The 3512C Diesel Electric Propulsion Engine

Caterpillar (NYSE:CAT) said today that it has secured a contract to power 16 offshore supply vessels for use in the Brazilian offshore market. Caterpillar received orders requiring a total of 56 Cat and MaK Diesel Electric Propulsion Engine (DEP) generator sets for offshore supply vessel newbuilds. The vessels include four oil spill recovery vessels (OSRV) and 12 platform supply vessels (PSV).

The Cat diesel generator sets ordered include the 3512C DEP in two power ratings: 1550 ekW at 1800 rpm (60Hz) and 1700 ekW at 1800 rpm (60 Hz); and the 3516C DEP, rated at 2000 ekW at 1800 rpm (60 Hz). MaK DEP power solutions ordered include the MaK 6 M 25 C DEP generator set  rated at 1824 ekW at 720 rpm (60Hz) and the 8 M 25 C generator set, rated at 2433 ekW at 720 rpm (60Hz).

“The Cat and MaK DEP solutions are perfectly suited for the Brazilian offshore market, reliably delivering power and efficiency for offshore vessels,” said Carlos Lima, Caterpillar Marine Power Systems Brazil manager. “We are proud to utilize local content in our DEP packages and serve our offshore customers in Brazil.”

The constant-speed DEP engines offer the latest in EUI fuel system capabilities and state-of-the-art ADEMTM A3 Electronic Control Units (ECU).  The vee-12, 4-stroke 3512C engines are available at 1360 ekW, 1550 ekW, 1700 ekW and 1825ekW, and the vee-16, 4-stroke 3516C engines are available at both 2000 ekW and 2250 ekW.  All engine ratings are certified to the E2 emissions cycle, and meet EPA Tier 2 and IMO Tier 1 regulations.  The electronic power station concept creates efficiencies between the control units, unit injectors, instrumentation and displays to perfectly balance power supply, fuel consumption and exhaust emissions at any given load.

The MaK DEP products feature an ultra-clean, HFO capable burning, long-stroke design and compact generator set design and unrivalled load pickup capabilities. The design enables customers to achiever longer intervals between service resulting in lowered overall costs of ownership. The MaK DEP products also feature low fuel consumption and increased overall efficiency.

“Caterpillar is able to supply a complete power configuration to our customers, combining Cat and MaK diesel electric propulsion engines to create the most effective, efficient solution available in the marketplace,” said Eric D. Hermann, Caterpillar Marine Power Systems sales manager. “The Cat 3500 engine series and MaK main engines are recognized as the leading choices for the commercial marine industry because of their proven productivity, durability and reliability.”

Cat dealers Sotreq, based in Brazil, and Louisiana Machinery, led the Caterpillar efforts on the sale and will continue to deliver service and support on the generator sets.

A turbocharger is a device that turns a turbine at high speed by utilizing exhaust gas from the main engine, then drives a compressor by the turbine, and finally supplies combustion air to the engine. While utilizing waste energy, a turbocharger boosts the output power of the engine by enabling it to aspirate at a level higher than that for the original engine displacement.

In addition to these basic functions, the hybrid turbocharger utilizes the extra rotational power generated by the turbine for electric power generation. Shin Koho can meet all its onboard electric power requirements for normal operation by using a hybrid turbocharger instead of diesel generators and by reducing the use of the diesel generator, the hybrid turbocharger contributes to a further reduction of CO2 emissions.

The technology was jointly developed by four companies: NYK, the Monohakobi Technology Institute (MTI), the Universal Shipbuilding Corporation, and Mitsubishi Heavy Industries, Ltd.

Shin Koho Specs:

Length Overall: 292 meters
Breadth: 45 meters
Designed Load Draft: 18.15 meters
Gross Tonnage: 93,031 tons
Deadweight Tonnage: 180,000 tons
Builder: Tsu Shipyard, Universal Shipbuilding Corporation

GE LM2500 Marine Gas Turbine

When cost of fuel is less important than power and available space the gas turbine has no equal. Powering naval ships worldwide gas turbine engines let you feel the acceleration of a boat while conning a ship. But naval applications are not alone in the use of gas. The turbine’s lack of noise and space saving design make them idea for use on large cruise ships where they can be placed in tight spaces far from passenger cabins.

We choose the LM2500 for the sheer number of these units installed aboard ships, well over one thousand at last count. Providing background about the LM2500 General Electric, the turbine’s manufacturer, Tells us:

The LM2500 marine gas turbine is a simple-cycle, two-shaft, high performance engine. Derived from GE’s aircraft engines, the LM2500 consists of a gas generator, a power turbine, attached fuel and lube oil pumps, a fuel control and speed governing system, associated inlet and exhaust sections, lube and scavenge systems as well as controls and devices for starting and monitoring engine operation.

