
Of course sh ipbui ld ing i s a lways
unpredictable, but that seems to be the
consensus at the moment. We do expect a
recovery in demand in the long term but
the timing is very uncertain. It will take
t ime fo r th e sh ipp ing marke t to
recuperate, and also to adjust global
shipping capacity, which is the challenge
for the industry.
In 2015, Japan was the only one of the
'big three' shipbuilding nations to see
ordering volumes increase year-on-year, up
10% million GT terms to 19.7 million
GT. Japan was the largest ordering nation
from an owner perspective, particularly
for bulk carriers, and of course they have
many loyal clients both internationally
and domestically. Also, the currency rate
changes were helpful for Japanese yards
last year.
— Regarding the fuel oil price, we are experiencing very low prices and it is affecting the new shipbuilding market and offshore markets so much. Do you think that the current situation will continue for several more years?
Mr. Stephen GORDON: We expect the
oil price to recover in the medium to long
term. However, in terms of offshore
cycle, we do not expect a bounce in terms
of the recovery. It seems that it may take
several years to recover because of the oil
price and also there is global surplus
capacity. These are our main challenges.
— Regarding oil prices, some people say that $60/Barrel or $70/Barrel will be the break even point.
Do you think it will be recovering in that area?
Mr. Stephen GORDON: I think the oil
price is inherently volatile. We would
expect the recovery to a level significantly
above today’s price, but the timing and
scale are very difficult to anticipate. It is a
very complicated issue, considering shale
oil production in US, Saudi Arabian
product ion output l eve l , I ran ian
sanctions, and the global demand. So I
think that an accurate forecast of oil prices
is not possible, but certainly we would
expect recovery from the current level.
— Regarding Tier III regulations, I think some ship owners seem very reluctant for higher CAPEX and OPEX as result of this regulation. What do you feel for this regulation?
Mr. Stephen GORDON: CAPEX should
be considered of course, particularly in
the current challenging market.
In today’s market, CAPEX is always an
issue; ship owners and shipyards will
need to discuss and move forward with
the correct solutions.
— Do you think that this additional cost from Tier III should be reflected in freight rates?
Mr. Stephen GORDON: That is a
difficult question, because there are a lot
of issues. There are many factors for
setting freight rates, such as the market
cycle from the demand side, circumstances
around the negotiation, commercial terms
as well as technical competitiveness. Since
there are so many issues which need to be
taken into consideration, it is very
difficult to anticipate freight rates in a
very specific element of commercial
framework.
— It’s a very difficult issue as to who should absorb this additional cost. So, this is challenging in any sector such as ship owner, as well as shipyard, machinery side. Do you think that there might be some kind of answer for this issue?
Mr. Stephen GORDON: Historically,
things are changing all the time. Currency
price, market cycle, supply demand, steel
prices, interest rates, all of the factors for
price are changing all the time. I think
that the price will recuperate accordingly
over time in relation to those factors and
it is difficult to predict the price by those
specific issues.
— I would like to change the topic. Iranian sanctions will be released. What could you imagine as the impact on new shipbuilding orders from this?
Mr. Stephen GORDON: There are
ranges of forecast regarding the Iranian
oil production, from additional output in
the short medium terms 2-300,000
barrel/day up to close to a million/barrel.
Also, there are a number of large shipping
companies in Iran which will require new
building. Although it is still relatively early
to quantify the potential of the Iranian
impact, generally speaking, there are
clearly opportunities for marine and oil
& gas business internationally.
— Could we expect some more orders in tankers sector?
Mr. Stephen GORDON: Certainly the
fleet strategy of large shipping companies
in Iran will go forward and we would
expect that there will be some new
building activities.
— If we include Iranian crude oil, the quantity will be increased. Considering current low price of oil and new Tier III regulations, what do you imagine for the scenario of fuel oil for the large vessels?
Mr. Stephen GORDON: The low oil
price makes LNG as fuel less persuasive.
However, in a long term view such as the
next 10 years, or in the case of ships,
over 20 to 25 years, oil and gas price may
settle down. LNG as a fuel has a number
of advantages and also has a number of
disadvantages. Firstly I think it is
important to take a long term view when
we talk about fuel prices.
Secondly, I think regulation regarding
emissions globally is something that will
be on the political agenda over the next
10 to 20 years, and we feel that regulations
inc luding emiss ions wi l l increase
significantly in the long term.
— You mentioned that steel production in China is very low. The recession in China including steel production is having a large impact on this market. Could you tell me some key factors or key words to recover the market from this situation?
Mr. Stephen GORDON: I think China is
moving to a more mature phase of its
economy. Rather than talking about the
recession, we should be thinking that
China is moving into a more mature
economy, having gone through its
developing phase.
In a more mature economy, new
commodities and cargos will be needed,
for example, the cruise sector in China is
doing very well at the moment.
So, I think as China matures into a
different type of economy, then that will
create new opportunities for shipping
although it might not be such aggressive
growth for cargo.
I think there is still potential for growth
in the market in the long term view,
considering that 85% of all international
trade is carried by ships and that there is
totaled 10.8 billion tonnage which is
equivalent to 1.5 tonnes of trade per
single person on the planet. The world
trade has grown quite consistently and
steadily for nearly 50 years, experiencing
only one or two interruptions, such as the
financial crisis.
However, of course in the short term,
we have a business cycle to deal with,
some surplus capacity and the Chinese
economy maturing. These are causing a
decl ine in growth rates in certain
economies or certain trades and making
the markets challenging.
I think that shipbuilding surplus
capacity is a problem both in China,
Korea and Japan and I think that is
something challenging for the marine
industry for this next couple of years.
— From a broking or funding point of view, can you find some good signs for the future?
Mr. Stephen GORDON: I think that
there are a lot of challenges across the
markets.
However, we are seeing a lot of buying
interests in capesize at the moment, a lot
of well established and successful ship
owners are investigating capesizes today.
We have seen 15 to 20 more capesize sold
in last 4 or 5 weeks.
This is because those owners believe
that this is an attractive point in the cycle
to acquire ships and they feel the market
will recover in the long term, and I think
that is a good signal.
Also, the financial landscape in the
shipping world is very different today
from pre-financial crisis. It is very
different in terms of the number and
types of banks involved, and terms and
nature of lending are different from pre-
financial crisis.
— What is the biggest difference between today and pre-financial crisis?
Mr. Stephen GORDON: I think we have
s m a l l e r n u m b e r o f b a n k s , m o r e
conservative terms, more regulations,
more focus on certain top tier owners,
more export credits, and less private
equity which was very active in 2013 and
2014.
— My last question is about the current over-capacity situation. Do you think this can be regulated in 2 or 3 years?
