After the financial crisis, the heat of investment in marine diesel engines has triggered a new round of "dark war."
The Lanwattislan company and Jiangsu Cuixing Marine Engineering Co., Ltd. have reached a consensus on establishing a joint venture in China to produce medium-speed engines for W26 and W32 ships. The signing ceremony for the joint venture contract was held in Rugao, Nantong. Wärtsilä invested 16 million euros in the joint venture. This joint-venture company Wärtsilä holds 49% of the shares and Jiangsu Qixing Ocean Engineering Co., Ltd. holds 51%.
China is still the focus An international authoritative shipping magazine recently announced its annual survey report on the world's three major marine engines (mechanical transmission propulsion, auxiliary generating units and diesel-electric propulsion) from January to December 2010, detailing global shipbuilding market outlook.
In accordance with established practice, the ship engine order survey report contains a power range of 0.5 MW (500 kW) or more, and the fuel types include diesel, heavy fuel oil and natural gas. The world's major engine manufacturers and their authorized manufacturing companies participated in the survey to ensure the integrity and accuracy of the survey. Therefore, the survey results have authority on the industry plan and future development analysis.
It should be pointed out that the survey data does not represent the delivery of the ship, but the number of ship orders received in 2010. The geographical distribution of ship orders is based on shipyard statistics.
The survey shows that 2010 is the year of recovery of the shipbuilding industry in recent years. Compared with 2009, the number of ship orders has increased by 28%, of which the growth of mechanical drive propulsion is the most obvious, with an increase of 39%. Natural gas fuel engines also reported good news, breaking the 2009 zero orders, and in 2010 there were orders for natural gas fuels in both mechanical drive propulsion and auxiliary engines. The Far East is still the most active region in the world. The two major shipbuilding countries - South Korea and China - did not accidentally continue to invest in shipyards and acquired a large number of new orders.
At the same time, the China Shipbuilding Industry Association (CAN鄄SI) reported that China’s shipbuilding volume accounted for 41% of the global market in 2010 and became the world’s number one shipbuilding powerhouse. In addition, many shipyards in China are also developing low-carbon vessels to comply with international emissions regulations and maintain market competitiveness. The recovery of the Chinese and Korean shipbuilding market highlights the recovery of the global shipbuilding industry and the growth of orders.
It is not difficult to explain why Wärtsilä, the giant shipbuilder, chose to expand its operations in China. It is reported that the aforementioned joint venture company is located in Rugao City, Jiangsu Province and will mainly focus on engine assembly and commissioning. It is planned to be operational in early 2013. Joint ventures will be approved by the relevant authorities.
"This joint venture is an important step in Wärtsilä's strategy of further expanding its operations and production in China and closer to its customers. As one of the world's largest shipbuilding nations, the market share of shipbuilding has shown a clear upward trend in recent years. Today, we have obtained more than 40% of global shipbuilding orders. Through this cooperation, we will further improve Wärtsilä’s leading position in the world shipbuilding market.†Ole Johansson, president and CEO of Wärtsilä, signed the joint venture contract The ceremony was expressed.
"This joint venture will provide competitive products to the Chinese shipping market. Wärtsilä hopes to significantly increase the market share of medium-speed engines for ships. Our goal is to become one of China's leading ship medium-speed engine manufacturers." Zhu Lan, president of Ceylon China, said.
According to the plan, the first phase of the project will have a total investment of 3 billion yuan. During the "12th Five-Year Plan" period, it will achieve a production capacity of 1,000 sets and realize a sales of 20 billion yuan. It aims to build China's largest medium-speed machine production base.
Wärtsilä’s main competitor, MAN, had cooperated with Jiangsu Antai Power Machinery in 2007 and invested in producing low-speed diesel engines for ships in Jingjiang. The first batch of MAN low-speed marine diesel engines produced by private enterprises were rolled out in September last year. Gloey, senior vice president of MANDiesel's low-speed host division, said earlier in Augsburg that vessels engaged in trade in China's inland rivers and coasts could bring huge business opportunities to marine diesel engine manufacturers. With orders for ocean-going cargo ship engines drastically reduced, China will The demand for engines can make up for the lack of new orders and the loss of customers' orders.
In the international large-scale shipbuilding market, MAN's market share reached 70%, and Wärtsilä’s share was 20%.