Easy to install and maintain, the LM2500 features the following: a simple modular design, marine corrosion-resistant materials and minimum size, weight and space requirements per horsepower produced. The LM2500 delivers high thermal efficiency and low fuel and airflow per horsepower produced.

General Atomics Hybrid Propulsion

The Superconducting DC Homopolar Motor pictured above has a big name but an even bigger purpose. While ships are already incredibly efficient compared to all other modes of transportation the merchant fleet still has yearly carbon dioxide emissions equal to the emissions of 130 million to 195 million cars. Of course they carry more cargo than trucks and cars but there is room for significant improvements in emission reduction.

This motor is one part of General Atomic’s hybrid marine propulsion system they are currently testing for the US Navy. They tell us:

General Atomics is developing Electric Ship technologies in support of Integrated Power Systems for a range of ship class applications. These technologies utilize advanced power conversion technology to convert and distribute shipboard electrical power with improved reliability, survivability, and power quality

GA will evaluate new architectures for distributing power and will develop the enabling high-voltage power electronics systems required to meet the electrical power demands of modern warships and merchant vessels.  This work builds on GA’s past work developing Integrated Fight Through Power (IFTP) power conversion modules (PCM).

CODAG - Combined Diesel And Gas Turbine

Diesel engines are the workhorses of maritime transportation while gas & nuclear turbine technology propelling nearly all naval combatants. The reason is speed vs cost. Operating a large diesel engine requires less fuel and larger amounts of horespower for long ocean transits. But what if you want the economy of a marine diesel for extended voyages but need the speed of gas turbines when operating close to land? This is the problem faced by designers of the Queen Mary II. Their decision? Combine the two systems into the hull of one ship a system called Combined Diesel And Gas  or CODAG for short. Wikipedia tells us:

Thrust is provided by four Rolls-Royce Mermaid podded propulsion units, each featuring one forward-facing low-vibration Kamewa propeller with separately bolted blades. (Queen Mary 2 carries 8 spare blades on the foredeck, immediately forward of the bridge screen.) The forward pair are fixed, but the aft pair can rotate through 360°, removing the need for a rudder.

As in most modern cruise ships, Queen Mary 2′s propulsion machinery is electrically decoupled from her propeller shaftsand her propulsion arrangement can therefore be more accurately described as “CODAG-electric” (by analogy with turbo-electric and diesel-electric). The diesel engines and gas turbines drive electrical generators, which provide the power to drive four 21,500 kW (28,800 hp) Alstom electrical motors located inside the podded propulsors (and thus entirely outside the vessel’s hull).

Seiman’s 340 MW Gas Turbine

With 340 Megawatts of power, advance control systems and a myriad of parts the largest (and unamed!) gas turbine is missing only one thing, a ship! That’s right, this powerhouse was built for a powerplant in Germany but considering it’s size and weight there is no reason it couldn’t be repurposed for marine propulsion… well no reason except what ship would need that much power? Siemens tells us:

Residents of the town of Irsching in Bavaria, came out in droves this year to witness the traditional raising of their white and blue maypole. Three weeks later, they appeared in droves again—this time out of concern for the pole, as an oversized trailer had shown up carrying a new turbine for the town’s power plant. The residents were worried that the turbine, which measured 13 m in length, five meters in height, and weighed 444 t, could pose a threat to their beloved maypole.

The world’s largest turbine, which was built at Siemens’ Power Generation (PG) plant in Berlin, traveled 1,500 km to get to Irsching—initially by water along the Havel river, various canals, the Rhine, and the Main. It then went down the Main-Danube Canal to Kelheim, where it was loaded onto a truck for the final 40 km. This odyssey was undertaken because the only way to truly test such a large and powerful turbine is to put it into operation at a power plant. Read More..

Wartsila-Sulzer RTA96-C Turbocharged Diesel Engine

If the world’s largest gas turbine impresses you then fasten your seat belt as it pales in comparison to the Wartsila-Sulzer RTA96-C Turbocharged Diesel, the world’s largest engine. gCaptain tells us:

The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel ship engine is the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan’s Diesel United, Ltd built the first engines and is where some of these pictures were taken.

It is available in 6 through 14 cylinder versions, all are inline engines. These engines were designed primarily for very large container ships. Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them. The cylinder bore is just under 38″ and the stroke is just over 98″.