Mr. Stephen GORDON: Clearly the
market i s very chal lenging today,
however, marine industry plays an
incredibly important role in the world
economy. If you believe in long term
development of world economy and
globalization, then the marine industry
will continue to have an important role
to play. However, the cycle of timing is
very difficult.
Apart from that, I think there are a lot
of exciting opportunities in the marine
industry, particularly from technology, IT,
au tomat ion , and the innova t ion
perspective, such as the advancement
seen in IT and satellite connections. We
feel that there are a lot of exciting
opportunities for innovation that can be
driven by the marine equipment sector as
well as other parts of the shipping
industry. Those are exciting opportunities
in the short term when the fleet market is
challenging.
MHI-MME has a great potential as one
of the worldwide technology provider,
and we believe that you have a great
opportunity in this field, too.
— Thank you, Steve san.
Shipbuilding surplus capacity is a problem both in China, Korea and Japan.Believing in long term development of world economy and globalization,
there will be much opportunities for innovation and growththat can be driven by the marine equipment sector.
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HYBRID TURBOCHARGER AWARDED
Remote Monitoring of the Condition ofEngines by LC-AMHI-MME proactively supports customers’ operation control through land-based remote monitoring of the condition of engines at sea.For example, as the remote monitoring system for our UE engines, we have a partnership with Diesel United, Ltd. using the LC-A (LifeCycle Administrator) service developed by the company. It has already been adopted for use by 15 vessels.In addition to engine operational data, such as temperature and pressure levels, the system also routinely acquires and analyzes data on piston underside drain oil, etc. Functions include predic-tive diagnosis of problems and troubleshooting, and enable timely evaluations to be made onboard. It also allows the land-based remote monitoring of the condition of engines at sea by way of a data server.MHI-MME is leveraging the knowledge and technical expertise
it has cultivated over the years to routinely analyze data accumulated from engines to provide various advice related to main engine performance. Concrete measures are proposed when signs of problems are detected. Furthermore, when mechanical problems arise, causes are swiftly investigated and reported, suppressing the lifecycle costs of ships. The support of ship operation is carried out to ensure that our customers can feel at ease in using our UE engines for many years.The land-to-sea network environment has been rapidly improv-ing over recent years. MHI-MME will proactively incorporate environmental protection regulations-related technology and other new solutions for further enrichment of the remote monitoring system. We will continue to be committed to the provision of quality services to our customers.
REMOTE MONITORING BY LC-A
ELECTRIC ASSIST TURBOCHARGER COMPLETED
MET37SRC Electro-Assist Turbocharger CompletedIn the October 2014 6th Issue of Project MEET News, we reported that in an operational test carried out with the cooperation of Akasaka Diesels Limited, verification was made that an electro-assist turbocharger mounted on a 4-stroke engine was effective in reducing smoke during engine start-up and lowering fuel consumption during low-load operation. In this test, a high-speed motor was connected to the rotor of a MET22SRC turbocharger.With the aim of commercializing this function, we recently developed an electro-assist turbocharger, with a high-speed motor coupled to a MET37SRC turbocharger.The newly designed high-speed permanent magnet motor requires the use of neither lubricant nor cooling water. It can easily be retrofitted on a standard turbocharger.Stand-alone operational testing of this turbocharger was completed in February this year, and onboard testing began in March with the electro-assist turbocharger mounted on a marine diesel engine.
Hybrid Turbocharger Receives External Award“JMF President’s Award” of the Energy-Efficient Machinery AwardsHosted by the Japan Machinery Federation
MHI-MME’s hybrid turbocharger for large ships received the JMF President’s Award in the 2015 Energy-Efficient Machinery Awards hosted by the Japan Machinery Federation. In the 36th hosting of this authoritative award, our hybrid turbocharger was selected after rigorous examination of 28 machines that were entered for award consideration. The hybrid turbocharger developed by MHI-MME was recognized for its superior energy-efficiency, operational track record and progressiveness, all proven through actual installation and use on ships.The hybrid turbocharger couples MHI-MME’s large-size MET series turbocharger with a high-speed generator-motor. It utilizes engine exhaust gas from a marine propulsion diesel engine for efficient power generation. During low-load operation of the engine, the hybrid turbocharger can be used as an electric motor, doing away with the need of conventional auxiliary blowers. It can improve engine performance at the same time.Development of the MET83MAG, the world’s first and unrivalled practical hybrid turbocharger, was achieved with the generous support of ClassNK, Nippon Yusen Kabushiki Kaisha (NYK Line), Japan Marine United Corporation and Hitachi Zosen Corporation. The hybrid turbocharger has been installed on seven large bulk carriers built by Japan Marine United Corporation.Meanwhile, MET66MAG-VTI, the latest hybrid turbocharger with electro-assist function and variable turbine inlet, was developed with the generous cooperation of Mitsui Engineering & Shipbuilding Co., Ltd. and Kobe Diesel Co., Ltd. This hybrid VTI turbocharger has been installed on six large, state-of-the-art car carriers built by Shin Kurushima Dockyard Co., Ltd. and Imabari Shipbuilding Co., Ltd., and operated by NYK Line.This was the second time that MHI-MME won this award, following the Waste Heat Recovery Systems in FY2010. MHI-MME will continue to contribute to increasing the efficiency of ship operation and protection of the global environment through the provision of energy-efficient equipment solutions.
Energy-Efficient Machinery Awards JMF President’s Award
Japan Machinery Federation, FY2015
Cutaway view of the MET83MAG hybrid turbocharger Lower-half shell housingThe generator installed in the lower-half shell housing
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USER CONFFERENCE HELD IN IMABARI
EXHIBITIONS PLANNED
User Conference held in Imabari
With Rafina in the Aegean Sea as its home port, the FAST FERRIES company uses its three ferries to operate regular services to outlying islands including Andros, Tinos, and Mykonos. Of its three ferries, two are fitted with MHI-MME’s fin stabilizers. Those two ferries are both second-hand vessels made in Japan and one of them, the FAST FERRIES Andros was retrofitted with the stabilizers last year. Visitors can choose from other companies with jetfoil boats operating on the same routes as FAST FERRIES, or the option of taking a plane, so during the tourist season in summer there is always a battle amongst these companies to win customers. We spoke with Mr. Panagiotakis, who is in charge of the technical division of the FAST FERRIES company. (Interviewer: Mr. Suzuki from the Marine Machinery Equipment Section)
On Thursday, March 10, the third User Conference was held in Imabari, and we gave the attendees information about products that would be helpful in operating ship services as well as our after-service lineup. A pre-conference survey was conducted to find out what clients were most interested in. On the conference agenda were items such as the UE engine, maintenance and checkup techniques for the MET Turbocharger, leading to a lively exchange in the Q&A. The User Conference gives us the unique opportunity to hear directly from our clients. The opinions and requests we receive are shared in the company and are essential for us to develop and expand on our products and services to answer our clients’ expectations. The second Tokyo User Conference is scheduled to be held in May, and we are hoping for a large attendance.
