Versatile Keel Cooled Gen-Set Range Expand to 50 KW

By Jocelyn Redfern at February 04, 2011 16:14
Filed Under: Company News

Meeting the call for more onboard power, Next Generation Power's durable Keel Cooled Gen-Sets now range up to 50 kW.  A new front PTO drive on these commercial-duty units can also power hydraulic or washdown pumps, air compressors and other auxiliary equipment.

Powered by heavy-duty Kubota engines with a full, three-year warranty, the 5-50kW range of gen-sets have incredibly long lifespans, many lasting up to 30,000 hours.  Thousands of these rugged workhorses are already in use worldwide, running comfortably at 1,800 rpm in harsh conditions up to 24 hours a day.  Maintenance is simple with Kubota's readily-available, inexpensive service parts, as well as convenient spin-on oil and fuel filters, and an easy oil change valve.

Superior components include a Newage brushless generator with marine-grade epoxy coated windings, military-grade vibration isolators, an industrial-grade air cleaner/intake silencer and vibration-isolated voltage regulator.  These durable gen-sets feature a 12V starter and alternator, single or 3-phase electrical output, pre-tinned wiring harness, 4-gauge instrument panel and a key start.



4-cylinder, 21 kW Keel Cooled Marine Gen-Set

Source: Martin Flory Group

Vericor Delivers For The US Navy

By Jocelyn Redfern at February 03, 2011 14:24
Filed Under: Company News, Navy News, Simulation and Training

Vericor Delivers For The US Navy

Alpharetta, GA - Vericor Power Systems LLC has been awarded a firm fixed-price contract for the manufacture, testing and delivery of up to 34 ETF40B marine gas turbine engines and overhaul of related hardware for the US Navy‘s FY2010/2011 Landing Craft Air Cushion (LCAC) Service Life Extension Program (SLEP). 

The LCAC is an amphibious vehicle that operates in an environment that is unique in the naval fleet.  The engines are exposed to sand and salt spray beyond any surface ship or aircraft operating environment.  This environment requires a true marine design to deliver reliable power.  “It’s hard to imagine an off-the-shelf aircraft engine lasting very long in this environment without substantial changes” states Rick Clinton, Vice President of Operations for Vericor. “The ETF40B along with its predecessor, the TF40B, have been operating on this craft, in this environment, for over 25 years.  To this day we continue to improve components, materials and coatings for this application.”

For the US Navy’s new Ship-to-Shore Connector (SSC) program, Vericor is offering an upgrade to the current ETF40B.  The TF60B engine builds on the continuous improvements made to the successful marine TF40B/ETF40B engines, making it the clear choice for the SSC program.

For ease of maintenance the TF60B’s power-producer is mounted to a heavy duty marine inlet module on the craft.  This design is unique and provides a sturdy engine mount that eliminates major alignment and maintenance issues as proven on the LCAC.

The degree of commonality between the ETF40B engine and the TF60B engine will pay dividends to the US Navy by reducing Total Ownership Costs as the SSC is gradually phased into the fleet.  Further, the US Navy’s high degree of familiarity with the TF40B/ETF40B engines is fully transferable to the TF60B engine.

ETF40B Engines are Exposed to Continuous Salt Spray

The TF60B engine test schedule continues with performance testing at Naval Air Station Patuxent River this spring.

Source: Tony Wilcoxson, Vericor
Vericor is an MTU Aero Engines Company based in Alpharetta, Georgia USA.  Vericor is the OEM for TF and ASE series aeroderivitive gas turbines which are designed specifically for the marine and industrial environment.  For additional information visit



New Liquid ME-GI Engine Signals Expansion of MAN B&W Gas Portfolio

By Jocelyn Redfern at January 28, 2011 11:50
Filed Under: Company News, General

Variant of proven ME-GI engine targets significant LPG sector

MAN Diesel & Turbo has announced the introduction of its Liquid ME-GI (Liquid Gas Injection) engine. The Liquid ME-GI is powered by LPG (Liquid Petroleum Gas), a smaller market than LNG but of significance in certain segments such as the small tankers that ply river traffic and coastal shipping routes.

The Liquid ME-GI is a variant of MAN Diesel & Turbo‘s ME-GI engine, whose control and safety system is based on the experience gathered since the mid-1990s at working gas plants, including a 12K80MC-GI-S in Japan, and the development of a VOC (Volatile Organic Compound) engine in the late 1990s. The announcement follows closely on the company‘s announcement last autumn that a full-scale type test for its ME-GI concept would take place at its test centre in Copenhagen in 2011.