The engine weighs in at 2,300 tons and is capable of delivering 109,000 horsepower.

Just sure not to miss our post showing photos of the world’s largest engine.

Wartsilla 32 Engine

Sure the world’s largest engine is impressive but today’s most technologically advanced vessels, like Pride International’s new P1000 class of Drillships, make use of advance dynamic positioning systems to automate some of the most difficult shiphandling techniques like remaining stationary at sea. To power these new monster’s of the drilling world you need multiple propellers that can rotate 360 degrees to pivot the ship on demand. Since the largest engines are direct drive this solution would not work for ships like the Deep Ocean Ascension wich is outfitter with Six Rolls-Royce 5.5 MW thrusters.

To solve the problem engineers string together Six Wartsila 18V 32/40  diesel engines each capable of producing 9,000 horespower. Impressive indeed! Wartsilla tells us:

The Wärtsilä 32 engine reached an important milestone in March as the 6000th engine rolled out of the Wärtsilä factory in Vaasa, Finland. This popular engine, which is efficient, has low emissions, and is able to run on various liquid fuels, has stayed at the top of the industry thanks to long-term product development. The engine still attracts new customers worldwide both in the marine and energy industries. Moreover, most of the engines built 30 years ago are still in use

Contest

Looking to add a free gCaptain shirt to your wardrobe? Identify the following ship engine photo in the comments section and you may qualify to win. One note.. be sure to provide supporting evidence because I don’t have the answer. Good luck!

Interested in Ship Engines? Visit our Marine Engineering Forum, the meeting place of professional ship engineers.

Click HERE To Continue Reading Part 2 of our Mega Engine series…

The engine has a slimmer outline to better suit installation requirements for container ships. Moreover, the engine provides extended flexibility over a broader load range when equipped with a VTG turbocharger. The tested engine is the first of eight for installation in eight ships for a Chinese owner at a Chinese shipyard. The engine has a contracted maximum continuous power of 21,910 kW at 95 rpm.

The main objective in upgrading this particular engine has been to reduce the width of the engine to suit container ships with hulls having fine afterbody lines. This is achieved primarily by introducing a simplified supply unit and a new design for the scavenge air receiver, as well as RT-flex components. This offers also improved engine maintenance. The greater commonality of parts with other engine types reduces both component costs and the spares inventory. Components were also made more manufacturing-friendly. In implementing these modifications, there has been no compromise on safety and reliability.

First Wärtsilä low speed engine to be equipped with VTG

The RT-flex electronic control system, in combination with the VTG turbocharger, enables more efficient operation and a better brake specific fuel consumption (BSFC) over an extended load range. Thus, the engine complies with the latest IMO Tier II emission regulations, whilst having at the same time highly competitive fuel consumption.

“With this development, Wärtsilä is able to offer a technological solution for lowering emission levels from marine engines, whilst at the same time offering a cost effective product. This is in line with our efforts to enhance sustainable shipping, and we see great demand for it in the current market,” says Mr Anders Eklund, Director, Product Engineering in Product Centre 2-stroke, Wärtsilä Industrial Operations.

Incorporating the latest electronically-controlled common-rail technology for fuel injection and valve actuation, Wärtsilä RT-flex marine low-speed engines bring direct benefits to ship owners. The technology provides great flexibility in engine setting for lower fuel consumption, lower minimum running speeds, smokeless operation at all running speeds, and better control of other exhaust emissions.

The world’s merchant fleet represents almost 80 per cent of all the vessels ordered each year. Of these, 85 per cent will be powered by two-stroke engines. Wärtsilä low-speed two-stroke marine diesel engines offer high overall cost efficiency with direct drive of propellers. They represent the optimum in prime movers for the propulsion of all kinds of merchant vessels.

Courtesy Wärtsilä Corporation

The principal aim of the initiative is to strengthen Wärtsilä’s leading position in gas engine technology, and to further improve its competitive edge in the global marine markets.

The marine market is today characterised by a growing awareness of the need for alternative fuel solutions that can reduce emissions while, at the same time, being commercially viable. Natural gas is currently the alternative fuel offering the biggest potential in this respect. LPG (liquefied petroleum gas) has also attracted some interest but is not a commercially viable alternative due to its prohibitive price.

In a shipping market with alternative bunkers available, dual-fuel engine installations offer the flexibility much sought after by operators. With dual-fuel engines, operators are free to switch between gas or diesel fuels, depending upon price and bunkering availability.