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“Passengers’ reactions have definitely changed”Shipowner Interview, Vessel Retrofitted with a Retractable Fin Stabilizer
With Rafina in the Aegean Sea as its home port, the FAST FERRIES company uses its three ferries to operate regular services to outlying islands including Andros, Tinos, and Mykonos. Of its three ferries, two are fitted with MHI-MME’s fin stabilizers. Those two ferries are both second-hand vessels made in Japan and one of them, the FAST FERRIES Andros was retrofitted with the stabilizers last year. Visitors can choose from other companies with jetfoil boats operating on the same routes as FAST FERRIES, or the option of taking a plane, so during the tourist season in summer there is always a battle amongst these companies to win customers. We spoke with Mr. Panagiotakis, who is in charge of the technical division of the FAST FERRIES company. (Interviewer: Mr. Suzuki from the Marine Machinery Equipment Section)
“Passengers’ reactions have definitely changed”Shipowner Interview, Vessel Retrofitted with a Retractable Fin Stabilizer
Mr. Panagiotakis, Owner, Theologos P,FAST FERRIES, (Greece)
Thank you for your time today. I’d like to ask you some questions about the project carried out last year to retrofit fin stabilizers.
Q1. What was the reason that made you decide to retrofit fin stabiliz-ers on the FAST FERRIES Andros?
FAST FERRIES owns one boat (Theologos P) fitted with MHI-MME’s fin stabilizers so the deciding reason was that I already knew about their powerful ability to control the roll of a ship. I think that fin stabilizers are one marine product that is a necessity for passenger ships.
Q2. Have you asked passengers and staff working on the FAST FERRIES Andros for their response or opinions comparing the Andros with vessels not fitted with fin stabilizers?
The response from passengers is clearly different. Vessels without fin stabilizers are also in service on the same routes as the Andros. Passengers who have ever been on the Andros, or those who have heard about it, realize about our vessels either having the fin stabiliz-ers or not. So, of course, they purchase tickets for ferries with fin stabilizers so that they can enjoy a pleasant and relaxing voyage.
I’d like to share with you a certain anecdote. One day on our normal service in the Andros when the seas were a bit rough, we decided experimentally to stop using the fin stabilizers. As the effect of stopping the roll of the ship dropped off, as was to be expected, the ship started to take on a sideways roll. Because of this, the passen-gers began to wonder what had happened and everyone immedi-ately started looking outside at the ocean. In other words, the effect of the fin stabilizers was so good that even the passengers noticed it immediately. Another time, we wanted to compare what it was like using the fin stabilizers and not using them. When we stopped using them, the roll was about ± 10 degrees but when we were using the fin stabilizers this was reduced to about ± 1 degree. At the time of the fin stabilizer project, we were told that the roll would be reduced by 90% but I could feel for myself that it was higher than that. So I am extremely satisfied with how wonderful the effect is for counter-acting the roll of a ship.
Q3. Since the retrofitted Andros has been back in service, has there been any malfunctioning of the fin stabilizers?
We are using the fin stabilizers every day but we have not had any trouble at all. If anything had occurred, I would have already contact-ed your company.
Q4. How does the FAST FERRIES company evaluate the retrofitting of the fin stabilizers this time?
Overall, we are of the opinion that it was a very efficient project that didn’t require too much effort. I mean, in the initial stages of the project we just provided the essential information and data about the hull of the ship and then left everything up to your company, so from the survey of the ship to the sea trial, all the work was completed. Things such as the positioning of the fins and the reinforcement surrounding the fin stabilizers are the kind of knowhow that usually a ship owner does not have, but your company’s support was such a help to us. I am extremely satisfied with the way the entire project went.
