ABB Turbocharging: VCM for 4-stroke Diesels

By Jocelyn Redfern at November 07, 2010 05:25
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Under the designation VCM Valve Control Management, ABB Turbocharging and engine component specialist INA Schaeffler KG are developing an advanced variable valve train system. VCM offers engine builders a vital technology for attaining low NOx emissions combined with optimized fuel efficiency and increased power density on the four-stroke diesel and gas engines of the future.

VCM is based on INA’s UniAir system for automotive engines. It allows variation of both valve timing and lift on four-stroke diesel and gas engines in the power range above 400 kW. A prototype of the new VCM system is currently undergoing an extensive test program. Following successful test bed trials, first results from “hot” on-engine trials confirm the system’s suitability for highly flexible valve timings on 4-stroke engines.  VCM is an ideal complements ABB Turbocharging’s Power2 two stage turbocharging system as enabling technologies of Miller Cycles on four-stroke diesel and gas engines. On diesel engines, strong, variable Miller Cycles hold the prospect of attaining the 80% reductions in NOx emissions specified by IMO Tier III limits for Emission Control Areas using only primary, on-engine measures. VCM allows inlet valve timings to be varied at lower engine loads to avoid increased emissions of smoke and particulates and higher thermal loading, as well as improving engine response, idling and starting. VCM is also a versatile and valuable tool for closely adapting engine performance to the operating profile of a given engine application.

Variation in valve timing and lift is achieved by interposing a high pressure oil chamber into the engine valve train between the valve and its mechanical actuation system. A solenoid valve varies the filling of the chamber with engine lube oil pressurized by a camshaft actuated pump. This enables both the timing of the opening and closing of the valve to be varied as well as the distance the valve opens (valve lift). The pump also feeds a brake unit above the valve to limit forces when the valve contacts its seat.

Volvo Penta IPS1050 Pods Powering Performer

By Jocelyn Redfern at November 06, 2010 21:22
Filed Under: Company News

The offshore wind workboat Performer will soon be delivered to Northern Offshore Services in Sweden and will go straight into duty in an offshore wind power park south of Denmark. Performer lives up to her name by providing full service speed with a full load and in rough seas, thanks to twin Volvo Penta IPS1050 pods. “Supply boats for wind farms are a fast-growing business. With the new IPS1050 we have a full range of complete pod systems perfectly suited for these boats. The benefits are numerous, with lower fuel consumption, full service speed with full load and great maneuverability,” said Anders Alvhede, Volvo Penta.

Performer is multi-functional and fitted for serving offshore wind farms. It is able to carry diving equipment, decompression chambers and other equipment. Performer can make transfers of 12 passengers and carry out diving and survey duties. It is equipped with a fixed 142 kVA generator below deck to supply electrical power during the building phase of the wind towers. She also has bunker tanks to supply diesel fuel. Built by South Boats in the UK, Performer is an aluminum-hull catamaran. Such vessels are usually powered by water jet or variable pitch propellers, but this time owner Northern Offshore Services chose Volvo Penta IPS pods instead. “We already have boats with smaller versions of Volvo Penta IPS and they have given us very good service. The main reasons for us specifying Volvo Penta IPS is because we get no reduction of service speed with a fully loaded boat,” said Martin Landström, director.

Volvo Penta IPS offers favorable fuel consumption and exhaust emissions, partly because of the D13 engines with their very low emissions, but mostly due to the fact that as much as one third less fuel is required. Volvo Penta IPS alsooffers joystick docking, a useful function in low-speed maneuvering. “The joystick is very practical since the helmsman does not have to be built like a spider to handle wheel and controls, but can command the boat with one hand and concentrate on what happens around the boat,” says Landström. Another feature is the Dynamic Positioning System, which holds the boat more or less still in the water. This feature is often used while waiting on site for the next service job.

Owner    Northern Offshore Services, Sweden
Builder    South Boats Special Projects Ltd. Isle of Wight, UK
Main engines    2 X Volvo Penta IPS1050
Power    588/800 kW/HP
Hull    Aluminum
Displacement (light ship)    25t
Length o. a.    16m
Width    6.3m
Draft (base to DWL)    1.7m
Bunker capacity, diesel oil    6000 liters
Complement total    12 pax + 3 crew
Range    600 Nm
Speed unloaded max/service    26/22 knots

New Seatek V12 marine diesel engine

By Keith Henderson at November 06, 2010 13:50
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The Italian hi-performance marine diesel engine manufacturer Seatek was started in 1986 by the Offshore powerboat racing champion Dott Carlo Bonomi. He put together a team of engineers including the renowned Fabio Buzzi to design and manufacture a very light but strong high speed diesel engine that would win races.