“We believe the time is now right to further develop our natural gas solutions for the Merchant fleet at large. Of course, we are aware of the challenges to be overcome as bunkering facilities are not yet in place for starters. A number of other practical challenges need to be addressed, but companies such as SeaCargo have led the way showing the market that it can be done. Others will no doubt follow,” says Lars Anderson, Vice President at Wärtsilä Ship Power Merchant.

“That is why we have started a comprehensive research programme, building upon our considerable past experience to develop solutions that meet the broader expectations of the Merchant fleet. ‘Fit for ship’ is the leading theme. This means reliability, in that our solutions must be ready for the seven seas, and commercial viability, both in terms of initial investment as well as operating cost. Naturally, the upcoming emissions limits are also part of the equation,” he adds.

Source: Wärtsilä Corporation, Trade & Technical Press release

Hyundai Heavy Industries (HHI), the world largest shipbuilder and marine engine manufacturer, achieved an aggregate 5,000 unit of HiMSEN (Hi-Touch Medium Speed Engine) engine production in ten years after its first unit in 2001.

The HiMSEN engine is used for both the propulsion of ships and power generation for onshore power plants. The engine features light-weight design, high-output, and high-efficiency, and was awarded prizes at major exhibitions such as iF Product Design Award in 2009 and Red Dot Design Award in 2010. The annual production of the engines has increased rapidly from 4 units in 2001, 123 units in 2004, to more than 700 units from 2007.

HiMSEN engines are also installed in Packaged Power Stations (PPS) and Diesel Power Plant (DPP) helping to ease chronic power shortage in the Latin America and South East region.

Accounting for 23 percent of global 2-stroke marine engine market, in March 2010 Hyundai Heavy completed an aggregate 20 million brake horse power (bhp) engine production, the shortest time of any engine builder. In addition, September last year, Hyundai Heavy achieved an unprecedented aggregate production of 100 million bhp in 2-stroke engines.

-Photo courtesy Hyundai Heavy Industries

The vessels will be the first in the world to feature the Rolls-Royce Hybrid Shaft Generator (HSG), which produces electrical power with reduced fuel consumption and emissions. They will also include market leading lean-burn Rolls-Royce Bergen gas engines and the company’s innovative integrated propeller and rudder system (Promas) that reduces drag and increases thrust.

These technologies will combine to offer an unrivaled environmental performance, including a 40 per cent reduction in CO2 emissions, compared to conventional vessels.

Oddbjørn Eliassen, Rolls-Royce, President – Merchant said: “Rolls-Royce is a global leader in the supply of energy efficient technologies which enable ship operators to address the environmental challenges they face. These ferries will combine a range of cutting edge technologies to deliver significant improvements in fuel efficiency and reductions in emissions.”

HSG is an advanced electrical system that enables a step-change in ship efficiency by varying engine and propeller speed to reduce fuel consumption and consequently lower emissions. Ships’ engines traditionally operate at a fixed speed when conventional shaft generators are in use, but HSG allows shaft speed to be reduced, while maintaining a constant frequency for the electrical supply throughout the ship.

These ferries will serve two routes across Vestfjorden in Lofoten in the north of Norway, a stretch of water known for its harsh conditions.  They will be built by the Remontowa Shipyard in Gdansk, Poland for delivery in the second half of 2012.

Source: Rolls-Royce.  Photo: HSG concept courtesy Rolls-Royce.  More about the design HERE.

John Deere will have four other diesel engines on display at the show: the PowerTech 4045TFM75, 6068AFM75, 6090SFM75 and 6135SFM75. All of these engines meet EPA Tier 2 and EU propulsion emissions requirements and are MARPOL Annex VI compliant.

“John Deere continues to work on expanding the marine engine lineup with more new models and horsepower ratings,” said Dave Flaherty, marine marketing manager for John Deere Power Systems. “We designed the new 6090AFM75 to provide high power output with reliable, durable performance for propulsion and generator applications. The new engine maintains the legendary long-term reliability our customers have come to expect from John Deere.”

The new PowerTech 6090AFM75 has 9.0L of displacement and is a 6-cylinder, electronically controlled, turbocharged and air-to-engine coolant aftercooled marine engine. Vertical fuel injectors provide clean burning for lower emissions and improved fuel economy.

John Deere is also announcing the ratings for its PowerTech 6068AFM75, 6090SFM75 and 6135SFM75 marine generator drive engines.

“Our lineup of John Deere generator-drive marine engines is ideal for meeting the growing onboard power demands of marine customers,” Flaherty said. “John Deere marine engines – with their many choices of displacement and power – allow customers to select the model that is just right for their onboard power generation needs.”