Europe leads Asia in hot pursuit In October 2008, the MARPOL (International Convention for the Prevention of Pollution from Ships) Annex VI amendment was approved, and the international maritime industry has taken another important step in promoting shipping energy-saving and emission reduction. According to this effective amendment, diesel engines loaded after January 1, 2011 must comply with Tier II standards and their nitrogen oxide emissions must not exceed 14.4 g/kWh; in the emission control zone, January 2016 The diesel engines for shipping on or after the 1st and the following days must comply with Tier III standards. The emission of nitrogen oxides from diesel engines must not exceed 3.4 g/kWh.
Since 2008, most European marine engine manufacturers have introduced solutions that meet the Tier III standard. Not only that, but in recent years the application scope of environmental power systems such as electric propulsion has been further expanded, and the research and development of new energy for ships has just begun. The prospect of green development.
Due to active pre-research on emission reduction technologies, major low-speed and medium-speed machine manufacturers such as Wärtsilä, MAN, and Caterpillar have upgraded their marine diesel engines to Tierfl-compliant products before the standard “comingâ€. In order to seize market opportunities, these companies have also developed products that meet Tierm standards. The Wärtsilä Group stated that its dual-fuel ship engine can meet this standard without using any other post-processing technology when only gaseous fuel is used.
In addition, the Group also applied selective catalytic reduction (SCR) technology to its diesel engines, which can reduce nitrogen oxide emissions of two-stroke and four-stroke marine diesel engines by more than 90%. A sulfur oxide scrubber has been developed that can The content of sulfur oxides in the exhaust gas of ships is reduced by 99%, the content of nitrogen oxides is reduced by 3% to 7%, and the particle content is reduced by 30% to 60%. On this basis, the group has further conducted emission reduction research, including waste heat recovery technology (WHR), exhaust gas recirculation (EGR) technology, Wetpac technology, etc., among which EGR technology is expected to make the ship's nitrogen oxide emissions expected to reduce by at least 60 %.
In the area of ​​emission reduction, MAN is also developing EGR technology and developing washing equipment that reduces the sulfur oxide emissions of marine engines by 90%. The company also conducted a WHR technical study and its WHR system was able to use waste heat to heat the steam needed for the turbine generators on board, reducing the ship's CO2 emissions by 20%.
Caterpillar completed the first phase of the project in 2005 by launching the EMIMINI project supported by the German government, achieving the goal of exhaust emission compliance with the Tier II standard. On this basis, the company also carried out the second phase of research and development work, optimized its Caterpillar common rail system (CCR) on the ship's aircraft, making its Mark brand M20C, M25C, M32C and M43C ship machine in line with TierIII. Emission Standards. The company also plans to continue FAME projects with its partners and carry out research on air control in the combustion process to further reduce the amount of emissions from ship machines.
In addition to the upgrading of traditional products, the giants of the machineries are also focusing their attention on the research and development of dual-fuel marine engines. Industry insiders predict that by 2015, the number of LNG-fueled ships in the world will increase from about 100 to 800 to 1,000. For this reason, Wärtsilä has introduced DF series machines including the 20DF, 34DF and 50DF machines, and has successfully applied to many ships. MAN not only introduced the 51/60DF diesel/gas dual-fuel engine, but also announced this year the launch of ME-LGI, a dual-fuel two-stroke low-speed marine engine that burns liquefied petroleum gas (LPG). After installing SCR device and EGR system, the machine can meet TierIII emission standard requirements. In 2007, Rolls-Royce started to launch the Bergen marine gas engine and applied it to five offshore passenger ferries in Norway. The machine can reduce 92% of nitrogen oxides and 23% of carbon dioxide emissions, and can completely eliminate sulfur oxides and particulates. Its fuel consumption efficiency can be increased by 8% on the basis of existing dual-fuel engines.
Compared with the traditional mechanical propulsion system, the pod-type electric propulsion system and the hybrid system represented by the diesel-electric propulsion system have advantages in terms of energy saving and emission reduction. Its manufacturers such as ABB, Siemens and other companies have continued to develop R&D in recent years, which has broadened the scope of application of these propulsion systems that have been mainly installed on special ships, luxury cruise ships or ships. After two years of research and development at the end of 2009, ABB launched a new generation of Azipod pod electric propulsion system. The new generation of system not only reached a new level in the technical level, but also has reliability, maintainability, operational efficiency, safety, and environmental protection. The manufacturing process has been fully improved.
Siemens launched the diesel-electric power system SishipEcoProp at the end of last year in an effort to extend the application range of the hybrid power system to small vessels such as yachts and fishing boats. It is said that the system can even use wind energy, solar energy or fuel cells as alternative energy sources.