The carrier will be designed in Gothenburg by FKAB, Sweden's largest marine-consulting firm specialising in ship design and construction.

Another FKAB design for an LNG feeder vessel

The Liquid ME-GI engine

All MAN Diesel & Turbo electronically controlled "ME"-engine types are available in dual-fuel versions with the LPG-fuelled version designated ME-LGI. The Liquid ME-GI engine‘s performance is equivalent in terms of output, efficiency and rpm to MAN Diesel & Turbo‘s successful ME-C and ME-B series of engines. As the Liquid ME-GI engine‘s fuel system has few moving parts, it is also more tolerant of different fuel types and accordingly can run on DME (DiMethyl Ether).

DME can act as a clean fuel when burned in suitably optimised engines. For example, in Sweden – one of the largest paper manufacturers in the world – it is estimated that DME produced from "black liquor" (a by-product of the pulp-making process) alone could replace 25% of all petrol and diesel consumption. Accordingly, DME displays significant potential as it has the same environmental benefits as LPG, is fully mixable with LPG, and can be produced from biomass.

Generally speaking, LPG-fuelled engines experience safe and reliable running with comparatively low maintenance costs while gas valves and gas pipes are smaller but similar to those of the well-known ME-GI engine.

The Liquid ME-GI engine uses liquid gas for injection all the way from tank to engine and non-cryogenic pumps can be used to generate the required pressure, comprising standard, proven equipment readily available from a large number of suppliers within the LPG industry.

Furthermore, modern, two-stroke diesel engines are superior in fuel efficiency, especially with regard to total operating economy. By introducing LPG as fuel to the dual-fuel GI system, substantial emission benefits can be obtained, especially with regard to SOx and CO2 emissions and particulate matter. NOx emission reductions and Tier-III targets can also be achieved if LPG operation is combined with either an SCR or EGR system. Furthermore, LPG sulphur levels are naturally minimal.

Source: MAN Diesel



FLAGSHIP Develops Improved Monitoring System

By Jocelyn Redfern at January 26, 2011 16:46
Filed Under: Company News

FLAGSHIP, the pan-European maritime transport project part funded by the EU, has developed a monitoring system that applies the Technical Condition Indexing scheme (TCI) to help a ship’s crew monitor and improve the technical condition of the engines. The deployment of the FLAGSHIP-TCI system can help a ship’s crew to enhance voyage safety, lower fuel consumption and reduce the emission of air pollutants.

Based on a robust methodology for measuring the technical condition and performance of a vessel’s main engines, auxiliary engines and thrusters, FLAGSHIP’s use of TCI can promote proper engine conditioning while reducing maintenance and off-hire costs. Integrated with an analysis package based onshore, the on-board system generates a set of performance indicators based on reference values, historical performance and benchmarks.  The ship’s superintendent and crew receive a report in which problems are detected and highlighted via a high level traffic light showing green, yellow or red depending on the severity of the issue.  The user can also access an on-line version of the report to investigate the precise data that caused the warning.   

FLAGSHIP’s application of the TCI concept utilises developments in satellite communication and the Internet which allows data to be rapidly collated, processed and distributed to both ship and shore-based personnel.  The system adds value by analysing robust data and presenting it in a format that is easily digested and acted upon by either by a shore-based superintendant or a ship’s crew at sea.

The FLAGSHIP–TCI project was led by MARINTEK in Norway and was supported, delivered and trialled in conjunction with NTNU in Norway, Teekay Shipping,  and Rolls Royce in the UK; Danaos Shipping Co Ltd and ASME of Greece; Containerships in Finland and RINA in Italy.


Source: Flagship PR Jan 26th, 2011

Rolls-Royce to Power Ten Littoral Combat Ships for the U.S. Navy

By Jocelyn Redfern at January 12, 2011 15:51
Filed Under: Company News, General, Navy News

Rolls-Royce, the global power systems company, will supply gas turbines and waterjets for ten of the U.S. Navy’s Littoral Combat Ships (LCS) – the Group’s largest ever marine naval surface ship contract.


