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4 MARITIME REPORTER & ENGINEERING NEWS ? JULY 2013 PUBLISHERSJohn E. O?MalleyJohn C. O?Malley jomalley@marinelink.comAssociate Publisher & EditorGregory R Trauthwein trauthwein@marinelink.com Contributing Editors Dennis L. Bryant Edward Lundquist Correspondents Joseph Fonseca, India Greg Knowler, China Claudio Pashoa, Brazil Peter Pospiech, Germany Editorial Consultant James R. McCaul President, International Maritime Assoc. Web Editor Eric Haun haun@marinelink.comPRODUCTION Production Manager Irina Tabakina tabakina@marinelink.comCORPORATE STAFF Manager, Accounting Esther Rothenberger rothenberger@marinelink.com Manager, Public Relations Mark O?Malley momalley@marinelink.com Manager, Marketing Jocelyn Redfern jredfern@marinelink.com Manager, Information Vladimir Bibik bibik@marinelink.com Technology Services CIRCULATION Circulation Manager Kathleen Hickey mrcirc@marinelink.comSALESVice President of Sales & MarketingRob Howard howard@marinelink.comNational Sales Manager Terry Breese breese@marinelink.com - Tel: (561) 732-1185; Fax: (561) 732-8414 Sales Representatives Lucia Annunziata annunziata@marinelink.com - Tel: (212) 477-6700; Fax: (212) 254-6271 Frank Covella covella@marinelink.com - Tel: (561) 732-1659; Fax: (561) 732-8063 Mitch Engel engel@marinelink.com - Tel: (561) 732-0312; Fax: (561) 732-8063 Mike Kozlowski kozlowski@marinelink.com - Tel: (561) 733-2477; Fax: (561) 732-9670 Dawn Trauthwein dtrauthwein@marinelink.com - Tel: (631) 472-2715; Fax: (631) 868-3575 Jean Vertucci vertucci@marinelink.com - Tel: (212) 477-6700; Fax: (212) 254-6271 Sales Administration Rhoda Morgan morgan@marinelink.com & Of ce Manager Sales & Event Coordinator Michelle Howard mhoward@marinelink.com Classi ed Sales Tel: (212) 477-6700 Scandinavia Roland Persson roland@orn.nu Orn Marketing AB, Box 184 , S-271 24 Ystad, Sweden Tel: +46 411-184 00 ; Fax: +46 411 105 31 Western Europe Uwe Riemeyer riemeyer@intermediapartners.de Tel: +49 202 27169 0 ; Fax: +49 202 27169 20 United Kingdom Paul Barrett ieaco@aol.com Hallmark House, 25 Downham Road, Ramsden Health, Essex CM11 1PU UK Tel: +44 1268 711560 M: +44 7778 357722 ; Fax: +44 1268 711567 Japan Katsuhiro Ishii amskatsu@dream.com Ace Media Service Inc., 12-6, 4-chome, Nishiike, Adachi-ku, Tokyo 121, Japan Tel: +81 3 5691 3335 ; Fax: +81 3 5691 3336 Korea Jo, Young Sang biscim.co.kr Business Communications Inc., Rm 1232, Gwanghwamoon Of cia Bldg., 163, 1-Ga, Shinmoon-Ro, Jongro-Gu, Seoul, Korea 110-999 Tel: +82 2 739 7840 ; Fax: +82 2 732 3662 www.marinelink.com Business Publications Audit of Circulation, Inc. MemberNEW YORK118 E. 25th St., New York, NY 10010 Tel: (212) 477-6700 Fax: (212) 254-6271 e-mail: mren@marinelink.comWeb: www.marinelink.com FLORIDA 215 NW 3rd St., Boynton Beach, FL 33435Tel: (561) 732-4368; Fax: (561) 732-6984 BLOGSMARITIMEPROPULSION.COMFor the brand-new gas/electric-powered inland ship-ping tanker MTS Greenstream, SandÞ rden Technics located in Den Oever, The Netherlands, has developed a series of special Scania gas generator sets. Each of the sets, power output at 285 kWe, runs on 100% natural gas. They are the very Þ rst natural gas engines which have been marinized and classiÞ ed in the power range of up to 300 kWe. The engines are based on Scania?s diesel engines, modiÞ ed in cooperation with Sand Þ rden. Features of the SGI-12 and SGI-16 gas engines are single cylinder heads with four-valve technic, heavy-duty industrial glow plugs, with a durability of 2,000 operation hours. The mechanical output, available at the ß ywheel, is be- tween 205 and 300 kW (COP) at 1,500 and 1800 rpm. This is a very much appreciated feature because of the lower gas consumption and, of course, the lower noise