Q5.How many points would you award out of 100?
As I am extremely satisfied, I would like to say 100 but actually it is 98. The remaining two points are for further development and expectations, so I shall take off two points for that.
Q6. I see. So what do you seek from MHI-MME in the future?
I expect your company to continue to make high quality products as you have thus far, and also I expect the development of new ideas. And I also want you to continue to make us happy.
FY2016 Planned Exhibition ListMHI-MME intends to participate in the following shows this year.
The biggest maritime show in JapanHost city: TokyoVenue: Tokyo Big SightDuration: April 13 (Wed) – 15 (Fri)Booth position: JPN-150 (In the Japan Pavilion)
SEA JAPAN 2016
Engineers will present their papersHost city: HelsinkiVenue: The Finlandia HallDuration: June 6 (Mon) – 10 (Fri)Booth position: TBC
CIMAC
International maritime exhibition held in Greece,home to many ship ownersHost city: AthensVenue: Metropolitan ExpoDuration: June 6 (Mon) – 10 (Fri)Booth position: On the right side just after the main entrance (In the Japan Pavilion)
Posidonia
The leading international maritime trade fairHost city: HamburgVenue: Hamburg MesseDuration: September 6 (Tue) – 9 (Fri)Booth position: TBC
SMM Hamburg
KOREA (KITA GYEONGNAM)
KOREA (KITA BUSAN)
KOREA (KOMEA) CHINA
HOLLAND
TAIWAN
ジャパンパビリオン / Japan Pavillion
Event Stageイベントステージ
SeminarRoom
セミナー会場A
Organisers
主催者事務局
SeminarRoom
セミナー会場B
SeminarRoom
セミナー会場D
SeminarRoom
セミナー会場C
UK
UK
DENMARK GERMANY GERMANY
Theme Zoneテーマゾーン
東5ホール / EAST HALL 5 東6ホール / EAST HALL 6
ササクラ
TERASAKI ELECTRIC /寺崎電気産業
MITSUBISHI KAKOKI KAISHA /三菱化工機
HISAKA WORKS /日阪製作所
NK
E-CHART /イーチャート
FILTREX
JSAT MOBILE Communications
Panasonic EnviromentalSystems & Engineering /
パナソニック環境エンジニアリング
YSK Systems /ワイ・エス・ケイ・システムズ
NISHIYAMA /ニシヤマ
Furukawa Electric Industrial Cable /古河電工産業電線
OptimarineJapan
Dupont-Asahi FlashSpun Products /
旭・デュポンフラッシュパンププロダクツ
STARLITE /スターライト
工業
ELEPHANTCHAIN BLOCK /
象印チェンブロック
Sanko /サンコー
RIX /リックス
COAST
NANIWA IRON WORKS /浪速鉄工
ADY /エーディーワイ
RMS MARINESERVICE COMPANY
SAWAMURAVALVE /沢村バルブ
UBE SHIPPING& LOGISTICS /宇部興産海運
Jeppesen a Boeing
RIKEN KEIKI /理研計器
YASUKAWAELECTRIC
CORPORATION /安川電機
LUKOIL MARINELUBRICANTS
KOREANREGISTER
SHINYO KINZOKUINDUSTRY /
神陽金属工業
WÄRTSILÄバルチラ
Maritime Imabari /海事都市今治
TrelleborgMarine Systems
Japan /トレルボルグ・
マリンシステムズジャパン・
Sunflame /サンフレム
NIIKURAKOGYO /新倉工業
DAIWA /ダイワ販売
HOT START /ホットスタート
NAR /日本アイ・アール TAIYO NIPPON
SANSO /太陽日酸
MARIX /マリックス SHOYO
ENGINEERING /湘洋エンジニアリング
NakanishiShoji /中西商事
SANWA
Ecochlor
HARADA /原田産業
Turbo SystemsUnited /
ターボシステムズユナイテッド
CORNES /コーンズ
KVHIndustries
SKY Perfect JSAT / スカパーJSAT
Alfa Laval /アルファ・ラバル
FURUNOELECTRIC /古野電気 KDDI
NAKAKITASEISAKUSHO中北製作所
ABB
TOMINAGA /富永物産DNV GL
UZUSHIOELECTRIC /渦潮電機
HITACHIZOSEN /日立造船
TECHCROSS
TRATEC /トラテック Qingdao
HeadwayTechnology
Nippon MaritimeDisplay /
日本船舶表示
Kashiwa /カシワテック
AquametroJapan /アクアメトロ日本
KosakaLaboratry /小坂研究所
RFD Japan /アール・エフ・ディージャパン
Miki Pulley /三木プーリ
TST /東洋信号通信社
MARLINK
Kistler Japan /日本キスラー
TOKYO KEISO /東京計装
DIESEL UNITED /ディーゼル
ユナイテッド / IHI
CBSI /シー・ビー・エス・アイ
CBSI /シー・ビー・エス・アイ
AVEVA /アヴィバBasic JapanIntergraph Japan /
日本インターグラフ
K.STERMINALS
K AND K /ケイアンドケイ
MEIYOELECTRIC /明陽電機
Panasia
TOKYO NISSHIN JABARA /東京日進ジャバラ
Nippon ElectricInstrument / 日本エレクトリックインストルメント
Japan Digital Communications /日本デジコム
SunRui MarineEnviroment Engineering THE PANAMA
MARITIME AUTHORITY
MTU Japan /MTU ジャパン
ELECTORI /エレクトリ
SaeMah
GEM CORPORATION /ジェムコーポレーション
IHS Global
Woodman Club /ウッドマンクラブ
Earth Weather /アース・ウェザー
KANSAI HAKUYO /関西舶用
SE-WONINDUSTRIES
Showa Shell Sekiyu /昭和シェル石油
JAPAN MAGNETS /ジャパンマグネット
ONOMICHIMARITIMECITY /海事都市尾道
HANEDA PIPE WORKS /羽田パイプ製造所
GASTEC /ガステック
BC TAECHANG
Marine ServicesKojima /マリンサービス児嶋
MISEC /マイセック
YAMAZAKI /山崎産業
MITSUBISHIELECTRIC /三菱電機
LGE Japan /エル. ジー.イー.ジャパン
ZHOUSHAN IMC-YONGYUESHIPYARD & ENGINEERING
NMK Coatings / NKMコーティングス
ONURSANSAFETY
SANYO TRADING /三洋商事
The Japan TitariumSociety /日本チタン協会
SANKO ELECTRIC /三工電機
Wuxi BrightskyElectronic
Nippon Kaiji Kentei Kyokai /日本海事検定協会
Sanko Tsusho /三興通商
Port-IT
JAPAN MORECULAR SERVICE /ジャパンモレキュラーサービス
TIS
CAD CENTER /キャド
センター
The Japan Steel Works /日本製鋼所
TSURUMIMANUFACTURING /
鶴見製作所
TrafagJapan