Another company of the electric propulsion system, Ingenho Marine Group, is also actively involved in new energy utilization projects. It has installed the electric propulsion system for the world's largest solar-powered ship, the “Solar Planetâ€, and “rainbow†for Greenpeace with wind energy as its main energy source. The Warrior III was equipped with a diesel-electric propulsion system.
At the same time, the maritime community in Europe has also been working on research and development of new energy sources for ships in recent years. DNV and MTU have launched a fuel cell cooperation project called "FellowSHIP". In 2009, they successfully installed a 320 kilowatt fuel cell power system on the Norwegian offshore supply vessel Ms. Viking. If the ship does not use carbon-containing fuel, the “waste†generated is only heat and water; even if carbon-based fuels such as natural gas are used, the carbon dioxide emissions will be reduced by about 50% compared with ships using diesel engines. In addition to Norway, Germany is currently conducting this related "ZEM project."
In the production of environmentally-friendly marine diesel engines, the major makers of South Korea and Japan have been following the footsteps of Europe. In early 2010, Korea Hyundai Heavy Industries' engine and machinery division produced the world's first Mann marine diesel engine 6S50ME-C7 two-stroke low-speed machine that meets the IMO Tier II emission standard. At the same time, Hyundai Heavy Industries also cooperated with another machine giant Wärtsilä to introduce dual-fuel engine technology. The joint-venture engine production plant opened in 2008 and has the capacity to produce 100 to 120 dual-fuel ship engines annually. The products are mainly supplied by LNG carriers built in Korea.
Japan's machine makers are not far behind. In the first quarter of this year, Mann announced that Hitachi Shipbuilding Japan has successfully produced the world's first marine diesel engine 6S46MC-C8 that meets Tier III emission standards. The output power of this type of machine is close to 7 megawatts. By installing the SCR system in front of the supercharger, the goal of a substantial reduction in nitrogen oxide emissions has been achieved.
While developing marine diesel engines, Japanese and Korean machine makers are also actively promoting the research and development of new types of ship power systems. In February 2009, Japan’s Mitsui Shipbuilding (MES) announced that it will work with Osaka University to develop a new ship power system R&D project. The new system, called "Hybrid," integrates battery packs and marine diesel engines. When the battery packs play a role, the ship's CO2 emissions are expected to decrease by 50% to 80%.
In Korea, Daewoo Shipbuilding started developing fuel cells below 3 megawatts in December 2009. In addition, the company also participated in the research and development of a 1 MW class marine fuel cell developed by the Korean Ministry of Knowledge Economy.
In the use of solar energy, Mitsubishi Heavy Industries, Nippon Yusen and Nippon Oil 3 companies jointly developed and built the "AURIGALEADER" 6200 car park equipped with solar panels; Mitsui Merchant Shipping designed "ISHIN-I" to install solar panels. Car transport boat.
While shipbuilders in Europe and Japan and South Korea have stepped up research and development of shipbuilding energy-saving and emission reduction technologies, China's machine builders are making unremitting efforts to leapfrog the environmental threshold of marine diesel engines. Among them, Hudong Heavy Machinery has achieved a complete breakthrough in Tier II low-speed shipbuilding manufacturing technology. In July 2010, it delivered the 7S60MC-C, the first product to meet Tier II emission limit standards. On this basis, the company is actively developing shipbuilding technology that meets Tier III standards.
At the end of last year, the 9G32 diesel engine independently developed by Guangzhou Diesel Engine Co., Ltd. was checked and accepted by shipowners, users and China Classification Society. The rated power of this product reached 4,400 kilowatts, and the exhaust emission fully met the requirements of the Tier II emission standard. Zhenjiang China Shipbuilding Equipment Co., Ltd. also produced Tier II-standard L28/32H and L16/24 two-stage diesel engines at the end of last year, and further organized technical research and strive to make all models pass Tier II emission approval in the first half of this year. In March of this year, Dalian Marine Diesel Engine Co., Ltd. delivered the world's first Tier II-compliant 6S50MEC8 marine diesel engine.
Not only that, China's enterprises have successfully developed marine LNG fuel systems. Currently, domestic machine builders are cooperating with foreign countries to develop marine LNG engines. In the area of ​​inland navigation, with the implementation of the “Yangtze River Green Logistics Innovation Projectâ€, China has mastered a number of autonomous technologies that can be adapted to the use of LNG/diesel dual-fuel engines in inland water ships, thereby significantly reducing exhaust emissions.
