WW_Nov07_Cvr.

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November 2007

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WW247.qxp 10/17/07 10:50 AM Page 1
PUBLISHER’S COLUMN
Rapid Pulse of the
Engine Industry
It has been “survey time” around the
corridors of Diesel & Gas Turbine
Worldwide, and this year it has been
downright fun to report the enormous
numbers of engine orders. Starting last
month in October, the 31st Power
Generation Order Survey tallied
33,111 reciprocating engine orders
above 500 kW for a total of 38,085
megawatts of output. Simply put, the
world has never before witnessed this
type of growth in the large piston
engine industry. And, these numbers
don’t even cover those engines being
produced from China’s domestic man-
ufacturers for its indigenous markets
(more on that next year).
Wow.
Add to those figures the 58,000-
plus megawatts of gas turbine orders
— from a total of 916 units — and
we’ve got the makings of a very
vibrant (and global) power generation
marketplace. What is especially heart-
ening about this situation is the
growth in larger gas turbine orders.
Those 916 gas turbines will require a
vast food chain of suppliers from all
over the world. Granted, 58,000
megawatts doesn’t hold a candle to
the record of 118,000 megawatts set a
few years ago, but I also don’t think
that the current market is likely to
crash, such as the precipitous drop of
the gas turbine market in the
2001/2002 timeframe.
This also brings us to this year’s
Marine Propulsion Order Survey,
which begins of page 16. When the
2 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
marine mechanical propulsion, auxil-
iary power and diesel-electric engine
orders were compiled they totaled
17,724 units, with a combined output
of 53,817 megawatts.
Again, wow.
All of this, of course, has been keep-
ing the production facilities humming,
as well as those of the component sup-
pliers, shipyards, packagers, logistics
people and construction crews.
What it doesn’t bode well for is the
staffing requirements brought about by
this engine building boon. Where are
the qualified engine service technicians
going to come from, for example? And
on the OEM side, one vice president
told me a few weeks ago, “I can give a
job to any good mechanical engineer
you can find for me right now.”
The fact is that times are good, but
this time around nobody is taking
anything for granted. Well, maybe
some people are taking some things
for granted, with delivery lead times
stretching past 2010 in some cases.
But everyone knows what soft mar-
kets feel like, especially in the “dark”
period of a few years ago. This time, I
think, everyone is making hay while
the sun shines. A
Sincerely,
Mark McNeely
mmcneely@dieselpub.com
DIESEL & GAS TURBINE PUBLICATIONS
Chairman of the Board..........Russell Palmer
President ..........................Michael J. Osenga
Senior Vice President ....Michael J. Brezonick
Publisher & Editor ........................Mark McNeely
Managing Editor......................Michael J. Mercer
Senior Editor..............................Joseph M. Kane
Senior Editor ......................Michael J. Brezonick
Regional Manager/Editor ..........Roberto Chellini
Regional Manager/Editor................Ian Cameron
Regional Manager/Editor ............Roberta Prandi
Field Editor/Business Manager ..........Bo Svensson
Feature Editor ........................D. Phillip Burnside
Associate Editor ........................Brent D. Haight
Copy Editor ..........................Melissa C. McNulty
Advertising Manager..............Lynne Diefenbach
Production Manager..............Christa L. Johnson
Graphic Artist ..........................Marisa J. Roberts
Graphic Artist ............................Brenda L. Bopp
Graphic Artist ............................Carla D. Lemke
Graphic Artist................................Amanda Ryan
Circulation Manager ......................Sheila Lizdas
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Reprints of all articles published in
Diesel & Gas Turbine Worldwide are available.
Please address inquiries to:
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Tel: 262-754-4137
Fax: 262-754-4175
Nov_TOC.qxp 10/19/07 2:21 PM Page 1

CONTENTS

NOVEMBER FEATURES
2007 WORKBOATS
The New Workhorses of the Gulf .....................................................................10
WORKBOATS
Specialized Tugs for Sause Brothers..................................................................14
MARINE PROPULSION ORDER SURVEY
Marine Engines Remain Strong, with Largest Units Resurging .........................16
INDUSTRY NEWS
The High Tide of Marine Activity in China ......................................................26
MARINE PROPULSION
Replacement Engine Proves Best Solution ........................................................36
ENGINE ACCESSORIES
Spanish Technology Lowers Noise/Vibrations in Research Vessel ...................40
INDUSTRY NEWS
MAN Diesel PrimeServ Completes its First Year...............................................49
WORKBOATS
Fast Engine Tests Keep Vessel Launch on Schedule .........................................59

This Month’s Cover: D&GTW’s DEPARTMENTS

Annual Marine Propulsion
Order Surveys (see page 16) MARINE PROPULSION
Versatile MTU 4000 Series is Emissions Compliant for Workboats.................24
highlight another stellar year
for the engine manufacturers. INDUSTRY NEWS
CMR Strengthens its Presence in China ............................................................32
A total of 53 817 MW of
marine engine power was MARINE PROPULSION
New Control System from ZF Marine Electronics ............................................33
reported this year.
MONITORING & DIAGNOSTICS
Saving Money via Satellite.................................................................................34
Also This Issue: We feature a
Special Report on China in INDUSTRY NEWS
MAN Diesel Expanding Engine Program ..........................................................44
the Chinese characters, pro-
duced in conjunction with the INDUSTRY NEWS
New Service Center for Westfalia Separator Mineraloil Systems ......................45
magazine’s distribution at
Marintec China 2007 later this MARINE PROPULSION
Tensions Prompt Patrol Vessel Order Growth ..................................................48
month (see center spread).
WORKBOATS
Innovative Offshore Vessel for Olympic Shipping............................................52
Global Markets
Global Coverage Emissions Worldview
www.dieselgasturbine.com
Ports Continue Work on Greener Future .........................................................62
PRINTED IN THE U.S.A.

COLUMNS
INDUSTRY NEWS ................................4 MARINE PROPULSION NEWS ..............54
POWER GENERATION NEWS ...............46 OIL & GAS NEWS ...........................64
®
MEMBER OF BPA WORLDWIDE
DIESEL & GAS TURBINE WORLDWIDE (ISSN 0278-5994)
Volume 39, No. 9 — Published monthly except, Jan/Feb &
July/Aug issues combined, by Diesel & Gas Turbine Pub-
lications, 20855 Watertown Road, Waukesha, WI 53186-
1873 U.S.A. Subscription rates are $65.00 per year/$10.00
per copy worldwide. Periodicals postage paid at
POWER SYSTEMS
Waukesha, WI 53186 and at additional mailing offices.
Copyright 2007 Diesel & Gas Turbine Publications.
Canadian Publication Mail Agreement # 40035419. NEWSMAKERS ...................................8 LITERATURE.....................................33
Return Undeliverable Canadian Addresses to: P.O. Box
456, Niagra Falls, ON L2E 6V2, Canada. E-mail: DATELINE .........................................9 ADVERTISERS’ INDEX ........................56
slizdas@dieselpub.com. POSTMASTER: Send address
changes to: Circulation Manager, Diesel & Gas Turbine PRODUCTS ......................................22 MARKETPLACE.................................58
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Waukesha, WI 53186-1873 U.S.A.

Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 3

WW245.qxp 10/18/07 2:03 PM Page 1

NEWS PRODUCTS, TECHNOLOGIES AND ACTIVITIES BY MIKE MERCER

INDUSTRY
technologies for large-size gas and steam
GE Energy to Build Vietnamese turbines to ZAO UTZ. In addition, MHI
Manufacturing Facility will establish a joint venture in Russia
Supporting global growth in power generation, GE Energy announced it is with ZAO UTZ, a company within the
investing approximately US$50 million to build its first manufacturing facility in Renova Group, and Teploenergos-
Vietnam. The new factory, which will be located near the seaport city of Hai ervice-EK Corp. (TES), a steam turbine
Phong, will produce components for GE’s diverse portfolio of power generation maintenance service company, to
equipment. The components produced in Vietnam will be sent to the company’s launch local after-sales service business
manufacturing and service facilities around the globe for use in finished products. for gas and steam turbines. MHI and
Construction of the new facility is scheduled to begin by the end of 2007 and Renova Group also plan to look at the
the facility is projected to be operational by the end of 2009. When fully opera- possibility of MHI providing the Group
tional, the facility is expected to employ more than 400 people. A with other technologies in the area of
power generation, for example heat
Big Changes at Caterpillar recovery steam generators.
Caterpillar Inc. has recently announced a significant reorganization at the top Renova Group is a stakeholder and
of the US$41+ billion company. The company has created a new Marine and strategic investor in a wide range of
Petroleum Power Division within the Engine Division. The new division will industries, including metallurgy, oil,
include MaK brand products and MaK manufacturing operations in Germany and machine engineering, mining, chemi-
China. The marine business will continue to be headquartered in Hamburg, cals, construction, power generation,
Germany, and Caterpillar’s global petroleum business will continue to be head- housing/utilities and finance. ZAO UTZ,
quartered in Houston, Texas, U.S.A. The vice president with responsibility for the a Group affiliate, is one of Russia’s lead-
new Marine and Petroleum Power Division will be Richard Case, currently mar- ing steam turbine manufacturers. Re-
keting manager for the North American Commercial Division. Case previously nova Group and ZAO UTZ have been
served as the director of marketing and planning for Perkins Engines Co. Ltd., planning to enter into the large-size gas
and managing director for the Industrial Power Systems Division, based in and steam turbine business, while MHI
Peterborough, U.K. has been looking for a foothold in Russia
A complete synopsis of the changes within Caterpillar Inc. can be found on now that the country has marked out-
the Diesel & Gas Turbine Worldwide website under Industry News at: www. standing economic recovery. A
dieselgasturbine.com.A
Cummins Selling
MHI to Collaborate with ZAO Ural Turbine Works Universal Silencer
Mitsubishi Heavy Industries Ltd. (MHI) has concluded an agreement with Renova Cummins Inc. said it has reached an
Group of Companies, a Russian asset management firm, and ZAO Ural Turbine agreement to sell Universal Silencer Inc.
Works (UTZ), a core Renova Group Company, to collaborate in the gas turbine and (USI) to the Stirling Group. The newly
steam turbine businesses. Under the agreement, MHI will license its manufacturing continued on page 6

from 18 000 to
36 000
running hours

ABB TPL . . -B
2-stroke turbochargers
run 36,000 hours
Long-distance runners.
without a bearing inspection. www.abb.com/turbocharging
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
4 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
MANdiesel_Sept07_WW.qxp 7/2/07 11:06 AM Page 1

Stronger
shorter
lighter
That’s ME-B

The New ME-B Engine

The ME-B engines are the latest and most modern MAN B&W engines with low specific fuel oil con-
sumption at all loads as well as a very low lubricating oil consumption. This together with the long
time between overhauls and a very high reliability give these engines one of the lowest life cycle
costs in their power range.
Furthermore, these smokeless engines have a lower impact on the environment due to the low
emissions. Other advantages are the low propeller speed and the low minimum constant speed

MAN B&W – a brand of the MAN Diesel Group

MAN Diesel A/S • Teglholmsgade 41 • DK-2450 Copenhagen SV • Denmark • Tel. +45 33 85 11 00 • Fax +45 33 85 10 30 • www.manbw.com
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
WW245.qxp 10/18/07 2:03 PM Page 2

NEWS PRODUCTS, TECHNOLOGIES AND ACTIVITIES

INDUSTRY BY MIKE MERCER

formed Stirling Group is led by current USI general manager

Randy Eppli and includes other key members of Universal
Silencer’s management team. Financial terms were not dis-
closed. Universal Silencer, currently part of the Cummins
Filtration business, is a global manufacturer of industrial noise
control and air filtration systems for diesel and gaseous-fueled
engines, gas turbines and compressors. Established in 1959, it
is headquartered in Stoughton, Wisconsin, U.S.A., and has
manufacturing in the U.S. and Mexico. The company employs
230 people. A transition process has begun and the sale expect-
ed to be completed during the fourth quarter of 2007. A

EPA Tier II Compliance for GE Diesels

GE Transportation has received United States Environ-
mental Protection Agency (EPA) Tier II emissions compliance
certification for its V228 diesel engine family. In order for the
EPA to grant Tier II compliance certification, GE submitted
results from emissions testing conducted on its 8-, 12- and
16-cylinder V228 engines at its Erie, Pennsylvania, U.S.A.,
facility. GE’s V228 family includes the 8V228, 12V228 and
16V228 engine configurations for power ranges from 1004
to 3355 kW. A

Call for Papers

The European Turbine Network (ETN) has issued a call for
papers for its 4th International Gas Turbine Conference which
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
will take place October 15-18, 2008, in Brussels, Belgium.
Paper topics should cover gas turbine technology. The deadline
for submission of abstracts is Jan. 8, 2008. Please visit the
European Turbine Network website at www.eu-gasturbine.org
for more information. A

Short Notes
Wärtsilä announced that it has inaugurated a new US$42
million assembly hall and logistics center in Vaasa, Finland.
Deutz AG announced that it has completed the sale of
Deutz Power Systems, its former gas engines and diesel
engines business for decentralized power generation to the
private equity firm 3i.
In conjunction with the planned expansion of its Houston-
based global headquarters facility, Turbine Air Systems
(TAS) recently announced the ground breaking for a new
manufacturing and administrative office building that will
effectively double the current manufacturing capacity of TAS.
The ARB has verified the Vycon REGEN System for rub-
ber-tired gantry (RTG) cranes equipped with Pre-Tier 1
(pre-1996 model year) off-road diesel engines or Tier 1, Tier
2 or Tier 3 certified off-road diesel engines.
The Tognum Group was recently awarded the ISO
14001 certificate for environmental management at all of
its production facilities. The newly acquired Katolight
Corp. will also be certified within the next 12 months.
Woodward Governor Co. has expanded the territory of
Governor Control Systems to include the U.S. states of
Alabama, Arkansas, Louisiana and Mississippi. A

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

FairbanksMorse_Mar07WW.qxp 1/31/07 11:45 AM Page 1

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the U.S. Navy and
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Freedom (LCS 1)

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WWNovNewsmakers.qxp 10/17/07 10:34 AM
POWER SYSTEMS
JOHNSON MATTHEY: Arthur Reining
has been appointed the staff scientist for
the Stationary Source Emissions Control
unit. Having more than 20 years of ex-
perience with IC engines and engine
emissions testing, Reining will be re-
sponsible for the A. Reining
design, develop-
ment and technical
support of catalyst
and catalytic sys-
tems for controlling
emissions from IC
engines, gas tur-
bines and manufac-
turing processes.
ALSTOM: Joan MacNaughton has been
hired as senior vice president power and
environmental policies. She will spear-
head the clean power campaign and
head up Alstom’s policy department.
MacNaughton has most recently held the
position of director general, interna-
tional energy security at the U.K.’s de-
partment of trade and industry.
8 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
Page 1
NEWSMAKERS
LUFKIN INDUSTRIES: Terry Orr has
been named vice president and general
manager of the power transmission divi-
sion. Orr has been T. Orr
with the company
since 1976 and has
served in various
management posi-
tions, most recently
serving as director of
sales and marketing
for the power trans-
mission division.
CUMMINS INC: Scott Patrohay, for-
merly president and CEO of Cummins
MerCruiser Diesel (CMD), has recently
been selected to become distributor
principle of a new Cummins distribu-
tor joint venture, serving much of the
northeastern United States. With the
joint venture combining the territories
of Cummins Power Systems and
Cummins Metropower, Patrohay will
lead the day-to-day management of the
company. He has led CMD since 2002
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
and his position will be effective as of
January 2008. Cummins also an-
nounced that Alex Savelli, formerly
managing director of energy solutions
and rental business at Cummins Power
Generation, will succeed Patrohay ef-
fective Nov. 1, 2007. Savelli has been
with Cummins Engine Business since
1994, having held various marketing
and sales roles in both the United
States and Europe.
KITTIWAKE DEVELOPMENTS: Martin
Lucas has recently been appointed as
the managing director for the manufac-
turing of measuring, monitoring and
management equipment for fuel, lubri-
cating oil and water treatment. Lucas
has had experience in the aviation, ma-
rine, industrial and oil and gas markets
and started with Kittiwake in 2000 as
sales manager. Lucas was most recently
director of Kittiwake Asia Pacific, devel-
oping the Asia Pacific market for oil
and machinery condition monitoring
equipment.
WW Dateline.qxp 10/17/07 10:30 AM Page 1

POWER SYSTEMS DATELINE

NOVEMBER Fax: +971 4 335 2438 Center, Miami Beach, Florida,

*Nov 6-9 E-mail: info@iirme.com U.S.A.; CMP Princeton Inc., 212
Europort Maritime 2007 – Rotterdam, Web: www.midleeastelectricity.com Carnegie Center #203, Princeton,
Netherlands; Contact: Auke Heins, New Jersey 08540-6236, U.S.A.
Ahoy’ Rotterdam, PO Box 5106, 3008 MARCH Tel: (609) 452-2800
AC Rotterdam, Netherlands. *Mar 10-13 Fax: (609) 452-9374
Tel: +31 10 293 32 05 Seatrade Cruise Shipping Conven- Web: www.cruiseshipping.net
Fax: +31 10 293 32 18 tion – Miami Beach Convention E-mail: info@cruiseshipping.net
E-mail: info@europortmaritime.nl
Web: www.europortmaritime.com * Boldface indicates shows and conferences in which Diesel & Gas Turbine Worldwide is
participating. A more complete listing of trade shows is available at www.dieselgasturbine.com
*Nov 14-16
SNAME – World Maritime Tech-
nology Conference – County Con-
vention Center, Fort Lauderdale,
Florida, U.S.A.; The Society of Naval
Architects and Marine Engineers,
601 Pavonia Avenue, Jersey City,
New Jersey 07306, U.S.A.
Tel: (201) 798-4800
Fax: (201) 798-4975
Web: www.sname.org
E-mail: belmore@sname.org

*Nov 27-30
Marintec China – Shanghai New
International Expo Centre, Shang-
hai, China; Contact: Winnie Louie,
CMP Asia Ltd., 17/F, China Re-
sources Building, 26 Harbour Road,
Wanchai, Hong Kong, China.
Tel: 852 2827 6211
Web: www.marintecchina.com

*Nov 28-30
International WorkBoat Show –
Morial Convention Center, New
Orleans, Louisiana, U.S.A.; Diver-
sified Business Communications,
121 Free Street, Portland, Maine
04112-7437, U.S.A.
Tel: (207) 842-5500
Fax: (207) 842-5503
Email: wb@divcom.com
Web: www.workboatshow.com

DECEMBER
*Dec 11-13
PowerGen International 2007 –
Morial Convention Center, New
Orleans, Louisiana, U.S.A.; PennWell
International, 1421 South Sheridan
Road, Tulsa, Oklahoma 74112,
U.S.A.
Tel: (918) 832-9225
Fax: (918) 813-9875
E-mail: pgiexhibit@pennwell.com
Web: http://pgi07.events.pennnet.
com/

FEBRUARY
Feb 10-13
M.E.E. Middle East Electricity 2008 –
Dubai Int´l Exhibition Centre, Dubai,
V.A.E.; IIR Holdings Ltd., P.O. Box
21743, Dubai, U.A.E.
Tel: +971 4 335 2437 SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 9

WW236.qxp 10/19/07 10:35 AM Page 1

WORKBOATS BY LARRY PEARSON

The Chloe Candies is the

latest IMR to join the
Saipem America fleet.
The vessel is owned and
crewed by Otto Candies
LLC. Its diesel-electric
propulsion system in-
cludes four Caterpillar
3516B diesels driving
1825 kW generators to
provide electricity for a
pair of Steerprop stern
thrusters and twin bow
thrusters by Berg.

Chloe Candies photo by Otto Candies

system consisting of four Caterpillar
The New Workhorses 3516B diesels driving 1825 kW genera-
tors. This electrical power is used to run
a pair of Steerprop 1600 kW stern
of the Gulf thrusters (Z-drives) and two 746 kW,
480 volt bow thrusters by Berg.
Trial speed of the vessel was 12
New class of Gulf workboats designed for subsea construction support
knots, design draft is 5.0 m and dead-
weight is 3500 tons.
There is a new class of vessels at work in the Gulf of Mexico dubbed Installation, The Chloe Candies is set up for major
Maintenance and Repair (IMR) or Multi-Service Vessels (MSVs), that are becoming the below-sea infrastructure work. The 100
new workhorses. These vessels are not configured for hauling transferable liquids such ton single drum below the main deck
as liquid mud or fuel oil, or for moving crews on and off rigs and platforms. These deep-sea winch is located over the moon
large (85 m in length or more) sophisticated vessels typically work on the wellhead or pool with a 100 ton deck mast. There
other infrastructure to transport oil and or gas. IMRs such as the Chloe Candies and the are also a pair of 149 kW Innovator
DMT Emerald are two vessels of this type that are now working in the Gulf. remotely operated vehicles (ROVs) with
The vessels’ duties normally involve construction or repair projects such as suc- the ability to handle a suite of support
tion pile installation for floating platforms, subsea tree installation on wellheads, tools and large intervention packages
manifold installations, or well intervention using coiled tubing or other aids to that further expand its capabilities.
enhance hydrocarbon flow. They are becoming increasingly valuable in deepwater The vessel is leased to Saipem Amer-
projects because of their ability to do a number of tasks well. ica Inc., in response to the market’s
The Chloe Candies was one of the first vessels delivered from the Otto Candies LLC need for large, reliable and more stable
shipyard in Houma, Louisiana, U.S.A. Formerly Houma Fabricators, the yard has sev- vessels to assist with large deployments
eral projects under way for the Des Allemandes, Louisiana-based offshore service com- and well intervention services.
pany. The vessel has been leased to Saipem America and joins the Harvey Discovery, The vessel is designed and equipped
HOS Innovator and other vessels designed for offshore construction and repair projects. to handle ROV surveys for pipelines,
Chloe Candies is a 85.25 m by 18.0 m vessel with a 7.4 m molded depth with Class touch-down monitoring and platform
2 DP, a 745 m2 deck, a 14.8 m by 7.5 m moon pool and active heave compensation and pipeline inspections. For light sub-
to assist with the deployment of large, heavy seabed infrastructure. sea construction projects the Chloe
A 100 ton stern roller and a 100 ton Teleknuckle crane are used for overboarding Candies can handle mattress installa-
large structures and equipment unable to utilize the moon pool. Manifolds, tions that are installed where pipelines
jumpers, umbilicals, coiled tubing and flow lines are examples of equipment that cross on the seabed, subsea valve and
have to use the crane and stern roller for deployment. tree manipulation and maintenance,
Like many vessels of this type, the Chloe Candies uses a diesel electric propulsion trenching, as well as installation of
manifolds, trees and jumpers.
Larry Pearson is a freelance writer based in Metairie, Louisiana, U.S.A. continued on page 12
10 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
ALSTOM_Dec06WW.qxp 11/6/06 10:22 AM Page 1

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

WW236.qxp 10/17/07 10:33 AM Page 2

WORKBOATS

The DMT Emerald is shown during sea trials in the Gulf of Mexico. (Above) Note
the 27.4 m high heave-compensated lifting tower that sits over the moon pool for
lowering and retrieving subsea assets. The vessel is powered by four Caterpillar
3516B engines in the same layout as the Chloe Candies. These vessels can carry a multitude of tools including manned and unmanned sub-
mersibles (right) used for subsea construction. Shown is the Deepworker 200, a one-atmosphere manned submersible as it is unloaded from
the DMT Emerald.