KEMEL COMPANYa division of EAGLEINDUSTRY /イーグル工業KEMELカンパニー
Kawase /川瀬産業
HARVEST /ハーヴェスト
Meiho Electronics /名豊電機
KITO /キトー
RUD LiftingJapan /ルッド
リフティングジャパン
Nippon Export and Investment Insurance /日本貿易保険
KranendonkJapan
NHK SPRING /日本発条
BassSoftware
De Nora Water Technologies
TÜV SÜD Japan /テュフズードジャパン
Akzo Nobel / アクゾノーベルInternational Paint / インターナショナルペイント
JIANGSU JINGCHENGMARINE GLASS
APPLIED WEATERTECHNOLOGY /AWTジャパン
NAVTOR /ナブトール Haitima
Software Cradle /ソフトウェアクレイドル
K.MECS /ケーメックス
ECON /エコン
Knipex Tools Japan /クニペックスツールズジャパン
Drydocks World
SUGINO MACHINE /スギノマシン
GE Marine
Koshin Denki Kogyo /光進電気工業
Xubi-Nenogear
DAITO ELECTRON /ダイト
エレクトロン
SSI
FORUM 8 /フォーラムエイト
IKK SHOT /IKKショット
BEN LINE AGENCIES (JAPAN) / ベン・ライン・エージェンシーズ・ ジャパン
Nippon Sogo System /日本総合システム
NEWCOURSEGROUP
SEIBU GIKEN / 西部技研
Jiangsu PengfeiHaitai Machinery
Satcom Global Limited /サットコムグローバルリミテッド
Remitite
Rustibus
New Fire
ESI Japan /日本イーエスアイ
HIEN ELECTRIC Industries / ヒエン電工
Nakanishi Shoji /中西商事
FUJITSU富士通
NESSTECH /ネステック
WINTERTHUR GAS & DIESEL JAPAN /ウィンターツールガスアンド
ディーゼルジャパン
AIR LIQUIDE Kogyo Gas /エア・リキード工業ガス
Honeywell Japan /ハネウェルジャパン
MARICHEM MARIGASESWORLD WIDE SERVICES
SangbongCorporation
Elite Marine Ballast Water Treatment System
GADELIUS INDUSTRY /ガデリウス・インダストリー
G-TOOL
CHINA INSTITUTEOF MARINE TECHNOLOGY& ECONOMY
AEPジャパン /AEPJapan
Daishin-Giken /大新技研
AIS /エイ・アイ・エス
TAMAGAWA SEIKI多摩川精機
COSCO(Wei Hai) Shipbuilding
Marine Technology
Changzhou CTC Pipelines System
JIANGSU YUAN ZHUO EQUIPMENT MANUFACTURING
DALIAN XINFEI MARINEMACHINERY
SHOUGUANG CITY JINZHENG BALLONET
SUZHOU JIUMEI FIBERGLASS
ZHEJIANG SHUANGNIAO ANCHOR CHAINFukai Shipping Service
Japan Aerospace Exploration Agency /宇宙航空研究開発機構
Toko Instruments /東光計器
MobilisMarine Electronics
LONSEAL /ロンシール
工業
YOU SHIN DAN YEOL
AES /エイ・イー・エス
OKADA CORPORATION /岡田商事
Panduit Corp. Japan Branch /パンドウイットコーポレーション日本支社
Arion Japan
3S
JIANGSU XIANGSHENG HEAVY INDUSTRIES
MFE Center Investment Management (Shanghai)
ClassNK /日本海事協会
VacDrain
JESSN MARINEEQUIPMENT
SHANGHAI BAOLUO STAINLESSSTEEL YUBE
MAHLE
J.P. SAUER
GALI
BOLL & KIRCH
SKF
VOITH
MMG
BSS
MARI
DR. E.HORN
GERMANINFORMATIONSTAND
MARK.WERK
ZOLLERNWulff Entre / Napa
L ORANGE
DW-SHIPCONSULT
NOVAWARKE
KraftPowerconSweden
TOYO-KOKA /東洋硬化
Bo Sung Silicone
PLEIGER
JIANGSU YUANYANG CABLE
ReservedAZIMUTH GO HOME SAFE
MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE /三菱重工舶用機械エンジン
Jiangsu yangyuan Marine Equipment Casting
TANABE PNEUMATICMACHINERY /
田邊空気機械製作所
TAMAYA TECHNICS /タマヤ計測システム
TEIKOKU MACHINERY WORKS /帝国機械製作所
TAIKO SANGYO /大晃産業
NYK TRADING /郵船商事
NIPPON HAKUYO electronics /日本舶用エレクトロニクス
TOBU JUKOGYO /東部重工業
Japan Coast Guard / 海上保安庁
KEI SYSTEM /ケーイーアイシステム
MURAYAMA DENKI /村山電機製作所
NIPPON PAINT MARINE COATINGS /日本ペイントマリン
WOODS /ウッズ
GEISLINGER /ガイスリンガー
SHONAN /湘南工作所
JFE ENGINEERING /JFEエンジニアリング
UTSUKI KEIKI /宇津木計器
Maritime Repoter and Engirneering News
SATAKE /サタケ
VOLCANO /ボルカノ
SUCTION GAS ENGINE MFG /サクション瓦斯機関製作所
DAIHATSU DIESEL MFG /ダイハツディーゼル
NAKASHIMA PROPELLER /ナカシマプロペラ
AZBIL /アズビル EIZO TOKYO KEIKI /
東京計器
SHINKO /シンコー
KURUTA WATER INDUSTRIES /栗田工業
IBUKI KOGYO /伊吹工業
Fuji Electric /富士電機
HITACHI NICO TRANSMISSION /
日立ニコトランスミッション
Musasino /ムサシノ機器
YANMAR /ヤンマー
CHUGOKUMARINE PAINTS /中国塗料
OKUMURA ENGINEERING /オーケーエム
Yokogawa Denshikiki /横河電子機器
AKASAKA DIESELS /赤阪鐵工所
NABTESCO /ナブテスコ
NISHISHIBA /ELECTRIC西芝電機
Japan Radio /日本無線
FUJI TRADING /富士貿易
MANABE ZOKI /
眞鍋造機MATSUI /マツイ
YAMATO METAL /
ヤマトメタル
SEKIGAHARA SEISAKUSHO /関ヶ原製作所
Yamashina Seiki /山科精器
Naniwa Pump Manufacturing /浪速ポンプ製作所CONHIRA /
コンヒラ
SHIMADA & CO /島田燈器工業
TAIKO KIKAI INDUSTRIES /大晃機械工業
MIURA /三浦工業
TAIYO ELECTRIC /大洋電機
WAKEFIELD /ウェイクフィールド
MIZUNO MARINE /ミズノマリン
KOKOSHA /高工社
HSN-KIKAI KOGYO /兵神機械工業
TECHNO KASHIWA /テクノカシワ
MITSUI ENGINEERING
& SHIPBUILDING /三井造船
Ace Valve
ECO MARINE POWER /エコマリンパワー
USHIOREINETSU /潮冷熱
KANAGAWAKIKI KOGYO /神奈川機器工業
JRCS MFGJRCS
MINISTRY OF DEFENSE(MARITIME STAFF OFFICE)Acquisition, Technology& Logistics Agency / 防衛省防衛装備省
Vik-SandvikDesign India
Aquata
Iver C. Welibach
Noverco Marine & Offshore
ROCKWOOL
DAN-FENDER
MAN Diesel &TurboHoyer
Moters
VIKING LIFE-SAVING EQUIPMENTDANISH MARINE GROUP DANISH EXPORT ASSOCIATION
APEX PRECISION
TECHNOLOGYYOKEINDUSTRIAL
Jiangsu Aohai Marine Fitting
GESCO
OSCG
HODU
Shindong Digitech
Mt.H CONTROL VALVES