Designed to operate in combat zones close to the shore (littoral waters), each LCS will be equipped with two Rolls-Royce MT30 gas turbines powering four large waterjets, enabling the vessels to reach speeds in excess of 40 knots. At 36 megawatts, the MT30 is the world’s most powerful marine gas turbine. Combining this power with Rolls-Royce waterjets makes the LCS highly manoeuvrable, able to operate in shallow waters and to stop and accelerate quickly.

Rolls-Royce is already supplying propulsion equipment on the first two Lockheed Martin vessels and today’s announcement extends this with one firm order and options for a further nine ships of the same design.

Andrew Marsh, Rolls-Royce, President - Naval said: “We are delighted that the Lockheed Martin design has been selected for an additional ten vessels in the LCS programme. We have worked closely with Lockheed Martin and other partners throughout the design, build and sea trials of the first vessel, USS Freedom, and are making good progress on the second ship, Fort Worth, which is more than 80 percent complete and remains on cost and on schedule.”

“The Rolls-Royce equipment, including the MT30 gas turbines and waterjets, combine to give an effective and efficient propulsion system perfectly suited for these innovative, highly-manoeuvrable, state-of-the-art ships.”

The MT30 is derived from Rolls-Royce aero engine technology, building on over 45 million hours of operating experience and reliability. It also has the highest power density of any marine gas turbine - a key factor in naval propulsion where delivering a high power output in a compact space is essential. The MT30 is the latest development of Rolls-Royce marine gas turbines, and has also been selected for the UK Royal Navy’s new Queen Elizabeth class aircraft carriers and the U.S. Navy’s DDG-1000 Zumwalt class destroyer programme.


The waterjets are among the largest produced by Rolls-Royce and can pump water at a combined rate of 25,000 gallons per second – enough to fill an Olympic style swimming pool in 25 seconds.

In addition to gas turbines and waterjets, a significant range of Rolls-Royce equipment is specified in the Lockheed Martin design, including shaftlines, bearings and propulsion system software.

Rolls-Royce Press Release, 17 January, 2011

Wärtsilä Approves Chemical Free Water Treatment

By Jocelyn Redfern at January 12, 2011 15:33
Filed Under: Company News

ENWA | The chemical free EnwaMatic® Maritime technology by ENWA Water Treatment has obtained approval from engine manufacturer Wärtsilä.

One of the most critical parameters for maritime engine efficiency and life time is internal corrosion. This is why engine manufacturers provide very clear specifications on the water to be used for cooling.

The instant water enters the cooling system, it causes corrosion, scaling, bacterial contamination and fouling. This has a significant impact on energy consumption, motor components and overall Life Cycle Cost (LCC). No more than 2 mm of rust can reduce heat transfer by 5% across component surfaces. Scale has an even more significant effect on the transfer efficiency with a small 0.5 mm layer generating as much as 4% loss.

When specifying a water treatment regime consideration must be given to its efficacy, its whole life cycle cost, how easily it can be implemented and managed, and what potential risk it presents to personnel and the environment. A major worry for ship owners has been the fact that whenever an engine cooling system or an HVAC system is drained, the water has to be treated as special waste since chemicals are being used to avoid corrosion, scaling and bacteria.

Traditionally, water treatment for engine water is done by adding different types of chemicals to balance the water quality and in order to avoid corrosion damages inside the engine. Doing so, however, can cause localised pitting and accelerate corrosion.  Contrary to this, the EnwaMatic technology is based on filtering and treating the water with minerals balancing, removing oxygen and neutralizing the water. The unit is fully automatic while it protects the engine or the HVAC system internals.

The EnwaMatic Maritime water treatment unit combines reproducible principles of water chemistry with standard water treatment technologies. The unit provides effective dirt and air separation with environmentally sound water conditioning. It creates changes in key water parameters, such as pH, alkalinity and hardness, to elicit corrosion inhibition, control of scale formation and a biocidal effect.

The recent approval of the EnwaMatic water treatment system was preceeded by several years approval period with the final test running for 16,378 engine hours. For this reason, the EnwaMatic was installed onboard the Cruise Ferry Color Fantasy, sailing between Oslo in Norway and Kiel in Germany.

Managing Director Bjorn Dorum says: “This approval is a very important acknowledgement of our technology and we are now proud to offer our well-proven EnwaMatic system also to the maritime propulsion industry.”

In connection with the intense testing period, the shipowner Color Line, operating several cruise ferries, has decided to change all closed loop water systems for engines and HVAC systems on their entire fleet to EnwaMatic Maritime.