The DP-2 system has two operator
panels, a pair of uninterrupted power
supplies, a portable joystick, three gyro
compasses, two vertical reference units,
a pair of wind sensors, two DGPS units,
one working via a spot beam antenna
and one via Inmarsat and a pair of inde-
pendently operating hydroacoustic sys-
tem with laser scan.
Capacities of the Chloe Candies are
750 m3 of fuel oil, 740 m3 of fresh
water and 1660 m3 of ballast water.
There are accommodations for 86
persons in one-, two- and four-person
cabins. Other special features include a
cinema on the main deck, a gymnasium
on B-deck with weight machines and
exercise equipment, a fully equipped
hospital on C-deck and a conference
room on D-deck. A fully equipped gal-
ley, food stores and mess are on the
starboard side of the main deck.
As would be expected of a vessel this
size and technology, the Chloe Candies is
classed by the American Bureau of
Shipping (ABS) A1 (E) Offshore Support
Vessel. From a regulatory standpoint the
vessel is ABS, US Flagged and Full
Ocean SOLAS.
Another recent addition to the Gulf
fleet of IMRs is the DMT Emerald, an 89
m vessel with capabilities to carry out
subsea construction and field devel-
opment work, deepwater intervention
tasks, flying lead installation, suction
pile installations and umbilical work.
12 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
Deep Marine Technologies (DMT) is
a Houston, Texas, U.S.A.-based com-
pany that operates three other vessels
set up for IMR work — directly operat-
ed vehicles (DOV) and Triton XLS, 112
kW ROVs.
Like the Chloe Candies, the DMT
Emerald is powered by four Caterpillar
3516B engines coupled to 1825 kW
Caterpillar gen-sets. A pair of Steerprop
azimuthing Z-drives rated at 1600 kW
each and two 746 kW Berg tunnel bow
thrusters provide propulsion power.
Bender Shipbuilding and Repair
built the vessel in Mobile, Alabama,
U.S.A. “The DMT Emerald joined the
fleet in May 2007,” said Frank Terrell,
vice president of sales for Bender.
Deck equipment includes a 27.4 m,
100 ton heave-compensated lifting
tower placed over the vessel’s 7 m by
8.22 m moon pool to facilitate the
installation and retrieval of subsea
infrastructure. For over-the-side re-
trieval and placement of subsea con-
struction assets, the DMT Emerald
mounts a Hydromarine 100 ton knuck-
le boom crane.
Two Triton 112 kW work class
ROVs by Perry Slingsby are onboard
with 3000 m depth capacity. The vessel
can also carry the Deepworker 2000, a
one-atmosphere submersible that can
carry a diver to 609 m deep and is out-
fitted with digital acoustic telemetry
modems to transmit live images and
data to the DMT Emerald. The Deep-
worker 2000 is equipped with an
onboard hydraulic powered, multi-
function manipulator and grabber, and
is compatible with most subsea tooling.
Uses of this unique tool include plat-
form inspections, wellhead inspec-
tions, search and recovery and pre- and
post-pipeline inspections.
DMT Emerald has 808.3 m2 of usable
deck space and can carry 734.4 m3 of
fuel oil and 889.5 m3 of fresh water.
Both the water and fuel oil are for ship
consumption, not for transfer.
The vessel offers accommodations
for 73, has a helicopter landing deck
rated up to a Sikorsky and has a three-
bed hospital.
“We believe the purchase of these
new assets and plans for continued
expansion of our fleet underscores the
level of DMT’s commitment to the Gulf
of Mexico and the oil and gas industry,”
said CEO Paul McKim.
Sola Communications, with offices
in Houston and Larose, Louisiana, pro-
vided the satellite communications sys-
tem on the DMT Emerald. Sola Com-
munications supplies DMT vessels
with real-time voice, video and data
communications. “The crew on the
vessel will be able to communicate via
phone, Internet and video conferenc-
ing as if they were sitting at a desk
inside DMT’s Houston headquarters,”
said Lyndon James, CEO of Sola. A
 SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

Innov_X.indd 1 10/5/07 10:05:32 AM

WW181.qxp 10/17/07 10:31 AM Page 1

WORKBOATS BY PETER MARSH

customers, from longtime partners like

The Mikiona is the first of two, 39 m tugs built for Sause Brothers of Coos Bay, Oregon, Catalina Express, Sause Bros. and
U.S.A., by J.M. Martinac Shipbuilding of Tacoma, Washington, U.S.A. The vessel was de- Wilmington Tug to recent contracts with
signed to handle extreme conditions while towing petroleum and chemical cargo barges. Signet Maritime, SEACOR Marine and
The hull has an 11 m beam, 5 m draft and loaded displacement of 1000 long tons. Moran Towing,” said Jeff Sherman, sales
manager for MTU Detroit Diesel’s
Workboat Division.
The engines are air-started by a pair
of Quincy compressors and connected
to Rentjes WAF 873, 7.45:1 reduction
gears with Geislinger butterfly couplings.
The stainless-steel shafts are 241 mm in
diameter, 11.5 m long and turn 2642
mm diameter stainless-steel fixed pro-
pellers in Nautican nozzles. To create a
streamlined hydrofoil cross-section, the
inner skin of each nozzle is assembled
from 36 curved stainless-steel panels.
In addition, the seven “pre-swirl” sta-

Specialized Tugs for tor vanes are an asymmetric foil shape

that directs the water flow to swirl in the
opposite direction of propeller rotation,

Sause Brothers thus saving energy that is normally lost in

wake rotation. The stators also support a
central shaft bearing, eliminating the
Vessels designed for towing petroleum conventional shaft struts that create drag
and chemical cargos on exposed stormy coast and disturb flow to the propeller. The
three-bladed, highly skewed Nautican
The Mikiona is the first of two 39 m tugs that have been built for Sause propellers are specifically designed to
Brothers of Coos Bay, Oregon, U.S.A., by J.M. Martinac Shipbuilding of Tacoma, work with the nozzle for maximum effi-
Washington, U.S.A. ciency. Nautican states that this innova-
Although they are a traditional hull shape, the Sause design team has given these tion increases thrust by 4 to 6%.
boats many advanced features to meet the company’s specific needs for safely tow- The tug’s service power is provided
ing petroleum and chemical cargos on the exposed and stormy Northwest Coast. by two six-cylinder, John Deere, 6.8 L
According to Dale Sause, the company president, they will be more than twice as PowerTech engines that spin three-
fuel efficient as tugs built a decade ago. phase Magnaplus generators from
The fuel efficiency is a result of the MTU 16V 4000 engines, Nautican nozzles, Marathon Electric of Wausau. Each
Rapp Hydema tow winch and the design of the barge. MTU’s 4000-series is best gen-set has a max output of 121 kW
known on the United States West Coast for its use in high-speed craft, but towing and is rated for 99 kW continuous.
companies like Foss Maritime in Washington State and Seaspan in British The Mikiona is fitted with a pair of
Columbia, Canada, are also running 4000s for ship handling and line-haul boats. flanking or double rudders; two World-
The Mikiona’s engines are rated at 1400 kW for unrestricted continuous operation wide 15 kW electric motors turn Vickers
at 1600 r/min. This is the lowest rating that MTU offers for the 4000, and will pro- hydraulic pumps that power the pow-
vide maximum extended engine life. erful Matthews Marine Systems hy-
The 4000 series is based on a cylinder with a swept volume of 4 L and features draulic steering. It is steered with
individual four-valve cast-iron cylinder heads, a carbon-scraper ring, sequential tur- Matthews jog sticks and MTU engine
bocharging, split-circuit cooling system and MDEC (MTU’s electronic engine con- controls at five steering stations: port,
trol) common rail, high-pressure fuel injection. The Vee-configuration 16-cylinder center and starboard on the bridge, in
engines each weigh 7800 kg and meet all Tier 1 requirements (for vessels whose the “push house” 12 m above the
construction began in 2006). The Mikiona’s free-running speed is over 13 knots, water, or from the winch-control posi-
with a speed of 9 knots when towing one of Sause’s 87 000-barrel double skin tion on the upper stern deck when the
tank barges along the Pacific Coast. tow lines are being worked.
The Series 4000 was first developed in 1996. “Over the years, they have developed Sause has selected a Norwegian Rapp
quite a reputation for durability, and you can see that reflected in the confidence of our Hydema TOW-22031 WS hydraulic
towing winch, the first of its kind on a
Peter Marsh is a freelance writer based in Astoria, Oregon, U.S.A. West Coast tug. This is a “constant ten-
14 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
WW181.qxp 10/17/07 10:31 AM Page 2

WORKBOATS

Hydema hawser winch, similar to a

A view of the twin MTU 16V 4000 engines used for propulsion before installation in the tug.
Each engine is rated at 1400 kW for unrestricted continuous operation at 1600 r/min, weigh
7800 kg and meet all Tier 1 requirements (for vessels whose construction began in 2006).
sion” design, which uses Rapp’s Penta-
gon computer system to sense the load,
and is commonly used on deep-sea
trawlers. It automatically eases the tow
wire at a specified tension level, and
rewinds it when the tension drops
below the pre-set level. The winch can
store 834 m of 57 mm wire rope, has a
fail-safe capacity of 55 tonnes, and is
controlled from the tug’s wheelhouse
or a station on the aft upper deck.
The winch is powered by a dedicated
six-cylinder, 195 kW, John Deere 6081
APM 75 that turns a Veljan axial piston
hydraulic pump at 1800 r/min with a
max output of 284 L/min. Once the tow
is under way, the diesel is switched off,
and the winch’s low-power demand in
constant-tension mode is supplied by a
45 kW electric motor turning a smaller
Veljan pump. The complete winch in-
stallation also includes three auxiliary
units: a pendant winch, a tugger winch
and a capstan.
A newly designed four-pin tow pin
system on the stern bulwark will utilize
406 mm diameter and 406 mm high
pins and a 610 mm stern roller. The
pins will be more robust, durable and
have an improved bearing system to
allow the tow wire to turn more easily,
reducing wire wear. A second Rapp
ship-assist bow winch, is fitted on the
bow. It will enable high-speed re-
trieval and powerful braking, and will
also be fully controllable both from
the wheelhouse and the forward deck.
A deck-mounted capstan is available
for anchor hauling.
Sause made the decision to im-
prove fuel efficiency in the late 1990s
when a consultant warned that the
price of diesel, US$0.43 per gallon at
the time, would eventually rise to as
much as US$1 per gallon. The Mikiona
was designed in-house to ensure it
met this goal. The hull has an 11 m
beam, 5 m draft and loaded displace-
ment of 1000 long tons. Fuel capacity
is 476 962 L, water capacity 39 747 L.
The hull plating is 13 mm steel with
25 mm steel at the gunwale. The tug is
surrounded by Schuyler Rubber’s cut-
loop tire fendering with solid D-rub-
ber at the stern.
The Mikiona uses the latest technolo-
gy to reduce noise, control engine
room heat and improve ventilation,
including an insulated control room on
the engine deck. These make it very
crew friendly and will help prevent
accidents caused by fatigue. It has
accommodations for a crew of nine
persons in seven staterooms, with
amenities like spacious bathrooms and
a flat-screen television along with a
DVD player for each berth. A

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Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 15
WW233.qxp 10/17/07 10:29 AM Page 1

MARINE PROPULSION ORDER SURVEY BY MARK MCNEELY

Marine Diesel Orders 874. Overall engine output, however,

increased by 45%, from 30 585 to 44
(number of units) 351 MW. Marine auxiliary generator
7581 1885
Diesel-Electric engine orders and output increased,
Marine Auxiliary
Generation Propulsion with unit orders up 42% over 2006 and
engine output up 36%. Diesel-electric
6300 engine orders were also up, increasing
10 874 Marine Auxiliary 17% from 2006 and total diesel-electric
Mechanical Drive Generation output increasing 31%.
Diesel Propulsion 44 351 The combined output for all engines
Mechanical Drive from the three surveys increased by
Diesel Propulsion
550 43%, from 37 608 to 53 817 MW, while
Diesel-Electric total units ordered are up by nearly 16%
Propulsion MW of (the same percentage increase as 2006)
Marine Diesel Power — from 15 300 to 17 724 units. Unit
order increases were seen in all three
areas, the mechanical drive, auxiliary

Marine Engines gen-set and diesel-electric engine cate-

gories. The 2007 results certainly reflect
vigorous activity in larger vessel orders

Remain Strong, across all marine sectors.

In terms of geographic location of the
engines at the shipbuilder’s site, there

with Largest Units were increases and decreases among the

world’s major shipbuilding centers,
although the Far East (which includes
Resurging Japan, South Korea and China) showed
increases in all three of the marine engine
surveys. The Far East was again a leader
Smallest engine orders decrease,
for the largest engine output ranges,
but all other categories show super growth
accounting for 538 of the 573 engine
orders above 15 MW. Other large vol-
This year marks Diesel & Gas Turbine Worldwide’s 10th annual survey of mechan- ume areas, including Europe and North
ical drive marine propulsion engine orders. Engine order volumes are high for the America, also posted strong increases.
year, as they have been for several years running. There has been a slight decrease
in small engine orders, but all of the other engine output categories have shown Mechanical Drive Orders
healthy increases, especially in the largest MW outputs. Total mechanical drive propulsion
Mechanical drive output increased to 44 351 MW this year over last year’s 30 585 orders increased by only 469 units this
MW, a 45% increase driven mostly by a surge in orders for the largest marine engines. year, but total output increased by a
And due to the increase in large engines, engine order volume increased only slightly whopping 13 766 MW. The increase in
(4.5%) over 2006, with 10 874 units this year versus 10 405 units in 2006. As with output numbers reflects substantial unit
last year’s large increase, this unit volume increase still represents tremendous marine order increases in all three of the largest
order activity, including everything from offshore vessels to ferries to patrol boats to output ranges, 15 to 30 MW, 30 to 50
feeders to VLCCs to bulkers. Diesel auxiliary generating unit orders were up again this MW and 50 MW and above. As for indi-
year, with increases corresponding somewhat to the increases in the mechanical drive vidual categories, the largest unit increas-
sector. Diesel-electric marine propulsion orders were again a bright spot this year, es were recorded in the all three of the
continuing growth in that sector with a unit increase of 17%. largest output categories. Likewise, all of
As D&GTW has conducted in the past, the year’s surveys also includes the 16th the categories from 1.0 to 15 MW grew
consecutive year in reporting orders for marine auxiliary generation engines, as well respectably, each with double-digit per-
as the 11th year in recording orders for diesel-electric marine propulsion units. centage increases. Only the smallest out-
As in previous reports, the survey period covers engine orders from a June 1 to put category, from 500 kW to 1.0 MW,
May 31 timeframe and covers various output categories from 0.5 MW (500 kW) decreased about 15% from 4447 units in
and above. Most of the world’s marine engine builders, and their licensees, have 2006 to 3793 units in 2007.
participated in all facets of this survey, so that the information provided should be In the engine speed ranges, there
useful for comparison purposes and trend analysis. were mixed results. Due to the large
The mechanical drive unit orders are up 4.5% over 2006, from 10 405 to 10 continued on page 18
16 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
CATERPILLAR_Nov07WW.qxp 9/25/07 12:42 PM Page 1

d r, tec

20
. 1 07
an be in
No 20
A
St em ar
1 - ov t M
W N sa
ll -30 t u
Ha 27 Visi

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Moving the world’s freight takes power and reliability, and Caterpillar® MaK
marine engines go the extra mile with proven, fuel-efficient technology.
They’re backed by Cat® marine dealers globally, and are made affordable
through our custom financial solutions.

For more information, contact your nearby Caterpillar marine dealer or

visit us at www.cat-marine.com or www.mak-global.com.

©2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and the POWER EDGE trade
dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
WW233.qxp 10/17/07 10:29 AM Page 2

MARINE PROPULSION ORDER SURVEY

MECHANICAL DRIVE DIESEL MARINE PROPULSION ORDERS, June 2006 – May 2007

Australasia
Southeast
& Russia

S. Africa
Far East

America

America

America
Western

Central,
W., E. &
Eastern
Engine Speed (r/min) Fuel (Units)

Europe

Central

Central
Europe
Output Number Total

Middle

Africa

South
North

North
Asia/
East

Asia
Range of Output Below 300- 720- Above Diesel Heavy Natural
(MW) Engines (MW) 300 600 1000 1000 Oil Fuel Gas
0.5 - 1.0 3793 2596 0 2 32 3759 3781 12 0 1515 10 77 578 726 10 0 16 825 26 10
1.01 - 2.0 3768 5383 7 17 451 3293 3532 236 0 1876 86 102 408 291 77 2 2 886 5 33
2.01 - 3.5 968 2430 13 84 452 419 623 345 0 245 38 86 242 187 63 0 0 101 0 6
3.51 - 5.0 438 1781 114 112 174 38 112 326 0 77 14 50 195 51 28 0 0 20 0 3
5.01 - 7.5 374 2285 195 79 70 30 59 315 0 47 3 7 287 22 6 0 0 2 0 0
7.51 - 15.0 960 9856 845 80 29 6 24 936 0 77 0 7 839 29 6 0 0 2 0 0
15.01 - 30.0 267 5074 258 8 0 1 0 266 1 10 3 1 253 0 0 0 0 0 0 0
30.01 - 50.0 156 5882 156 0 0 0 0 156 0 6 10 0 139 1 0 0 0 0 0 0
50.0 + above 150 9064 150 0 0 0 0 150 0 0 0 0 146 4 0 0 0 0 0 0
Totals 10 874 44 351 1738 382 1208 7546 8131 2742 1 3853 164 330 3087 1311 190 2 18 1836 31 52
*Geographic location is at the shipbuilding site

MECHANICAL DRIVE DIESEL MARINE PROPULSION ORDERS, June 2005 – May 2006

Australasia
Southeast
& Russia

S. Africa
Far East

America

America

America
Western

Central,
W., E. &
Eastern
Engine Speed (r/min) Fuel (Units)

Europe

Central

Central
Europe
Output Number Total

Middle

Africa

South
North

North
Asia/
East

Asia
Range of Output Below 300- 720- Above Diesel Heavy Natural
(MW) Engines (MW) 300 600 1000 1000 Oil Fuel Gas
0.5 - 1.0 4447 2974 7 86 4354 4439 8 1564 22 101 650 1163 33 12 15 813 8 66
1.01 - 2.0 3398 4832 10 201 545 2642 3193 205 1384 131 94 462 412 34 7 3 789 1 81
2.01 - 3.5 854 2213 76 147 345 286 547 304 3 242 27 74 159 197 85 57 13
3.51 - 5.0 308 1256 148 2 142 16 69 239 62 19 30 114 31 24 24 4
5.01 - 7.5 274 1743 167 59 28 20 31 227 16 30 10 31 171 26 4 2
7.51 - 15.0 863 8524 606 222 7 28 34 813 16 177 36 46 562 17 8 12 2 3
15.01 - 30.0 130 2908 128 2 130 7 3 117 3
30.01 - 50.0 80 2918 80 80 70 10
50.0 + above 51 3217 51 51 51
Totals 10 405 30 585 1266 640 1153 7346 8313 2057 35 3466 248 376 2356 1859 188 19 18 1697 11 167
*Geographic location is at the shipbuilding site

increase in the biggest engines, the
<300 r/min category increased by 37%
— 1738 units in 2007 vs. 1266 in 2006
— and nearly all of the engines above
15 MW fall into this category. The 300
to 600 r/min category decreased by
40% this year, while the higher speed
ranges remained relatively unchanged.
With the decrease in the smallest
output range, fuel usage for mechanical
drive diesels naturally reflected a slight
2% decrease in diesel fuel. Conversely,
heavy fuel engines posted a big increase
of 33%. There also would seem to be a
continued shift from diesel to heavy
fuel engines in the output categories
below 15 MW. All of the units above 15
MW were heavy fuel engines. Finally,
in the recently added category of “nat-
ural gas” fueled engines this year there
was only one engine reported in the 15
to 30 MW category.
With regard to the geographic location
of the shipbuilding site, the Far East,
with an overwhelmingly dominant posi-
tion in large engine production, reflected
the respective increases and decreases in
engines in all of the output categories.
This somewhat reflects the major manu-
facturer’s licensee activities. One note-
worthy contradictory figure is a 30%
decrease in the high volume region en-
compassing Southeast Asia/Australasia,
which had shown increases in previous
years. Western Europe was up 11% over
2006, with a significant increase of 492
units in the 1.0 to 2.0 MW output range.
North America reflected an increase of
8% with 1836 units. South America
decreased 69% over 2006 to 52 units.
Marine Auxiliary Gen-Sets
Despite last year’s increase in auxiliary
drive engine orders, this year’s unit
orders increased even more, up by 36%
in total output, while increasing in units
ordered by 42%. This increase was pri-
marily a result of increases in all three of
the output categories up to 3.5 MW. And
although the 3.5 to 5.0 MW category
continued on page 20

MARINE AUXILIARY GENERATING SET ORDERS, June 2006 – May 2007

Australasia

America &
Caribbean
Southeast
& Russia

S. Africa
Far East

America

America
Western

Engine Speed (r/min) Fuel (Units)

Central,
W., E. &
Eastern

Output Number Total

Europe

Central

Central
Europe

Middle

Africa

South
North

North
Asia/

Range Auxiliary Output 300- 720- Above Diesel Heavy

East

Asia

(MW) Units (MW) 600 1000 1000 Oil Fuel

0.5 - 1.0 3754 2676 0 2484 1270 1958 1796 388 47 65 2739 230 93 0 0 143 7 42
1.01 - 2.0 1605 2223 0 1345 260 505 1100 200 54 39 1161 37 21 5 0 64 12 12
2.01 - 3.5 782 1971 3 650 129 235 547 153 17 4 586 10 0 0 0 5 1 6
3.51 - 5.0 145 619 0 145 0 4 141 2 0 0 143 0 0 0 0 0 0 0
5.01 & above 14 92 0 10 4 6 8 0 0 0 8 4 0 0 0 0 0 2
Totals 6300 7581 3 4634 1663 2708 3592 743 118 108 4637 281 114 5 0 212 20 62
*Geographic location is at the shipbuilding site

MARINE AUXILIARY GENERATING SET ORDERS, June 2005 – May 2006

Australasia

America &
Caribbean
Southeast
& Russia

S. Africa
Far East

America

America
Western

Engine Speed (r/min) Fuel (Units)

Central,
W., E. &
Eastern

Output Number Total

Europe

Central

Central
Europe

Middle

Africa

South
North

North
Asia/

Range Auxiliary Output 300- 720- Above Diesel Heavy

East

Asia

(MW) Units (MW) 600 1000 1000 Oil Fuel

0.5 - 1.0 2390 1707 1686 704 1479 911 265 14 99 1577 150 153 8 5 91 8 20
1.01 - 2.0 1354 1933 1079 275 480 874 356 56 34 715 47 72 3 57 1 13
2.01 - 3.5 531 1357 3 507 21 135 396 79 431 1 1 15 4
3.51 - 5.0 149 587 20 129 4 145 18 131
5.01 & above
Totals 4424 5584 23 3401 1000 2098 2326 718 70 133 2854 198 225 11 6 163 9 37
*Geographic location is at the shipbuilding site
18 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
 SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

KRAL.indd 1 10/16/07 3:05:19 PM

WW233.qxp 10/17/07 10:30 AM Page 3

MARINE PROPULSION ORDER SURVEY

DIESEL-ELECTRIC MARINE PROPULSION ORDERS, June 2006 – May 2007

Australasia

America &
Caribbean
Southeast
& Russia

S. Africa
Far East

America

America
Western
Engine Speed (r/min) Fuel (Units)

Central,
W., E. &
Eastern
Output Number of Total

Europe

Central

Central
Europe

Middle

Africa

South
North

North
Asia/
Range Diesel-Electric Output 300- 720- Above Diesel Heavy

East

Asia
(MW) Propulsion Units (MW) 600 1000 1000 Oil Fuel
0.5 - 1.0 40 33 0 0 40 40 0 15 2 17 0 6 0 0 0 0 0 0
1.01 - 2.0 141 228 0 64 77 119 22 49 0 1 18 14 10 5 0 44 0 0
2.01 - 3.5 152 366 0 93 59 125 27 89 0 0 9 8 11 0 0 33 2 0
3.51 - 5.0 79 357 2 77 0 47 32 46 0 2 19 8 0 4 0 0 0 0
5.01 - 7.5 119 731 33 86 0 27 92 31 8 0 80 0 0 0 0 0 0 0
7.51 & above 19 176 19 0 0 13 6 6 0 0 5 0 0 0 0 8 0 0
Totals 550 1885 54 320 169 364 179 229 10 20 131 36 21 9 0 85 2 0
*Geographic location is at the shipbuilding site

DIESEL-ELECTRIC MARINE PROPULSION ORDERS, June 2005 – May 2006

Australasia

America &
Caribbean
Southeast
& Russia

S. Africa
Far East

America

America
Western
Engine Speed (r/min) Fuel (Units)

Central,
W., E. &
Eastern
Output Number of Total

Europe

Central

Central
Europe

Middle

Africa

South
North

North
Asia/
Range Diesel-Electric Output 300- 720- Above Diesel Heavy

East

Asia
(MW) Propulsion Units (MW) 600 1000 1000 Oil Fuel
0.5 - 1.0 85 44 85 85 64 15 6
1.01 - 2.0 84 127 41 43 55 29 21 3 22 14 2 21 1
2.01 - 3.5 134 337 12 93 29 109 25 100 8 12 2 2 10
3.51 - 5.0 98 430 7 91 48 50 10 2 12 38 23 12 1
5.01 - 7.5 52 319 8 44 13 39 14 2 30 4 2
7.51 & above 18 182 18 8 10 10 8
Totals 471 1439 45 269 157 318 153 219 7 12 113 53 2 2 2 59 1 1
*Geographic location is at the shipbuilding site

remained unchanged at 145 units, there
were noteworthy orders of 14 units in
the >5.0 MW range — something not
reported since the 2004 survey.
Again, as with mechanical drive en-
gine orders, fuel choice this year was
skewed toward heavy fuel, with an
increase of 54% over 2006. In the small-
est output category — 500 kW to 1.0
MW — heavy fuel engines increased by
97% (1796 units vs. 911 in 2006). With
regard to engine speed, it is interesting to
note that engines reported in the speed
range from 300 to 600 r/min dropped
again, accounting for only three engines
this year. Medium- and high-speed en-
gines increased by approximately 36%
and 66%, respectively.
From the geographic location stand-
point, engine orders remained relative-
ly unchanged in most regions except
for the Far East, which was up by 62%
to 4637 units. In some of the lower vol-
ume regions, Eastern Europe/Russia
posted an increase of 68%, Southeast
Asia/Australasia increased by 42% and
Central Asia decreased by almost 50%.
Diesel-Electric Propulsion
Continuing to shine as a bright spot
over the years, diesel-electric propul-
sion again demonstrated growth in
both units and output, increasing by
17% and 31%, respectively. Account-
ing for this increase is continued use of
electric propulsors across several vessel
types, including the traditional cruise
and survey ship markets, but also
20 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
increased usage in coastal/offshore and
ropax ships.
Diesel-electric engine orders were
mixed — up significantly in two of the six
output categories, while decreasing in
two categories. The 1.0 to 2.0 MW out-
put range increased by 68%, to 141 units
vs. 84 in 2006. The 5.0 to 7.5 MW output
range increased by 129%, to 119 units vs.
52 in 2006. Decreases were reflected in
both output ranges of 500 kW to 1.0
MW and 3.5 to 5.0 MW, at -53% and -
20%, respectively. The largest category of
>7.5 MW remained unchanged.
With regard to fuel type, both diesel
fuel and heavy fuel increased (14% and
17%). Whereas diesel-fueled engine
orders have accounted for roughly two-
thirds of the total engine orders, this
year the heavy fuel engines account for
nearly one-half of the orders.
The geographic locations for these
engines either posted increases or
remained unchanged. Most of the high-
er volume regions posted gains, includ-
ing Western Europe and the Far East,
which had increases of 4.5% and 16%,
respectively. Interestingly, the Far East
continues to increase its reported diesel-
electric engines each year. North
American engine orders increased by
44% (85 units vs. 59 in 2006). Other
noteworthy regions include an increase
of 19 orders from Central Asia versus
two in 2006. Southeast Asia/Australasia
decreased by 32% to 36 units.
Engine operating speeds reflect the
mixed increases and decreases of four
categories, thus keeping the lowest and
highest speed ranges unchanged. The
720 to 1000 r/min range, however,
increased by 19% to 320 units.
Overall Results
In 2004, marine engine order activity
hit a record level, especially for the
largest oceangoing vessels. Worldwide
shipbuilding, however, is now in the
eighth year of a construction boom.
Here’s the “tale of the tape:” in 2004
combined output reached 45 030 MW,
while this year’s output reached 53 817
MW; and in 2004, units ordered were
11 340, while 2007 engine orders
reached 17 724. Engine output and
orders remain at historically high levels.
Among the factors continuing to influ-
ence this building boom are the strong
economies in Asia, Europe and the
Americas, which have fueled the need for
cargo and general bulk carriers, as well as
containerships and feeders. There is also
influence coming from the large mega-
yacht sector. Also, the whole petroleum
industry continues to drive the require-
ment for newer, faster and bigger sup-
port vessels for offshore activities of all
types. And specialty military and coastal
defense vessels continue to be ordered.
Finally, from about 1999 onward there
has been increased usage of diesel-
electric propulsion systems, extending
beyond traditional vessel applications.
It will bear watching the continuing
trend toward an increased use of heavy
continued on page 22
 GE
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We’re one of the world’s leading makers of medium-speed engines, with more than 15,000 units
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GE Transportation.indd 1 10/16/07 11:58:07 AM