The original engine was an in line six cylinder of 8.2 liter displacement. After many successful races, in 1989 their 9.1 liter engine was introduced and established itself as the most successful engine of its class wining races on both sides of the Atlantic.

In 1993 a 10.3 litre six cylinder engine was introduced to supercede the 9.1 litre engine. It was not long before military interest was awakened to the new engine and it quickly found applications with Navy Seals and SBS special forces. Since then the base engine has been produced in several versions ranging from 456 - 698 kW (620 - 950 mHP) according to endurance or maximum power requirements. The most powerful six cylinder is rated at 698 kW (950 mHP) at 3,200 rpm and has an electronic controlled sequential twin turbocharger. The 880CR, introduced last year produces 647 kW (880 mHP) at 3,100 and features a high pressure Heinzmann Common Rail electronic fuel injection system.

At last month’s Genoa Boat show Seatek’s long awaited V12 high speed diesel was unveiled. The cylinders are arranged with 90 deg between banks have the same bore and stroke of 127 x 135mm as the six cylinder models. The maximum power output is 1,103kW (1,500 mHP) at 2,800 rpm with a continuous rating of 993 kW (1,350 mHP) at 2,500rpm. Maximum torque is 4,500Nm and the specific fuel consumption is given as 210 g/kWh. Twin camshafts operate four valves per cylinder and a Bosch mechanical fuel injection pump is used. Dry weight is 1,650 kg and with gearbox is 2,150kg. The engine goes into production next year and will be available from June 2011.

A prototype of the new Seatek V12 marine diesel engine (credit: Seatek)

Changing the way Europe links with Asia

By Keith Henderson at November 06, 2010 13:37
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The safe completion this September of the handymax ore carrier MV Nordic Barents’ voyage from Kirkenes in Norway along the Northern Sea Route to the Pacific Coast of Russia and on to China in just 23 days, is a historical moment. On 6th Sept, the Sovcomflot owned 114,000 dwt tanker SCF Baltica completed its voyage from Murmansk to Ningbo, China in just 22 days: the 1A-Super (Arc5) ice class ship was not fully laden due to draft restrictions on part of the route.

These two voyages are of great significance, both historical and commercial. Although the Russians have been navigating these Arctic water for centuries it is only this year that the quest for a commercially viable northern route between Europe and Asia has been realized. For these two ships the Northern Sea Route cut approximately one half the distance off the alternative Suez Canal route: the time, fuel and exhaust emission savings are proportionally beneficial.

Using the Northern Sea Route is not without additional costs, ships operating in these waters must have ice classification and be escorted by one of the fleet of very capable Russian nuclear ice breakers. Indications are that the Russian authorities will be providing these services at a competitive cost compared to Suez Canal rates. The fuel cost saving alone using the shorter route could be between 150,000 - 200,000 US dollars per transit.

Depending on the rapidity of the shrinking Arctic ice cap this route will still only be open for a few months per year. Now the route is a fact, the use of the route by container ships would be commercially attractive. It looks as if the route is already going to be busy next year, already15 vessels have indicated their wish to use the Northern Sea Route and further bookings are reported to be on the way!

Sovcomflot owned 114,000 dwt tanker SCF Baltica escorted by a Russian nuclear
icebreaker during transit of the Northern Sea Route. (credit: Sovcomflot)

Major Overhaul of Norwegian Ferry Engine

By Jocelyn Redfern at November 05, 2010 23:06
Filed Under: Company News

MAN Diesel recently retrofitted the M/F Geisnes pendulum ferry’s engine to Tier II limits. This retrofit solution achieves a 30% NOx reduction. The MAN 6L23/30 main engine originally installed in M/F Geisnes was built in Frederikshavn, Denmark, in 1988 - and after the delivery of the ferry in 1989, it has served the vessel for 96,842 operating hours. In connection with the major overhaul of the main engine, it was decided by the Norwegian owner, Namsos Trafikselskab, to retrofit an upgrade package with Tier II engine components.

The Tier II main engine upgrade package for M/F GEISNES included:
* New cylinder heads with improved flow properties
* New camshaft for optimised timing
* New fuel equipment (injection pumps and injection valves)
* New gas sealing for increased compression ratio (from 12.6:1 to 13.1:1)
* Readjustment of cam drive gear wheels for retarded injection
* New pistons with improved drains and optimised piston ring configuration
* New cylinder liners with flame ring
M/F Geisnes particulars:
Vessel type    160-ft pendulum ferry for passengers and cars
Owner    Namsos Trafikselskab, Norway
Main engine    MAN 6L23/30 (810 kW nominal – rated to 566 kW at 740 r/min)
Reduction gear    MAN Alpha CP Propeller: MAN Alpha type VB
Classification    DNV

NYK Super Eco Ship 2030

By Keith Henderson at November 04, 2010 19:02
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The NYK Line’s MV NYK Altair recently arrived in Europe on her maiden voyage. The 332m container vessel of 10,000TEU capacity achieves 24.5 kts from her single Wärtsilä 12RT-flex 96C and is engine equipped with an efficiency improving waste heat recovery.