For further information, please contact:
ENWA Water Treatment AS

Bjørn Dørum, Managing Director
Tel: +47 33 48 80 60


Pernille Oddsen
Tel: +47 33 48 80 60

New Technologies Focus on Major Greenhouse Gas Reductions

By Jocelyn Redfern at January 12, 2011 14:06
Filed Under: Company News, Research & Development

SANTA BARBARA, CA--(Marketwire - January 10, 2011) - STWA, Inc. (OTCBB: ZERO) ("STWA" or the "Company"), an innovative company creating technology focused on energy efficiency of large-scale energy production and improved fuel economy for diesel fleets, commented today that its technology is in-line with clean energy initiatives that are taking shape in the U.S. and around the globe.

According to the International Energy Agency (IEA), an intergovernmental organization founded during the oil crises of 1973-74 that acts as an energy policy advisor to 28 member countries (including the U.S.), global efforts in clean energy research is growing. As a result of "green" stimulus packages during the past two years, 2009 saw a significant increase in IEA member country expenditures on clean energy research and development. Annual IEA member country spending is about $23 billion; ($16 billion without stimulus spending). Much of this funding is focused on a range of low-carbon energy technologies (LCETs), including energy efficiency in buildings, industry and transport. STWA's technology is in line with these international efforts and is designed to reduce the viscosity of petrochemical fluids such as crude oil, making it easier to pump through the existing 400,000 miles of pipeline infrastructure and helping the industry to operate more profitably while using less energy worldwide.

"The current geopolitical climate, which includes incentives for clean energy development and carbon reduction technologies, highlights the need to balance energy security with protecting the environment," commented Mr. Cecil Bond Kyte, Chairman and CEO of STWA, Inc. "This is very good news for the development of our Applied Oil Technology (AOT™) and ELEKTRA™ technologies, which hold the potential to reduce operation costs and reduce emissions for heavy industry on an unprecedented global scale. By reducing the amount of energy it takes to move a barrel of oil through the 400,000 miles of pipeline out there, our AOT™ technology could fundamentally reduce the energy industry's environmental footprint. We believe that the commercialization of our technologies can be instrumental in supporting clean energy initiatives currently taking shape around the world and are working day and night to make this a reality as fast as possible."

About STWA, Inc.

STWA, Inc. (OTCBB: ZERO) is an innovative company creating technology focused on energy efficiency of large-scale energy production and improved fuel economy for diesel fleets. The Company's Patented and Patent Pending technologies, including AOT™ (Applied Oil Technology), under development with Temple University, and ELEKTRA™ (for Improved Diesel Engine Efficiency), provide efficient and cost-effective means of improving the efficacy of crude oil transport and diesel engine efficiency to assist in meeting global increasing energy demands and emission quality standards. Applications include: (AOT™) Crude oil extraction & delivery systems, including oil platforms, oil fields and pipeline transmission systems. (ELEKTRA™) Diesel trucks, trains, marine vessels, military fleets and jet turbines.

More information including a company Fact Sheet, logos and media articles are available at:, and at:

Safe Harbor Statement

This press release contains information that constitutes forward-looking statements made pursuant to the safe harbor provisions of the Private Securities Litigation Reform Act of 1995. Any such forward-looking statements involve risks and uncertainties that could cause actual results to differ materially from any future results described within the forward-looking statements. Risk factors that could contribute to such differences include those matters more fully disclosed in the Company's reports filed with the Securities and Exchange Commission. The forward-looking information provided herein represents the Company's estimates as of the date of the press release, and subsequent events and developments may cause the Company's estimates to change. The Company specifically disclaims any obligation to update the forward-looking information in the future. Therefore, this forward-looking information should not be relied upon as representing the Company's estimates of its future financial performance as of any date subsequent to the date of this press release.

Investor Relations Contact:
Mr. Andrew Haag
Managing Partner
IRTH Communications, LLC
Tel: +1-866-976-IRTH (4784)
Email Contact


Bechtel Awards EPCM Contract to Jacobs

By Jocelyn Redfern at January 10, 2011 14:58
Filed Under: Company News, Navy News


Jacobs Engineering Group Inc. (NYSE: JEC) received a contract from Bechtel Marine Propulsion Corporation to provide engineering, procurement and construction management (EPCM) services in support of the Expended Core Facility Recapitalization Project. 

The total construction project cost is estimated to range from $300 to $500 million.