WW233.qxp 10/17/07 10:30 AM Page 4
MARINE PROPULSION ORDER SURVEY
Mechanical Drive Marine Propulsion
Manufacturers Participating and Reporting
Orders in this Survey
Caterpillar Engine Division (including
Caterpillar Marine Power Systems)
Cummins Marine
Daihatsu Diesel Mfg.
Electro-Motive Diesel
Fairbanks Morse Engine
GE Transportation
Guascor
Hyundai Heavy Industries
MAN Diesel Group (including Augsburg,
Copenhagen, Frederikshavn, St. Nazaire
and licensees):
• CXZ Shanghai Xinzhong Power Machine
Plant, China;
• Dalian Marine Diesel Works, China;
• Hudong Heavy Machinery Co. Ltd.,
China;
• SXD Shaanxi Diesel Engine, China;
• Yichang Marine Diesel Works,
China;
• ZJCME Zhenjiang Marine Diesel Works,
China;
• Adria d.d., Croatia;
• Brodosplit – Diesel Engine Factory d.o.o.,
Croatia;
• Uljanik Strojogradnja d.d., Croatia;
• Hitachi Zosen Corporation, Japan;
• Kawasaki Heavy Industries Ltd.,
Japan;
• Mitsui Engineering & Shipbuilding
Co. Ltd., Japan;
• Doosan Engine Co. Ltd., Korea;
• Hyundai Heavy Industries Co. Ltd.,
Korea;
• STX Engine Co. Ltd., Korea;
• Vietnam Shipbuilding, Vietnam;
• H. Cegielski, Poland;
• Bryansk Engineering Works, Russia;
• Fairbanks Morse Engine, U.S.A
MTU Friedrichshafen (including
Detroit Diesel)
Mitsubishi Heavy Industries
Rolls-Royce Bergen
Vericor Power Systems
Wärtsilä Corporation (including):
• Wärtsilä Italia, Italy;
fuel engines, as fuel costs continue to
squeeze operators of every type of
marine vessel.
It must also be noted again this year
that the Far East — including South
Korea, Japan and China — continues to
strengthen its position as the center for
shipbuilding activities. Order volumes
also continue to grow in North America.
The marine surveys, combined with
our 31st Annual Power Generation
Order Survey (see D&GTW, October
2007), provide a fairly complete synop-
sis of the large reciprocating engine
building business. There was record-
setting engine order activity this year in
the power generation sector and the
marine marketplace continues to be
strong. Add to this a robust market-
place for mechanical drive engines for
22 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
POWER SYSTEMS
PRODUCTS
• Dalian Marine Diesel, China;
• Hudong Heavy Machinery Co. Ltd.,
China; SAI HYDRAULIC MOTORS
• Yichang Marine Diesel Works, FOR MARINE APPLICATIONS
China;
• “3.Maj”, Croatia;
• Diesel United Ltd., Japan;
• Hitachi Zosen Corp., Japan;
• Mitsubishi Heavy Industries, Japan;
• NKK Corp., Japan;
• Doosan Engine Co. Ltd., Korea;
• Hyundai Heavy Industries, Korea;
• H. Cegielski-Pozań, Poland
Yanmar Diesel Engine
Marine Auxiliary Generating Unit Engine
Manufacturers Participating and Reporting
Orders in this Survey
Caterpillar Engine Division (including
Caterpillar Marine Power Systems)
Cummins Marine
Daihatsu Diesel Mfg.
GE Transportation
Guascor
Hyundai Heavy Industries
Isotta Fraschini Motori
MAN Diesel Group (including licensees) Italian manufacturer SAI SpA Hydraulic
MTU Friedrichshafen (including Detroit Motors now has two new products in its
Diesel)
Mitsubishi Heavy Industries range of hydraulic motors for marine ap-
Niigata Power Systems Co. Ltd. plications on boats’ winches, as well as
Scania
Wärtsilä Corporation (including licensees) for hatch covers, cranes, propellers and
Yanmar Diesel Engine ship transporters. The BV1 constant
power (CP) motor is a further develop-
Diesel-Electric Marine Propulsion
Manufacturers Participating and Reporting ment of the company’s well-proven BV1
Orders in this Survey variable displacement motor. A constant
Caterpillar Engine Division (including
Caterpillar Marine Power Systems) power valve automatically regulates the
Cummins Marine motor displacement to satisfy the torque
GE Transportation
Hyundai Heavy Industries requirement at the output shaft, while
Isotta Fraschina Motori keeping a constant power output. With
Kawasaki Heavy Industries Ltd. this motor type there is no manual con-
MAN Diesel Group (including licensees)
MTU Friedrichshafen (including Detroit trol after installation and the system of-
Diesel) fers a more suitable response to the ap-
Wärtsilä Corporation (including licensees)
plication requirements. This motor
weighs approximately 35 kg and is rated
applications such as pumps and com- up to 55 kW. A range of displacements
pressors. With this, we are continuing is available: 185-0 cc/rev, 220-30 cc/rev,
our 2nd Annual Mechanical Drive En- and 250-60 cc/rev. The BD5+R28 unit
gine Order Survey with the December consists of two components, a dual dis-
issue of D&GTW. placement motor plus a planetary gear-
For the engine builders and suppli- box (1:4.4 ratio). The peak output
ers serving all three industries, this sit- torque is 28 000 Nm, while the maxi-
uation creates its own set of challenges mum speed of this drive is about 100
as to how and where to best allocate r/min. The dimensions (the drive weighs
development funds, sales resources approximately 365 kg and the outer di-
and manufacturing capacity. ameter does not exceed 500 mm), and
As always, our sincere thanks go to the the high power density coupled with the
engine manufacturers who invest time two-speeds feature, make this unit ex-
and effort in completing these marine tremely versatile. This product is rated
order surveys. It is the mechanical drive up to 120 kW in maximum displace-
marine survey, along with the auxiliary ment (4200 cc/rev) and up to 100 kW in
generator set and diesel-electric propul- minimum displacement (1000 cc/rev).
sion order surveys, that give the most SEE DIRECTLINK @
complete and accurate picture of the WWW.DIESELGASTURBINE.COM
marine diesel market above 0.5 MW. A
Thermamax.qxp 10/16/07 1:39 PM Page 1

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WW229.qxp 10/17/07 10:28 AM Page 1
MARINE PROPULSION
Versatile MTU 4000 Series is Emissions
Compliant for Workboats
The 4000 Series engine by MTU
Friedrichshafen, part of the Tognum
Group, has been manufactured since
1996 and it was the first among large
engines to feature common rail injection.
In this period, MTU Friedrichshafen
has sold more than 10 000 units for
very demanding applications, includ-
ing 400 ton mine vehicles, locomo-
tives, power generation plants and oil
rigs, ferries and workboats.
The German manufacturer explained
that these engines in marine applica-
tions have annual run times of up to
8000 operating hours and have de-
monstrated to be very reliable, with low
downtimes and long service intervals.
Stefan Mueller, head of MTU’s ma-
rine application center, commented on
the recent inspection of two diesel
high-speed model 8V 4000 M60, which
were due for exchange after 36 000
operating hours without a major over-
haul. “We were really impressed by the
excellent condition of these engines,”
he said.
24 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
The 4000 Series for workboats is
available in 8V, 12V and 16V-cylinder
versions, covering a power range from
700 to 2000 kW. In addition to the
diesel-mechanical units, MTU regis-
tered an increased favor for diesel-elec-
tric models. According to the manufac-
turer, these engines are particularly
popular in the market of tugboats,
where the demand is shifting toward
ever-smaller vessels with ever-increas-
ing power. MTU added that shipyards
appreciate the robustness, reliability
and reasonable price of these engines
for their workboats.
The 4000 Series complies with the
EPA Tier 2 for workboats with a per-
cylinder displacement of between 2.5
and 5 L, and also with the CCNR
(ZKR) Stage 2 emissions regulations
for inland waterway boats, tugs, off-
shore supply ships and special pur-
pose vessels. The manufacturer
explained, for example, that particu-
late emissions on these engines have
been reduced by up to 30%, which
MTU Series 4000 engines for
workboats such as ferries,
tugs, barges or offshore supply
vessels are EPA Tier 2 and
CCNR2 compliant. The 16V 4000 M61
engine delivers 2000 kW at a rated
speed of 1800 r/min.
will well satisfy the level of 0.2 g/kWh
permitted by the new regulations.
The strategy of MTU Friedrichshafen
in developing and manufacturing the
4000 Series has been to work with the
standard basic engine and face the dif-
ferent requirements coming from a
wide and differentiated application sce-
nario — including demanding off-
highway vehicles, power generation
and locomotives — with specifically
targeted modifications to the combus-
tion process, turbocharging, cooling
system and electronics. This allowed
the German company to produce cost-
effectively while at the same time offer-
ing the best technology features tai-
lored to the different application
requirements. The strategy has proved
to be a winning one, as the manufactur-
er recently commented that it had to
increase production output for this
engine series by adopting three work-
ing shifts in the assembly line. A
SEE DIRECTLINK @
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OMT_May07_WW.qxp 4/11/07 4:12 PM Page 1

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

WW230.qxp 10/17/07 10:25 AM Page 1

INDUSTRY NEWS BY MARK MCNEELY

Workers assemble a Wärtsilä Auxpac auxiliary

generator set engine at Qingdao Qiyao
Wärtsilä Mhi Linshan Marine Diesel Co. Ltd.

The High Tide of

Responding to China’s rapid econom-
ic growth at the start of the 21st Century,
2003 saw the founding of a WFOE on

Marine Activity the turbocharger side; 2004, the conclu-

sion of an additional license for four-

in China
stroke engines with SXD and the renew-
al of the existing two-stroke license
agreement with CSIC/CSOC; and 2006,
Engine builders continue to invest in China’s domestic the conclusion of a license agreement
and export markets with WMMP for the production of con-
trollable pitch propellers.
Undoubtedly the whole world is and has been watching China’s recent econom- “It is one of our major goals in China
ic growth with certain awe. Companies that jumped into the Chinese industrial to become a top-class licensor for two-
markets with joint ventures in the latter parts of the previous century have been stroke engines, gen-sets and control-
solidifying their presence ever since. Companies that were serving indigenous mar- lable pitch propellers, providing facto-
kets and manufacturers are now looking toward export markets as the new frontier. ries located in China with state-of-the-
Among the many growth markets in China is the marine sector, as the country art technology,” Brenner notes. “In this
grows both its own maritime industry, as well as continues on its path of becoming way, we allow these China-based facto-
the world’s leading shipbuilding nation. For several years now, this formula has ries to pursue profitable business in the
been beneficial to the entire marine engine industry. engine and propeller markets.”
And while the largest benefactors have been the two-stroke and four-stroke busi- In fact, MAN Diesel can point to a full
nesses of MAN Diesel and Wärtsilä, every engine builder with a presence in China range of business modes in China start-
has a story to tell and a plan for the future — from the smaller output high-speed, ing with direct exports of four-stroke
high-volume diesels to the largest heavy fuel-burning behemoths. engines from Augsburg, Germany;
Citing the famous wisdom of Taoist philosopher Lau Tzu, Hans-Jürgen Brenner, Frederikshavn, Denmark; and St.
head of MAN Diesel’s representative office in Shanghai likens the company’s Nazaire, France; gears, propellers and
involvement in China since the early 1980s to the first steps on a 1000 mile journey. complete propulsion systems from
This parallel is undoubtedly influenced by the fact that MAN Diesel already does Frederikshavn; and axial and radial tur-
considerable business in China, but with that country’s aim to lead world ship- bochargers from Augsburg.
building by 2020 and its potential for power generation using diesel and gas Within these pure exports, larger bore
engines, there is still a long way to go. four-stroke main propulsion engines
Among many marine and power generation developments in the 1980s and ’90s, in from the Augsburg works of MAN Diesel
1993 MAN Diesel established a representative office in Shanghai, China, resulting in are the mainstay. This reflects the fact
increased promotion of four-stroke engines for marine propulsion, and in 1999 estab- that production of larger four-stroke
lished a service center on a WFOE (“Wholly Foreign-Owned Enterprise”) basis in medium-speed diesels has not kept and
Shanghai. This is now the major location of the MAN Diesel PrimeServ after-sales is not expected to keep pace with the
organization in China. As a result of this recent expansion, MAN Diesel currently has expansion of shipbuilding capacity in
a staff of over 120 employees in China. China, MAN Diesel reports. As a result,
26 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
WW230.qxp 10/17/07 10:25 AM Page 2
INDUSTRY NEWS
The Asia/Pacific market accounts for 30% of
Caterpillar Marine Power Systems’ overall busi-
ness. Of that 30%, 70% is from China.
the medium-speed marine sales depart-
ment at MAN Diesel can point to signifi-
cant successes. In 2006, four-stroke
exports to China totalled over 800 MW
while four-strokes produced under
licence or subcontracted — i.e., engines
produced by a licensee for sale via MAN
Diesel — totaled almost 460 MW. To
put this success into perspective, since
1995, MAN Diesel’s Augsburg works has
produced engines with a total output of
2600 MW for Chinese customers, or the
equivalent of three and one-half years of
full production capacity at Augsburg.
On the two-stroke, low-speed engine
side, MAN Diesel in Copenhagen cal-
culates that, with a volume of almost
6100 MW, its two-stroke MAN B&W
brand engines produced by licensed
Chinese shipyards take over 85% of the
available market. The company has
long-standing licence agreements with
Dalian Marine Diesel Works, Hudong
Heavy Machinery Co. Ltd. and Yichang
Marine Diesel Works, whose deliveries
in 2006 were 25 engines (292 MW), 72
engines (1020 MW) and 25 engines
(166 MW), respectively. A new
licensee, CSSC Mitsui Diesel Co. Ltd.,
a cooperation between CSSC of China
and Mitsui of Japan is due to com-
mence engine building in late autumn
2007. With 69 MW of engine power
on order, the new licensee has thus
attained a high position in the engine
power league table of licenses for MAN
B&W brand two-stroke engines at the
very start of its operations.
Likewise, MAN Diesel’s competitor
on the marine world’s stage — Wärtsilä
— has many years and multiple re-
sources invested in the Chinese marine
infrastructure. Wärtsilä pays key atten-
tion on the remarkable growth of
Chinese shipbuilding market. The com-
pany is confident that Chinese ship-
builders will remain competitive in the
market, and the capacity and output of
Chinese yards will constantly increase in
the coming years. At the same time, the
company is also aware of the risks in the
China shipbuilding section caused by
the over-capacity, exchange rate, low
localization of the major equipment, etc.
Wärtsilä has had its own local sales
networks for 20 years in key market areas
like China. The company will continue
to grow this way, thus currently expand-
ing its sales networks in all regions of
China with more regional offices to open
in the 2007–2009 timeframe.
Wärtsilä, too, made significant addi-
tions to its propeller manufacturing with
an announcement last June that its joint
venture company, Wärtsilä CME Zhen-
jiang Propeller Co. Ltd., inaugurated its
new propeller factory at Zhenjiang in
Jiangsu province. The company will be
the biggest fixed-pitch propeller manu-
facturer in China and one of the biggest
in the world in this sector. The new fac-
tory doubles Wärtsilä’s capacity to man-
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 27
ufacture this type of propeller, the com-
pany stated.
“Doubling the production capacity is
a logical step, as shipbuilding in China is
experiencing such tremendous growth.
Together with our joint venture compa-
ny, we are now able to offer advanced
propulsion systems up to the largest
sizes required,” said Ole Johansson,
president and CEO of Wärtsilä.
Shipbuilding is growing very quickly
in China. During the past 10 years the
output has increased by 500%. Through
May of 2007, there are 425 vessels con-
tracted in China, which is 45% of the
global vessel order intake — ranking
China number one in the world.
At the 2006 SMM trade show in
Hamburg, China Shipbuilding Industry
Corp. (CSIC), Wärtsilä and Mitsubishi
Heavy Industries Ltd. (MHI) of Japan
announced that they are preparing for
the building of a joint-venture factory in
China for the manufacture of large, low-
speed, marine diesel engines. The joint-
venture agreement was signed by Qing-
dao Qiyao Linshan Power Development
Co. Ltd. (QQLPDC) and Panda Shinco
Holding BV (PSH).
QQLPDC is jointly owned by
Yichang Marine Diesel Plant (YMD)
and Shanghai Marine Diesel Engine
Research Institute (SMDERI), both
being underlying units of CSIC. PSH is
jointly owned by Wärtsilä and MHI.
continued on page 28
WW230.qxp 10/17/07 10:26 AM Page 3
INDUSTRY NEWS
With much of its two-stroke engine business being built under license in China, MAN Diesel is
also moving a large portion of its four-stroke engine manufacturing to Chinese licensees —
all to keep up with growing demand.
Under the terms of this agreement,
QQLPDC and PSH will establish the
company Qingdao Qiyao Wärtsilä MHI
Linshan Marine Diesel Co. Ltd. (QMD)
in China. QMD will be dedicated to the
research and development testing, pro-
totype manufacture, production and
sale of large low-speed two-stroke
marine diesel engines (see D&GTW,
November 2006).
The vast diversity in the type of ves-
sels being ordered in China sets the
country’s marine manufacturing indus-
try apart from the rest of the booming
economies in the region.
Another of the leading players in the
sector in China is Caterpillar Marine
Asia Pacific, which was established in
1999 serving China, India, Vietnam,
Indonesia, Singapore, Malaysia and
Indonesia to name but a few. Com-
prising more than 30 marine personnel
today, it recently moved to new
premises in the same complex in
Shanghai as the marine group Lei Shing
Hong Machinery Ltd., the Caterpillar
Marine dealer for eastern China that
has seen its own sales almost double
between 2005 and 2006.
“In Asia, China is growing faster than
any other region. Korea and Japan are
also building significantly, but they
tend to construct bigger ships,” said
Florian Gruber, managing director
Caterpillar Marine Asia Pacific.
28 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
Gruber added, “The interesting fac-
tor about the Chinese marine market is
the sheer range of the vessels being pro-
duced, and there is a lot of demand for
small- and medium-sized boats, which
our MaK and Cat marine engine prod-
uct lines can easily satisfy. The work-
boat market is also very strong. There is
a lot of port development in China that
requires tugboats and workboats, and
that matches our portfolio.
“Within the oil and offshore sector
China also has its own oil fields to devel-
op. Also, there is a move toward oil
exploration in deeper water, which
increases demand for vessels with more
power or multiple engines. Further-
more, there is a large renewal program
going on among the offshore supply ves-
sels — as it has been estimated that the
average age of such vessels in China is
currently 20 years,” Gruber noted.
The Asia/Pacific market accounts for
30% of Caterpillar Marine Power
Systems’ overall business. Of that 30%,
70% is from China. Year-on-year sales
in Asia/Pacific are growing by 25%.
With enormous investments in
Chinese operations across multiple
industries, General Electric’s partici-
pation through its GE Transportation
Marine & Stationary Power business
unit is relatively small compared to
some other engine builders, but grow-
ing steadily.
“GE, as a whole, is extremely active
in China,” reflected John Manison, gen-
eral manager. “Specific to GE Marine &
Stationary Power, we believe there are
many opportunities for our diesel
engines in the Chinese maritime indus-
try. We have dedicated in-country staff
that is identifying applications where
GE medium-speed diesel engines can
be used for a variety of ships in China.”
GE recently sold its first diesel
engines to Yuexin Shipbuilding Co.
Ltd., a Chinese shipyard specializing in
the construction of offshore support
vessels for the export market. GE will
supply four 16V228 marine diesel
engines for vessels that Yuexin will
build for Tidewater, one of the world’s
largest tug operators. These engines
will be installed onboard the two new
51 m ASD tugs. The engines will be
delivered in 2008.
Japan’s Daihatsu Diesel Mfg. is another
marine engine manufacturer with deep
roots in China, being deeply engaged in
that country’s shipbuilding industry since
before the first vessel for export was built
in China in 1981. On China’s request,
Daihatsu has given licenses for local pro-
duction to two Chinese factories since
1982. One is Anqing Marine Diesel Plant
under the management of CSSC and the
other is Shaanxi Diesel Heavy Industries
Co. Ltd. under CSIC. In reflecting brisk
business situations in both shipping and
shipbuilding, manufacturing in home
factories in Japan as well as licensees,
Daihatsu has been very busy with large
numbers of engines on order. The com-
pany’s founding local company in
Shanghai is Daihatsu Diesel (Shanghai)
Co. Ltd., where extensive business activi-
ties such as sales, technical consultations,
procurement and after-sales service are
provided.
Currently, Daihatsu engines are sold
through two channels, by exporting
from Japan and delivering from the two
licensees of Anqing Diesel and Shaanxi
Diesel. Exported engines are mainly
due to strong requests by both leading
ship owners in Europe and shipyards
in China as auxiliary engines and main
propulsion engines for workboats.
Anqing Diesel has supplied engines for
continued on page 30
HitachiNico_Nov07_WW.qxp 9/25/07 1:22 PM Page 1

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WW230.qxp 10/17/07 10:26 AM Page 4
INDUSTRY NEWS
GE Marine and Stationary Power’s presence in China is small relative to other engine manufac-
turers, but growing. The company’s 16-cylinder V228 has found success in Chinese shipyards.
shipyards under CSSC and Tsuneishi-
Xieusan, other private shipyards along
Changjang river area and Zhejiang,
Fujian province, where export vessels
have been built.
In order to meet much larger num-
bers of engines demanded from
Chinese shipyards, Anqing Diesel is
now constructing new factories with a
cast plant in the city’s new industrial
zone that is expected to be completed
by December this year.
Also, Shaanxi Diesel has recently
decided to add production for auxiliary
engines with the Daihatsu brand, sub-
sequently receiving substantial orders
from shipyards under CSIC.
In 1970, MTU’s first engines for ma-
rine main propulsion and auxiliary gen-
erating set entered into service in China
and the company’s presence has been ex-
panding since. In 2006, MTU Suzhou
relocated to a new factory (Suzhou II),
which covers engine production, sales,
after-sales service and training center
under one integrated facility.
Most recently, MTU expanded license
cooperation with China North
Industries Group Corp. for the engine
series 4000, and signed an MoU Shanxi
Diesel Engine Industry Co. Ltd.
(SDEIC), for the establishment of a joint-
venture workshop in Datong, Shanxi
Province, targeted at providing excellent
after-sales services in northern China.
MTU says it enjoys very long-lasting
and close relationships with key cus-
30 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
tomers and business partners, both gov-
ernmental and nongovernmental orga-
nizations, as well as research and design
institutes. Building and maintaining
good relations with various central/
provincial authorities, clients and part-
ners has laid the foundation for sustain-
ing business growth. Developing mutu-
ally beneficial relationships, win-win
partnerships and making concrete com-
mitments — such as investing in local
production and service facilities — to
customers and partners alike is the way
to grow its business further.
Today’s Chinese authorities, accord-
ing to MTU, with their huge and still
rapidly growing foreign reserve, are
investing in the international market-
place and acquiring foreign companies
and securing the latest technologies.
Chinese clients and partners are aggres-
sively pursuing and highly experienced
in global cooperation and sourcing,
thus expecting state-of-the-art prod-
ucts and services at highly competitive
terms, reliability and efficiency.
In the smaller vessel sector, several
well-known manufacturers have been
busy adapting their latest technologies
to the Chinese marine markets.
For China’s high-performance boat
markets, Volvo Penta China recently
introduced its IPS — Inboard Perform-
ance System — a new propulsion sys-
tem that dramatically increases effi-
ciency compared to inboard shafts,
according to the company.
“Volvo Penta’s IPS offers higher top
speed, faster acceleration, as well as sig-
nificantly reduced fuel consumption,”
said Zhang Zhi Qian, sales and market-
ing, industrial and marine engines,
Volvo Penta China.
“Currently, Volvo Penta has more
than 50 dealers in China, which offers
our customers nearby locations and
competent service. Besides the stock
in the dealer network, our parts ware-
house in Shanghai also gives shortest
lead time to quickly fix any problem
whenever it happens,” Zhi Qian said.
Volvo Penta China’s markets include
fast patrol boat and leisure boats, as
well as fishing boats, bulk/container
and chemical vessels.
Another Swedish marine engine man-
ufacturer, Scania, sees the Chinese
marine engine market in the 150 to
1750 kW range totaling approximately
US$200 million in 2006. Market size
was about 3200 units, according to Mats
Harborn, chief representative, Scania
Overseas AB, in Beijing.
Scania’s main application segments
are recreational (yachts, sportboats,
recreational fishing boats), workboats
(crew boats, support vessels, multipur-
pose vessels, dredgers) ferries, tugs and
fishing boats.
“Additional segments include oil
platforms that require marine genera-
tor sets as standby/emergency power
sources,” said Harborn. “Also, military
and water police products required
usually are MR/HD engines or genera-
tor sets below 200 kW.”
Caterpillar’s Gruber noted, “The
pleasure craft market is also growing,
although most vessels are principally
for America and also some for Europe.
Much of the pleasure craft market has
been fueled by foreign investors set-
ting up facilities in China. However,
there is more wealth in China now so
there is a domestic pleasure craft mar-
ket in its infancy. The impact of the
Beijing Olympics next year may also
boost the market.”
Estimates vary on the number of
shipyards in China from 400 to 1000
facilities, although Gruber suggests
there are around 200 with which the
company does, or can do, business. a
MannHummel.qxp 3/21/07 1:08 PM Page 2

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SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
WW228.qxp 10/17/07 10:13 AM Page 1
INDUSTRY NEWS
Jean-Claude Lautier, Pascal Fouache and Sean Jiang
and the CMR Suzhou China building.
CMR Strengthens its
Presence in China
For almost five decades CMR, based
in Marseilles, France, has been a leader
in the design and manufacture of
instrumentation and controls for in-
dustrial engines and marine systems.
The company is an active and innova-
tive designer, manufacturer and service
provider of instrumentation for the
industry. Its range of products extends
from the temperature and pressure sen-
sors to the most sophisticated alarm
and monitoring systems for vessels and
power plants.
Expansion on the international mar-
ketplace started in 1982, with the cre-
ation of CMR Far East, which is special-
ized in the manufacture of low and
medium voltage switchboards. Today
CMR is an international employer of
more than 450 people.
The partnership between CMR and
China started back in 1984 with its first
technology transfer to Factory No. 3 in
Shanghai for nuclear power plant sen-
sors. Less than 10 years later, in 1993, a
new technology transfer with Factory
No. 1 in Shanghai was signed for
32 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
marine digital indicators followed by
military equipment, manufacturing
monitoring units for the Chinese Navy.
The support of its Chinese importer
allowed CMR to supply its products
mainly for medium-speed engines and
more recently to provide double hull
sensors for LNG vessels. Today, con-
sidering the emergence and the growth
perspective of China’s market, CMR
has decided to intensify its presence
with the creation of its own manufac-
turing facility, CMR Suzhou China.
The new facility is close to its cus-
tomers, especially industrial diesel and
gas engine builders, many of which
opened new manufacturing facilities in
China and asked CMR to become their
local supplier. This was taken as a good
opportunity to develop with engine
manufacturers the innovative tech-
nologies needed in the future for the
new generation of electronically con-
trolled engines.
On the energy market side, its long
experience in the nuclear field has
allowed CMR to be present in the devel-
opment of sensors for the nuclear power
plants made in China.
The ultimate objective of CMR is to
maximize its market share, while preserv-
ing an image of quality and reliability.
According to its Directors, Pascal
Fouache, president, and Patrice Flot,
CMR France managing director, the
position to be adopted in this market
consists of offering a competitive quali-
ty product at the price of the market,
while maintaining the rules and stan-
dards of production that ensure the
quality of CMR manufacturing.
CMR uses mainly a “tailor-made” tech-
nology that meets its customer design
requirements with adaptable products.
As a result, CMR will transfer its overall
technology in Industrial Pyrometry and
will give appropriate training to CMR
Suzhou China engineers, including
Managing Director Sean Jiang.
The pyrometry technology consists
of manufacturing long-lasting, sensi-
tive, accurate and precise sensors that
are defined by standards. This requires
accurate welding and mechanical
skills, but also cabling with splice con-
nectors and crimping.
Testing and control technology know-
ledge is also very important since those
products will be functioning in very
extreme and harsh conditions in terms of
temperature (±80°), vibration, dust,
grease and the marine environment.
More than 25 machines and tools will be
necessary to start the production. The
operation will be assisted by Jean-Claude
Lautier (CMR France) as the project
manager, who has already trained and
supported Chinese staff in the past.
The facilities have been built in the
Suzhou Industrial Park, 100 km from
Shanghai. They consist of a 1000 m2
workshop and a 300 m2 office block.
The staff is expected to rise from 10 up
to 50 workers within two years.
To complement CMR Suzhou activi-
ty, CMR Far East and CMR France have
created CMR Pacific, located in
Shanghai, which will be dedicated to
switchboards and alarm monitoring
systems so as to respond to the Chinese
marine market demand. A
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM
Mandarin_Cover.qxp 10/16/07 3:45 PM Page 1
CAT_China_Nov07WW.qxp 10/16/07 5:06 PM Page 1

