View non-flash version
DIESEL POWER REVIEW Whether or not the current de- cline in oil prices is a temporary condition, most manufacturers of marine diesel engines are still con- centrating on further improve- ments in specific fuel consumption, as well as on the ability to burn heavier grades of fuel. Regardless of availability, quality or price, fuel costs are and always will be a big ticket item for vessel owners. Diesel manufacturers know this and are continually improving designs. Perhaps in the belief that the current decline in oil prices is a temporary condition, most manu- facturers of marine diesel engines are still concentrating on further improvements in specific fuel con- sumption, as well as on the ability to burn heavier grades of fuel. These enhanced capabilities are being accomplished by the redesign of critical engine components, in- cluding more efficient turbocharg- ers, which is also increasing the power outputs for many engine models. MR/EN asked the diesel manu- facturers to provide information on their latest developments, accom- plishments, and plans for the fu- ture in fuel-efficient engines. The following review is based on the replies that we had received at press time. Product literature and technical reports are available free of charge from the manufacturers included in this review. Just circle the appro- priate Reader Service number(s) on the postpaid card in the back of this issue. ALSTHOM Circle 10 on Reader Service Card The Alsthom Diesel Group of France manufactures a complete range of medium- and high-speed Pielstick diesel engines. The world- wide success of Pielstick engines is such that they now represent 35,000,000 bhp installed or on or- der. The new PC 20, PC 30, and PC 40 series, introduced in 1985, are com- pact and powerful engines with low fuel consumption and the capability to burn heavy fuels of up to 6,000 Sec. Redwood. They provide easy access for maintenance and long ser- vice intervals between major over- hauls. The PC 20 type was successfully tested at Alsthom's plant in St. Na- zaire at the end of 1985. Four of these engines, with a total output of 29,700 bhp, will power the cruise ship Sovereign of the Seas that is under construction for Royal Carib- bean Cruise Line at Chantiers de l'Atlantique, Alsthom's shipbuild- ing division. These engines will be installed on a resilient suspension system to reduce noise and vibra- tion in the 70,000-grt ship. The Diesel Group has just an- nounced the first order for PC 40 engines. Pielstick licensee Ishikawa- jima-Harima will manufacture four of the PC 40s, each with an output of 14,850 bhp, for installation in two car ferries that IHI will build for Shin Nihonkai Ferry. The PC 40 is a very economical engine fitted with a power recovery turbine. The units aboard the Shin Nihonkai vessels will have a specific fuel consumption of 122 grams per bhp-hour. Delivery of the ferries is scheduled for the first half of 1987. BERGEN DIESEL Circle 11 on Reader Service Card The latest Bergen Diesel engine, Type B, has now completed the most extensive tests ever carried out before market introduction of a Bergen design. With no significant alterations and few adjustments re- sulting from these tests, it has been established that this design, with an output of 550 bhp per cylinder (with its basis the smaller K Type of 250 bhp/cyl), is a complete success and will be a market leader with regard to overall economy in modern diesel power. At the same time, Bergen Diesel, working with the Technical Univer- sity of Norway in Trandhjem, car- ried out research on alternative fuels. The specially adapted com- bustion chamber, together with the introduction of other relevant com- ponents, while burning a lean-gas mixture satisfied the most stringent demands set by the State of Califor- nia for exhaust emissions. At the other end of the scale, the K-type engine is operating on all commercially available fuel oils of up to 700 cSt, and has behind it suc- cessful operating tests on untreated California crude oil as well as on oil distillate residues particularly rich in undesirable components and with specific gravities of about 1.007. Bergen standards for time be- tween overhauls for operation on these alternative fuels are set to be comparable with those for operation on marine diesel oil—10,000-12,000 hours for exhaust valves and 15,000- 20,000 hours for piston ring packs. With fuel oils consumption gener- ally well below 145 grams per bhp- hour and lube oil consumption of 1 g/bhp-h (figures valid for both en- gine designs), and with both the K and B types having considerable development potential for higher loading, Bergen Diesel feels well equipped with products to face a marine market that is perhaps more demanding than ever before. In addition to these latest engine designs, Bergen Diesel can offer highly qualified and advanced in- stallation