emission. Thanks to the Scania?s own developed elec- tronic control and speed regulation system, the engines can be switched from 1,500 to 1,800 rpm whenever this is needed.These so-called ?lean burn? engines operate in an air-rich environment. This extra air lowers the com- bustion temperature causing the engines to emit far less harmful substances and consume less fuel. ?Com-pared to the diesel version, our gas engines deliver a more than 80% reduction in the emission of nitrous oxides (NOx) and a more than 20% reduction in CO2 emissions, with zero emissions of SO2 and soot,? said Erik de Wit, General Sales Manager of Sand Þ rden Technics. ?At the same time, the gas engines deliver a high output, are extremely reliable and maintenance costs are low. By using a completely new developed fuel system, the gas supply is regulated in such a way that the quantity of fuel delivered can be adjusted ex-tremely rapidly to every demand placed on the propul-sion system. This adaptability ties in perfectly with the sailing proÞ le of coastal and inland shipping.? Sand- Þ rden Technics, main dealer for Scania industrial and marine engines for the Benelux countries, have been building gas engines for industrial applications based on the Scania diesel platform for 12 years. These gas engines are for example used as generator drive sys-tems in combined heat and power installations. More than three years ago, SandÞ rden Technics started pre- paring these engines for maritime applications. In col-laboration with Lloyd?s Register of Shipping (LRS), the Scania engines were duly adapted, extensively tested and approved.Excerpted from a post on MaritimePropulsion.com by Peter Pospiech, Germany MR DIGITAL When you leave the page and head to the screen, Maritime Reporter offers the most digital and online news offer- ings. Here are select stories from last month on MaritimePropulsion.comLNG Gensets for MarineSandÞ rden Technics Debuts Scania LNG-Gensets Schottel: New Large Thrusters Units A company whose corporate roots go back to 1921 continues to lead through its ongoing investment in R&D, now unveiling a new generation of their larger thruster units with their housings hydro-dynamically optimised using CFD techniques. These new thrusters well-known as SRP (Schottel Rudder Propellers) and STP (Schottel Twin Propellers) are available with a variety of reduction ratios to suit all common input speeds whether diesel engine or electric motor driven, and Schottel add that they are more compact in size than existing thrusters in the range.The new thrusters come with an independent, hydraulically operated multi-disc clutch, which not only engages and disengages the drive train from the thruster but also drives the hydraulic units of the thruster, making it practically self-contained. The system is simpli Þ ed to make maintenance easier, and the clutch is installed separately outside the gearbox using the same type of oil for operation and cooling that is used for lubrication of the thruster. No additional auxiliary units are needed to operate the clutch. In addition to the hydraulically operated clutch, these units also have a hydraulically operated multi-disc holding brake, which is used to block the propeller from turning during service and maintenance work.Like the clutch, the brake is a separate system outside the upper gearbox and is fully self-contained, re-quiring no mechanical interface or auxiliary units outside the thruster. Schottel say that all their thrusters are prepared for integration with their Condition Monitoring System S-COM as an aid to maintenance scheduling.Excerpted from a post n MaritimePropulsion.com by George Backwell, Thailand, MR #7 (1-9).indd 4MR #7 (1-9).indd 47/2/2013 8:55:50 AM7/2/2013 8:55:50 AM