The launch earlier this year of the MV NYK Altair confirms NYK’s commitment to environmentally responsible transportation and its commitment to move toward the company’s concept ship NYK Super Eco Ship 2030.

The NYK Super Eco Ship 2030 gives a good insight of how ships may be twenty years hence and was conceived in a joint effort by Elomatic of Finland, Italian Garroni Design and the Monohakobi Technology Institute of Japan.

The futuristic vessel is of 353m length has four propulsion motors totalling 40MW. Electricity for the motors is provided by fuel cell(s) using LNG as fuel which produces 30 per cent less CO2 emissions as their diesel equivalent.. In addition, solar cells augment power by 1-2MW and using sails, harnessing wind power gives an equivalent power of 1-3MW.

It is estimated that in the running of the ship an overall reduction in CO2 emissions of up to 70 per cent is expected, compared to a similar sized vessel of today. This remarkable reduction is achieved by many factors including, electric propulsion concepts using fuel cells operating on LNG, solar cells and sails harnessing wind power, reducing the ship’s weight through new container storage concepts, a new container loading system, and reduced hull friction due to air lubrication.

A new powerplant layout locates the main power generation in the forward part of the ship and electric motors aft. Power losses are eliminated by the use of low temperature superconductor motors and cabling. Propulsion comprises two tunnel thrusters and two azimuth pods with contra-rotating propellers to reduce losses: the pods provided steering eliminating the need for rudders. In the bow, two multipurpose retractable thrusters ensure full manouvrability of the ship for docking.

Much of the voyage between Asia and Europe enjoys strong sunlight: to take full advantage of this clean and renewable source of energy, 31,000m2 of solar cells cover the entire upper decks, capable of generating up to 9MW of electric power. Also when conditions are favorable, eight retractable telescopic masts carrying lightweight airfoil sails totaling 4,000m2 can be deployed to take advantage of the power of the wind.

Prototype model of NYK's Super Eco Ship 2030. Credit NYK Line, Japan.

Damen Fast Ferry 4212 “Seastar” for South-Korea

By Jocelyn Redfern at November 04, 2010 18:08
Filed Under: Company News

Recently Damen Shipyards Gorinchem (Netherlands) received an order for a DFF 4212 for Seaspovill in South Korea. As Damen has this type of ferry on stock the vessel has a short delivery time. The vessel’s hull was already built by Afai Southern Shipyard Guangzhou (China) and thereafter it was transported to Damen Shipyards in Singapore. From this Damen yard the vessel named “Seastar” is now being completed and will be delivered in South Korea next February.

Vessel characteristics

The DFF 4212 has an aluminium hull and superstructure with a length overall of 42.20 m and beam of 11.60 m. The high-speed passenger catamaran is designed and built to comply with the international code of safety for High Speed Craft, 2000 HSC Code. The vessel will be classed by Bureau Veritas. The Passenger accommodation can carry 450 persons in total, which means 300 on main deck and 150 on the upper deck. These spaces are air-conditioned with temperature control and on demand fresh air supply.

On main deck there is a toilet area with six toilets and 1 disabled toilet, which is also accessible for wheelchairs. For onboard entertainment thirty inches TV Screens and DVD players are provided. On the main deck there is a kiosk for hot and cold servings. Storage spaces for luggage and light cargo are provided on main deck aft. The 42 metre ferry has a spacious wheelhouse with comfortable seats for a 3 crew operation, a spacious engine room and an efficient lay out of the pump room. The vessel is powered by four MTU main engines (16V2000 M72) and has a maximum speed @ full load of 38.5 knots.

Starring in South-Korea

In South Korea the “Seastar” operated by Seaspovill will sail between Gangneum and Ullungdo, a route with a length 96 nautical miles.

STX Finland, Viking Line Sign Agreement for $330m Cruise Ferry

By Jocelyn Redfern at November 04, 2010 15:11
Filed Under: Company News

STX Finland Oy and Viking Line ABP have signed a preliminary agreement for the construction of a new generation cruise ferry for Viking Line. The agreement includes an option for a sister ship. The ship price will be about $330m, and will be built at Turku shipyard for delivery in the beginning of 2013.

The new cruise ferry will be designed to be the most environmentally friendly big passenger vessel to date, even though it has not yet been decided the goal is to use LNG as the fuel. The ship has no marine emissions and its aerial emissions are extremely low. The ship has been specially designed to operate in the delicate and shallow-water archipelago environment. The wave forming and noise generation have been minimized. The President of STX Finland Oy, Juha Heikinheimo said, "I'm extremely delighted with this project and the continuation of cooperation with Viking Line. When the ship is completed, it will be highly innovative and the most environmentally friendly cruise ferry in the world. Special attention has been given on ensuring that the ship creates pleasant passenger experiences."