The Lanwattislan company and Jiangsu Cuixing Marine Engineering Co., Ltd. have reached a consensus on establishing a joint venture in China to produce medium-speed engines for W26 and W32 ships. The signing ceremony for the joint venture contract was held in Rugao, Nantong. Wärtsilä invested 16 million euros in the joint venture. This joint-venture company Wärtsilä holds 49% of the shares and Jiangsu Qixing Ocean Engineering Co., Ltd. holds 51%.
China is still the focus An international authoritative shipping magazine recently announced its annual survey report on the world's three major marine engines (mechanical transmission propulsion, auxiliary generating units and diesel-electric propulsion) from January to December 2010, detailing global shipbuilding market outlook.
In accordance with established practice, the ship engine order survey report contains a power range of 0.5 MW (500 kW) or more, and the fuel types include diesel, heavy fuel oil and natural gas. The world's major engine manufacturers and their authorized manufacturing companies participated in the survey to ensure the integrity and accuracy of the survey. Therefore, the survey results have authority on the industry plan and future development analysis.
It should be pointed out that the survey data does not represent the delivery of the ship, but the number of ship orders received in 2010. The geographical distribution of ship orders is based on shipyard statistics.
The survey shows that 2010 is the year of recovery of the shipbuilding industry in recent years. Compared with 2009, the number of ship orders has increased by 28%, of which the growth of mechanical drive propulsion is the most obvious, with an increase of 39%. Natural gas fuel engines also reported good news, breaking the 2009 zero orders, and in 2010 there were orders for natural gas fuels in both mechanical drive propulsion and auxiliary engines. The Far East is still the most active region in the world. The two major shipbuilding countries - South Korea and China - did not accidentally continue to invest in shipyards and acquired a large number of new orders.
At the same time, the China Shipbuilding Industry Association (CAN鄄SI) reported that China’s shipbuilding volume accounted for 41% of the global market in 2010 and became the world’s number one shipbuilding powerhouse. In addition, many shipyards in China are also developing low-carbon vessels to comply with international emissions regulations and maintain market competitiveness. The recovery of the Chinese and Korean shipbuilding market highlights the recovery of the global shipbuilding industry and the growth of orders.
It is not difficult to explain why Wärtsilä, the giant shipbuilder, chose to expand its operations in China. It is reported that the aforementioned joint venture company is located in Rugao City, Jiangsu Province and will mainly focus on engine assembly and commissioning. It is planned to be operational in early 2013. Joint ventures will be approved by the relevant authorities.
"This joint venture is an important step in Wärtsilä's strategy of further expanding its operations and production in China and closer to its customers. As one of the world's largest shipbuilding nations, the market share of shipbuilding has shown a clear upward trend in recent years. Today, we have obtained more than 40% of global shipbuilding orders. Through this cooperation, we will further improve Wärtsilä’s leading position in the world shipbuilding market.†Ole Johansson, president and CEO of Wärtsilä, signed the joint venture contract The ceremony was expressed.
"This joint venture will provide competitive products to the Chinese shipping market. Wärtsilä hopes to significantly increase the market share of medium-speed engines for ships. Our goal is to become one of China's leading ship medium-speed engine manufacturers." Zhu Lan, president of Ceylon China, said.
According to the plan, the first phase of the project will have a total investment of 3 billion yuan. During the "12th Five-Year Plan" period, it will achieve a production capacity of 1,000 sets and realize a sales of 20 billion yuan. It aims to build China's largest medium-speed machine production base.
Wärtsilä’s main competitor, MAN, had cooperated with Jiangsu Antai Power Machinery in 2007 and invested in producing low-speed diesel engines for ships in Jingjiang. The first batch of MAN low-speed marine diesel engines produced by private enterprises were rolled out in September last year. Gloey, senior vice president of MANDiesel's low-speed host division, said earlier in Augsburg that vessels engaged in trade in China's inland rivers and coasts could bring huge business opportunities to marine diesel engine manufacturers. With orders for ocean-going cargo ship engines drastically reduced, China will The demand for engines can make up for the lack of new orders and the loss of customers' orders.
In the international large-scale shipbuilding market, MAN's market share reached 70%, and Wärtsilä’s share was 20%.