ISS Machinery Services /ISS マシナリーサービス
QINGDAO WANCHENG ANCHOR
Consilium Nittan Marine /コンシリアム・
ニッタンマリーン
Dalian Yoshimoto Industries
Framoフラモ
NIPPON VULKAN /日本ブルカン
NAROC ROPE /ナロック
Sojitz Marine&Enginering /双日マリンエンジニアリング
KTMI
KSP
KOMEA
Sanil Electric
Kwang San JULI ROPE
QINGDAO SK ANCHOR CHAIN
KOMECO
DAEYANG ELECTRIC
Yangzhou Wutingqiao Cylinder Liner
Team Tec
U-03
U-04
U-06
U-08
U-14
U-26
AA-01
AA-04
AA-09 AA-10
AA-18
AA-19
AA-20
AA-26 A-33
A-27
A-25 A-26
A-17
A-13 A-18
A-14 B-11 B-12
B-16
A-09
A-12
A-07
A-02 B-02 C-01
A-32
B-24
B-26
B-30
C-25
AA-15
AA-07
AA-05
AA-03
GER-01
GER-02
GER-06 GER-07
GER-08 GER-09
GER-10
DEN-01
DEN-03
DEN-05 DEN-08
DEN-06
DEN-14
DEN-12
DEN-09
GER-11
GER-12GER-13
GER-14
GER-15GER-16
GER-17
GER-18
GER-03 GER-04
JPN-01
JPN-03
JPN-05
JPN-07
JPN-09
JPN-11 JPN-10
JPN-04
JPN-02
JPN-27
JPN-26
JPN-24
JPN-23
JPNTM-14
JPNTM-13
JPNTM-12
JPN-80
JPN-56
JPN-68
JPN-92 JPN-93
JPN-100
JPN-113
JPN-115
JPN-121 JPN-122
JPN-118
JPN-114
JPN-141 JPN-144
JPN-142
JPN-140
JPN-138
JPN-136
JPN-134
JPN-133
F-12
P-09
TW-02
L-08L-09
KOM-01 KOM-02
KOM-03 KOM-04
KOM-05 KOM-06
KOM-07 KOM-08
KOM-09 KOM-10
KOM-11 KOM-12
U-33
U-35
U-37
U-39
U-36
T-34
U-30
U-32
U-34
U-38
U-40
T-48G-45
T-41S-40
T-43 T-42S-42S-41R-44
L-50 M-50 N-53K-48
AA-27
AA-33
AA-35 B-39A-42
A-40
A-38
B-35 B-38
B-36
B-40
C-37
B-51
B-48
C-49
C-42 D-46
D-42
E-46
E-42
F-45 F-46
H-50
H-46
H-42
J-42 K-42
K-44
K-46
L-41
L-45
L-42
L-46
M-41 M-42
M-46
N-47
N-49
N-48
N-50
P-47
P-45
P-42
P-38
P-36
P-32
R-33
P-30
P-26
P-24
P-22
R-39
R-37
R-35
R-31
R-38
R-36
R-34
R-28
R-24R-25
S-31
S-37
S-35
S-33
S-36
S-34
T-33
T-39
T-37
T-35
T-40
T-38
T-36
U-21 U-22
U-19
U-23 U-24
U-25T-28
T-26
T-24
U-11
U-07
U-13
U-15T-16
T-14
T-17
T-13
T-07
T-10
CH-18
CH-16
CH-15
CH-05
CH-09
CH-08
CH-06
CH-01
N-10M-10
M-12K-12
K-16
K-08
J-14G-14E-15
E-13
E-11
F-01 J-01
K-01 M-01P-01 R-01 S-01 T-03 T-01 U-01 U-02
L-01
J-08
M-15
TW-05
TW-03
TW-01
M-16L-12
N-07
N-16 P-15
P-11
CH-14
CH-13
CH-17
T-23
T-25
T-27S-26
S-22
P-49
R-50
R-52
S-48
S-52
S-50S-49
P-48
P-50
R-49
K-50
H-45G-46
H-41G-42
G-50F-50
F-42
A-41AA-36
AA-30
R-51
JPN-13
JPN-16
JPN-17 JPN-20 JPN-32
JPN-28
JPN-38 JPN-39 JPN-44
JPN-40
JPN-48 JPN-49 JPN-54 JPN-64 JPN-65
JPN-60 JPN-61
JPN-86 JPN-87
JPN-82 JPN-103 JPN-104
JPN-107
JPN-124JPN-123
JPN-127
JPN-146
JPN-149 JPN-150
L-07
JPN-145
NIIGATA POWER SYSYTEMS /新潟原動機
SASAKURA ENGINEERING /
SHIPOWNER INTERVIEW
FIN STABILIZER / RETROFIT VESSEL
Premium AArea
Ministry of Economy,Infrastructure,Shipping and TourismM.E.I.S.T.
U.G.S. Union of Greek Shipowners
H.C.S. Hellenic Chamber of Shipping
Premium BArea
StandardArea
emergency exits
Site PlanMETROPOLITAN EXPO
6 -10 JUNE 2016
PRESSOFFICE
W.C.
W.C.
W.C.W.C.
W.C.
W.C.
W.C.
W.C.W.C.W.C.
W.C.
W.C.
W.C. W.C. W.C.
W.C.
MEETINGROOM
HOUSECONTRACTOR
FIRSTAIDBUSINESS
CENTREORGANISERSユINFO DESK
MINIMARKET
CLOAKROOM
POSIDONIACONFERENCEHALL
REGISTRATIONAREA
POSIDONIASEMINARROOM
RESTAURANTRESTAURANT
ORGANISERユSOFFICE
REGISTRATIONAREA
EXHIBITORSユPARKING AREA
EXHIBITORSユPARKING AREA
EXHIBITORSユPARKING AREA
ENTRANCE 2
ENTRANCE 1
HALL 3HALL 2HALL 1 HALL 4
CAFE
- BA
R
CAFE
- BA
R
CAFE
- BA
R
CAFE
- BA
R
CAFE
- BA
R
CAFE
- BA
R
CAFE
- BA
R
WS12-11-10CWS 1
MAIN CORRIDOR
SHUT
TLE B
US &
TAXI
STAT
ION
W.C.
W.C.
TRAV
EL A
GENT
FORWARDERS
WS9-8-7
WS6-5-4 WS3-2-1
LWS1 LWS2 LWS3 LWS4CWS 2 CWS 3 CWS 4 CWS 5 CWS 6 CWS 7
CWS 8
EVENTS AREA 1
EVENTS AREA 2
IPDC
4.134
4.1364.2324.229
4.2274.322
4.225
4.223
4.2214.318
4.311
4.317
4.215
4.109
4.212 4.107
4.210 4.105
4.101
4.202
4.2054.305
4.303
4.301
4.203
4.201
4.213
4.2114.309
4.320 4.320
4.321
3.1383.1433.2423.2413.335
3.325
3.430
3.136
3.134
3.132
3.128
3.126
3.122
3.121
3.221
3.223
3.225
3.229
3.316
3.318
3.3263.231
3.233
3.2353.330
3.334
3.332
3.239
3.123
3.131
3.2363.133
3.137
3.116
3.112
3.110
3.106
3.104
3.1023.101
3.202
3.1053.205
3.2113.307
3.309
3.414
3.3153.419
3.421
3.423
3.521
3.519
3.515
3.513
3.511
3.507
3.505
3.503
3.501
3.525
3.529
3.425
3.429
3.426
3.428
3.531
3.533
2.145
2.140
2.138
2.136
2.2462.2472.3372.4462.4492.545
2.539 2.442 2.333
3.319
3.420
3.311
3.411
3.413
3.415
3.213
3.215
3.217
3.216
3.2183.113
3.111
3.203
3.201
3.301
3.401
3.403
4.219
4.217
4.1314.230
4.228
4.226
4.129
4.127
4.125
4.117
4.115
4.128
4.126
4.124
4.120
4.118
4.116
4.114
4.110
4.108
4.106
4.104
4.101
H.C.S.U.G.S.M.E.I.S.T.