日
20 11 位
位 30
A 至 c展
展 月
e
- 1 日 int
厅 27 Mar
W 11 访问
1大 月
年 迎
07 欢
20

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Caterpillar MaK 发动机采用了已证实的高效率低燃料和
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©2007 Caterpillar 保留所有权利。CAT、CATERPILLAR 及其相应的徽标、"Caterpillar Yellow"和

POWER EDGE 商业外观以及此处所使用的企业和产品标识是 Caterpillar 公司的商标，未经许可，不得使用。 DIRECTLINK @ WWW.DIESELGASTURBINE.COM
Project2 10/22/07 9:47 AM Page 1

⽬錄 如欲即時網上閱讀各公司更詳細信息
請登⼊：
S-2 為奧林匹亞船運公司打造
最新改良近海作業船
S-3 MTU4000系列發動機功
能廣泛，適⽤於⼯作船並
DIRECTLINK @
符合排放標準 WWW.DIESELGASTURBINE.COM
S-4 第25屆國際內燃機學術會
議
S-6 中國船⽤發動機市場續創
⾼峰 絕對合理價格換取超優質量與服務
S-11 CMR擴⼤在中國的經營規
FPE製造的恒溫控制閥是最廣泛
模
應⽤在⼯業及船⽤發動機和壓縮
S-12 破冰航⾏的新型船舶
機的溫度控制閥。利⽤蠟元件技
術，使閥⾨能夠發揮輔助作
⽤，使介質的溫度始終保
持恆定。
廣告索引

* 若閣下欲獲得廣告產品的更詳盡
特點
資料，請參考2007年版 •適⽤於寬濶溫度範圍
《柴油機與燃氣輪機環球⽬錄》
(Global Sourcing Guide 2007 Edition)
• 適合苛刻操作條件
• ⾃⼒式裝置
• 閥芯可替換
公司名稱 ⾴碼
• 溫度固定
* Caterpillar Marine Power • 結構堅固
Systems ................... S-封⼆ • 抗⼲擾
•可任意位置安裝操作
Fernstrum & Co.,
Inc., R.W. ...................... S-5 • 尺⼨緊湊

Fluid Power Energy......... S-1

Global Sourcing Guide..S-封三

W229 N591 Foster Court • Waukesha, WI 53186

* MTU Friedrichshafen 電話：262-548-6220 • 傳真：262-548-6239
GmbH....................... S-封四 fpeinfo@fpevalves.com • fpeasia@fpevalves.com
fpeeurope@fpevalves.com

歡迎訪問網址：www.fpevalves.com
Pg02(WW150)op.qxp:Layout 1 10/22/07 3:36 PM Page 1

⼯作船 彼得•穆林斯

⾼的總效率，並且⼤⼤降低了噪⾳和
振動。此外，由於在給定輸⼊功率下
能夠產⽣更⼤的推⼒，油耗可控制在
最低⽔平。
這艘船⾃⾝總⾧78.3m，總重量
3050噸，雙繫拉⼒180噸。奧林匹亞
船運公司表⽰：選⽤這個設計的原因
是它在國際航運業內早已享有良好聲
譽，証明是⾮常堅固、勁⼒⼗⾜的
可靠設備，對船主們有很⼤吸引⼒。
奧林匹亞船運公司總裁Stig
Remoy說：“再者，船上的成套設備能
夠滿⾜北海的⽯油和天然氣⼯業未來的
需求，這裏的油氣⼯業實際為世界其它
地區確⽴標準，⾏內都會依循。”
Olympic Octopus是勞斯萊斯設計的新型錨錠處理拖拉補給船，它的11,931kW推進功率由
Olympic Octopus的⼯作甲板⾯積為
勞斯萊斯製造的Bergen B32:40 V12P型雙發動機提供。該船最近由Aker Yards交付給奧林 510平⽅⽶，甲板裝貨能⼒900噸，適合
匹亞船運公司，並將以⾧期合同形式在地中海區域作業。 裝運所有正常補給物資，還有⼀個可
⽤於盛載再⽣油的1000⽴⽅⽶油

為奧林匹亞船運公司打造 槽，船隻執⾏防⽌海洋污染任務時可
派上⽤場。該船設計成可担任“加強

最新改良近海作業船 安全甲板”（safer deck）操作，安裝有

勞斯萊斯⾃動控制系統（RRAS），
⼀艘世界上設計最新穎的近海作 配置（孔徑 x 沖程=320mm x 400mm） 組件包括報警監控系統、其他控制系
業船最近下⽔，開始在奧林匹亞船運 的12缸B32:40P型，驅動著多個CP推 統、油槽監控系統，以及動⼒操縱系
公司（Olympic Shipping）服役。這 進器，另外還安裝有四個轉向推進器 統等。
艘命名為Olympic Octopus的新船屬 —其中三個為軸隧式側推進器、⼀ 貨物裝卸系統的主體是兩台備有
712L UT型，由Aker Yards造船公司 個為⽅位擺動式—全部額定功率均為 雙起重吊桿的軌式起重機。起重機可
設於挪威Soviknes的造船廠建造，並 884kW。這些設計使⼯作船的航⾏速 沿著縱貫整個甲板⾧度的軌道運⾏。
將以⾧期合同形式租予英國⽯油公司 度可達每⼩時18海⾥。 由勞斯萊斯製造的專⽤操縱儀擔當
（BP）在地中海作業。 最令⼈感興趣的那三台軸隧式推 機械“臂”，與新設計的Rauma
該船歸類為錨錠處理拖拉補給 進器，因為其中⼀台是⾸次應⽤了 Brattvaag製造牽引銷、鯊⿂鉗及中⼼
船，動⼒輸出達11,931kW，由勞斯萊 勞斯萊斯最新開發的輪緣驅動 定位裝置，互相配合，執⾏起重設備
斯（Rolls-Royce）設計。船的名字取 （Rim Drive）推進技術。輪緣驅動 的各項主要功能。以上裝置都可以由
⾃它的新穎伸縮臂，是先進和創新設 裝置是⼀個綜合系統，結合電⼒、機 操作員⼯在安全區域遠程控制。錨錠
計的操作系統的組成部份。該船除拥 械和動液元件。電動機是薄環設計， 處理⽅⾯，船上裝有⼀組雙⿎Rauma
有輕型⾼效的船體，能夠減少燃料消 定⼦固定在軸隧內，葉⽚則向內裝在 Brattvaag⽔壓主絞盤，擁有400噸拉
耗，還配備勞斯萊斯開發的多項新設 環的邊緣。這種布局的⼀個最⼤優點 ⼒，另加⼀台138噸⼆級絞盤。
備，特點是可降低噪⾳和振動，從⽽ 是⽔流通過裝置時不會受到障礙， Olympic Octopus號還裝有勞斯萊斯
提⾼甲板上⼯作⼈員的安全，同時改 因為軸隧內沒有⿒輪變速箱，也沒有 的DP2動⼒定位系統，能夠全⾯滿⾜國
善他們的⽣活環境。 ⽀撐輪轂所需的壓杆。軸承是⽔潤滑 際海事組織（IMO）的動⼒定位要
⾸先也是最重要的是它的動⼒ 式，因此可免除安裝軸封和灌滿油的 求。Olympic Octopus號充分証明勞斯
裝置—⼀台經勞斯萊斯進⼀步開發的 ⿒輪套。 萊斯在船⽤設備市場提供全⾯服務的
Bergen B系列主發動機，配備經改良 據勞斯萊斯介紹：輪緣驅動推進 巨⼤能⼒。
和簡化的控制系統，⽬的是提升動⼒ 器的軸的⾧度縮短了，⽽且⽐同類型 如欲即時網上閱讀此公司更詳細信息
請登⼊：DIRECTLINK @
和減少排放。雙動⼒機組是採⽤V性 傳統裝置要輕得多，因此能夠達到更 WWW.DIESELGASTURBINE.COM

2《柴油機與燃氣輪機環球版》增刊 2007年11⽉號
Pg03(WW229)op.qxp:Layout 1 10/22/07 3:37 PM Page 1

船舶推進

適⽤於各類⼯作船如渡輪、拖船、
駁船或近海供應船等的MTU 4000系
列發動機，符合美國環保局2級排放法
規及CCNR 2階段排放標準。16V 4000
M61型發動機於額定轉速為1800r/min時，
可提供2000kW動⼒。

MTU4000系列發動機功能廣泛
適⽤於⼯作船並符合排放標準
Tognum集團成員MTU 保持極佳的⼯作狀況，確實給我們留 排放標準。製造商解釋說：這系列發
Friedrichshafen公司製造的4000系列發 下了⾮常深刻的印象。” 動機的顆粒性物質排放量⼤幅減少達
動機是於1996年投產，也是⼤型發動 可匹配⼯作船的4000系列發動 30%，可以很好地滿⾜新法規指定的
機中率先採⽤共軌式噴射系統的設 機，備有V型8汽缸、V型12汽缸 0.2g/kWh允許排放限值。
計。 和V型16汽缸等幾種配置，功率範圍 MTU Friedrichshafen開發和⽣產
⾃投產以來，MTU Friedrichshafen 從700kW到2000kW。除機械控制⽅ 4000系列的策略是以標準型發動機為
已售出超過10,000台該系列產品，涉 案外，還備有電⼦控制式；據MTU 基本平台，然後進⼀步量⾝定造可滿
及的應⽤領域都是要求⾮常嚴格 反映，⽤⼾愈來愈愛選⽤後⼀類柴油 ⾜來⾃廣泛的和多樣化應⽤場合的各
苛刻的，包括400噸的礦⽤⾞輛、機 機。製造商進⼀步表⽰，這些發動機 個⽤⼾的需求，包括要求較嚴苛的⾮
⾞、發電廠和⽯油鑽井平臺、渡輪及 在拖船市場⾮常受歡迎，這領域的需 公路⾞輛、發電站、機⾞等；重點針
⼯作船等。 求正逐漸轉向較⼤⾺⼒但體積愈趨緊 對的改進包括：燃燒過程、渦輪增壓
這家德國製造商解釋說：這些發 湊的船隻。MTU還補充說：造船廠 系統、冷卻系統及電⼦部件。這將可
動機若安裝在船舶上，每年的總運⾏ 對這些發動機型號的充⾜動⼒、可靠 幫助MTU⽣產出性價⽐⾼同時⼜能
時間可⾧達8000⼩時，並且已經實⽤ 度及合理價格都⾮常贊賞，很願意選 配合不同應⽤要求的技術優秀產品。
證明可靠度⾮常⾼、停機率低，兼維 ⽤來裝配⾃主⽣產的⼯作船。 公司的這⼀策略已被證明⾮常成功，
修間隔⾧。 4000系列發動機的每缸排量在 最近更宣布需要⼤幅提⾼此系列發動
MTU船舶應⽤中⼼主任Stefan 2.5⾄5L之間，適⽤於各種⼯作船，並 機的產量，全部組裝線都採取三班
Mueller最近對兩台8V 4000 M60型⾼ 可滿⾜美國環保局（EPA）2級排放 制、24⼩時運作。
速柴油機進⾏了檢測。這兩台發動機 法規，⽽安裝在內河航運船、拖船、
連續⼯作了36,000⼩時，期間未經任 近海供應船及其它⼀些特殊⽤途船艇
何重⼤檢修，現在達到正常更換階 上，排放也能夠符合CCNR（萊菌河 如欲即時網上閱讀此公司更詳細信息
請登⼊：DIRECTLINK @
段。Mueller說：“這兩台發動機仍然 航運中央委員會，⼜稱ZKR）2階段 WWW.DIESELGASTURBINE.COM

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⼯業動向
但由於還沒有最終落實明確條⽂，確
切的限值和實施時間還是個未知數。
另⼀不清晰的地⽅是，除了NOx/
SＯx，未來的排放標準是否還會規定
船隻的顆粒性物質排放值。G.Hellen
（56號論⽂）在⼤會上闡明了⽡錫蘭
公司的⽴場：船隻的顆粒性物質排放
應使⽤適⽤於固定污染源的⽅法來進
⾏測定，諸如ISO9096，⽽不是使⽤
測定移動源慣⽤的稀釋采樣⽅法進⾏
（因為船⽤發動機製造商不可能控制
燃料的硫磺和硫酸顆粒)。考慮到
IMO制訂規章的進程相當緩慢，各國
的環境管制機構，諸如美國的環保局
正⾯臨壓⼒，被要求在IMO的規例出
www.cimac.com 臺前，⾃⾏頒布本國的船隻排放標
準。
滿⾜未來排放標準的排放技術
措施取決於發動機的類型。⼤型⼆衝
第25屆國際內燃機學術會議 程船⽤發動機⽅⾯，預計IMO⼆級限
值可以通過優化低NＯx燃料噴射技
第25屆國際內燃機學術會議 技術能夠減低排放量，⽽發動機功率 術來實現。只要每缸安裝三個噴油
（CIMAC）已於今年5⽉21⽇⾄24⽇ 的12％可⽤作發電。MAN集團公司 嘴，便可以實現順序式燃料噴注，這
在奧地利維也納順利舉⾏。CIMAC （68號論⽂）和三菱重⼯（43號論 樣就可以使燃燒開始階段更暢順，同
⼤會每三年舉⾏⼀次，是涵蓋船舶推 ⽂）也介紹了他們的最新⼆衝程發動 時增加放熱率，令NOx減少20%
進、發電以及鐵路牽引領域的內燃機 機產品。多家製造家也表述了他們在 （⽡錫蘭公司165號論⽂）。更多使
技術⽅⾯的最重要會議。今年⼤會共 四衝程、中⾼速柴油發動機⽅⾯所取 ⽤電⼦控制，也有助制訂校準標定，
發表了182份技術論⽂，通過四個同 得的最新進展，同樣是重點利⽤電⼦ 更貼近低排放要求，及/或更有利節
時段舉⾏的技術報告會和報告展板發 控制來達到無煙操作和改進性能。 約燃料（三菱公司75號論⽂）。
佈。⼤會還附設⼀個展覽會，展⽰發 歐洲內燃機製造商協會Euromot ＭＡＮ公司的M. Kjemtrup還討論了
動機、發動機部件以及燃料和潤滑產 的P. Daskalopoulos （277號論⽂）介紹 多個其他排放⽅案（230號論⽂）。
品等。來⾃38個國家的900多名代表 了規管⾮公路⽤發動機的多項未來排放 就⼆衝程的⼆級標準發動機⽽⾔，這
出席了這次會議。 法規。儘管未來將要出台，以管制鐵 些包括廢氣再循環系統（這種配置使
多家發動機製造商發表的論⽂觸 路機⾞、固定設備和內陸⽔道船隻的 SO2/SO3的污染最⼩化，最⼤可能是
及發動機技術的最新進展。其中的⼀ 排放法規，條⽂普遍已⼗分明確，但 通過使⽤SO2洗滌器）、濕潤掃氣⽤
個主要趨勢是所有類別的船⽤發動機都 是有關遠洋航船的排放規定仍然不明 空氣、改進廢熱的利⽤（效率可能提
愈來愈多采⽤電⼦控制。⽡錫蘭 朗，這使得船⽤發動機製造商⾯對⼀ 升18％），以及安裝可變幾何形狀渦
（Wärtsilä）公司介紹了該公司2001年 定困難。當前的⼤型船⽤發動機⼀般 輪增壓器。但要將當前的發動機升級
推出的⾸台共軌RT-flex發動機，現 都符合國際海事組織（IMO）的⼀級 來符合⼆級NＯx限值，會導致電⼦
時已能夠提供８種不同的RT-flex機 排放法規，對船隻廢氣的NＯx（氧 和機械控制發動機的CO2排放分別增
（115號論⽂），包括世界上功率最⾼ 化物）和SＯx（硫化物）含量實施了 加2g/kWh和4g/kWh。
的柴油發動機—14RT-flex96C 限 制 （國際防⽌船舶污染公約附則 注⽔法依然是達到IMO三級標準
型；其規格為⼆衝程、慢速、14缸 六）。預計IMO的⼆級標準可能會要 （NOx減少50%）的其中⼀個可⾏⽅
（960mm缸徑），於102r/min時功率 求到2010年左右，NＯx排量要再減少 案。各製造商仍在研究含⽔乳化燃料
達80080kW。⼤型船⽤發動機的另⼀ 20-25%；⽽三級標準則可能規定到 （140號論⽂）、直接向發動機氣缸
開發趨勢是引進廢熱回收技術。這種 2015年左右，NOx排放減少約50%。 （29號論⽂）注⽔，以及增壓空氣保

4《柴油機與燃氣輪機環球版》增刊 2007年11⽉號
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⼯業動向
濕（122號論⽂）等技術。⼆⾄四衝 他們在這⽅⾯的研究：開發⼀種⾼級 速船⽤發動機，可以⽤未經加⼯的植
程發動機要符合三級標準的另⼀個或 渦流室（AVC）洗滌器，⽤海⽔將煙 物油，諸如棕櫚油來做燃料（234號
許可⾏⽅案是選擇性催化還原後處理 道氣中的氧化硫清除（99號論⽂）。 論⽂）。對使⽤棕櫚油的船隻的需求
（⾄今已有近300台這種處理系統安 這樣可有效地把SO2和顆粒排放分別 上升，主要是由某些歐洲國家提倡改
裝到船隻上），但令⼈感到有點意外 減低40％和15％。若在洗滌⽔中加⼊ ⽤⽣物燃料的政策所推動。
的是，今次CIMAC⼤會並沒有論⽂ 鹽，減幅分別增加到85％和70％。 有多份頗令⼈感興趣的論⽂介紹
介紹這類系統。 由於陸上運輸對蒸餾柴油的需求 了發動機⽤⼾對船⽤發動機、燃油和
⼆級標準（約2010年實施）四衝程 ⽇益增加，船⽤燃油的質量正在下降 潤滑油以及陸上設備⽤發動機的經
船⽤發動機可採⽤的另⼀個⽅案是⽶勒 〔198號論⽂，殼牌公司（Shell）〕。 驗。有關討論包括：從⼤型船舶經營
循環（148號論⽂，ＭＡＮ公司）。⽶勒 在煉油廠轉化原油的深度增加，減少 者的觀點談論⼤缸徑⼆衝程發動機的
氣⾨相位技術〔以卡特彼勒公司開發 了殘留，同時增加了殘留物的芳⾹族 實際經驗〔274號論⽂，本格森公司
的採⽤先進燃燒排放減少技術 化合物含量。這進⼀步令⽣成的船⽤ （Bergesen）〕；以及發動機安全與
（ALERT）的發動機⽽出名〕涉及 燃料穩定性降低和點⽕質量較差。船 發動機故障個案分析〔259號論⽂，
儘早關閉進氣閥，藉此降低壓縮溫 舶營運商必須通過調整發動機參數， 勞埃德（Lloyds）。
度，從⽽減少NＯx排放。但這要求 及／或使⽤改進燃燒的添加劑來解決 其他各節會議討論的內容還包括
使⽤⾼效渦輪增壓器，以確保即使縮 燃料質量的問題〔139號論⽂， 各種燃氣發動機技術（這依然是對固
短了進氣期，仍然保留充⾜氣流。採 雪弗⿓（Chevron）〕。 定發電機組具有吸引⼒的⽅案）、燃
⽤⽶勒氣⾨技術，顆粒性物質排放會 由於船⽤和固定設備⽤發動機愈 氣輪機以及特別⽤途的發動機部件
增加，使得有必要配備更⼤壓⼒的噴 來愈多采⽤替代柴油，例如，⽡錫蘭 （曲軸、軸承、噴射設備、噪⾳／震
射設備，以及改進的渦輪增壓器。滿 公司就已經成功開發了若⼲型號的中 動以及其他更多內容）。
⾜⼆級排放法規的發動機的升壓約為
5.5bar（147號論⽂；AVL／卡特彼
勒）。這是介於現時市場上單級和雙級
渦輪增壓器可提供的性能之間，據此
可以預期，⼆級及更⾼級標準的船⽤
發動機有可能使⽤雙級渦輪增壓器，
作為減排措施（101號論⽂）。有研
究報告顯⽰，通過採⽤⽶勒循環，結
：
合壓⼒⽐在１0或以下的雙級渦輪增 問網址
歡迎訪 um.com
.f e rn s tr
www
壓器，NＯx可減少40⾄60%，⽐油耗
同時也會減少（245號論⽂，ABB）。
雙級渦輪增壓器的缺點是成本⾼⽬前
即使是採⽤單級渦輪增壓器，費⽤也
已占⼀台船⽤發動機總成本的10％。
中速船⽤發動機的其他排放技術
還包括預混燃料模式，諸如發動機在
低負荷下的⾼預混合遲後噴射（258
號論⽂，AVL）。
憑著近60年製造經驗及供
未來船⽤燃料的規格，為船⽤發 應 數 以 千 計 的 ⿓ ⾻ 冷 卻 器，
動機⼯業帶來另⼀不確定因素。IMO Fernstrum公司儼然為業內樹
⽴質量、使⽤壽命、耐久性
⼀直在考慮強制規定船隻，由船⽤燃
R.W. Fernstrum & Co., Inc. 及維修服務的標準。無論您
料轉為使⽤蒸餾柴油，作為減低SOx Menominee MI 49858 是在家鄉的港⼝，或是航⾏到
和顆粒性物質排放的⼿段。但許多製 電話：906.863.5553 地球上那個⽔域，讓Fernstrum
傳真：906.863.5203 —經實踐證明的技術領導者
造商認為控制船上硫排放，可能更符 電郵：sales@fernstrum.com 助您順利到達！
合成本效益，並且更有利於保護環
如欲即時網上閱讀此公司更詳細信息
境。MAN公司的Flemming Bak介紹了 請登⼊：DIRECTLINK @WWW.DIESELGASTURBINE.COM

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⼯業動向 ⾺克•⿆尼利

廠達成四衝程發動機的新⼀份許可⽣
產協議，並與中國船舶重⼯集團公司
（CSIC）／中國船舶重⼯國際貿易
有限公司（CSOC）商定將原有的⼆
衝程發動機許可協議展期；2006年，
⼜與武漢船⽤機械有限責任公司
（WMMP）簽訂⽣產可調螺距螺旋
槳的許可協議。
Brenner表⽰：“我們在中國的主
要⽬標之⼀是要成為⼆衝程發動機、
發電機組及可調螺距螺旋槳的頂級技
術轉讓⽅，為中國境內的⼯廠提供最
先進的技術。通過這種⽅式，我們可
以協助這些⼯廠在發動機與推進器市
青島⿑耀⽡錫蘭菱重麟⼭船⽤柴油機有限公司內，⼯⼈們在組裝⼀台⽡錫蘭備⽤發電機組。 場中取得經濟效益。”
MAN Diesel認為有潛⼒在中國開
展廣泛的經營模式，包括由德國奧格

中國船⽤發動機市場續創⾼峰
斯堡（Augsburg, Germany）、丹⿆腓
特烈港（Frederikshavn, Denmark）及
發動機製造商繼續投資於中國國內和出⼝市場 法國聖納澤爾（St. Nazaire, France）
等⼯廠直接出⼝四衝程發動機到中
毫無疑問，無論是今天，或⼀直以來，整個世界都帶著⼀定敬畏的⽬光， 國；由腓特烈港出⼝⿒輪、推進器及
注視著中國近期的經濟增⾧。於上⼀世紀後半部分時間已通過建⽴合資企業進 成套推進系統；以及由奧格斯堡出⼝
⼊中國⼯業市場的外國企業，從開始到現在都致⼒加強它們在中國的滲透。那 軸向和徑向渦輪增壓器。
些原來服務本⼟市場的企業和廠商，現在正轉為關注出⼝市場，以此作為新的 在這些純粹出⼝產品中，位於
開辟領域。 德國奧格斯堡的MAN Diesel⼯廠所⽣
在中國的許多成⾧市場中，海運部⾨就是其中⼀個。事實是，中國不單 產的較⼤⼝徑四衝程主推進發動機佔
只⼤⼒發展本國的航運業，更繼續努⼒實現其成為世界領先造船國的⽬標，這 的⽐例最⼤。據MAN Diesel表⽰，
⼀模式在最近幾年已經證實給整個船⽤發動機⼯業帶來益處。 這反映較⼤型四衝程中速柴油機的⽣
其中最⼤的受惠者肯定是⼆衝程和四衝程發動機製造廠商MAN柴油機公司 產並未能夠跟中國造船業的迅速擴張
（MAN Diesel）和⽡錫蘭公司（Wärtsilä）。每家在中國經營的發動機製造商都 保持同步，更預計不可能趕得上。基
有⾃⼰的發展故事和未來計劃——從較⼩功率發動機、⾼排量柴油發動機，以 於此原因，MAN Diesel中速船⽤發
⾄燃重油的最⼤型發動機。 動機銷售部⾨的業績⼤幅增⾧就有了
MAN Diesel公司上海代表處主管Hans Jurgen Brenner引⽤中國道家⼤師⽼⼦ 保證。2006年，對中國出⼝的四衝程
的智慧名⾔，將公司⾃20世紀80年代初進軍中國，⽐作“萬⾥⾧征的第⼀ 發動機總計功率超過800MW，⽽同
步”。 期間，依據許可證或分包合同進⾏的
這個⽐喻無疑是以下⾯的事實為依據：MAN Diesel已經在中國開展⼤規 四衝程發動機⽣產——也即說由許
模業務，但這個東⽅⼤國正準備最遲於2020年佔據世界造船業的⾸位，加上在 可⽣產商製造⽽經MAN銷售的發動
利⽤柴油和燃氣發動機發電的潛⼒，顯然仍然有⼀段很⾧的路要⾛。 機——總計功率則接近460MW⽔
上世紀80年代和90年代，中國的船⽤和發電領域取得了許多進展，MAN 平。從歷史⾓度看，⾃1995年以來，
Diesel於1993年在上海設⽴代表處，結果促進了船⽤四衝程發動機的銷售。1999 MAN Diesel的奧格斯堡⼯廠為中國客
年，該公司更以獨資外資企業的形式在上海設⽴服務中⼼。這中⼼現已成為 ⼾供應的發動機總功率達2600MW，
MAN Diesel PrimeServ中國售後服務機構的主要成員。由於這些近期擴展舉 或可說相當於奧格斯堡三年半的總⽣
措，MAN Diesel⽬前在中國共聘有120多名員⼯。 產量。
為回應中國於21世紀開始時的迅猛經濟增⾧，MAN Diesel⼜採取了連串動 ⼆衝程低速發動機⽅⾯，據
作：2003年成⽴專責⽣產渦輪增壓器的外資獨資企業；2004年，與陝西柴油機 MAN在哥本哈根的⽣產設施核算，