services, and has recently handled the increasing interest for resilently mounted propulsion en- gines. The company has also sup- plied two-speed gearboxes for shaft- driven alternators, as well as hy- draulic power transmission from auxiliary engines to propeller for emergency "take-home" propul- sion. BOMBARDIER/ALCO Circle 12 on Reader Service Card Alco Power of Auburn, N.Y., now a subsidiary of Bombardier of Cana- da, manufactures the Model 251 diesel engine. Latest improvements to the series are said to reduce fuel consumption, lower maintenance costs, and enhance engine/compo- nent reliability. Major components involved are pistons, cylinder heads, and camshafts. In order to establish viability of production tooling, Alco has been offering preproduction sets of deep- bowl pistons in limited quantities, as well as cylinder heads and cam- shafts. Full production of these components is expected during 1986. With a 12.5:1 compression ratio, the pistons can be used in all Model 251 engines that are equipped with 123-degree or 140-degree overlap camshafts. In laboratory tests, up to six percent fuel savings were real- ized under controlled conditions. While actual savings will vary ac- cording to engine ratings, average service throughout a typical duty cycle are predicted at about 2- to 2Vi -percent reduction in fuel con- sumption. B&W ALPHA Circle 14 on Reader Service Card B&W Alpha Diesel A/S in Freder- ikshavn, Denmark, a company of the M.A.N.-B&W Group, designs, manufactures, markets, and services complete vessel propulsion systems. The company has completed the integration of the in-line and V ver- sions of the 20/27 M.A.N.-B&W en- gine, and the in-line 32/36 M.A.N.- B&W engine with existing Alpha controllable-pitch propellers and gearboxes. This has resulted in four- cycle diesel propulsion systems developing as little as 680 bhp at 1,000 rpm, which can burn heavy fuel of up to 2,100 sec. Redwood 1 at 100 F. Another series being offered is the 20/27-VO propulsion system. While the engine itself is not new, this sys- tem incorporates the new Alpha- tronic I and Alphatronic II, the Danish company's latest electronic remote control systems. CATERPILLAR Circle 15 on Reader Service Card Cat's 11 by 11.8-inch bore and stroke, 1,700-6,000 bhp, 4-stroke cy- cle, turbocharged-aftercooled 3600 family of in-line 6 and 8, Vee 12- and i6-cylinder models are estab- lishing a track record for perfor- mance and fuel economy. By mid-1986 there were 13 oper- ating multi-cylinder 3600 engines with 31,500 operating hours. In ad- dition, single-cylinder test engines have operated more than 35,000 hours, including development work on residual fuel configurations. Both 3500 and 3600 engines have been qualified on 1,500 sec Red- wood 1 fuel for 1986, with 3.5 per- cent maximum sulfur content by weight for the 3600s and 2.5 percent for the 3500s. A 3612 repower of the Great Lakes freighter George A. Sloan has operated 3,500 hours at 4,500 bhp. Just beginning its second season, the owner has been pleased with the engine's performance and reliabili- ty. Replacing the original steam en- gine with the 3612 has transformed the Sloan from the least economical in the fleet to the most fuel-effi- cient, with fuel savings up to one- third. A conversion package is now being designed for operation on blended fuel up to IF 320. The 3600 family production be- gan with four 3606 generator sets shipped during the latter part of 1985. Two of these have operated 1,200 hours providing power for a refinery and nearby towns. Another is operating 19 percent more effi- cient than the Caterpillar D398/ D399 it replaces, and has operated 3,800 hours. Another 3606 has oper- ated for Brinco Mining in British Columbia for 2,900 hours, and is 14 percent more fuel-efficient than competitive units at the site. A production 3606 rated 2,150 bhp at 900 rpm was installed in mid- May this year on a clamshell dredge to work initially at Government Is- land in the Oakland-Alameda estua- ry in California for Smith Rice. This 3606 barge-mounted electric shovel is the first dredge installation worldwide. Since beginning opera- tion in March 1986, the engine has operated 1,100 hours. It will soon be joined by a pair of 3606s powering a new Belgian hopper dredge for Dredging International, operating on heavy fuel in Belgium. Cat's 3500 family, with a bore of 6.7 inches and stroke of 7.5 inches, Vee 8, 12, and 16 cylinder models, continue successful operation in main propulsion and auxiliary ap- plications due to their large dis- placement, conservative ratings, fast response, excellent fuel econo- my, and simple repair and mainte- nance. Whether for repower or new application, the 700-2,000 bhp 3500 marine engines are being selected for pure economic reasons—lowest cost of operation. Caterpillar marine propulsion (continued) 18 Maritime Reporter/Engineering News