The PowerTech 6068AFM75, 6090SFM75 and 6135SFM75 are all excellent sources of power, and feature low noise, low vibration and outstanding or excellent fuel economy. They all meet marine EPA Tier 2 emissions requirements and are MARPOL Annex VI compliant.

Product highlights for the gen-set engines include:

• The PowerTech 6068AFM75 features gen-set ratings up to 191 kVA (153 kWe) at 60 Hz (1800 rpm). The 6.8L is a 6-cylinder, electronically controlled, turbocharged and air-to-coolant aftercooled marine engine.
• The PowerTech 6090SFM75 features gen-set ratings up to 320 kVA (256 kWe) at 60 Hz (1800 rpm). The 9.0L is a 6-cylinder, electronically controlled, turbocharged and air-to-seawater aftercooled marine engine.
• The PowerTech 6135SFM75 features gen-set ratings up to 480 kVA (383 kWe) at 60 Hz (1800 rpm). The 13.5 is a 6-cylinder, electronically controlled, turbocharged and air-to-seawater aftercooled marine engine.

All of these generator drive engines are excellent choices for a variety of commercial and recreational marine applications.

[Photo: PowerTech 6135SFM75 Marine Diesel Engine. Courtesy Johne Deere]

Caterpillar Marine Power Systems was recently selected to provide combined propulsion systems for two Scandlines ferry newbuilds. The two ferries will each be equipped with 5x MaK 9 M 32 C engines with Cat Common Rail. Each M 32 C engine produces 4,500 kW at 600 rpm for 22,500 kW of total power per vessel. The engines are optimized for smokeless operation and reduced nitrogen emission levels, which fulfill IMO II requirements.

“Based on the success of the retrofitted M 32 C engines on container vessels, Scandlines asked Caterpillar to deliver the engines for a unique combined propulsion system for two new single-end car ferries,” said Andreas Banck, Caterpillar Motoren GmbH & Co.KG Senior Test Engineer. “The MaK engines will power both the main propulsion engines and the alternators enabling Scandlines to reduce maintenance costs and operate the ferries in a safe, environmentally-friendly manner.”

Caterpillar initially developed the Cat Common Rail system for the M 32 C engine series in 2006. The Edith Maersk, owned by A.P. Moeller – Maersk A/S, utilized the first M 32 C auxiliary engine retrofitted with Cat Common Rail. Cat Common Rail features electronically controlled, fully flexible injectors capable of injecting all fuels standardized according to ISO 8217 requirements, enabling optimal combustion and low emissions at all levels. Cat Common Rail can be retrofitted on the M 32 C.

“Another remarkable aspect of the M 32 C engine is the option to retrofit the engines to Dual Fuel operation at a later stage if necessary,” said Frank Kircher, Division Manager, Caterpillar Marine Systems Integration. “This gives Scandlines the freedom to decide how they would like to operate the vessels in 2015 when more stringent rules for the Sulfur Emission Controlled Area (SECA) become effective.”

Keel laying began in June 2010 at the P & S Werften (formerly known as Volkswerft) Stralsund yard in Germany. Both vessels will be delivered to Scandlines in 2012. The two ferries will operate between Rostock, Germany and Gedser, Denmark. While the engines will be manufactured at the Caterpillar factory in Kiel, Germany, a collaboration between European Cat Dealers Zeppelin Power Systems and Pon Power Scandinavia will provide Scandlines with sales and installation support, as well as product support and service.

“We’re pleased to be able to provide Scandlines with a tailor-made solution that covers the power requirement throughout all operating conditions,” noted Territory Sales Manager Ulf Hannemann. “Our customers have been pleased with the reliability of our engines, the reduced soot emission levels provided by Flexible Camshaft Technology (FCT) and the operational flexibility Cat Common Rail offers.”

Source: Caterpillar

The Wärtsilä 32 engine is fully equipped with all essential ancillaries, and has a thoroughly planned interface for the plant or ship’s control system. This ensures easy installation and reliable engine operation.

The engine is designed to operate efficiently and economically on low sulphur fuels (<0.1% S), making it suitable for operation in emission-controlled areas. It can also be equipped with a SCR catalyst, such as the Wärtsilä NOR (nitrogen oxide reducer), which can reduce NOx emissions by as much as 95 percent. This means that, already today, the machinery is IMO Tier III compliant. The standard Wärtsilä 32 entirely fulfils IMO Tier II regulations. Regardless of the fuel used, the consumption efficiency is consistently excellent over a wide load range.