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⼯業動向

卡特彼勒船舶動⼒系統公司的全球整體銷量
中，亞太市場占30％，⽽該份額中，70%的訂
單來⾃中國。

以容量接近6100MW為基數，由MAN 時，⽡錫蘭也意識到中國造船業存在 ⽉，中國共承包建造了425艘船，在

授權中國船廠⽣產的MAN 的各種⾵險，包括⽣產能⼒過剩、⼈ 全球範圍內，所吸納的造船訂單占整
B&W品牌⼆衝程發動機，占現時市 民幣匯率，以及主要設備的本地化⽐ 個市場的45％，使中國在世界排名榜
場的份額達到85％。該公司與⼤連船 率低等。 上穩佔榜⾸。
⽤柴油機廠、滬東重機股份有限公司 ⽡錫蘭在中國這樣的主要市場， 2006年，在德國漢堡（Hamburg,
及宜昌船舶柴油機廠都簽有⾧期許可 20年來⼤⼒建⽴⾃⼰的本⼟銷售網 Germany）舉⾏的國際船舶製造、船
⽣產協議，這三家⼯廠2006年的交付 絡。公司將會繼續以這種模式尋求業 舶機械和海洋技術貿易博覽會
量分別為：25台發動機（總功率292 務增⾧，因⽽⽬前正在中國所有地區 （SMM）上，中國船舶重⼯集團公
MW）；72台發動機（總功率1020 着⼒擴⼤銷售網絡，預定會於2007年 司（CSIC）與⽡錫蘭公司及⽇本三
MW）；及25台發動機（總功率166 ⾄2009年期間開設更多地⽅辦事處。 菱重⼯（MHI）宣布：三家企業將在
MW）。最近達成的⼀份新許可協議 ⽡錫蘭也在推進器⽣產⽅⾯作出 中國興建合資⼯廠，⽣產⼤型、低速
是與中國船舶⼯業總公司三井柴油機 了額外舉措，於今年6⽉份為旗下的 船⽤柴油發動機。合資協議的雙⽅是
有限公司簽訂，該公司是中國船舶⼯ 合資公司——鎮江中船⽡錫蘭推進器 青島⿑耀麟⼭動⼒發展有限公司
業總公司（CSSC）與⽇本三井 有限公司（Wärtsilä CME Zhenjiang （Qingdao Qiyao Linshan Power
（Mitsui of Japan）共同成⽴的合資公 Propeller Co. Ltd.），在江蘇鎮江的新 Development Co. Ltd., QQLPDC）
司，已定於2007秋季末開始投產。該 推進器⼯廠舉⾏了啟⽤儀式。⽡錫蘭 與荷蘭熊貓新科股份有限公司
廠已取得發動機訂單總功率達69 將成為中國最⼤的固定螺距螺旋槳的 （Panda Shinco Holding BV, PSH）。
MW，因⽽營運初期便可在MAN 製造廠商，也是全球這⼀領域的最⼤ QQLPDC由宜昌船舶柴油機廠
B&W品牌⼆衝程發電機許可⽣產商 型⽣產商之⼀。該公司稱，新⼯廠將 （Yichang Marine Diesel Plant, YMD）
的排名榜中佔踞較⾼位置。 使⽡錫蘭⽣產這類推進器的能⼒提⾼ 與上海船⽤柴油發動機研究所聯合擁
同樣地，MAN Diesel在世界船⽤ ⼀倍。 有，這兩家機構都是CSIC集團的成
發動機舞臺上的競爭對⼿⽡錫蘭公司 ⽡錫蘭總裁兼⾸席執⾏官 員。PSH則是⽡錫蘭與三菱重⼯的合
（Wärtsilä）已在中國船⽤基礎設施⽅ Ole Johansson說：“我們把⽣產能⼒ 資公司。
⾯進⾏投資多年，並投⼊了多⽅⾯的 增加⼀倍是很合理的舉措，因為中國 根據此協議條款，QQLPDC與
資源。⽡錫蘭公司主要瞄準中國造船 的造船業正經歷⼤幅增⾧。連同我們 PSH將成⽴青島⿑耀⽡錫蘭菱重麟⼭
市場的巨⼤增⾧。該公司相信中國的 的合資公司，我們⽬前的能⼒⾜以提 船⽤柴油機有限公司（Qingdao Qiyao
造船廠在市場上將繼續擁有競爭優 供最⼤尺⼨的先進推進系統。” Wärtsilä MHI Linshan Marine Diesel Co.
勢，今後多年，中國船廠的⽣產能⼒ 中國的造船業增⾧迅速，過去10 Ltd., QMD），新合資企業將致⼒於
與產量將會不斷上升。然⽽與此同 年內，產量增加了5倍。直⾄2007年5 ⼤型低速⼆衝程船⽤柴油發動機的研

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⼯業動向
找尋GE品牌中速柴油發動機的各種
應⽤場合，滿⾜中國各類船舶的需
求。”
通⽤電氣最近向廣州粵新造船廠
供應⾸批柴油發動機，廣州粵新專⾨
建造近海補給船，出⼝國際市場。通
⽤電氣將替廣州粵新為Tidewater建造
的船隻供應四台16V228型柴油發動
機。Tidewater公司是世界上最⼤的拖
船營運商之⼀。這些發動機將安裝在
兩艘新造的⾧51⽶全回轉拖輪上。兩
台發動機定於2008年交付。
⽇本⼤發柴油機株式會社
（Daihatsu Diesel Mfg.），是另⼀家
MAN⽬前的⼆衝程發動機總產量的很⼤⽐例已是在中國以許可⽣產形式製造，該公司正部 在中國已建⽴深厚根基的船⽤發動機
署將⼤部分四衝程發動機⽣產活動轉移到中國的許可製造商——⼀切為了緊貼需求。 製造商，⾃1981年該公司在中國建造
的第⼀艘出⼝船隻下⽔以來，⼀直深
究開發⼯作、測試、樣機⽣產，以及 ⾜到需求。中國的⼯作船市場發展也 度參與中國造船業。⾃1982年起，⼤
製造與銷售（請參閱2006年11⽉ ⾮常強勁。中國正在建設許多港⼝， 發已授權中國兩家⼯廠在當地⽣產發
《D&GTW》雜志）。 這些港⼝都需要拖輪和⼯作船，與我 動機。⼀家是安慶船⽤柴油機廠
由於中國造船廠的訂單涉及廣泛 們的產品組合恰恰⼗分配合。” （Anqing Diesel），隸屬CSSC，⽽
類別的船隻，使中國的船舶製造業與 Gruber還指出：“在⽯油與近海 另⼀家是陝西柴油機重⼯業集團有限
亞洲區內的其他也是蓬勃增⾧的經濟 作業領域，中國也需要開發本國的油 公司（Shaanxi Diesel），隸屬CSIC。
體有所不同。 ⽥。⽽隨着中國逐漸轉向開采深海油 由於船運與造船業近年⼗分興旺，⼤
中國船舶領域的另⼀主要參與 ⽥，對更⼤功率和配備多台發動機的 發在⽇本國內的⼯廠，以⾄各許可⽣
者是卡特彼勒集團旗下的船舶亞太公 船隻需求⼤增。中國⽬前也正對其近 產設施，近期都忙得不可開交，累積
司（Caterpillar Marine Asia Pacific）。 海補給船進⾏⼤型的更新計劃—— ⼤量發動機訂單。公司在上海成⽴了
這家公司成⽴於1999年，主要⾯向中 據估計，中國這批船隻的平均年齡達 地⽅公司——⼤發柴油機（上海）有
國、印度、越南、印尼、新加坡和⾺ 20年。” 限公司，並開展了廣泛的業務，諸如
來西亞。公司⽬前聘有30多名船舶專 卡特彼勒船舶動⼒系統部⾨的國 銷售、技術咨詢、采購及銷售服務
業⼈員，最近遷⼊上海的新辦事 際總貿易額中，亞太市場占30％。⽽ 等。
處，與卡特彼勒華東地區代理利星⾏ 該30％中的70%訂單來⾃中國，亞太 ⽬前，⼤發的發動機是通過兩個
機械有限公司共處⼀樓。利星⾏2005 地區的銷量按年增⾧25％。 渠道銷售：由⽇本直接出⼝及經由安
⾄2006年兩年內的銷售額幾乎翻了⼀ 通⽤電氣（General Electric）就 慶船⽤柴油機廠和陝西柴油機公司兩
倍。 中國多個⼯業建⽴了境內企業，並進 家許可⽣產商供應。發動機出⼝量⼤
卡特彼勒船舶亞太公司總經理 ⾏了巨⼤投資。海運⽅⾯，主要是通 增，主要來⾃以下各⽅的強烈需求：
Florian Gruber說：“中國是亞洲區內 過旗下船舶運輸與固定動⼒事業單位 歐洲的⼤型船東，以及中國的造船
增⾧最快的國家。韓國和⽇本的造船 參與中國市場，雖然與其他許多發動 廠，⽤途包括⼯作船的備⽤發動機及
業增⾧也巨⼤，但後者重點建造較⼤ 機製造商相⽐，規模相對較⼩，但是 主推進發動機。安慶柴油機廠為
型船隻。” 年來也取得穩步增⾧。 CSSC屬下的各家船廠和常⽯集團
Gruber補充說：“推動中國船⽤ GE總經理John Manison表⽰： （⾈⼭）船業（Tsuneishi Xieusan）
市場發展的⼀個⾮常值得注意的因素 “作為⼀個整體，通⽤電氣在中國極 供應發動機，也為沿⾧江流域、浙
是——中國⽣產的船隻類型範圍⼗分 其活躍。就船舶與固定動⼒部⾨⽽ 江、福建省等從事建造出⼝船隻的其
廣泛，對於中⼩型船隻的需求很⼤。 ⾔，我們認為GE的柴油發動機在中 他民營造船廠供應發動機。
對此，我們的⾺克（MaK）和卡特彼 國船舶市場中，存在着許多機遇。我
勒（CAT）系列船⽤發動機很容易滿 們在中國境內駐有許多⼈員，正積極 （轉第10⾴）

8《柴油機與燃氣輪機環球版》增刊 2007年11⽉號
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⼯業動向
加速度，並且能夠⼤幅降低油耗。”
張補充說：“Volvo Penta⽬前在
中國已委任50多家經銷商，可以為我
們的客⼾提供最便捷和優質的本⼟服
務。除了經銷商網絡會庫存零部件
外，我們在上海的倉庫也可以隨時為
發動機出現的任何問題給予⽀持，在
最短時間內維修妥當。”
Volvo Penta向市場供應的產品可
裝備：快速巡邏艇、游艇、漁船、散
裝貨船／集裝箱船，以及化學藥品
船。
瑞典另⼀家船⽤發動機製造商斯
與其他發動機製造商相⽐，通⽤電氣船舶運輸與固定動⼒分公司在中國的參與儘管相對較
堪尼亞（Scania）則集中瞄準中國的
⼩，但仍在穩步增⾧中。GE的16缸V228型深受中國造船廠的歡迎。
150⾄1750kW功率船⽤發動機市場，
2006年總銷量約為2億美元。據斯堪
（接第8⾴） 計院的主要客⼾和業務伙伴都建⽴了 尼亞海外有限公司北京代表處⾸席代
持久⽽緊密的關係。與中央/省級部 表Mats Harborn先⽣稱，整個市場規
為滿⾜中國造船廠對發動機的持 ⾨、各客⼾企業以及合作伙伴建⽴並 模約為3200台。
續上升需求，安慶柴油機廠現正在該 保持良好關係，為MTU在中國持續 斯堪尼亞發動機的主要應⽤領域
市的新⼯業區興建多家新⼯廠，並配 發展業務奠定基礎。發展互惠關係、 包括：休閒船（游艇、⼩型運動游艇
備⾃⼰的鑄造中⼼，預計將於今年12 雙贏伙伴關係並對客⼾和合作伙伴作 和釣⿂艇）、⼯作船（船員聯絡艇、
⽉建成。 出具體承諾——諸如投資於地⽅⽣產 ⽀持補給船、多⽤途船和挖泥船）、
此外，陝西柴油機廠最近也決定 和服務設施——無疑是促進業務增⾧ 渡輪、拖輪以及漁船等。
增加⼤發品牌備⽤發動機的產量，隨 的最可⾏策略。 Harborn說：“其他⽤⼾包括需
即接下CSIC屬下各造船廠的⼤量訂 據MTU稱，現時中國政府坐擁 要船⽤發電機組作備⽤／應急電源的
單。 巨⼤且不斷急速膨脹的外匯儲備，正 鑽油平臺。此外，軍警和⽔利公安⽤
1970年，MTU⽣產的⾸批配備 ⼤⼒投資於國際市場並收購外國企 的產品主要是低於200kW的中置後輪
船⽤主推進器及備⽤發電機組的發動 業，也着眼引進最新技術。中國的客 驅動/前置後輪驅動的發動機或發
機開始進⼊中國，⾃此以後，公司在 ⼾與合作伙伴都積極尋求國際合作， 電機組。”
中國市場的份額不斷擴⼤。2006年， 以及在國際市場上采購。這些企業都 卡特彼勒的Gruber指出：“儘管
MTU發動機⼯程（蘇州）有限公司 經驗⽼到，因⽽也期望以極具競爭⼒ ⼤部分中國建造的船隻主要出⼝到美
（MTU Suzhou）遷到蘇州⾼新區的 的條件，獲得可靠⽽⾼效的最先進產 國，還有⼀些出⼝到歐洲，游艇市場
新廠房，業務範圍包括：發動機⽣ 品和服務。 近期也出現了需求上升跡象，主要原
產、銷售、售後服務和培訓，全部集 較⼩型船隻市場⽅⾯，多家著名 因在於更多外國投資者到中國設⽴辦
中在綜合設施內進⾏。 製造商近期都忙於調整他們的最新技 事處和⽣產設施。另⼀⽅⾯，中國現
最近，MTU擴⼤了與中國北⽅ 術，使能適應中國船⽤市場的需求。 在有更多富裕⼈⼠，國內游艇市場也
⼯業集團公司就4000系列發動機的原 針對中國的⾼性能船隻市場，瑞 已開始萌芽。明年北京奧運會也可能
有許可⽣產合作項⽬，⼜與⼭西柴油 典Volvo Penta中國有限公司最近推出 對此市場細分有正⾯影響。”
機⼯業有限責任公司（Shanxi Diesel 了內側推進性能系統，據該公司稱， 市場上對中國造船廠總數有不同
Engine Industry Co. Ltd., SDEIC）簽 這是⼀種新型推進系統（IPS），與 的估計數字，由400家以⾄1000家。
署了諒解備忘錄，在⼭西省⼤同市建 內側軸相⽐，能夠⼤⼤地提升效率。 Gruber透露，卡特彼勒跟約200家
⽴合資⼯廠，⽬標是向華北地區提供 Volvo Penta中國⼯業及船⽤發動 公司已開展，或有潛⼒開展業務。
優質的售後服務。 機銷售與營銷部⼈員張志前
據MTU介紹，該公司與政府、 （⾳譯）說：“Volvo Penta的內側推 如欲即時網上閱讀此公司更詳細信息
請登⼊：DIRECTLINK @
民營機構，以及中國各地的研究和設 進系統可提供更⾼最⼤速度和更快的 WWW.DIESELGASTURBINE.COM

10《柴油機與燃氣輪機環球版》增刊 2007年11⽉號
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⼯業動向

Jean-Claude Lautier, Pascal Fouache和Sean 時，盡量提⾼市場占有率。

Jiang在中國蘇州CMR公司⼤樓前合照。 據CMR法國的兩位董事：總裁
Pascal Fouache和總經理Patrice Flot
透露，CMR的市場定位是以貼近市
場價供應最有競爭⼒的優質產品，同
時嚴格堅守所有製造規範和標準，以
確保CMR的出廠產品維持最⾼質
量。
CMR在⽣產中主要按客户的特
殊設計要求，採⽤“定制”的技術，
⽣產出適應度⾼的產品。根據此⽅
針，CMR將會把⾃⾝在⼯業⾼溫測
定領域開發的全部技術，轉讓給蘇州
的⼯廠，並且對中國蘇州CMR公司
的⼯程師們，包括總經理Sean
Jiang，給予適當的技術培訓。
⾼溫測定技術涉及按標準要求，
製造良好耐久性兼⾼靈敏度的準確和
精密傳感器。除要求⾼精準的焊接和
機械加⼯技術外，還需要良好的接頭

CMR擴⼤在中國的經營規模 連接嚙合和卷邊⼯藝。
測試和控制技術⽅⾯的知識同樣
⾮常重要，因為這些產品都需要在⾮
總部設於法國⾺賽港（Marseilles, 在中國進⼝商的⽀持下，CMR 常極端和嚴苛的環境條件下⼯作，包
France）的CMR公司近50年來⼀直是 為中國提供的產品主要⽤作配備中速 括極⾼／極低溫（±８０°）、⾼振
為⼯業⽤發動機和船舶系統設計和製 發動機，較近期的項⽬是供應液化天 動、多灰塵、多油脂以及海⾯作業境
造控制設備和儀器的領先廠商。該公 然氣（LNG）船⽤的雙層船體傳感 等。投產前最少需要安裝25台設備和
司集設計、製造和服務提供者於⼀ 器。今天，考慮到中國市場湧現的需 ⼯具。來⾃CMR法國公司的Jean-
⾝，致⼒積極創新，產品範圍從溫度 求，以及未來增⾧的良好前景， Claude Lautier將出任項⽬經理，為⽣
和壓⼒傳感器，以⾄船舶和電廠⽤的 CMR決定擴⼤其在中國的經營規 產操作提供技術協助，Lautier過往曾
最尖端報警和監控系統。 模，在中國興建⾃⼰的製造⼯廠：中 經培訓過中國技術⼈員並給予技術⽀
CMR於1982年開始拓展國際市 國蘇州CMR公司。 持。
場，⾸個舉措是創建CMR遠東公 新的⽣產⼯廠將縮短與客⼾的 蘇州的⽣產設施落⼾距離上海
司，專⾨製造中、低壓配電盤。今 距離，特別是⼯業⽤柴油機和天然氣 100公⾥的蘇州⼯業園，除佔地1000平
天，CMR已⼀躍成為國際化⼤企 發動機的製造商，它們當中不少已在 ⽅⽶的⾞間外，還有⼀幢300平⽅⽶
業，在全球聘⽤超過450名員⼯。 中國開設新⼯廠，紛紛要求CMR為 的辦公樓。員⼯數⽬預計在兩年內會
CMR與中國的伙伴關係可以追 它們就近供應組件。ＣＭＲ認為這是 由10名增⾄50名。
溯到1984年，當時CMR與中國上海 ⼀個極佳的機會，有助與發動機製造 為輔助CMR在蘇州的業務，
第三設備廠簽訂⾸份技術轉讓合同， 商共同開發未來新⼀代電⼦控制發動 CMR遠東公司和CMR法國公司⼜在
涉及核電站傳感器。不⾜10年後，即 機所需的創新技術。 上海成⽴了CMR太平洋公司，主要
1993年，CMR再與中國簽訂⼀項新 能源市場⽅⾯，CMR在核能領 集中⽣產配電盤和報警監控系統，以
的技術轉讓合同，中⽅是上海第⼀設 域⾧期積累的丰富經驗，使得它有機 滿⾜中國船⽤設備市場的需求。
備廠，項⽬內容是船⽤數字式顯⽰ 會參與為中國核電站開發傳感器。
器，其後進⼀步擴⼤合作⾄軍事設 CMR的最終⽬標是在保持優質 如欲即時網上閱讀此公司更詳細信息
請登⼊：DIRECTLINK @
備，為中國海軍製造監控裝置。 和⾼可靠度產品製造商的形象的同 WWW.DIESELGASTURBINE.COM

2007年11⽉號《柴油機與燃氣輪機環球版》增刊 11
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船舶推進 彼得•穆林斯

Fesco Sakhalin號。這是由遠東海運公
司（Far East Shipping Company）依據
與Exxon Neftegas簽訂的合同委托建
造的，主要⽤於破冰作業及為庫⾴島
（Sakhalin）海上作業項⽬提供⽀
持。按照計劃，該船將全年執⾏⽀持
供給的任務，同時担當Orlan海上
鑽油臺破冰作業的後備船。
該船是針對北俄羅斯海域內庫
⾴島附近⽔域環境專⾨設計的，那裏
Fesco Sakhalin號為北俄羅斯近岸的庫⾴島作業項⽬執⾏破冰和補給⽀持任務。該船由
三台Wärtsilä 38B 8缸柴油機驅動發電機組提供動⼒，每個發電機組於600r/min時，額
環境條件⼗分嚴峻，最低溫度可達
定功率達5800kW。 -40℃，海上作業平臺被底層碎冰包
圍的⾵險很⾼。Fesco Sakhalin號的設
計跟Norilskiy Nickel相同，也是可以
破冰航⾏的新型船舶 雙向航⾏，改⽤船尾破冰前進。
Fesco Sakhalin號的動⼒系統是電
Aker Yards最近向客⼾交付兩艘 樣靈活的設計，據稱可顯著提⾼作業 ⼦式柴油機，基本裝置是三台８缸
頗特殊的船隻，安排在北歐極端冰冷 效率。 Wärtsilä 38B柴油發電機組，每台於600
的條件下航⾏。第⼀艘是交付給俄羅 MS Norilskiy Nickel的總噸位為 r/min轉速時，額定功率為5800kW，驅
斯礦業公司Norilsk Nickel的新型集裝 16486t，可㩗帶648個20英尺標準 動⼀對6.5MW ABB Azipod V16 DAS
箱／貨物運輸船，可無需裝備破冰設 （TEU）集裝箱，其中259個可放在 推進轂罩，設計符合DNV冰級標準
備下，在冰封的洋⾯上航⾏。該船命 甲板上，其餘的放在底層艙內。船上 10。當⽔流湧過船體時，推進轂罩可
名為MS Norilskiy Nickel，由A k e r 共有18個船員艙，⼀個駕駛員艙和三 “吃掉”碎冰。每個Azipod配備四個
Yards屬下的德國造船廠建造。依據 個供特別接待乘客⽤的雙⼈艙。船上 液壓操舵電動機，⼀個帶兩台電動機
雙⽅簽訂的合約，船廠需於2008年⾄ 還備有消閒設施，包括桑拿房、健⾝ 的液壓動⼒裝置，與液壓泵相連，為
2009年期間，共交付四艘同⼀設計的 房和海⽔游泳池等。 操舵系統提供動⼒。其中的⼀台電動
這種船，⽽這是第⼀艘，主要任務是 船的主動⼒由三台V型配置 機與主電⼒網相連，另⼀台電動機則
在西伯利亞（Siberia）葉尼塞河 12缸Wärtsilä 32型號發動機提供，每 連接應急電⼒網。另加裝了兩個⾼冰
（Yenisey）上的杜⾦卡市（Dudinka） 台發動機於750r/min轉速時，最⼤連 級標準的Kamewa Ulstein TT2200軸隧
到北俄羅斯的摩爾曼斯克市 續額定功率達6000kW；三台合共可 式轉向推進器，以輔助操縱。
（Murmansk）之間運送冶⾦產品。 提供18MW總功率，以驅動三台ABB ⼀台ABB 6847kVA同步發電機，
MS Norilskiy Nickel號是於2006年 製造8314kVA交流發電機，為⼀台單 為船舶供應3.3kV/50Hz的電⼒，⽽⽤
交付，並已完成卡拉河（Kara）的冰 向13MW Azipod推進裝置供應電⼒。 於港⼝補給的次級發電機組，包含⼀
封洋⾯上試航，成績⾮常理想。該船 該推進裝置配備⼀個直徑5.6⽶的推 台Wärtsilä 20型6缸柴油發動機，額定功
的⼀個⾮常創新的特點是可以雙向航 進器。這設計使輪船在開闊⽔域的航 率於1000r/min轉速時達1080kW。
⾏的船體結構，以及先進推進系統。 ⾏速度，最⾼可達每⼩時16.1海⾥。 其它基礎設備由勞斯萊斯
當遇到較厚的冰⾯條件時，它可以掉 船上還安裝了⼀套先進的在線信息系 （Rolls-Royce）供應，包括⼀個⽤於
轉船頭，改⽤船尾向前破冰開路，厚 統，⽤來測定輪船預定航線內⽔域的 裝卸和運送散裝粉末貨物的成套系
度達到1.5⽶的冰層，即使覆有厚達 結冰情況。 統。另有6個半球形儲罐，每個容積
20厘⽶的積雪層也可被破解。當回到 船上配備的基礎電氣設備包括： 50m3，配備壓縮機、閥⾨等組件，及
較薄冰的洋⾯，或未有冰封的開闊⽔ 配電盤、推進系統變壓器、⾼壓變壓 ⼀套帶有船橋模擬圖的控制系統。貨
域時，船⾝⼜可以再轉向180。，⽤船 器及遠程控制系統等，全部都是由 物散裝系統的⼯作壓⼒為5.6bar，並
⾸向前正常航⾏。船上安裝了兩個船 ABB公司供應；輔助能源則由⼀台單 且適當佈局，以便兩種不同貨物可以
橋，可根據前進的⽅向選擇使⽤，這 向Volvo 750kVA港⼝發電機和⼀台 同時轉移到鑽井平臺上。
彼得•穆林斯是⼀位⾃由作家，現居於英國布
414kVA應急發電機提供。 如欲即時網上閱讀此公司更詳細信息
請登⼊：DIRECTLINK @
⾥斯托爾區（Bristol, England）附近。 第⼆艘最近下⽔的同類型船隻是 WWW.DIESELGASTURBINE.COM

12《柴油機與燃氣輪機環球版》增刊 2007年11⽉號
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MTU_Ironmen_Nov07WW.qxp 10/16/07 1:27 PM Page 2

MTU - A Tognum Brand

DIRECTLINK @
WWW.DIESELGASTURBINE.COM
WW243.qxp 10/17/07 10:18 AM Page 1

MARINE PROPULSION POWER SYSTEMS

LITERATURE

MECHANICAL DRIVE
STEAM TURBINES
ZF Marine Electronics has released its new
MiniCommand control system that provides
single-lever control of electronically actuated
diesel engines and marine transmissions for
pleasure craft applications.