The project, located within the boundary of Idaho National Laboratory, will support the Naval Reactors Facility (NRF) mission in Idaho.  It is anticipated that construction for a new spent fuel handling facility would begin in 2016 and the building would be operational in 2020.

In making this announcement, Jacobs CEO Craig Martin stated, "We are very pleased to have been awarded this contract and to aid in supporting the U.S. Navy's nuclear powered fleet."

Jacobs is one of the world's largest and most diverse providers of technical, professional, and construction services.

PASADENA, Calif., Jan. 4, 2011 /PRNewswire/

Any statements made in this release that are not based on historical fact are forward-looking statements.   Although such statements are based on management's current estimates and expectations, and currently available competitive, financial, and economic data, forward-looking statements are inherently uncertain.  We, therefore, caution the reader that there are a variety of factors that could cause business conditions and results to differ materially from what is contained in our forward-looking statements.  For a description of some of the factors which may occur that could cause actual results to differ from our forward-looking statements please refer to our 2010 Form 10-K, and in particular the discussions contained under Items 1 - Business, 1A - Risk Factors, 3 - Legal Proceedings, and 7 - Management's Discussion and Analysis of Financial Condition and Results of Operations.  We also caution the readers of this release that we do not undertake to update any forward-looking statements made herein.

For additional information contact:

Michelle Jones


Ocean Empire Superyacht is the First Self Sufficient Zero Carbon LSV

By Jocelyn Redfern at January 05, 2011 10:05
Filed Under: Company News, Research & Development

Sauter Carbon Offset Design presents the Ocean Empire life support Superyacht, the worlds first totally self sufficient Zero Carbon Life Support Vessel (LSV)

The Ocean Empire LSV (life support vessel) is a 44m Solar Hybrid Superyacht with 2 Hydroponic farms and fishing facilities to harvest the sea. Her solar powered propulsion systems and all the Hotel amenities of a luxury global voyager are supplied by harnessing 3 major sources of sustainable of energy.
The first and foremost source of energy is from the Sun which powers Solar Cells (covering the entire surface of the vessel) while at the same time illuminating 2 Hydroponic farms.
The second source is energy from the Wind which powers an auxiliary automated SkySail that drives the Ocean Empire to 18+knots while charging her GM ESS2 batteries through power sailing KER.
The third source is energy from Waves captured through Motion Damping Regeneration (MDR).  A new form of ATMD (Adjustable Tuned Mass Damper) developed in collaboration with Maurer Sohnes Gmbh
The MDR system is basically an ATMD utilized in skyscrapers such as Taipei 101 to reduce their swaying motion. In this application 16 tons of batteries are the Mass while linear generators produce up to 50 kws of electricity as they dampen the motion of the vessel.
Richard Sauter head of design commented “The Ocean Empire life support Superyacht liberates the Superyacht community from its strict dependence on unsustainable resources by harnessing the renewable collective power ever present in the Earths Biosphere”.
The Ocean Empire LSV is a state of the art Superyacht catamaran. As such her Green Tech innovations are able to optimize what is easily the most dynamic form of ocean going platform. Her Daimler Turbo Compound BueTec engine is the most advanced EPA Diesel ever built.  Her Sunpower Solar Cells are the most efficient to date as are her Voith Surface Drives.
Employing existing OEM products and costing little more than her conventional Superyacht counterparts. Ocean Empire’s Solar Hybrid design offers every available Superyacht luxury within her full range of operation which extends from a 50% reduction in fuel consumption and CO2 emissions to Ultra Green Carbon Neutral and Zero Carbon cruising.
As a Charter, a Plugged in Ocean Empire LSV is capable of feeding 360+Mwh’s of electricity to the grid. Enough energy to make up to 12,000 nautical miles of Chartered Carbon Neutral voyages every year


Existing OEM technology present in the Ocean Empire LSV;
•    Daimler Turbo Compound DD16 Electric Power Generation
•    SkySail Automated Traction Kite
•    SunPower Solar Cells
•    GM Allison Electronic Controller (KER) (Kinetic energy regeneration)•
•    Maurer Sohnes Gmbh  Motion Damping Regeneration. (MDR)
•    Voith Turbo Advanced Propulsion Surface Drives
•    Carbon Composite Wave Piercing Hi-efficiency displacement hulls
•    Advanced Aerodynamic Radar Canopy with PV Wing Spoilers
•    Energy Efficient Equipment, AC & Refrigeration with Waste Heat Recovery
•    Plug-in Computerized Energy Management, Maintenance & Guidance.
•    GM Allison ESS2 Battery Storage UPS rated at 2,000Kwh.