50m2
50m2
45m2
30m2
32.5m2
35m2
30m2
40m2
50m2
40m2
40m2
170m2
220m2
99m2
49.5m249.5m2
38.5m238.5m2
121m2
28m235m2
32m2
80m2
115.5m2
121m2
99m251.75m2
32m2
24m256m2
60m296.75m2
50m2
80m2
40m2
47.5m2
45m2
45m2
80m2
110m2
156.75m252.25m2
72m2
51m2130m2
85m2
60m260m2
119m242.5m2
50m2
30m2
30m2
60m2
35m2
30m2
60m2
59.5m2
56m2
66m2
42m2
42m2
42m2
12m212m2
12m212m2
66m2
12m227m2105m270m2
35m2
147m280 m2
45 m2
15m2
24m212m2
12m2
12m212m2
155m284m2
70m2
35m256m2
42m2
60m2
40m2
30m2
41.25m2
44m2
85.25m2
231m2
55m2
132m2
49.50m2 30.25m2
19.25m2
198m2
42m2
60m2290m249m2
3.40549m2
105m2
40m2
40m2
50m2
25m2
25m2
35m2
3.1443.53725m2
15m218m2
3.1453.24415m218m2
3.1473.24615m218m2
3.14615m2
15m2
18m2
3.24318m2
15m215m2
3.3373.43215m215m2
42m2
3.2473.3393.4343.539 3.43518m215m215m221m224m2
33.75m2
63m2
104m2
104m2
56m2
72m2
58.5m2
54m2
40.5m2
58.5m2
35.75m241.25m2
22m2
44m2
35.75m2
35.75m2
21m217.5m215.75m2
72.25m2
108m2
15.75m2
40.5m2
36m2
84m2
35m2
net:192m2
15m2
27.5m2
27.5m2
50m2
18m2
2.1392.24238.5m238.5m2
2.1372.24038.5m2
2.1352.238
2.228
2.226
2.119
2.123 2.126
2.122
2.120
2.121
30.25m2
30.25m2
46.75m2
46.75m235.75m2
41.25m2
132m2 70m2
2.515
2.51332.5m2
67.5m2
2.511
2.509
2.505
1.501
1.503
1.4011.305
1.505
1.507
1.511 1.409
1.411
1.415
1.317 1.314
1.213
1.212
1.210
1.211 1.113
1.115
1.119
1.112
1.116
1.118
1.120
1.1221.1231.318
1.320
1.3221.323
1.424 1.327
1.324
1.326
1.3281.221
1.219
1.127
1.216
1.215
1.216
1.1291.218
1.126
1.128
1.414 1.315
1.3131.412
1.410 1.311
1.402 1.301 1.201
1.203
1.515
1.519
1.521
1.523 1.5221.419
1.525
1.527
1.529
2.205
2.203
2.2012.101
2.103
2.1052.108
2.106
2.104
2.102
2.202
2.204
2.401 2.3012.503
2.501
2.409
2.411
2.419
2.303
2.2112.210
2.212
2.2142.115 2.118
2.114
2.112
2.110
2.113
2.111
2.215
2.2172.313
2.415
2.307
2.309
30m2
50m251m2
33m2
90m2 104.5m2
55m2
52.25m2
60m2
30m2
30m2
50m2
49.5m2
57.75m2
50m2
203m2 290m2
70m255m2
203m2 60m2 60m2 63m2
51m2
1.2051.206
1.2021.101
1.103
1.105 1.110
1.108
1.106
1.104
1.102
60m2
84m2
90m2 55m2
45m2
30m2
30m2
30m2
35m2
50m2
40m2
45m2
40m2
30m2
60m2 70m2 65m2
45.5m2
119m2
65m2
30m2
40m2
39m2 22m2
24m2
1.214
52m2
65m2
1.404 1.30731.5m2
100m2
38.5m2
54m2 99m2
80.50m2
91m2
67.5m259.5m251m215m2
72m2 36m2
12m2
12m2
12m2
13.5m2 13.5m2
13.5m213.5m2
150m2
60.5m249.5m2
60m2
62.5m2
35m2
30m2
40m2
50m2
35m2
45m2
45m254m2
40m2
30m235m2
25m2
47.5m2
30m2 17.5m2 17.5m2
1.5241.42117.5m2 17.5m2
1.5261.42317.5m2 17.5m2
1.5281.42517.5m2 17.5m2
1.5301.42721m2 21m2
21m2 21m2 35m2 12m2 12m2
30m2
30m2
40m2
1.539 1.5401.437 1.3381.22715m2 15m21.3401.22912m2 12m21.3421.23112m2 12m21.3441.23312m2 12m21.3461.235
1.43835m2
1.337
35m2
1.44235m2
1.341
35m2
1.44635m2
1.345
1.439
25m2
37.5m2 63m2
49m2
122.5m2
100m2 102m2
48m2
51m280m2
25m2
105m2
25m2
112.75m2 66m2
63.25m2
55m255m2
30m2
30m2
52.5 m2
30.25m2
41.25m2
30m2
30m2
38.5m2
18m215m215m221m221m2 24m21.240 1.149 1.1481.4501.4471.549 1.349 1.241
15m215m218m218m2 15m215m221m2
60m2
2.535
2.525
2.523
2.521
45m2
70m2
30m2
30m2
2.3382.24512m2 12m2
2.3342.24112m2 12m2
2.3322.239
2.3302.237
16.5m2 16.5m2
22.5m2 22.5m2
35m2 35m2
2.329
2.4282.2292.323
2.2272.321
2.225
2.2232.317
2.319
2.2212.315
2.422
70m2
15m215m2
12m22.320
2.31815m2
12m212m2
15m215m2
13.5m2
2.324
2.32215m2
13.5m213.5m2
112m2 22.5m2
2.31622.5m222.5m2
140m2
2.435/62.435/5
2.435/8
2.435/9
2.435/2
2.435/1
2.435/72.435/4
14m226.25m2
12.25m2
10.5m2 10.5m2
24.5m2
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2.5282.42912.25m2 12.25m2
2.5262.42712.25m2 12.25m2
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2.5222.42314m2 14m2
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SEMINARROOM 2
POSIDONIA 2016OPENING CEREMONY
VENUE COFFEEBREAKAREA
SEMINARROOM 3
UKHOSponsored by
COFFEEBREAKAREA
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1.54712m2
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1.54312m2
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1.14012m233m2
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1.54212.25m2 24.5m2
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SPEC
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FEAT
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2 | 1
5
ANNIVERSARY PRODUCTSSP
ECIA
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SPECIAL FEATURES 2
MHI Products Celebrating Anniversaries
80th Anniversary of Development and Manufacture
Last year in 2015, three core products, symbolic of MHI-MME’s technological prowess, celebrated their 80th, 60th and 50th anniversaries respectively since development and commencement of manufacturing. This special feature looks back on their histories as well as the total number produced to date, current licensing and global market shares.