New Control System from

ZF Marine Electronics
ZF Marine Electronics — a manufac-
turer of vessel control systems — has
released its new MiniCommand con-
trol system for pleasure craft applica-
tions. The latest addition to the ZF
Marine Electronics control system fam-
ily, MiniCommand provides single
lever control of electronically actuated
diesel engines and marine transmis-
sions in a robust, compact package.
Designed for vessels with a maximum
of two control stations, the MiniCom-
mand control processor incorporates the
logic circuits for two engines in one com-
pact package. This single-unit design
allows the MiniCommand processor to fit
in smaller spaces while maintaining two
completely separate operating systems.
MiniCommand can be equipped
with the same control heads as the ZF
MicroCommander, CruiseCommand,
and ClearCommand control systems.
Additionally, ZF Marine Electronics
has introduced its new 4200 Series
control head — a derivative of the com-
pany’s 5200 series SmartCommand
control head.
Standard features of the MiniCom-
mand system include a start interlock
designed to prevent the engine from
starting while the transmission is in gear.
A warm-up mode enables engine speed
only with the transmission locked in
neutral, allowing the engine to get up to
proper operating temperature more
quickly in preparation for departure. This
mode is also useful for engine testing.
In addition, the cruise mode is the
standard operating condition. In this
mode the operator has single-lever con-
trol of clutch and throttle with one
lever for each engine. Tow engine sys-
tems can easily be operated with one
hand. The single lever mode allows for
multi-engine operation of shift and
throttle control utilizing one single
lever. The automatic open-loop engine
synchronization maintains the same
speed on multiple engines. Engine syn-
chronization improves fuel economy
and reduces both noise and vibration.
The trolling valve control — available
for transmissions with electronic
trolling valves — is a feature that con-
trols clutch slippage for slower then
idle hull speed. The same control heads
used for clutch and throttle will pro-
vide infinite trolling valve operation
without additional switches.
ZF is a supplier of driveline and chas-
sis technology with headquarters in
Friedrichshafen, Germany, and is among
the 15 largest automotive suppliers in
the world. The company employs
approximately 55 000 at 122 locations
in 26 countries, and totaled sales of
US$15.2 billion in 2006. ZF Marine
Electronics, LLC is a member of the ZF
Marine Group, headquartered at ZF
Padova SpA Italy. ZF Marine offers
complete marine propulsion systems,
including transmissions, propellers,
control systems, surface drives and shaft
brakes for all types of vessels. A
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM
Mitsubishi Heavy Industries Ltd. has
released information regarding its
mechanical drive steam turbines.
Diagrams, photos and descriptions
for the design features of the steam
turbines, including the rotors, journal
and thrust bearings, blades, nozzles,
diaphragms and more, provide de-
tailed information about the turbines.
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM
SUPPLIER
DIRECTORY
The German marine equipment direc-
tory for 2007-2008 from VDMA is
available on an updated CD-ROM,
containing three languages, including
English, Chinese and German.
Information — such as addresses,
contacts, foreign representations,
websites, product descriptions — is
available within the directory.
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM

Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 33

WW176.qxp 10/17/07 10:15 AM Page 1
MONITORING AND DIAGNOSTICS
Saving Money via Satellite
Wärtsilä’s updated condition-based
maintenance system is now able to
continuously monitor engines in ma-
rine applications, as well as land-based
power plants.
“Condition-based maintenance (CBM)
offers our clients a substantial cost
advantage since it closely conforms to a
client’s operational ability require-
ments,” said Tage Blomberg, group vice
president and head of the Wärtsilä
Service business. “We have taken the
development of CBM systems to a new
level using remote, online monitoring
and analysis of the installation’s condi-
tion and system efficiency.”
Once connected, the CBM Center
receives operation data information
about the specific engines, including
load and ambient conditions. The re-
ceived data are automatically ana-
lyzed by the special Wärtsilä-devel-
oped analytical software.
Marine installations use satellite com-
munication to connect to the CBM
34 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
One of the three
CBM centers is lo-
cated in Vaasa,
Finland, the home
town of Wärtsilä.
Center. An engine installation can be
connected to the CBM Center through
the Internet using a VPN (Virtual Private
Network) connection or through the e-
mail server onboard the ship. There is
also a manual alternative for data collec-
tion and e-mail sending, which uses
Wärtsilä’s special software.
In April 2007, the drill ship West
Navigator operating off the Norwegian
coast became the first vessel to be con-
tinuously connected online to Wärtsilä’s
CBM online service based in Vaasa,
Finland. Operated by the international
offshore drilling contractor, Seadrill
Offshore AS, the West Navigator was
built in Korea in 2000.
It is a dynamically positioned drill ship
able to drill down to 9000 m in water of
2500 m depth. It is powered by seven
Wärtsilä diesel generating sets including
four, six-cylinder, inline Wärtsilä 46-
engined sets; two, 16-cylinder, Vee-con-
figuration, Wärtsilä 32-engined sets; and
one, nine-cylinder, inline Wärtsilä 20-
BY BO SVENSSON
engine set for a combined output of 37.5
MWe. It is currently operating on the
Ormen Lange gas field, which is about
100 km northwest of Molde, Norway.
“Wärtsilä’s CBM online service is
already well established with land-
based power plants,” said Johan Pellas,
manager, CBM solutions, Wärtsilä.
“And more than 520 engines in around
135 marine and power plant installa-
tions are today connected to one of our
CBM centers.”
He continued, “Our target is to predict
more than 90% of the required mainte-
nance one to four months in advance
and to find more than 90% of the critical
cases seven to 30 days in advance.”
Wärtsilä’s CBM solution provides
online guidance to engine users to
ensure installations are performing to
optimum effect, while signposting any
deviation to the engine’s normal oper-
ating parameters. It can spot fault
sources and emerging operational
trends well before any failure occurs,
thereby enabling proactive rather than
reactive maintenance.
“It thus ensures an optimum balance
between longer times between over-
hauls and minimizing downtime to
guarantee optimum engine perform-
ance under all conditions,” said Pellas.
“Overall, CBM reduces unnecessary
maintenance spending, while extend-
ing times between overhauls and keep-
ing a close watch on the stock of spare
parts, providing for ordering of parts in
advance of coming needs.”
The CBM online service uses a combi-
nation of online monitoring of mechan-
ical and thermal condition, system effi-
ciency data and many other indicators to
assess the condition of an engine. All this
information in the shipboard system in
real time is transmitted 24/7 to Wärtsilä
service engineers at the CBM Center in
Vaasa, Finland, Wärtsilä in Norway or
the Seadrill office in Stavanger, Norway.
The service team then assesses the
overall status and condition of the
plant — and ultimately the mainte-
nance it needs — and makes regular
reports to the engine users based on
established guidelines and specific
operating conditions.
Said Pellas, “The most common for
WW176.qxp 10/17/07 10:16 AM Page 2
MONITORING AND DIAGNOSTICS
marine installations is still to send a
batch of operating data once a day to
assess engine condition, but in the
future the continuous online connec-
tions will be more and more common.
The increasing satellite connection
capacity and reduced data transfer
costs will help this development.
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
“It is realistic to assume a fuel cost sav-
ing of 1 to 4% through optimizing oper-
ation and maintenance,” said Pellas,
“and a 10 to 20% saving in maintenance
cost over a lifetime by the same reasons.”
“The online service is a valuable
development of Wärtsilä’s range of CBM
services to the marine industry,” said
In April 2007, the Norwegian drill ship
West Navigator became the first vessel to
be continuously connected to Wärtsilä’s
CBM online service in Vaasa, Finland.
Blomberg. “The major marine segments
for CBM services have so far been cruise,
offshore and general cargo vessels. We
are the first engine manufacturer to sign
CBM contracts within the cruise and the
offshore drilling industry.” A
SEE DIRECTLINK @
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WW207.qxp 10/17/07 1:54 PM Page 1

MARINE PROPULSION BY BO SVENSSON

The M/V Princesse Ben-

edikte, with its new
MAN 6L32/44 CR en-
gine, is double ended
like the other three fer-
ries operating on the
Rödby–Puttgarden
route. It takes 1100
passengers and 360
cars per trip. The time
for off- and on-loading
is 15 minutes.

Replacement Engine ate on heavy fuel oil (HFO) with a vis-

cosity up to 700 cSt at 50°C, a feature
said to be unique for this engine class.

Proves Best Solution “Calculated over a ten-year effective

life, the fuel cost represents around
85% of the cost of ownership for a ves-
Ferry repower engine first common rail unit for Scandlines sel,” said Stephan Haas, senior manger
MAN Diesel. “And this made us put a
The M/V Princesse Benedikte, one of four Scandlines’ ferries that operate between major focus on low fuel consumption
Rödby in Denmark and Puttgarden in Germany, is now back in service and operat- during the development.
ing at full power after the replacement of a damaged engine. Each ferry on this route “Emission of NOx has been another
includes three, eight-cylinder engines and two, six-cylinder units. important issue and so has smokeless
In March 2006 the No. 3 diesel engine of Princesse Benedikte experienced major operation over the entire power range,”
damage, and investigations carried out by Scandlines resulted in the order of a new said Haas. “A smoke-free exhaust at
engine, a MAN Diesel 6L 32/44CR, to replace the damaged unit. This was the very low speed is essential, since maneuver-
first 32/44CR engine sold, and for Scandlines it became their first engine with com- ing in port areas is a considerable part
mon rail technology. of the operation for a short-range ferry
“Our investigations proved that the extent of the damage to the old engine made like Princesse Benedikte.”
the repair cost comparable to the cost of installing a brand new engine,” said Lars “The basic idea behind the develop-
Jordt, chief superintendent at Scandlines. “The guarantees connected to a new ment of the 32/44 engine was to base it
engine, combined with factors like lower fuel consumption, lower emissions of NOx on the proven elements of the 32/40
and a smokeless operation over the entire power range due to the common rail tech- engine and to equip the new engine
nology, made the choice of the 6L 32/44 CR logical.” with significant technical innovation to
The propulsion system of the Princesse Benedikte, like the other three ferries operat- also fulfill future engine requirements,”
ing on the route, is equipped with four Rolls-Royce thrusters, each with two contra- said Haas.
rotating propellers. Scandlines has equipped the four thrusters with vibration moni- Compared with the 32/40 engine,
toring, making it possible to avoid operational modes, at which the thrusters suffer. the stroke has been increased from 400
The 6L32/44 CR will be one of five 32 cm bore engines driving electric genera- mm to 440 mm, and at the same time
tors. The power plant provides power not only for the propulsion, but also for all the compression ratio has been
other consumers onboard. The maximum output of this new MAN Diesel engine is increased to 16.2. The maximum firing
3360 kW. The corresponding specific fuel consumption is 177 g/kWh and the spe- pressure of 32/44 is 230 bar. “A main
cific lube oil consumption is 0.8 g/kWh. The four-stroke engine is designed to oper- continued on page 38
36 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
ThermalStructures.qxp 4/16/07 6:43 PM Page 1

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

WW207.qxp 10/17/07 1:55 PM Page 2
MARINE PROPULSION
The new 6L32/44 CR transported on road to the Fredericia Verft in Denmark, where the in-
stallation was done.
tool for reducing the fuel consumption
is a high Pmax ,” said Haas. “Back in the
’60s the Pmax of this type of engine was
below 120 bar.”
An optimized valve tuning and a
flexible and controlled injection of fuel,
enabled by the common rail system,
help improve the overall performance
of the new engine, as does an efficient
turbocharger.
The radial turbocharger has an
increased efficiency thanks to opti-
mized compressor and turbine. In-
ternal flow recirculation and jet assist
improve flexibility and response time.
A new compressor wheel assembly also
cuts maintenance time.
The turbocharger is, as usual, of
MAN Diesel’s own design — as are
other major components like fuel injec-
tion system and the electronic control
and supervision system.
“We have an extensive, in-house
testing capability featuring an ad-
vanced measuring technology,” said
Haas. “It is imperative to know what is
taking place within the various compo-
nents and systems.”
The common rail system allows for
optimizing the performance to suit a
specific application, and for a ferry duty
this means operation at full load.
The engine control system made by
38 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
MAN Diesel is called “SaCoSone.” It
consists of three modules: the CMS for
control, monitoring and safety; the EFF
for control of the fuel injection; and the
GCS module for control and service
functions, also containing a gateway.
The injection unit, the control mod-
ule and a local operating panel are all
placed on the engine. An auxiliary cab-
inet is located away from the engine,
and a remote operating panel is located
in the wheelhouse.
The control system takes care of func-
tions like the common rail system and
the variable geometry of the turbocharg-
er’s turbine and its jet-assist, (the latter
improves efficiency for less smoke at
rapid load increases), valve tuning and
the fuel/water emulsion properties.
Said Thomas Kremser, MAN Diesel,
“Since 50% of the world trade is pow-
ered by diesel engines, we feel re-
sponsible for developing cleaner en-
gines. The new 32/44 engine is a step
in this direction.”
He continued, “Our medium-speed
diesel engines of today are emitting
well below the levels set forth by IMO
Marpol, Annex VI, and our target is to
meet a future reduction expected to
be a 30% reduction of these IMO
requirements.”
In order to further reduce the engine
Scandlines Sold
to Consortium
A consortium under the leadership
of Allianz Capital Partners GmbH
(ACP), Munich, 3i Funds managed
and advised by 3i Deutschland,
Frankfurt and 3i Nordic, Copen-
hagen (3i Group), including the
strategic partner Deutsche Seeree-
derei GmbH (DSR), Rostock, an-
nounced its intent to purchase the
shares of Scandlines Group. A con-
tract was signed back in June with
the previous owners, Deutsche Bahn
AG and the Danish Ministry of
Transport and Energy. The mutual
agreement is subject to approval by
the board of Deutsche Bahn AG, the
Finance Committee in the Danish
parliament and antitrust authorities.
According to details of the plan,
ACP and 3i will hold 40% each of
the shares of the consortium, while
the DSR will hold the remaining
20% of the shares.
The consortium plans to further
strengthen and develop Scandlines
Group as a ferry shipping company
in the Baltic Sea region. For that
purpose the consortium has agreed
on a long-term business plan that
relies on the qualified and well-
skilled employees of Scandlines
Group. The consortium has there-
fore agreed not to lay off any em-
ployees for operational reasons until
Dec. 31, 2010.
The new owners have the mutual
intention to seek a listing of Scandlines
Group on the stock exchange. At the
time of any IPO, DSR has the oppor-
tunity to take over the industrial lead-
ership. The seller and the buyers are
convinced that the consortium is the
best basis for securing the future of
Scandlines Group and its various loca-
tions in the long run.
The consortium will appoint Jan
Stenberg, the former chief executive
of SAS and a former supervisory
board member of Lufthansa, to
become chairman of the supervisory
board of the Scandlines Group. A
WW207.qxp 10/17/07 1:56 PM Page 3

MARINE PROPULSION

old ABB generator was replaced by a ating on the Rödby-Puttgarden route

new AVK generator equipped with a
heat exchanger from Klima. The new
electrical systems were installed by
Scanel International and Kongsberg
Automation. Local companies were
used for piping and other mechanical
installations.
“The Princesse Benedikte is double
ended like the other three ferries oper-
and takes 1100 passengers and 360
cars per trip. Five passenger trains per
day in each direction is also carried
over,” said Jordt. “The time for off- and
on-loading is 15 minutes, and a normal
crossover is done in 45 minutes with a
speed of 16 knots.” A
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The new engine was lifted down into the

engine room through a hole cut up in the
deck above the engine room. The exchange
of engines was done during a normal, bian-
nual dry docking.

emission Kremser pointed to a variety

of available technologies like fuel/water
emulsion, which offers up to a 30%
reduction of the NOx emission. The
HAM system humidifies the air after
the turbocharger and also reduces the
NOx. Kremser also mentioned the SCR
system, which enables an 80% reduc-
tion of the NOx. “The installation and
operation of SCR systems are costly,
and it is therefore important for engine
manufacturers to develop engines with
low emissions in order to reduce the
aftertreatment of the exhaust as far as
possible,” said Kremser.
“The detailed planning, coordination
and several other tasks connected to
the engine exchange were done by our
own staff, while design, calculations
and drawings for the installation of the
new engine, were done by Neptun
Stahlkonstruktions and Scanel In-
ternational,” said Jordt. “The lifting out
of the old engine was done by the
Fehmarn-based company Stahlbau
Grebin and the lifting-in of the new
engine was done by Voss International
and Fredericia Verft. The installation of
the new engine was done during a nor-
mal, biannual dry docking.”
A hole was cut in the deck above the
engine room and the removal of the old
engine was done in only two days. The SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 39
WW232.qxp 10/17/07 11:34 AM Page 1

ENGINE ACCESSORIES

Spain’s fisheries and

oceanographic vessel
Miguel Oliver has ad-
vanced noise and vi-
bration attenuation to
help it meet Inter-
national Council for the
Exploration of the Sea
(ICES) specifications for
radiated underwater
noise.

peller’s turning speed, from 0 to 178

r/min, forward and reverse, which in
Spanish Technology turn gives high-precision control over
the ship’s motion.

Lowers Noise/
In addition to precise control of pro-
peller speed, and therefore the ship,
the diesel-electric propulsion system

Vibrations in generates much less noise and vibra-

tion than conventional propulsion sys-
tems. However, these levels, which

Research Vessel would be more than acceptable in a

cargo or fishing vessel while providing
maximum comfort conditions, are
Spain’s first oceanographic vessel complies with ICES standards inadequate for a fishery and oceano-
graphic research vessel.
In effect, research vessels must com-
One of the world’s most advanced fisheries and oceanographic research ships was ply with even more stringent standards
recently commissioned into service in Spain. The 70 m Miguel Oliver, with 2000 kW in terms of noise and vibration. The
of propulsion power, was built by Vigo shipbuilder MCíes and commissioned by International Council for the Ex-
the Ministry of Agriculture, Fishing and Food, MAPA, which will allocate it to the ploration of the Sea (ICES) has pre-
Fishing Directorate. This is the government agency that will program the vessel’s pared a specification for radiated
research campaigns, which will help the Spanish fleet to balance profitability and underwater noise with which oceano-
sustainability in its fishing activity. graphic research ships must comply.
The Miguel Oliver is fitted with the most modern equipment to maximize the The ICES enjoys such high esteem that
effectiveness of its work. This includes an efficient, silent diesel-electric propulsion international forums do not accept
system, a dynamic positioning system that helps the vessel to keep its reference studies and reports done with oceano-
position even in the most adverse sea conditions, and deck equipment that makes graphic ships that do not comply with
fishing operations possible at depths that are as yet unstudied and that many the specification.
researchers think may hold a significant part of the fishing potential of the oceans.
The Essence of Maritime R&D
Silent Propulsion without Vibration Until now, none of Spain’s fishing
The project, construction and outfitting of the Miguel Oliver included the partici- and oceanographic research vessels
pation of Spanish companies capable of providing the most technologically have complied with the ICES standard.
advanced solutions to the challenges posed by a vessel with these characteristics. Of This is not to say that they are not
the many advanced systems and equipment installed on Spain’s new oceanograph- excellent ships that carry out important
ic vessel, the propulsion system undoubtedly deserves special attention. research campaigns with very useful
The Miguel Oliver’s propulsion system is diesel-electric, and consists of four gen- and reliable results, but their underwa-
erator sets driven by Guascor diesel engines, each with an output of 845 kW at ter radiated noise levels, which modify
1500 r/min, that produce all of the power needed to drive two electric propulsion the object of the research, exceed the
motors, in addition to providing electrical power to all of the ship’s onboard serv- values specified in the ICES standard.
ices and machinery. So the challenge for the Miguel Oliver
The tandem-mounted electric propulsion motors drive a fixed-pitch propeller via and its propulsion system was to comply
a single shaft arrangement. This installation allows linear adjustment of the pro- continued on page 42
40 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
Seatrade_Sept07_WW.qxp 8/6/07 3:03 PM Page 1

MIAMI BEACH CONVENTION CENTER

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WW232.qxp 10/17/07 11:43 AM Page 2

ENGINE ACCESSORIES
with the standard, which translates
into generating noise and vibration
levels that fall below a particular
“noise limit curve.”
In order to comply with these strict
conditions in the new vessel, Guascor,
the manufacturer of the engine genera-
tor sets that make up the heart of the
propulsion installation — with its
excellent engine testing facilities —
undertook an ambitious R&D program
with the goal of achieving compliance
with the ICES standard for the Miguel
Oliver. This would allow international
approval of the vessel’s research results.
Collaboration between
Guascor and the resilient
mountings supplier Vibra-
chock led to the dual-base-
plate design that doubles
the frequency attenuation
levels. The new system in-
cludes resilient mountings
between the upper and
lower baseplate, and be-
tween the lower baseplate
and the floor.
The many months of studies, modifi-
cations to the propulsion system’s
design, test-bench testing and model-
ing of results of this intense task pro-
gressed as follows:
• The noise and vibration experts
from the Spanish engineering firm
TSI, which coordinated this aspect
of the project for the new vessel,
prepared the curve with the maxi-
mum force values that the engine
could transmit to the vessel’s seat-
ings so that the underwater radiated
noise would fall under the curve
specified by ICES.
• The test-bench testing showed that
in conventional generator set instal-
lations — with a common baseplate
for the engine and generator sup-
ported on the floor with resilient
mountings — the levels of vibration
produced by the set clearly exceed
the values of the ICES curve.
• In view of these results, a new
engine-support device was designed
that absorbed a larger percentage of
the vibration potentially generated
by the engine. The calculations and
simulations done in collaboration
with Guascor, and the resilient
mountings supplier Vibrachock, led
to the dual-baseplate design that
doubles the frequency attenuation
levels. The new system includes
resilient mountings between the
upper and lower baseplate, and
between the lower baseplate and the
floor. This attenuates the vibration
generated by the engine-alternator
unit to minimize the vibration that
reaches the floor.
• To verify the results of this design
modification, a finite element

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WW232.qxp 10/17/07 11:37 AM Page 3
ENGINE ACCESSORIES
geometric model was created for the
entire assembly. The forces transmit-
ted by the engine to the floor were
entered into this assembly, and its
reaction in response to the forces
was studied.
• The results obtained in both the initial
model, which used rigid baseplates,
and in a second version (closer to the
real design) that considers baseplates
to be flexible elements and takes into
accounttheir deformation, predicted
that the resulting reaction forces
would be below the limits of the curve
The Miguel Oliver’s
propulsion system is
diesel-electric, and
consists of four gen-
erator sets driven by
Guascor diesel en-
gines, each with an
output of 845 kW at
1500 r/min.
prepared by TSI, and would therefore
comply with the ICES requirements.
From the Test Bench to the Sea
After making the modifications and
obtaining the results of the simulation on
the geometric model used, the theoreti-
cal results have to be verified by reality,
first on Guascor’s test bench and then at
sea — the most real and demanding test
bench for vessels and their equipment.
The test-bench testing was done at
Guascor’s facilities in early April 2006,
and the results fully confirmed the pre-
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
dictions based on the theoretical calcula-
tions. In the first place, a significant drop
in the level of vibration with respect to
tests done with the conventional base-
plate arrangement was observed. But
what was really interesting was the con-
firmation that the level of reactive forces
was below the TSI curve.
But the actual criterion that must be
fulfilled to obtain ICES certification is
the radiated underwater noise level, and
this can be verified only after the vessel
has been built, all of the machinery has
been installed onboard, and the corre-
sponding sea tests have been completed.
And that is what happened: the noise
and vibration levels measured during
the vessel’s sea testing complied with
the ICES specifications so that once the
necessary verifications had been com-
pleted, the organization issued the cer-
tificate that states that the fisheries and
oceanographic research vessel Miguel
Oliver complies with the radiated
underwater noise specifications for
research vessels. A
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WW137.qxp 10/19/07 11:46 AM Page 1

INDUSTRY NEWS BY BO SVENSSON

A cross-sectional view of the ME-B engine from MAN

shows the engine’s design layout (above). This curve
shows the average power and speed demands for
container vessels, tankers and bulk carriers as they
relate to various MAN ME-B engines (right).