Ocean Empire LSV Specifications:
Length     44m
Beam     15.5m
Draft     0.8m
Guests     10
Crew     8
Weight     <85tons
2 Hydroponic  farms    30sq.m
SkySail     200kw
SunPower solar cells     70kw
Maure Sohnes MDR    50kw
Daimler DD16 Diesel Electric power generation    350kw
Siemens AC induction motors    300kw
Voith propulsion surface drives    1.5m
Fuel: Diesel/GM ESS2  batteries     20t/2,000kwh
Maximum speed     18+knts
Cruising speed    12+knts
Hybrid power sailing cruising range at 18knts    3,500+nm
Zero Carbon power sailing range at 14 knots average    Unlimited
Carbon Neutral power sailing range     <12,000+nm
Zero carbon motoring range at 10knts average    Unlimited

For more details contact;


MAN Diesel & Turbo to Power New Chinese Rescue Ships with State-of-the-art Propulsion Packages

By Jocelyn Redfern at January 03, 2011 07:45
Filed Under: Company News

In a prominent contract involving two large rescue ships, MAN Diesel & Turbo is to supply two twin-screw complete propulsion packages based on its latest MAN L48/60CR engines, Renk RSHL reduction gears and newly designed Alpha Mk 5 propellers.

The two new rescue ships are to be built by the CSSC GuangZhou HuangPu Shipbuilding Company Limited, China. At 117 metres overall, and speeds up to 22 knots the newbuildings are to operate for the BeiHai Rescue Bureau and DongHai Rescue Bureau - of the Chinese Ministry of Transport.

MAN Diesel & Turbo’s four stroke medium speed engines, of the well-established 48/60CR (Tier II common rail) family offer 1,200 kW per cylinder at 500 rpm and are here chosen for the twin diesel-mechanical propulsion system. 6 cylinder 48/60CR engines power the RSHL1000 reduction gears from MAN Diesel & Turbo’s sister company and gear specialist Renk AG. The Renk gears also feature shaft alternators driven from 2,400 kW primary PTO’s.

MAN Diesel & Turbo’s medium speed common rail diesel engine type L48/60CR

Completing the power train, are twin four-bladed 4.0 metre diameter Alpha VBS1020 Controllable Pitch Propellers of the new high-efficient Mk 5 design generation. Tail shafts of 20 metre and 3 x 8.5 metre intermediate shafting are specified.

Two Alphatronic 2000 Propulsion Control and Management System (for engine control room, main bridge and aft bridge control stations – are in charge of the propulsion power and speed control.

Mr. Goetz Kassing, General Manager, MAN Diesel Shanghai Co. Ltd. explains: “The 48/60CR engines have been chosen for these rescue vessel newbuildings due to their wide operational flexibility and their combination of favourable fuel efficiency, low emissions levels and invisible smoke under part-load operation. With flexible control of injection pressure, timing and rate shaping, common rail fuel injection allows emissions and fuel consumption to be optimised over the engine’s entire load range. Combined with the new Mk 5 generation of Alpha CP Propellers, ultimate ship propulsion power and speed flexibilities are offered for the many operating modes and mission tasks of the rescue vessels.”

Engine and main equipment delivery:

First ship set is for October 2011 and second ship set for March 2012.

Principal Particulars:

Ship type
Rescue Vessel
Rescue & Salvage Bureau, Ministry of Transport.
CSSC GuangZhou HuangPu Shipbuilding Co. Ltd.
Length o.a.
116.95 m
Draft, design
5.50 m
Breadth, moulded
16.20 m
Speed (100%MCR), light load
22 knots
Calculated Bollard Pull
1,400 kN
Twin screw propulsion system
2 x 7,200 kW
Main engines
2 x MAN 6L48/60CR (Tier II)
Main Gears
2 x Renk RSHL1000
CP Propellers


Alpha VBS Mk 5 CP Propeller – as presented at the SMM Exhibition 2010.
The new Alpha VBS Mk 5 includes a new and more streamlined shape of the hub and blade foot integration. The blade foot is completely flush with the hub contour. 20 hub sizes will range from 600 mm and up to 2,150 mm, corresponding to an approx. power range of 1,000-40,000 kW.

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