Electro-hydraulic steering gears60th Anniversary of Development and Manufacture
UE Engines50th Anniversary of Development and Manufacture
MET TurbochargersMHI-brand Steering GearsContinues to Accumulatea Leading Global Track Record
State-of-the-artElectronically-controlled MarineEngines with SuperFuel-efficiency andEnvironmentalRegulationCompliance toMeet Today’s NeedsIn 1955, Mitsubishi Heavy Industries succeeded in the development of a UE-type 2-stroke marine diesel engine using original technology. Known for its advanced technology and reliability, MHI has proudly manufactured and delivered a total of about 40-million horsepower’s worth of the in-house developed UE engine series to power ships sailing in the seas of Japan and abroad (as of 2015).
Last year marked 80 years since Mitsubishi Heavy Industries first manufactured electro-hydraulic steering gear in 1935. Since the trunk piston (A type) and Rapson slide (S and D type) steering gear of the early days, MHI has been developing steering gear according to global needs. Between the 1960s and 80s, MHI manufactured Rotary vane (AEG type) steering gear, and since the 1970s, has been manufacturing the SF type and DF
type (successors to the Rapson slide type steering gear) and other models. They are installed on a multitude of vessels, both large and small, as industry-leading MHI-brand steering gear. Today, manufac-turing and sales license agreements have been concluded with Yoowon Industries Ltd. of South Korea and Jiangsu Masada Heavy Industries Co., Ltd. in China. MHI-brand steering gears continue to accumulate a leading global track record.
In 1965, Mitsubishi Heavy Industries manufac-tured the first non-water-cooled exhaust gas turbine turbocharger using its own technology. This launched the history of MET Turbochargers. In the beginning, they were manufactured exclusively for MHI’s UE 2-stroke diesel engine. However, they were later applied to numerous B&W (now MAN Diesel & Turbo) and Sulzer (now Winterthur Gas & Diesel) 2-stroke engines, launching the entry of MET Turbochargers into the global market. Today, manufacturing and sales have been licensed to three engine manufacturers in South Korea and are expanding world market share.With the high performance and reliability of MET
turbochargers, the MET-SR radial turbine turbocharger series was developed and released in 1988 in response to strong market demand for application on 4-stroke engines. A multitude of turbochargers have been installed primarily on the main engines of small ships and as power plants for large vessels.The hybrid turbocharger MET83MAG, which was developed by MHI-MME last year for large vessels, was recently awarded the JMF President’s Award in the FY2015 Energy-Efficient Machinery Awards hosted by the Japan Machinery Federation. A new page has been added to the development and manufacturing history of MET turbochargers, which has now surpassed 50 years.
High Performance and Reliability. Installed on a Multitude of the MainEngines of Small Ships andthe Power Plants of Large Vessels
In response to today’s needs for IMO NOx Tier III compliant engines with super fuel-efficiency, MHI-MME completed its electronically-controlled engine lineup. The aforementioned standards were also applied to the latest engines in the LSH series. The first UEC50LSH-Eco engine went into service in September 2015 and has been accumu-lating good operational performance since then.In regards to NOx Tier III compliance, we complet-ed development of our exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) systems. In August 2015, verification of the world’s first low-pressure EGR system was carried out in onboard testing on the bulk carrier Dream Island (shipowner: Shikishima Kisen K.K.) built by The Hakodate Dock Co., Ltd. Steps are being promoted soundly toward commercialization.To further our global development and expand our world share, we have expanded UE engine manufacturing to include licensees in South Korea, China and Vietnam in addition to our licensees in Japan.
Acum
lativ
e nu
mbe
r of p
rodu
ctio
n
12000
10000
8000
6000
4000
2000
0
Trunk piston type
Rapson slide type
Rotary vane type
Not including licenseeIncluding licensee
AEG type (1962~1989)
A type (1935~1963)
C type(1978~1989)
1935 1945 1955 1965 1975 1985 1995 2005 2015
S、D type (1935~1986)SF、DF type (1970~)
SFT、DFT type (1983~)SFC type (1985~)
Year
1935 The first Mitsubishi Electro-hydraulic steering gear was developed. ・Rapson slide type (S type, D type) ・Trunk piston type (A type)
1962 The technical cooperation about Rotary vane type steering gear with AEG in Germany.(AEG type)
1970 The Rapson sl ide type steering gear with compact-type power unit was developed.(SF type, DF type)
1978 The Trunk p i s ton t ype s tee r ing gea r was deve loped w i th c lev i s cylinder and vane pump.(C type)
1980 s The line-up of Rapson slide actuator type steering gear was expanded. ・Torque motor control type(SFT type, DFT type) ・Solenoid controlled valve control type(SFC type) Year
HP
1925 1935 1945 1955 1965 1975 1985 1995 2005 2015
1955 The first UE was developed.
1984 L type
1986 LS type
1997 LS-Ⅱ type
2001 LSE type
2004.11Electronic control8UEC60LSⅡ-Eco
2005.7UEC50LSE
2007.6UEC60LSE
2008.8UEC45LSE
2012.11UEC80LSE-Eco
2002.10 UEC68LSE
2013.8UEC35LSE-Eco
2015.9UEC50LSH-Eco
Tota
l eng
ine
prod
uctio
n (H
P)
40,000,000
30,000,000
20,000,000
10,000,000
0
1983 10,000,000HP
1996 20,000,000HP
2007 30,000,000HP
2011 35,000,000HP
2015 40,000,000HP
1965The first MET turbocharger with non-water cooled, inboard bearing arrangement, type MET71 was developed.Free from sulfuric acid corrosion.
1988Radial turbine turbocharger MET-SR series was developed for smaller four stroke engines, started with MET30SR and 26SR. 30SR.At present, it consist of MET37SRC, 30SRC, 26SRC, 22SRC and 18SRC.
2012The world s first hybrid turbocharger wi th in tegrated generator for commercial application MET83MAG was developed.
30000
25000
20000
15000
10000
5000
0
Year1960 1970 1980 1990 2000 2010 2020
Acum
lativ
e nu
mbe
r of p
rodu
ctio
n
2001 LiecensedtoHyundai Heavy Industries, Korea
2010 Licensed to Doosan Engine,Korea
2011 Licensedto STX Heavy Industries, Korea