MAN Diesel Expanding Engine Program

Based on experience from a combined
total of more than 3000 engines of the
50-bore range, MAN Diesel is now
launching a new series of S50ME-B type
engines that add to the existing, small-
bore S35ME-B and S40ME-B engines,
which were introduced less than a year
ago. The new S50ME-B engines are
available in Marks 7, 8 and 9 variants
and are designed to strengthen the
proven 50-bore range that also includes
the S50 ME-C/MC-C/MC series.
“The introduction of these new
engines will enhance our 50 cm bore,
low-speed engine program,” said Ole
Groene, sales director of MAN Diesel.
“We use the ME-B series to broaden the
application of the ME concept in its
small bore and medium-sized, two-
stroke engines, using the electronic
fuel-injection control already intro-
duced for our large bore engines.”
All the new S50ME-B engines are
available in five- to nine-cylinder vari-
ants. This means that the entire ME-B
program now boasts a total output
range from 2975 to 16 020 kW.
“The ME-B7/8 design is based on
that of the existing, mechanical MC-C
range — the most popular two-stroke
engines available on today’s market,”
said Ole Groene. “It upgrades some of
the market’s leading engines with elec-
tronic controls that provide improved
operational economy and flexibility,
and maneuverability. The S50ME-B7/8
variants have clear cost benefits in their
power bracket. This makes it possible
for existing ship designs with the
S50MC-C to benefit, where application
of the advanced S50ME-C type is con-
sidered less feasible.”
The S50ME-B7/8 will have the same
output and installation data as the cor-
responding S50MC-C/ME-C versions.
With the introduction of the higher-
powered S50ME-B9, engine output
increases by 12.6% per cylinder, com-
pared with the Mark 7. Furthermore,
the Mark 9 is designed to suit continu-
ously evolving hull designs, based on
more efficient propellers with a lower
optimum speed. The engine will be
introduced with 117 r/min specification
and will adopt the design features intro-
duced with the smaller ME-B engines.
As the production cost of small, two-
stroke engines is of paramount impor-
tance, the ME-B9 will feature a higher
MEP and stroke-to-bore ratio, and a
higher mean piston speed to increase
power concentration. A number of
innovative, cost-saving manufacturing
features have also been introduced.
The exhaust valve of all S50ME-B
types is operated by a smaller camshaft
than normal when compared with its
MC-C counterpart.
The S50ME-B series can be optional-
ly delivered with TCA turbochargers
with variable nozzle ring technology,
which compensates for the absence of
variable, exhaust-gas valve timing in
terms of part-load fuel consumption.
As with the larger ME-engines, the
Alpha Lubricator comes as standard,
ensuring a very low, cylinder lubricat-
ing-oil consumption as the electronic
interface allows precise adjustment.
“The advanced fuel-injection control is
an efficient way of managing current and
future environmental-emission require-
ments, with a fuel economy that is sec-
ond to none in its class,” said Ole Groene.
“The ME-B series provides engines geared
to market requirements for fuel economy
and higher power as well as reliability
and low life-cycle costs.” A
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44 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide

WW239.qxp 10/19/07 11:59 AM Page 1
INDUSTRY NEWS
New Service Center for
Westfalia Separator
Mineraloil Systems
Westfalia Separator Mineraloil Sy-
stems has recently inaugurated a new
5000 m2 service center in Hamburg-
Harburg, Germany, which the compa-
ny moved into in June of 2007. The
relocation has given the company the
ability to expand and restructure its
operation and to focus on internal
processes, whereas logistics and ware-
house management and shipment have
been outsourced to a professional serv-
ice provider.
Westfalia explained that great impor-
tance has been given to spare parts
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
The new facility of
Westfalia Separator
Mineraloil Systems
is located in the
Neuländer industrial
estate of Hamburg-
Harburg, Germany.
It includes a service
center, spare parts
hub, repair shop for
bowls and training
center.
identification and shipment tracking
— thanks also to the introduction of
bar-coding, the manufacturer expects
delivery ability to rise from 90 to 95%
within the year 2007.
The facility in Hamburg-Harburg
also features a separate repair work-
shop, which should assure quicker
repair activities. So far, bowls from
Westfalia in Europe could only be
repaired at the French production facil-
ity of Chateau-Thierry, which meant
longer waiting times because of the
transportation involved.
A new integrated training center is
also available within the new Hamburg
service center. The main purpose of
this facility, according to Westfalia, is to
provide live training to its customers’
employees on the machines with which
they will subsequently work in their
own company or at sea. For example,
products from the company’s Sea-
Protect Solutions are permanently in-
stalled for this purpose. An additional
web-based training program has been
set up at the training center, which will
aim particularly at those operators
involved in offshore sites all over the
world. The center will also provide per-
manent training to the company’s own
service employees.
Westfalia Separator Mineraloil Sy-
stems celebrated its 100-year anniversary
this year — the German manufacturer
supplied its first mineraloil separator in
1907. Back then, centrifuges were begin-
ning to be used for cleaning steam cylin-
der oils used for lubrication. The filter
units that were in use before separators
came to the market were failing because
of the high water content. Thus, the new
separation technology rapidly expanded
for applications in steam engines.
From that point, Westfalia Separator
Mineraloil Systems has expanded into a
global business that is active in many
markets including shipbuilding, power
generation and oil and gas production. A
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WW246.qxp 10/17/07 10:04 AM Page 1

POWER NEWS PRODUCTS, TECHNOLOGIES AND ACTIVITIES BY MIKE MERCER

GENERATION
opposed to 500 r/min (50 Hz) and
GE Wins Contracts Worth US$750 Million 514 r/min (60 Hz) respectively. It has
Under agreements totaling more than US$750 million, GE Energy announced low NO x emissions, down to 710
it will supply six advanced technology, Frame 9FB gas turbine-generators and ppm NOx at 15% oxygen, which is
associated services to EDF (Électricité de France) for the utility’s electrical power the required level in India today. The
production facilities in France and elsewhere in Europe. The new machines will Wärtsilä 20V46F will also be able to
be incorporated into combined-cycle power plants. The six Frame 9FB units will comply with the World Bank envi-
be installed in the EDF group’s production facilities in France and in some ronmental requirements, which are
European subsidiaries. GE Energy’s plant in Belfort, the only manufacturer of becoming increasingly stringent. A
medium- and high-power gas turbines in France, will supply the equipment
and handle plant engineering for the projects. GE Signs Contract for
Along with the supply of the gas turbines, the scope of the agreements with Chinese BFG Power Plant
GE includes contractual services providing maintenance services and spare GE Energy announced that it signed
parts for 12 years. In addition to the contracts announced today, EDF has a multimillion-dollar contract with
signed options to purchase additional gas turbines and services from GE. If Wuhan Iron and Steel Co. Ltd. of
those options are exercised, the total value of EDF’s agreements with GE could Wuhan, China, for GE’s first large-size
exceed US$1.2 billion. A blast furnace gas (BFG)-fired, com-
bined-cycle power generation project
in China. GE will supply two BFG-
Siemens to Build France’s fired combined-cycle power genera-
Largest Combined-cycle Plant tion units, each including one Frame
Siemens Power Generation (PG) announced an order for a turnkey natural gas- 9E gas turbine, one generator and one
fired, combined-cycle power plant in Saint Avold, France, from Endesa France, a fuel gas compressor. Delivery of the
company whose principal shareholder is the Spanish power company Endesa. The gas turbines is scheduled for late 2008
contract is valued at approximately US$590 million, and the plant is scheduled to and the plant expects to begin opera-
go into operation in early 2010. tions in late 2009. A
Siemens PG’s scope of supply encompasses two SGT5-4000F gas turbines, two
steam turbines and two generators, as well as all mechanical equipment, electrical
systems and equipment, and the SPPA-T3000 instrumentation and control (I&C) Brazilian Offshore
system. Each power block of the new plant, to be built on the existing power plant Contract for Centrax
site Emile Huchet in Saint Avold in Lorraine, will have a capacity of 430 MW, Centrax Gas Turbines has won a
reportedly making the facility France’s largest new combined-cycle plant to date. A contract to supply three 5.3 MW
CX501-KB7 dual-fuel generator sets
New 20-cylinder Wärtsilä 46F Engine Introduced to Brazil. The end user is CMB, an
Wärtsilä Corp. introduced a new 20-cylinder 46F engine for power plant asset developer. Centrax’s customer
installations burning heavy fuel oil. The new engine develops 23 000 kW at 600 for the generator sets is Mauá Jurong,
r/min, is suitable for both 50 and 60 Hz electricity generation and offers more a major EPC contractor in Brazil. The
power and less emissions than the existing 18-cylinder Wärtsilä 46 engine, while three Rolls-Royce powered packages,
maintaining the high energy efficiency. The engine develops 1150 kW/cyl com- built to Centrax’s offshore design,
pared with 975 kW/cyl from the Wärtsilä 18V46, at 600 r/min (50/60 Hz) as will include CACW cooled, 60 Hz,
4160 V generators manufactured by
WEG in Brazil. Once installed, the
ANALOG-DIGITAL-SERIAL I/O
units will work in pairs with the third
WIRELESS TRANSCEIVERS
unit being held as standby.
Series “TR500 - TR550” The packages will provide heat and
* 12 Bit A/D & DAC *8 Analog *8 Relays power on the fixed Mexilhão off-
* Licenseless 916MHz * > 300’L.O.S. Range *RS232, 485 “8N1” shore platform to be located in the
* V/mADC & RMS *pH *%RH *TC *RTD *S-G *4-20mA Santos Basin in 172 m of water and
* 5-28VDC & *90-265VAC Power approximately 145 km offshore
* Power for Transmitters between Sao Paulo and Rio de
Janeiro. The platform will be operat-
OTEKCORP.COM Lifetime
ed by Petrobras. The platform is the
520-748-7900 first development that Petrobras has
Warranty
planned for this area. A
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

46 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide

MTU_Ironmen_Nov07WW.qxp 10/15/07 2:04 PM Page 1

MTU - A Tognum Brand

SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM
WW234.qxp 10/17/07 9:59 AM Page 1

MARINE PROPULSION BY IAN CAMERON

At the higher end of Offshore Patrol

Vessel (OPV) designs in the VT series is the Ocean
Patrol Vessel for the Royal Navy of Oman. The ship is nearly 100 m
long, capable of at least 25 knots and is powered by twin MTU 20V
8000 M71 engines, each producing 8.83 MW at 1150 r/min.

53600 NR2H gearboxes and Wärtsilä

Tensions Prompt Patrol
Vessel Order Growth
Global demand for Offshore Patrol
Vessels (OPVs) is growing as govern-
ments strive to ensure their navies are
capable of tackling an assortment of
threats and potential disasters. The sce-
narios range from assisting in environ-
mental incidents such as oil spills to
combating terrorists, drug smugglers
and would-be illegal immigrants.
At the forefront of the supply of
OPVs is U.K.-based VT Shipbuilding,
which has recently announced two
major contract successes in Oman and
in Trinidad and Tobago. For the for-
mer, VT Shipbuilding is ready to start
construction of an Ocean Patrol Vessel
for the Royal Navy of Oman this year
with work on the Trinidad and Tobago
Offshore Patrol Vessel earmarked to
start early in 2008.
With the construction of the new
vessels, VT will have four different
types of OPVs in service, all of which
have been built since 2003, as the com-
pany has already supplied three River
Class ships for the Royal Navy to carry
out fishery protection duties around
the U.K. coast.
The 80 m River Class can reach
around 20 knots, with patrol capabilities
enhanced by two VT Halmatic Pacific 22
MKII boarding and rescue boats. The
company said it had also improved the
design with the introduction of the Batch
2 River Class, which has been delivered
to the U.K. Royal Navy for duties as the
Falkland Islands patrol ship.
Focusing on the new orders an-
nounced recently, the Trinidad and
Tobago ship grows the stable of VT
OPV designs, according to the ship-
builder, offering speeds of more than
25 knots with a length of 90.5 m and
the ability to accommodate up to 70
crew with dormitory space for an addi-
tional 50 troops.
The vessel has a propulsion system
configuration of two MAN 16V 28/32D
engines in one engine room delivering
7.35 MW each at 1000 r/min with ZF
controllable pitch propellers.
VT said the long-range maritime
patrol role is enabled by 35 days’ en-
durance and a range of up to 5000 nau-
tical miles at 12 knots. The ship has a
high-speed interceptor and a 20 m long
flight deck for a helicopter.
At the higher end of OPV designs in
the VT series is the Ocean Patrol Vessel
for the Royal Navy of Oman. The ship is
nearly 100 m long and capable of at least
25 knots. Its twin MTU 20V 8000 M71
engines are in separate engine rooms,
supplying 8.83 MW at 1150 r/min. Renk
ASL gearboxes are used along with Rolls-
Royce controllable pitch propellers.
According to the company, a key ele-
ment of the design is a high standard of
crew accommodation, and the ship
includes an active fin stabilization sys-
tem to provide reduced motions, thus
enhancing the effectiveness of both the
crew and ship systems. In addition, it
incorporates a “RAM” bow, which
delivers improved fuel economy and
further enhances seakeeping perform-
ance, VT said. A
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM

48 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide

WW241.qxp 10/19/07 2:36 PM Page 1

INDUSTRY NEWS

Equipment at the MAN Diesel

PrimeServ Academy in Augsburg,
Germany, includes an array of en-
gines, engine systems and sub-sys-
tems, assemblies and sub-assemblies
for the purpose of hands-on learning.

MAN Diesel PrimeServ

Completes its First Year
After-sales organization of MAN Diesel begins second year of activity
with launch of extensive streamlining process

Dr. Stephan Timmermann, MAN Diesel executive board member with responsi- Timmermann underlined that one of
bility for the PrimeServ after-sales organization, recently explained the approach the basic concepts in the development of
behind MAN Diesel PrimeServ, founded in early 2006 and employing 1600 staff. PrimeServ, is customer proximity.
“On the one hand, MAN Diesel is logging sales records and this is already translat- “When supplying engine operators with
ing into increased demand for after-sales products and services. On the other hand, spare parts, technical assistance and
MAN Diesel has made acquisitions in recent times and is in the process of more supervision, distance means expense.
closely integrating its German, Danish, French and U.K. activities. PrimeServ thus Even with our very efficient spare parts
has the task of uniting the after-sales activities of six makes of engines, turbocharg- logistics and fast response arrangements
ers, marine gears and propellers under a single, well-integrated organization and for sending PrimeServ technicians and
under one strong name capable of quickly gaining global product recognition.” their equipment to faraway places, there
Thus, MAN Diesel has opted for a consistent brand policy — PrimeServ is being is no substitute for geographic proximi-
established as a global brand with its own recognizable logo. ty,” Timmermann said.
Most recently MAN Diesel inaugurated its PrimeServ Academy at group head- In 2006 alone, MAN Diesel Prime-
quarters in Augsburg, Germany, which is the latest addition to a group of three Serv established 11 hubs — Los Angeles,
other locations, and represents the company’s flagship. California, and Houston, Texas, U.S.A.;
Timmermann stated that the new academy will primarily aim at promoting qual- Havana, Cuba; Madrid, Spain; Rotter-
ification, “On the customer side, by instructing the attendees in the technology of dam, Netherlands; Mumbai, India; Da-
MAN Diesel products, but also working as an important instrument in customer lian, Guangzhou and Shanghai, China;
relation management, aiming to build lasting relationships with our students and Colombo, Sri Lanka; and Auckland,
raise their awareness of the benefits of OEM standards in engine maintenance, over- New Zealand. The period 2007 to 2008
haul and repair — and significantly operation, too.” will see as many as 20 further locations
With regard to MAN Diesel’s own staff, qualification means educating staff to a equipped and qualified to hub standard
level that ensures that every PrimeServ hub or service station is qualified as a multi- for the full product range.
product service outlet with after-sales capability for the whole product range. continued on page 50
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 49
WW241.qxp 10/17/07 9:52 AM Page 2

INDUSTRY NEWS

Shown here is the refur- same approach has been adopted for
bishment process of an ex- parts refurbishing. “Where previously
haust valve. In addition to remanufacturing and reconditioning
the MAN Diesel PrimeServ was the preserve of our Hamburg Service
Service Center in Hamburg, Centre, now they will be carried out at a
Germany, parts recondi- number of strategic locations around the
tioning will also be carried world, including Dubai, Singapore and
out at strategic locations Houston and New Jersey in the U.S.A. In
around the world, includ- this way we ease the pressure on compo-
ing Dubai, Singapore, and nent suppliers in a situation where
Houston and New Jersey in demand for parts is rising simultaneous-
the U.S.A. ly for both new products and a rapidly
increasing engine and turbocharger pop-
ulation,” he said.
Timmermann noted that the organi- Spares inventories have been increased Spare parts kits have also been
zation has also been rationalized. “As and optimized on the basis of customer recently introduced by PrimeServ, for
the after-sales successor to three differ- demand statistics to ensure that stocks which Timmermann reported an
ent companies, we inherited more precisely reflect actual ordering patterns. extremely positive market response,
authorized repair shops and agents And stocking of spares is being global- “The kits simplify the customer’s order-
than we needed — some of whom were ized, i.e., inventories are being estab- ing task and ensure that components
not performing to PrimeServ stan- lished at strategic locations around the essential to a job are not omitted from a
dards. In this regard our policy is crys- world to give customers the advantage of corresponding order on PrimeServ.”
tal clear: commit to PrimeServ and we maximum possible parts proximity. Regarding the gray market and prod-
will invest in you and help to promote Timmermann confirmed that the uct piracy, Timmermann stated that,
you,” Timmermann stated. This strate-
gy caused the number of PrimeServ
hubs to increase, while the number of
authorized repair shops and agents is
being rationalized.
PrimeServ announced the imminent
installation of three major customer
access points at Augsburg, Singapore
and Houston. The three locations will
share a single service telephone num-
ber, and have full access to all the
engine and turbocharger customer
data. Each location will operate during
its own daylight hours and pass its
portfolios westward as the day ends.
As a logical consequence to all these
measures, PrimeServ is also rapidly
improving the prompt availability of
both spare parts and technicians for
assistance and supervision. Timmer-
mann confirmed that, “The boom in
demand for large diesel engines, which
started two years ago, has already led to
a very noticeable increase in demand
for PrimeServ products and services.
One of the measures we have taken is a
program to sever the link between the
production of OE and aftermarket
components to reflect the differing
quantities involved, and that OE and MAN Diesel PrimeServ’s spare part kits have been well received on the engine and tur-
after-sales activity are on completely bocharger aftermarket. They comprise all the parts specific to a given service or repair job,
different demand cycles.” simplify ordering tasks and ensure that essential parts are not forgotten.

50 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide

WW241.qxp 10/17/07 9:52 AM Page 3

INDUSTRY NEWS

aside from rare cases where there is a NOx emissions are substantially re- lier and in a more structured way in the
legal remedy, the answer to piracy is the duced. A new, state-of-the-art tur- product design process to ensure that
creation of an efficient and, importantly, bocharger can also have a dramatic service, maintenance and repair needs
proactive after-sales organization. effect on engine performance, fuel con- are given full consideration at the earliest
Studies have shown that it is more likely sumption and emissions, and is emi- development stage, and we are gearing
to be the extended delivery time, not the nently retrofittable — as are our new up to stay with the engine for life, sup-
price of genuine parts, that causes cus- technologies targeting increased engine plying it with spares, servicing it, over-
tomers to go to the gray market. control flexibility.” hauling it, repairing it and updating it
PrimeServ is also responding to a Timmermann concluded his review with retrofits.” A
worldwide shortage of trained ship’s on PrimeServ’s activity in its first year, SEE DIRECTLINK @
crews and an overriding global trend to “We are now involved more closely, ear- WWW.DIESELGASTURBINE.COM
corporate specialization. Timmermann
explained, “This has led companies to
concentrate on core activities and
translated into a trend toward delegat-
ed, contracted service, maintenance
and repair. It started in the power plant
sector but is now expanding rapidly in
the marine propulsion business.”
PrimeServ’s response is its new EMC,
Engine Management Concept. “It con-
sists of tailor-made maintenance con-
tracts, which can cover all the cus-
tomer’s needs under the supervision of
MAN Diesel PrimeServ experts and the
worldwide service centre network. The
contracts guarantee prompt response 24
hours a day, every day of the year, and
range from advice on spares ordering
and maintenance planning to servicing,
overhauls and the complete takeover of
all engine operation and maintenance
tasks. If specified, PrimeServ would
assign its own engineer permanently to
the customer’s installation.”
EMC is offered for both new and
existing engines, works on the basis of
contracts lasting five, 10 or 15 years —
or even the life of the engine — and is
charged at a fixed, monthly rate, mean-
ing predictable costs and reduced
financial risk for the customer.
In parallel to the increased MAN
Diesel engine population, PrimeServ is
also gearing up for a forecast wave of
retrofit activity. As Timmermann
pointed out, “A number of the solu-
tions we offer on our new engines can
be retrofitted on existing engines. For
example, as the natural gas pipeline
infrastructure expands in Europe and
elsewhere, we are experiencing de-
mand for engine conversions from
diesel or heavy fuel operation to dual-
fuel technology where natural gas is
ignited by a liquid fuel micro-pilot and
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 51
WW150.qxp 10/19/07 2:41 PM Page 1

WORKBOATS BY PETER MULLINS

Repairs to
diesel engine
components
for the marine
and power
industries

Olympic Octopus is an innovative anchor handling tug supply vessel

Typical damage designed by Rolls-Royce. Its 11 931 kW propulsion output is derived
to cast iron from twin Rolls-Royce Bergen B32:40 V12 P engines. The vessel was
components can recently delivered by Aker Yards to Olympic Shipping for operation
be any or all of in the Mediterranean on long-term contract to BP.
the following:
• Corrosion
• Erosion Innovative Offshore
• Mechanical
Damage
Vessel for Olympic
• Fractures Shipping
A diesel engine
cylinder head One of the world’s most innovative offshore vessels has
repaired/restored recently gone into service with Olympic Shipping. Designated
to ‘as new’ Olympic Octopus, the craft, a type UT 712L, was delivered by
Aker Yards from its Søviknes shipyard in Norway and will oper-
condition
ate in the Mediterranean on a long-term contract to BP.
The vessel is classed as an anchor handling tug supply ves-
sel with 11 931 kW. Designed by Rolls-Royce, it derives its
name from the novel flexible arms that form part of an
All work advanced and novel anchor handling system. As well as hav-
carries a 12 ing an efficient hull to reduce fuel consumption, the vessel
month guarantee incorporates a range of new equipment developed by Rolls-
Royce to increase crew safety on deck and also improve living
Samson Road, Hermitage Industrial Estate, conditions through reduced noise and vibration.
Coalville, Leicestershire LE67 3FP UK
First and foremost are the Rolls-Royce Bergen B-series main
Tel: +44 (0)1530 811308
engines, which have been further developed to increase power
Email: sales@castironwelding.co.uk
Web: www.castironwelding.co.uk and reduce emissions with improved and simplified control
systems. The twin power units are B32:40P models in a 12-

Peter Mullins is a freelance writer based near Bristol, England.

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

WW150.qxp 10/19/07 2:41 PM Page 2

WORKBOATS
cylinder, Vee-configuration (320 mm x
400 mm bore x stroke) driving CP pro-
pellers in nozzles. In addition, there are
four thrusters — three tunnel side
thrusters and an azimuth swing-up unit
— all rated at 884 kW. These give an
operational speed of 18 knots.
Particular interest centers on the
tunnel thrusters, since one of them is
the first application of the newly devel-
oped Rolls-Royce Rim Drive thruster
technology. Rim Drive is an integrated
system combining electrical, mechani-
cal and hydrodynamic elements. The
electric motor takes the form of a thin
ring, with the stator fixed in the tunnel
while the rotor blades are attached to
the rim pointing inward. A major
advantage of this arrangement is that
water flow through the unit is unob-
structed since there is no gearbox in
the tunnel, nor are struts needed to
support a hub. The bearings are water
lubricated, eliminating shaft seals and
oil-filled gear housings.
Rolls-Royce points out that the Rim
Drive thrusters are substantially lighter
than conventional types, with a much
shorter axial length. This all provides a
high total efficiency with reduced noise
and vibration. Also, since more thrust
is produced for a given power input,
fuel consumption is minimized.
The vessel itself has an overall length
of 78.3 m, a gross weight of 3050
tonnes and a bollard pull of 180 tonnes.
Olympic Shipping says the design was
chosen because of its international rep-
utation as a solid workhorse with a
strong attraction for charterers.
“At the same time, the equipment
package meets the future needs of the
North Sea oil and gas industry, which
tends to set the standard for other parts
of the world,” notes Stig Remøy, head
of Olympic Shipping.
Olympic Octopus has a working deck
area of 510 m2 and a deck cargo capac-
ity of 900 t. All the normal supplies
can be carried and there is tank space
of 1000 m3 of recovered oil when the
craft is being used in an anti-pollution
role. The vessel is designed for “safer
deck” operations with a Rolls-Royce
Automation System (RRAS), which
includes alarm monitoring, control
systems, tank monitoring and power
steering systems.
The handling system is based on two
cargo-rail cranes with double derricks.
These run on tracks along the entire
length of the deck railing. Special Rolls-
Royce-constructed manipulators act as
mechanical “arms” and work together
with new Rauma Brattvaag towing
pins, shark jaws and centering devices
to carry out key functions. These can be
controlled remotely from a safe zone by
the crew. For anchor handling, there is
a two-drum Rauma Brattvaag hydraulic
main winch with a 400 t pull and a 138
t secondary winch.
With Rolls-Royce’s DP2 dynamic
positioning system, which meets the
full IMO DP requirements, Olympic
Octopus provides an apt demonstra-
tion of Rolls-Royce’s ability to provide
an across-the-board service in the
marine sector. A
SEE DIRECTLINK @
WWW.DIESELGASTURBINE.COM

worldwide needs reliable

Whoever wants to manoeuver on the seas

drive systems. Voith Turbo keeps your ships

on course

Industry I Marine I Rail I Road
Precise manoeuvring is becoming ever
more important in shipping. Voith Turbo
Marine has been designing systems that
are safe for man and environment for
over 80 years: with tailor-made drives
such as the Voith Schneider Propeller,
the Voith Turbo Fin, the Voith Cycloidal
Rudder and the world-wide proven ship’s
concept of the Voith Water Tractor we
www.voithturbo.com/marine
are proving our far-reaching compe-
tence. Low-maintenance systems for
safe operation, high availability and
quality for a wide variety of ships.
Your ships stay worldwide on course.
Please visit us at:
Europort Maritime, Rotterdam, Hall 1, booth 1319.
Marintec, Shanghai, German Pavillon, Hall W2, 2 G21-5.
Int. WorkBoat Show, New Orleans, booth 569.