Europe leads Asia in hot pursuit In October 2008, the MARPOL (International Convention for the Prevention of Pollution from Ships) Annex VI amendment was approved, and the international maritime industry has taken another important step in promoting shipping energy-saving and emission reduction. According to this effective amendment, diesel engines loaded after January 1, 2011 must comply with Tier II standards and their nitrogen oxide emissions must not exceed 14.4 g/kWh; in the emission control zone, January 2016 The diesel engines for shipping on or after the 1st and the following days must comply with Tier III standards. The emission of nitrogen oxides from diesel engines must not exceed 3.4 g/kWh.
Since 2008, most European marine engine manufacturers have introduced solutions that meet the Tier III standard. Not only that, but in recent years the application scope of environmental power systems such as electric propulsion has been further expanded, and the research and development of new energy for ships has just begun. The prospect of green development.
Due to active pre-research on emission reduction technologies, major low-speed and medium-speed machine manufacturers such as Wärtsilä, MAN, and Caterpillar have upgraded their marine diesel engines to Tierfl-compliant products before the standard “comingâ€. In order to seize market opportunities, these companies have also developed products that meet Tierm standards. The Wärtsilä Group stated that its dual-fuel ship engine can meet this standard without using any other post-processing technology when only gaseous fuel is used.
In addition, the Group also applied selective catalytic reduction (SCR) technology to its diesel engines, which can reduce nitrogen oxide emissions of two-stroke and four-stroke marine diesel engines by more than 90%. A sulfur oxide scrubber has been developed that can The content of sulfur oxides in the exhaust gas of ships is reduced by 99%, the content of nitrogen oxides is reduced by 3% to 7%, and the particle content is reduced by 30% to 60%. On this basis, the group has further conducted emission reduction research, including waste heat recovery technology (WHR), exhaust gas recirculation (EGR) technology, Wetpac technology, etc., among which EGR technology is expected to make the ship's nitrogen oxide emissions expected to reduce by at least 60 %.
In the area of ​​emission reduction, MAN is also developing EGR technology and developing washing equipment that reduces the sulfur oxide emissions of marine engines by 90%. The company also conducted a WHR technical study and its WHR system was able to use waste heat to heat the steam needed for the turbine generators on board, reducing the ship's CO2 emissions by 20%.
Caterpillar completed the first phase of the project in 2005 by launching the EMIMINI project supported by the German government, achieving the goal of exhaust emission compliance with the Tier II standard. On this basis, the company also carried out the second phase of research and development work, optimized its Caterpillar common rail system (CCR) on the ship's aircraft, making its Mark brand M20C, M25C, M32C and M43C ship machine in line with TierIII. Emission Standards. The company also plans to continue FAME projects with its partners and carry out research on air control in the combustion process to further reduce the amount of emissions from ship machines.
In addition to the upgrading of traditional products, the giants of the machineries are also focusing their attention on the research and development of dual-fuel marine engines. Industry insiders predict that by 2015, the number of LNG-fueled ships in the world will increase from about 100 to 800 to 1,000. For this reason, Wärtsilä has introduced DF series machines including the 20DF, 34DF and 50DF machines, and has successfully applied to many ships. MAN not only introduced the 51/60DF diesel/gas dual-fuel engine, but also announced this year the launch of ME-LGI, a dual-fuel two-stroke low-speed marine engine that burns liquefied petroleum gas (LPG). After installing SCR device and EGR system, the machine can meet TierIII emission standard requirements. In 2007, Rolls-Royce started to launch the Bergen marine gas engine and applied it to five offshore passenger ferries in Norway. The machine can reduce 92% of nitrogen oxides and 23% of carbon dioxide emissions, and can completely eliminate sulfur oxides and particulates. Its fuel consumption efficiency can be increased by 8% on the basis of existing dual-fuel engines.
Compared with the traditional mechanical propulsion system, the pod-type electric propulsion system and the hybrid system represented by the diesel-electric propulsion system have advantages in terms of energy saving and emission reduction. Its manufacturers such as ABB, Siemens and other companies have continued to develop R&D in recent years, which has broadened the scope of application of these propulsion systems that have been mainly installed on special ships, luxury cruise ships or ships. After two years of research and development at the end of 2009, ABB launched a new generation of Azipod pod electric propulsion system. The new generation of system not only reached a new level in the technical level, but also has reliability, maintainability, operational efficiency, safety, and environmental protection. The manufacturing process has been fully improved.
Siemens launched the diesel-electric power system SishipEcoProp at the end of last year in an effort to extend the application range of the hybrid power system to small vessels such as yachts and fishing boats. It is said that the system can even use wind energy, solar energy or fuel cells as alternative energy sources.