The design of the new ship will start immediately at Turku shipyard, and the actual building of the ship starts during fall 2011. Throughout the design and building of this cruise ferry the shipyard will continue to improve efficiency in production in order to increase productivity by industrializing operations even further.
The cruise ferry is about 210m in length with a gross tonnage of 57,000. The ship, which has a top speed of close to 23 knots, is planned to hold 2800 passengers and will be operated by a 200-member crew. The vessel, which is full of innovative and new solutions, has 870 passenger cabins. It has almost 1300 lane-m for trucks and a separate car deck with approximately 500 lane-m for passenger cars. Additional room for passenger cars can be found on the hoistable car decks. The cruise ferry will operate on a route between Turku and Stockholm.

The G-type: New low-speed from MAN Diesel & Turbo

By Jocelyn Redfern at November 04, 2010 01:33
Filed Under: Company News

The G-type: New Ultra-Long-Stroke Engine

The first G-type engine, designated G80ME-C, has a design that follows the principles of the large-bore Mk-9 engine series that MAN Diesel & Turbo introduced in 2006. The G-type is designed with a longer stroke to reduce engine speed. “MAN Diesel & Turbo always follows developments in the shipping market closely and we have kept a close eye on the trend for fuel optimization in recent years,” said Ole Grøne, Senior Vice President Low-Speed Sales and Promotions, MAN Diesel & Turbo. “As such, we have experienced great interest in the G-type engine during extensive consultation with industry partners and are currently working on a variety of projects with shipyards and major shipping lines. As a result, we have reached the conclusion that the introduction of the G-type engine program is both viable and timely. The G-type is an ultra-long-stroke engine and represents the biggest development within our engine portfolio since the successful introduction of the ME electronic engine within the last decade.”

Tankers and bulk carriers have traditionally used MAN B&W S-type engines with their long stroke and low engine speed as prime-movers, while larger container vessels have tended to use the shorter-stroke K-type with its higher engine speed.
Larger container vessels, in recent years, have also been specified with S80ME-C9 and S90ME-C8 engines because of the opportunity they offer to employ larger propeller diameters. Following efficiency optimization trends in the market, MAN Diesel & Turbo has also evaluated the possibility of using even larger propellers and thereby engines with even lower speeds for the propulsion of tankers and bulk carriers.

Such vessels may be compatible with propellers with larger diameters than current designs, and facilitate higher efficiencies following adaptation of the aft-hull design to accommodate a larger propeller. It is estimated that such new designs offer potential fuel-consumption savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the engine itself can achieve a high thermal efficiency using the latest engine process parameters and design features.
MAN Diesel & Turbo reports that design work for the first G-type is already in progress and final drawings for the structure, moving parts and fuel equipment are scheduled to be ready for delivery in mid-2011. The delivery of piping and gallery drawings is scheduled to follow in the second half of 2011, assuming final order confirmation has been received by the end of 2010. MAN Diesel & Turbo also confirms that other G-type engines of different cylinder diameter will be introduced on demand.

Engine Data
    S80ME-C9    G80ME-C9
Power (kW/cyl.)    4510    4450
Engine speed (rpm)    78    68   
Stroke (mm)    3450    3720
MEP (bar)    20    21
Mean Piston Speed    8.97    8.43
Length, 7 cyl. (mm)    12034    12500
Dry mass, 7 cyl. (ton)    910    960
SFOC, L, (g/kWh)    168    167

Avtron Upgrades T/S State of Michigan

By Jocelyn Redfern at November 03, 2010 16:55
Filed Under: Company News

Avtron recently upgraded the T/S State of Michigan propulsion system with an Avtron ADD-32 Electric Drive System. The T/S State of Michigan is a 224 ft. ex-T-AGOS vessel currently used by the Great Lakes  Maritime Academy (GLMA) as a training vessel. After serving as surveillance vessels for the U.S. Military through the ‘80s and ‘90s, many T-AGOS class ships have been reassigned for research and training purposes. The existing analog drive system was obsolete and unsupportable. As part of this project, the GLMA upgraded both the machinery monitoring alarm system and the electric drive propulsion system.

GLMA purchased new Avtron digital controls for the port/starboard propulsion and bow thruster drives. Avtron also supplied new field supplies, new PLC hardware and control logic, and an Ethernet interface for remote communication and fast diagnostic capabilities. Avtron’s field service engineers assisted with installation and provided the start up, commissioning, sea trials, and training for the new system. Avtron’s history of long term support and 24/7/365 service will enable the GLMA to operate the T/S State of Michigan reliably for years to come.

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