Voith Turbo
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
WW244.qxp 10/17/07 10:22 AM Page 1

MARINE NEWS PRODUCTS, TECHNOLOGIES AND ACTIVITIES BY MIKE MERCER

PROPULSION
Wärtsilä Restructures Ship Power Unit continuous rating R1, the full-load
Wärtsilä’s Ship Power announced that it is reorganizing into five Ship Power BSFC has been reduced from 171 to
Business Segments that will include: Merchant, Offshore, Cruise & Ferry, Navy, 169 g/kWh. This fuel saving is made
and Special Vessels. The aim is to respond better to market requirements, in possible by employing the latest tur-
terms of value proposition and technology development, as well as to be pre- bochargers in the “-D” version. A
pared for market fluctuations. The rollout of the new model started on July 1,
2007, and will be fully set up by the end of the year. A Korean Coast Guard
Order for Tognum
World’s Fastest Diesel Upgraded Wärtsilä RT- MTU Friedrichshafen, a Tognum
Ferry Launched flex50 Engines subsidiary, announced it has received
The first of two multipurpose Auto Wärtsilä has introduced a new, “-D” an order worth approximately US$85
Express 65 m high-speed ferries built for version of its RT-flex50 low-speed million from the Korean government
the Sultanate of Oman was recently marine engine type with a higher for 44 large-scale engines to be deliv-
launched at the Austal Image Henderson power rating and lower fuel consump- ered between July and September 2008
shipbuilding facility. With a top speed in tion when compared with the existing for 11 of its coast guard vessels. The
excess of 50 knots, the vessels will report- “-B” version. The maximum continu- order includes 22 units of the Series
edly be the fastest diesel-powered vehicle ous power output of the RT-flex50 has 4000 engines rated 2750 kW and 22 of
ferries ever built. Scheduled for delivery been raised by 5.1% from 1660 to the Series 1163 engines each featuring
in 2008, the two catamarans will provide 1745 kW/cylinder in the “-D” version an output of up to 7400 kW. MTU
a new tourism service to Oman’s magnif- at the same running speed of 124 expects additional orders in the next
icently rugged Musandam Peninsula and r/min. Thus, with five to eight cylinders few years due to the Korean Coast
will be the flagship in the Sultanate’s in-line, the RT-flex50 in the “-D” ver- Guard’s plans for further fleet modern-
expanded marine transport network. sion covers a power range of 6100 to ization by 2010. A
Both vessels are powered by four MTU 13 960 kW at 99 to 124 r/min. At the
20-cylinder 1163 series diesel engines same time, the brake specific fuel con- First Order for MAN
each producing 6500 kW and driving a sumptions (BSFC) have been reduced Diesel S50ME-B Engine
Rolls Royce/KaMeWa waterjets. A by 2 g/kWh. Thus at the maximum MAN Diesel has received an order for

ROBUST EFFICIENCY
The synergy of building robust and HIÀFLHQW GLHVHO
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info@abcdiesel.be
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SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
54 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
WW244.qxp 10/17/07 10:28 AM Page 2

MARINE NEWS PRODUCTS, TECHNOLOGIES AND ACTIVITIES BY MIKE MERCER

PROPULSION
the 6S50ME-B8 engine, the very first
from the new 50ME-B series. TORM,
the Copenhagen-based shipping com-
pany, and Guangzhou Shipyard Intl.
Co. Ltd. (GSI) have signed a deal for
seven, 50 500 DWT chemical/product
tankers to be built at GSI’s facilities in
China. The 6S50ME-B engines for these
vessels will be delivered by DMD Dalian
Marine Diesel. MAN Diesel will super-
vise construction, shop tests, on-site
installation and commissioning of the
engines, as well as participate in subse-
quent sea-trials. A
for four 45 000 DWT heavy lift vessels of
Polarconsult PK148 design that will be
built at two Chinese shipyards. The
value of the contract is about US$34
million – and options for systems for a
further eight vessels which could triple
the order value were included. In au-
tumn of 2009, Rolls-Royce will start a
delivery program of diesel engines, CP
propulsion, tunnel thrusters, generator
sets, steering gear and rudders, deck ma-
chinery, integrated bridge, switchboards
and automation as an integrated system.
The final customer is Suzlon Energy
in India, one of the world’s largest sup-
pliers of wind turbines. Suzlon will use
the vessels primarily for transporting
wind turbine components worlwide. A

Supply Contract
Extension for MTU
Tognum’s subsidiary MTU Fried-
richshafen and Vericor Power Systems,
of Alpharetta, Georgia, U.S.A., have
signed a new contract that will run
until 2012 for the supply of gas tur-
bines to be used in complete MTU
marine propulsion systems. The exist-
ing contract, for a period of two years,
has effectively been extended to five
years. The contract covers Vericor’s
TF50 gas turbines that will be used in
combination with MTU diesel engines
and MTU marine electronics as com-
plete propulsion systems. The main
applications are in yachts and fast fer-
ries. The TF50 delivers a power output
of 4118 kW. A

EPA Sued for Failure to

Meet Deadline
The environmental group, Friends of
the Earth, filed a lawsuit on Sept. 5,
2007, in federal district court against
the U.S. Environmental Protection
Agency (EPA) for failing to meet a
deadline to regulate air pollution from
large ships. EPA committed to an April
2007 deadline to regulate ocean going
vessel emissions in a 2003 Final Rule
approved by the Washington, D.C.,
U.S.A. Circuit Court of Appeals. A

Rolls-Royce Signs US$34

Million Propulsion
Systems Deal
Rolls-Royce has signed a contract
with SE Shipping in Singapore for the
supply of integrated equipment systems SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 55

WWNovAdIndex.qxp 10/19/07 2:43 PM Page 1

ADVERTISERS’ INDEX

NEED FAST ANSWERS? GO TO

WWW.DIESELGASTURBINE.COM
ADVERTISER PAGE NUMBER

ABB Automation Technology Products AB....................51

*ABB Turbo Systems ........................................................4
ALSTOM Power ............................................................11
*Anglo Belgian Corporation ............................................54
C•M•R Contrôle•Mesure•Régulation ..............................35
Cast Iron Welding Services Ltd.....................................52
*Caterpillar Marine Power Systems ..........17, S-2nd Cover
ComAp ....................................................................43, 61
*Fairbanks Morse Engine ................................................7
Fernstrum & Co., Inc., R.W. ........................................S-5
Fluid Power Energy ................................................S-1, 39
*GE Energy ..................................................Fourth Cover
GE Transportation ........................................................21
*Giro Engineering Ltd. ..................................................56
Guascor Americas ........................................................56
*GUASCOR, S.A. ............................................................45
Hitachi Nico Transmission Co., Ltd. ............................29
Indikon
A Riverhawk Company ............................................42
*Kato Engineering Inc. ..................................................64
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM Kavlico Corporation ......................................................60
KBB Kompressorenbau Bannewitz GmbH ......................6
KRAL AG ......................................................................19
MAERSK Fluid Technology, Inc. ..................................13
*MAN Diesel SE ..............................................................5
*Mann + Hummel (UK) Ltd. ..........................................31
*MTU Friedrichshafen GmbH ....................S-4th Cover, 47
*O.M.T. Officine Meccaniche Torino S.p.A.....................25
OTEK Corporation ........................................................46
Posidonia 2008 ..............................................................55
Prime Mover Controls Inc. ..............................................6
*Schaller Automation GmbH & Co. KG ........................15
Seatrade Cruise Shipping Convention ..........................41
*Thermal Structures Inc. ................................................37
Thermamax
Hochtemperaturdämmungen GmbH ........................23
Tranter, Inc.
The heat transfer people ............................................9
*Twin Disc, Incorporated ................................................8
*Voith Turbo Schneider Propulsion
GmbH & Co. KG ....................................................53
*Wärtsilä Corporation ......................................................1
*Yanmar Co. Ltd. ............................................Third Cover
ZF Marine ..................................................Second Cover
*Further information on this company’s products
can be found in the
Diesel and Gas Turbine Publications’
2007 Global Sourcing Guide.
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Universal_subscribe.qxp 10/15/07 11:56 AM Page 1

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58 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide

WW956.qxp 10/19/07 3:47 PM Page 1

WORKBOATS

The first of eight new 33 m

ORCA Class training vessels
for the Canadian Navy are
designed to replace a fleet
of aging wooden ships
that have been used to
train naval personnel since
the early 1950s. The first
vessel, the Orca, desig-
nated as Patrol Craft
Training-55, was delivered
to the Canadian Navy in
November 2006.

and built by Tenix,” said Bill van

Fast Engine Tests Dinther, PEng, PMP, project manager,
ORCA Class Construction Project at

Keep Vessel Launch Victoria Shipyards. “But that’s a little

misleading because by the time our in-
house engineering staff was finished, the

on Schedule only thing that remained from the origi-

nal design was the basic hull shape.”
“Orca was designed to serve as a step-
Caterpillar diesels power new 33 m Canadian Navy training craft ping stone to larger fleet warships,”
DND’s van Reyen said. “Consequently,
the bridge is large for a vessel of this
The Canadian Navy’s new ORCA Class training vessels are designed to replace a size, and provides an all-round, unob-
fleet of aging wooden ships that have been used to train naval personnel since the structed view. Modern navigation sys-
early 1950s. The first vessel, the Orca, designated as Patrol Craft Training (PCT-55), tems similar to those aboard larger war-
was delivered to the Canadian Navy last November. A total of eight of these 33 m, ships — including SHINNADS (ARPA
steel ships will be delivered at three-month intervals over the next two years by radar) and ECDIS (electronic charting)
Victoria Shipyards Co. Ltd. (VSL), Victoria, British Columbia, Canada. — were installed.
Commander David Gagliardi, deputy commander Canada Command, representing “Because the need to replace the
the Chief of Maritime Staff in accepting the Orca on “A” Jetty of Canadian Forces Base existing YAG vessels is urgent,” van
Esquimalt, B.C., said, “Today, we usher in a new era in navigation and seamanship Dinther said, “the entire project has
training for the Canadian Navy. The ORCA Class PCT ships represent a quantum leap been done on a very accelerated sched-
into the future of the Canadian Navy. Sailors will now train in an environment that ule. The shipyard was awarded the
emulates the ships they will ultimately serve in.” contract in November 2004, and the
“ORCA Class PCTs will serve as an afloat training platform for officer training keel of PCT-55 was laid in early
courses comprised of junior officers from several naval occupations,” said Lt(N) September 2005. She was launched in
Darren van Reyen of the Canadian DND. “Courses vary from nine to 13 weeks, of August 2006, and delivered in
which two to three weeks is spent aboard ORCA PCTs.” November — on time, on specification
ORCA Class PCTs can reach speeds of 18 knots, and have a specified and on budget.”
endurance of 660 nautical miles at 15 knots. While their basic role is to provide ORCA Class PCTs are powered by a
at-sea training for Regular and Reserve Force Naval Officers, the PCTs are also pair of Caterpillar 3516B marine
available to train other naval personnel and Sea Cadets. Their range and engines, each rated 1864 kW at 1600
endurance also make the ORCA Class PCTs suitable for surveillance, public r/min. The engines are mated to ZF
affairs support, and search and rescue support missions in coastal waters. Marine 7550A gearboxes with Vulkan
“The ORCA Class is based on the Australian Seahorse Mercator originally designed continued on page 60
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 59
WW956.qxp 10/17/07 9:32 AM Page 2

WORKBOATS

Caterpillar Engine Systems Technologies & Solutions

(EST&S) tested the 12 ORCA power packs; Caterpillar
3516B marine engines rated 1864 kW each at 1600
r/min. mated to ZF Marine 7550A gearboxes with
Vulkan 1K60110038-C couplings as an integrated
package. The complete testing had to be done in an
open 21-day testing window at EST&S Mossville,
Illinois, U.S.A., operations.

1K60110038-C couplings and mount-
ed on Vulkan T60-HA-55-DS vibration
isolation mounts.
Each of the 12 individual engine
power packs had to be tested to certify
that both its performance as an integrat-
ed system, and its emissions, met the
strict Canadian Forces specifications.
“As you might expect,” said Paul
Hoffer, marine projects sales engineer
for Finning (Canada), the Caterpillar
dealer in Vancouver that supplied the
propulsion system to Victoria Ship-
yards, “the testing requirements for a
naval vessel are quite a bit more strin-
gent than those for a commercial instal-
lation. And, the schedule left very little
time to get the testing accomplished.”
Fortunately, Hoffer said, the Cater-
pillar Engine Systems Technologies &
Solutions (EST&S) group, Mossville,
Illinois, U.S.A., had the necessary
equipment to test the engines and gear-
boxes together, and an open slot in the

SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM

WW956.qxp 10/17/07 9:33 AM Page 3
WORKBOATS
test schedule that could accommodate
the project’s needs.
“That’s not to say it was easy,” Hoffer
said, “the opening was only 21 days
during the year-end holidays.”
“Test Cell 512 at the Mossville
Technical Center, is one of the few
places in the world where you can test a
2500 horsepower (1864 kW) marine
engine with the coupling and gearbox
attached,” EST&S Director Rick Alford
said. “We had a 21-day gap in an ongo-
ing program in that cell, and there was
no slack at either end of the program.
We had to get it all done and have the
cell back to the configuration we started
with in three weeks. Period.
“We tested engine performance and
emissions at rated speed and full load.
In addition, we also verified the per-
formance and integrity of the gearbox
and engine system.
“Actually, I can’t think of another time
we’ve run an engine of this size coupled
to a marine gearbox,” Alford said. “We
normally do not have 28 000 Nm of
torque at 622 r/min for any of our testing,
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and we had to do some pretty extensive
preparations to make sure we had a cou-
pling and dynamometer, as well as other
facilities to pull off this test.”
The test cycle involved cold starting
the engine and idling for 10 minutes to
circulate oil through the gearbox. At the
end of 10 minutes, the gearbox oil level
was checked and topped off if necessary.
The engine was then restarted and ini-
tial checks were made for correct tem-
peratures and pressures prior to engag-
ing the gearbox at 650 r/min. Once
engaged, engine speed was increased to
1600 r/min and a water load was applied
to the dynamometer. Then current was
applied gradually to the dynamometer
until a 25% loading was achieved.
The engine was allowed to come up to
normal operating temperature and the
load was then incrementally increased.
Additional checks were performed at
50% and 75% loading. The load was
then gradually increased until engine
speed fell by 5 r/min, at which point the
load was reduced and the engine
allowed to stabilize. Once the engine
However complicated your work environment,
CREATIVE ENGINEERING FOR GEN-SET CONTROL.
temperature stabilized, performance
and emissions data were collected. The
engine was then allowed to cool down
prior to being shut down.
Gaseous emissions were analyzed with
a Horiba MEXA 7100, smoke with an
AVL 415 monitor, and particulates with
a Sierra Emissions Systems BG-2, all
linked to standard Caterpillar in-house
data acquisition and control software. All
12 of the engine/coupling/gearbox pow-
er packs successfully met the Canadian
Navy’s specifications for performance
and emissions, and the testing program
was completed on schedule.
“That wasn’t the end of testing,
though,” Hoffer added. “Once the Orca
was finished, she had to undergo exten-
sive sea trials before she could be turned
over to the Navy. That included an
eight-hour endurance run at full power
with zero malfunctions permitted.
“That’s a pretty difficult challenge to
meet, but with the EST&S test program
under our belts, we approached it with
a lot of confidence. And, of course, the
Orca passed with flying colors.” a
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WW248.qxp 10/17/07 1:50 PM Page 1

BY MIKE MERCER

within five years, and a commitment to

use pollution-based impact fees so that
polluters pay their part to improve air
quality. The ports also agreed to develop
tariff-based incentives and requirements
to curb harmful air emissions and com-
mitted to work with the air quality regu-
latory agencies (AQMD, CARB and EPA)
to establish San Pedro Bay air quality
standards, as well as mechanisms for
tracking improvements in air quality.
Even as trade grows at the two ports,
the plan is aimed to cut diesel-related
particulate matter (PM) pollution by
more than 47% and smog-forming
nitrogen oxide (NOx) emissions by
more than 45% within the next five
years, resulting in emissions that will be
below 2001 levels. Measures under the
The ports of Los Angeles and Long Beach in the U.S. state of California, have been working Plan also aim at reductions of sulfur
on projects to reduce air pollution within the port. Last November, they passed the San Pedro oxides (SOx) by more than 52%.
Bay Ports Clean Air Action Plan, which commits the ports to an aggressive pollution reduction The Plan called for all major contain-
plan over the next five years. er cargo and cruise ship terminals at the
ports to be equipped with shore-side
electricity within five to 10 years, so
Ports Continue Work that vessels at berth can plug into clean
electricity. To reduce emissions of air

on Greener Future pollutants, ships will also be required

to reduce their speeds when entering or
leaving the harbor region, use low sul-
Passage of joint five-year Clean Air Action Plan augments fur fuels, and employ other emission-
individual port efforts reduction measures and technologies.
Recently, a new generation of diesel
locomotives has debuted as part of an
Moving more than US$260 billion a year in trade and more than 40% of the agreement between the ports and the
United States’ containerized cargo, the ports of Los Angeles and Long Beach are the Pacific Harbor Line (PHL), which pro-
largest container seaports in the nation and taken together, rank as the fifth-largest vides switching services for port cus-
container port in the world. With so much activity, the ports are major sources of air tomers and dispatching for all BNSF
pollution, which they have been working to reduce both individually and jointly. Railway and Union Pacific trains within
Last year, the ports of Los Angeles (POLA) and Long Beach (POLB) took joint the ports. The locomotives, outfitted
action to improve air quality in the South Coast Air Basin by introducing the San with remanufactured engines, meet
Pedro Bay Ports Clean Air Action Plan. The plan was created with the cooperation U.S. EPA Tier 2 standards and emit
and participation of the South Coast Air Quality Management District (SCAQMD), 70% less diesel PM and 46% less NOx.
California Air Resources Board (CARB) and U.S. Environmental Protection Agency. The new engines also cut greenhouse
The five-year plan was approved last November by the POLB Board of Harbor gases by burning 30% less fuel.
Commissioners and the POLA Board of Harbor Commissioners in a joint meeting. The cost of the US$23 million proj-
It commits the ports to an aggressive plan of pollution reduction of at least 45% in ect was shared by PHL (US$10 million)
the next five years by addressing all port-related emission sources — ships, trains, and the ports (US$5 million each),
trucks, terminal equipment and harbor craft — to significantly reduce health risks with additional funds from California’s
posed by air pollution. It includes hundreds of millions of dollars of investment by the Carl Moyer Program, which is adminis-
two ports for air quality programs, extensive use of ship-to-shore electricity at the ports tered by the SCAQMD.
62 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
WW248.qxp 10/17/07 1:50 PM Page 2
EMISSIONS WORLDVIEW
Recently, a new generation of diesel loco-
motives outfitted with remanufactured en-
gines meeting U.S. EPA Tier 2 standards
was introduced.
In addition, the POLB honors vessels
and their operators with green flags as a
reward for voluntarily reducing speeds
in port to reduce emissions. This Green
Flag Incentive Program offered as
much as US$2.2 million a year in dis-
counted dockage rates to vessel opera-
tors that observe a 12 knot speed limit
within 20 nautical miles of the Port.
Compliance with the program reached
nearly 82% in 2006, an increase of
more than 13% from the previous year.
One project undergoing testing at the
POLB is a dockside exhaust treatment
technology. Metropolitan Stevedoring
Co., which operates the Pier G bulk
cargo terminal in Long Beach, has part-
nered with Advanced Cleanup Tech-
nologies Inc. (ACTI) to develop a pilot
project testing ACTI’s dockside emis-
sions treatment system at one berth.
The system consists of a “bonnet” that
fits over the exhaust stacks of ships at
berth and through a network of ducts;
captured emissions flow to a dockside
treatment unit like those found at
industrial plants. The treatment unit
includes a multistage emission cleaning
system, with a “scrubber” and selective
catalytic reduction. ACTI of Rancho
Dominguez, California, estimates the
system would reduce harmful air pollu-
tants such as particulate matter and sul-
fur dioxide by 99%, and smog-forming
nitrogen oxide by 95%.
ACTI is also testing the treatment
system on locomotives at Union Pacific
Railroad’s yard in the Northern Cali-
fornia community of Roseville (see
D&GTW, October 2006).
As of Jan. 1, 2007, the new state rule
on cleaner-burning ship fuel took
effect. The regulation, adopted by
CARB in 2005, requires large oceango-
ing vessels, including container and
cruise ships, to use low-sulfur fuels in
their auxiliary engines within 24 nauti-
cal miles of the California coastline.
The regulation will reduce emissions of
harmful diesel PM.
Under the regulation, ships must use
fuels with a sulfur content at or below
0.5%. By Jan. 1, 2010, the maximum
allowable sulfur content will be 0.1%.
Vessel operators must maintain metic-
ulous records and will be subject to
state fines for noncompliance.
Earlier this year, the POLB approved
funding for a hybrid tugboat (see
D&GTW, June 2004). As part of the
deal, the Port would contribute
US$500 000 toward the development
of a hybrid tugboat. The POLA would
also contribute US$850 000 to the
project. The US$8 million hybrid craft
is being built by Foss Maritime of
Seattle, Washington, U.S.A. The vessel
is to begin operation in 2008.
The funding will come from Tech-
nology Advancement Program money set
aside under the San Pedro Bay Ports
Clean Air Action Plan.
Officials from the POLB and Port of
Shenzhen terminal operator Yantian
International Container Terminals
(YICT) signed a Memorandum of Un-
derstanding back in June to exchange
technical information on their best
environmental policies and practices.
This covers the exchange of technical
information on improving air quality,
the establishment of joint delegations
to study port emissions and pollutants,
as well as the ongoing development of
control measures and best practices
surrounding port and urban sustain-
ability policies.
Diesel & Gas Turbine Worldwide N o v e m b e r 2 0 0 7 63
In a sign of what future vessels call-
ing on the ports might look like, within
the last two years, several of Evergreen
Group’s new “green” mega ships have
made calls at the POLA. The vessels
comprise a series of 10 Evergreen
Group S-type container vessels that go
beyond the requirements for future
environmental green standards.
On the cruise line front, earlier this
year, Princess Cruises signed an agree-
ment committing it to cold ironing
when docked at the POLA. The shore
power capability will be available for use
in 2008, and the technology is already
available on the vessels. The project is
similar to the shore power program
Princess debuted in Juneau, Alaska,
U.S.A., in 2001 and in Seattle in 2005.
In addition, Norwegian Cruise Line
signed a multiyear agreement with the
POLA that includes commitments to
several environmental programs, such
as the use of alternative maritime power
(AMP) on its Norwegian Star ship,
which is homeported at the POLA;
compliance with the Port’s vessel speed
reduction program; and using low sul-
fur fuel while navigating in and around
the POLA.
The POLA has also signed environ-
mental-related collaboration agree-
ments with the ports of Guangzhou,
China; Nagoya, Japan; and Tokyo,
Japan. In addition, the POLA signed a
Sister-Port agreement with the Port of
Busan, South Korea.
In September, the POLB released an
analysis of air pollution from port-relat-
ed sources from 2002 to 2005. The
study showed two notable successes —
a nearly 50% cut in air pollution from
cargo-handling equipment thanks to a
Port-sponsored program, and a drop in
emissions from harbor craft. From
other major sources — ships, trains and
trucks — the study showed pollution
increases during the three-year period
under study.
However, Port officials noted, the
study shows a significant decrease in air
pollution per container, pointing to
greater efficiency in the goods move-
ment industry. In addition, the study
period predates the 2006 San Pedro Bay
Ports Clean Air Action Plan. A
WW242.qxp 10/17/07 9:42 AM Page 1

PRODUCTS,
OIL NEWS TECHNOLOGIES
& GAS AND ACTIVITIES

GE Expands
Service Center
GE Oil & Gas announced it is as-
suming operation of a service center in
Edmonton, Alberta, Canada, previously
managed by GE Energy, to provide high-
quality, advanced technology services
across the oil and gas sector to further
increase its service capabilities in North
America. The new focus of the service
center for oil and gas applications follows
the recent announcement that the for-
mer Preco service center in Houston,
Texas, U.S.A., has been expanded and
upgraded to become the GE Oil & Gas
service hub for the Americas. A

Flowserve and Wood

Group Team Up
Flowserve Corp. and Wood Group
Light Industrial Turbines Division, part
of the Gas Turbine Services division of
John Wood Group PLC (Wood Group),
announced a cooperative agreement to
establish a compressor dry gas seal retro-
SEE DIRECTLINK @ WWW.DIESELGASTURBINE.COM
fit program. The agreement will provide
for a wide range of compressor overhaul
LEGAL NOTICE
U.S. POSTAL SERVICE STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION and mechanical seal upgrade solutions to
(Act of August 12, 1970: Section 3685, Title 39, United States Code)
1. Publication Title: DIESEL & GAS TURBINE WORLDWIDE
the oil and gas marketplace. Through
2.
3.
Publication Number: 0278-5994
Filing Date: October 06, 2007.
their combined efforts, the companies
4.
5.
Issue Frequency: Monthly, Except Combined January/February and July/August.
Number of Issues Published Annually: 10.
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6.
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Annual Subscription Price (if any): $65.00
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bilities and experience to deliver turnkey
8.
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Complete Mailing Address of Headquarters or General Business Office of Publisher: 20855 Watertown Rd., Ste. #220, City of
compressor upgrade solutions. This
9.
Waukesha, County of Waukesha, State of Wisconsin 53186-1873.
Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor: Publisher and Editor, Mark McNeely, 20855
cooperation agreement represents a one-
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Waukesha, WI 53186-1873.
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10. Owner is: Diesel and Gas Turbine Publications, Inc., 20855 Watertown Rd., Ste. #220, Waukesha, WI 53186-1873; Stockholders
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ing, repair, service and related auxiliary
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15.
Issue Date for Circulation Data: September 2007
Extent and Nature of Circulation Average No. Copies Each Issue No. Copies of Single Issue
Equipment Order
During Preceding 12 Months Published Nearest to Filing Date Dresser-Rand Group Inc. has con-
a. Total Number of Copies ................................................................................................23,801
b. Legitimate Paid and/or Requested Distribution
22,286 cluded an equipment contract with
(By Mail and Outside the Mail)
(1) Individual Paid/Requested Mail Subscriptions
Valero Energy Corp. that exceeds US$30
Stated on PS Form 3541. ........................................................................................19,646
(2) Copies Requested by Employers for Distribution to
18,157 million. The equipment comprises four
Employees by Name or Position Stated on PS Form 3541 ............................................—
(3) Sales Through Dealers and Carriers, Street Vendors,
— reciprocating compressors, two centrifu-
Counter Sales, and Other Paid or Requested Distribution
Outside USPS® ..............................................................................................................— —
gal compressors and two steam turbines.
(4) Requested Copies Distributed by Other Mail Classes
Through the USPS ..........................................................................................................— —
Valero Energy Corp. is based in San
c. Total Paid and/or Requested Circulation ......................................................................19,646
d. Nonrequested Distribution (By Mail and Outside the Mail)
18,157 Antonio, Texas, U.S.A., owns and oper-
(1) Nonrequested Copies Stated on PS Form 3541........................................................2,625
(2) Nonrequested Copies Distributed Through the
2,800 ates 17 refineries throughout the United
USPS by Other Classes of Mail ......................................................................................—
(3) Nonrequested Copies Distributed Outside the Mail
— States, Canada and the Caribbean, with a
(Include Pickup Stands, Trade Shows, Showrooms and
Other Sources) ............................................................................................................435 400
combined throughput capacity of ap-
e. Total Nonrequested Distribution ......................................................................................3,060
f. Total Distribution ............................................................................................................22,706
3,200
21,357
proximately 3.1 billion barrels a day,
g. Copies not Distributed......................................................................................................1,095
h. Total ..............................................................................................................................23,801
929
22,286
making it the largest refiner in North
i. Percent Paid and/or Requested Circulation....................................................................86.5%
I certify that all information furnished on this form is true and complete.
85% America. Valero is also one of the nation’s
DIESEL & GAS TURBINE WORLDWIDE
Mark McNeely, Publisher
largest retail operators. A
64 N o v e m b e r 2 0 0 7 Diesel & Gas Turbine Worldwide
 Yanmar Makes the
Most of the World

FUEL SAVINGS AND LOW NOx?

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Large Products Marketing Dept. Export Dept. Marine Group. 1-1, 2-chome, Yaesu, Chuo-ku, Tokyo, Japan Tel:+81-3-3275-4909 Fax:+81-3-3275-4969 http://www.yanmar.co.jp
YANMAR EUROPE B.V. (YEU) Brugplein 11, 1332 BS Almere-de Vaart, The Netherlands Tel:+31-36-549-3200 Fax:+31-36-549-3209
YANMAR ASIA (SINGAPORE) CORP. PTE. LTD. (YASC) 4 Tuas Lane, Singapore 638613 Tel:+65-6861-3855 Fax:+65-6862-5189
YANMAR AMERICA CORP. (YA) 901 Corporate Grove Drive, Buffalo Grove, IL 60089-4508, USA Tel:+1-847-541-1900 Fax:+1-847-541-2161
YANMAR ENGINE (SHANGHAI) CO., LTD. Room 2002, China Insurance Building, 166 Pudong LuJiaZui East Road, Shanghai, China 200120 Tel:+86-21-58795090 Fax:+86-21-58798090

Yanmar.indd 1 10/13/06 4:21:47 PM

GE_Energy_May07WW.qxp 4/18/07 1:04 PM Page 1

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