Another company of the electric propulsion system, Ingenho Marine Group, is also actively involved in new energy utilization projects. It has installed the electric propulsion system for the world's largest solar-powered ship, the “Solar Planetâ€, and “rainbow†for Greenpeace with wind energy as its main energy source. The Warrior III was equipped with a diesel-electric propulsion system.
At the same time, the maritime community in Europe has also been working on research and development of new energy sources for ships in recent years. DNV and MTU have launched a fuel cell cooperation project called "FellowSHIP". In 2009, they successfully installed a 320 kilowatt fuel cell power system on the Norwegian offshore supply vessel Ms. Viking. If the ship does not use carbon-containing fuel, the “waste†generated is only heat and water; even if carbon-based fuels such as natural gas are used, the carbon dioxide emissions will be reduced by about 50% compared with ships using diesel engines. In addition to Norway, Germany is currently conducting this related "ZEM project."
In the production of environmentally-friendly marine diesel engines, the major makers of South Korea and Japan have been following the footsteps of Europe. In early 2010, Korea Hyundai Heavy Industries' engine and machinery division produced the world's first Mann marine diesel engine 6S50ME-C7 two-stroke low-speed machine that meets the IMO Tier II emission standard. At the same time, Hyundai Heavy Industries also cooperated with another machine giant Wärtsilä to introduce dual-fuel engine technology. The joint-venture engine production plant opened in 2008 and has the capacity to produce 100 to 120 dual-fuel ship engines annually. The products are mainly supplied by LNG carriers built in Korea.
Japan's machine makers are not far behind. In the first quarter of this year, Mann announced that Hitachi Shipbuilding Japan has successfully produced the world's first marine diesel engine 6S46MC-C8 that meets Tier III emission standards. The output power of this type of machine is close to 7 megawatts. By installing the SCR system in front of the supercharger, the goal of a substantial reduction in nitrogen oxide emissions has been achieved.
While developing marine diesel engines, Japanese and Korean machine makers are also actively promoting the research and development of new types of ship power systems. In February 2009, Japan’s Mitsui Shipbuilding (MES) announced that it will work with Osaka University to develop a new ship power system R&D project. The new system, called "Hybrid," integrates battery packs and marine diesel engines. When the battery packs play a role, the ship's CO2 emissions are expected to decrease by 50% to 80%.
In Korea, Daewoo Shipbuilding started developing fuel cells below 3 megawatts in December 2009. In addition, the company also participated in the research and development of a 1 MW class marine fuel cell developed by the Korean Ministry of Knowledge Economy.
In the use of solar energy, Mitsubishi Heavy Industries, Nippon Yusen and Nippon Oil 3 companies jointly developed and built the "AURIGALEADER" 6200 car park equipped with solar panels; Mitsui Merchant Shipping designed "ISHIN-I" to install solar panels. Car transport boat.
While shipbuilders in Europe and Japan and South Korea have stepped up research and development of shipbuilding energy-saving and emission reduction technologies, China's machine builders are making unremitting efforts to leapfrog the environmental threshold of marine diesel engines. Among them, Hudong Heavy Machinery has achieved a complete breakthrough in Tier II low-speed shipbuilding manufacturing technology. In July 2010, it delivered the 7S60MC-C, the first product to meet Tier II emission limit standards. On this basis, the company is actively developing shipbuilding technology that meets Tier III standards.
At the end of last year, the 9G32 diesel engine independently developed by Guangzhou Diesel Engine Co., Ltd. was checked and accepted by shipowners, users and China Classification Society. The rated power of this product reached 4,400 kilowatts, and the exhaust emission fully met the requirements of the Tier II emission standard. Zhenjiang China Shipbuilding Equipment Co., Ltd. also produced Tier II-standard L28/32H and L16/24 two-stage diesel engines at the end of last year, and further organized technical research and strive to make all models pass Tier II emission approval in the first half of this year. In March of this year, Dalian Marine Diesel Engine Co., Ltd. delivered the world's first Tier II-compliant 6S50MEC8 marine diesel engine.
Not only that, China's enterprises have successfully developed marine LNG fuel systems. Currently, domestic machine builders are cooperating with foreign countries to develop marine LNG engines. In the area of ​​inland navigation, with the implementation of the “Yangtze River Green Logistics Innovation Projectâ€, China has mastered a number of autonomous technologies that can be adapted to the use of LNG/diesel dual-fuel engines in inland water ships, thereby significantly reducing exhaust emissions.
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