'oRfe*/ s c h i p ^ en w e rf T IJD S C H R IF T VOOR
M A R IT IE M E T E C H N IE K
52ste jaargang, 6 september 1985, num mer 18
Der Antrieb kommt von means power and propulsion
AGAM Motoren Rotterdam B.V. la force motrice
Hoofdvertegenwoordiging van Daimler-Benz Aktiengesellschaft voor Nederland van Mercedes-Benz Motoren Hoofdvertegenwoordiging van Motoren- und Turbinen Union Friedrichshafen GmbH voor Nederland van MTU Dieselmotoren Verkoop en showroom: Goudsesingel 214, 3011 KD Rotterdam, Tel.: 010-137 125, Telex: 22647 Service, werkplaats en magazijn: Ketelweg 26, 3356 LE Papendrecht, Tel.: 078-151 122, Telex: 22647
M ercedes-Benz
M A N Maybach M ercedes-Benz
Geautomatiseerd lassen. Onnavolg bare flexibiliteit kenmerkt het ESABprogramma. In werkstukbehandeling, in lastechniek. M et een drietal componenten die uitmunten in nauwkeurigheid, efficiency en bedrijfszekerheid. Lasautomaten die via modulen-systeem tot elk gewenst type zijn samen te stellen, zowel voor poederdeklassen als voor M IG/M AG lassen. Lasauto maten met een kolomhoogte tot 8 meter. Dan in hoogte, hoek en draaisnelheid variabele manipulatoren in uitvoeringen van 150 kg tot 30 ton en precisie-gestuurde mi stellingen 0,5 tot 600 ton. Zó geeft ESAB 'handen en voeten" aan geautomatiseerd lassen met een economisch en ergonomisch beter resultaat als uitgangspunt ESAB. Expert op elk lasterrein. Van robotlassen totTIG-lassen. Van weerstandlassen tot brandsnijden en alle toevoegmaterialen
52ste jaargang 6 sept. 1985, no. 18 Schip en W erf - Officieel orgaan van de Nederlandse Vereniging van Technici op Scheepvaartgebied de Centrale Bond van Scheepsbouwmeesters in Nederland CEBOSINE het Maritiem MARIN.
Research Instituut Nederland
Verschijnt vrijdags om de 14 dagen Redactie Ir. J. N. Joustra, P. A. Luikenaar en Dr. ir. K. J. Saurwalt Redactie-adres Heemraadssingel 193, 3023 CB Rotterdam telefoon 010-762333 Voor advertenties, abonnementen en losse nummers Uitgevers Wyt & Zonen b.v. Pieter de Hoochweg 111 3024 BG Rotterdam Postbus 268 3000 AG Rotterdam tel. 010-762566', aangesloten op telecopier telex 21403 postgiro 58458 Abonnementen Jaarabonnement 1985 buiten Nederland losse nummers (alle prijzen incl. BTW)
ƒ 73,55 ƒ 118,70 ƒ 5,25
Bij correspondentie inzake abonnementen s.v.p. het 8-cijferige abonnementsnummer ver melden. (Zie adreswikkel.) Vorm geving en druk Drukkerij Wyt & Zonen b.v. R e p ro re c h t O ve rn a m e van a rtike len is to e g e sta a n m e t b ro n ve rm e ld in g e n na overleg m e t de uitgever. V oo r h et kopië re n van a rtike le n u it dit blad is re p rorech t ve rsch uld ig d aan de uitge ver. V o o r nad ere in lich ting e n w e nde m en zich tot de S tichtin g R eprorech t. Jo op Eijlstraat 11, 1063 EM A m sterda m .
ISSN 0036 - 6099
P atrou illeboot: g eb ou w d o p d e w e rf Le C o m te -H o lla nd b.v. te V ia ne n. V oo rzie n van. 2 st. M .T.U . 8V331 m o toren van e lk 650 kW (8 8 5 pk).
M TU , sin d s 1969 jo in t ve n tu re van M A N , M a yb ach en M e rce d e s-B e n z, p ro d u ce e rt k o m p a k te d ie se lm o to ren va n 3 20 tot 5200 kW (4 3 5 tot 7080 pk) vo lg e n s de la atste s ta n d d e r tech n iek, vo or statio n aire-, tra k tie - en sch e e p sto e p a ssin g , alsm e d e d ie s e l e le ktrisch e a g g re g aten vo o r la n d - en sch ee p sinsta lla tie s; o o k in co nta ine r uitvoering.
M e e r d an 3 7 .2 0 0 M T U -m o to re n zijn w e re ld w ijd in g e b ru ik, w a a r va n m eer d a n 10.5 00 in de sch e e p va a rt Im port: A G A M M O T O REN RO TTER D AM B V
S. en W. - 52ste jaargang - nr. 18 - 1985
TIJD SC H R IFT VOOR M A R IT IE M E T E C H N IE K
Offshore In 1985 De Offshore Technology Conference (O.T.C.) in Houston is de grootste manifes tatie op het gebied van offshore. De ten toonstelling wordt gecombineerd met een lezingencyclus, waarbij een breed scala van onderwerpen wordt gebracht. Ruim 230 'papers' worden in zes parallel sessies gedurende drie en een halve dag gepre senteerd en beslaan vrijwel alle aspecten waar de olie- en gaswinning op zee mee wordt geconfronteerd, zoals seismisch on derzoek, maritieme geologie, de winning van mineralen, de evaluatie van voorraden van winbare fossiele brandstoffen, het ont werpen van drijvende en vaste installaties, oceanologische en meteorologische on derwerpen, golf- en windbelastingen, het in kaart brengen van de zeebodem, boortechnieken, corrosie bescherming, proces-installaties, veiligheidsaspecten, werkzaamheden in arctische gebieden, sub-sea installaties etc. etc. De lezingen van het symposium worden gebundeld in vier boekwerken van elk ca. 600 pagina’s en zijn van hoog gehalte. Dezelfde spreiding en kwaliteit treft men aan op de tentoonstelling die een totaal beeld geeft van het in de offshore-industrie gehanteerde equipment, waarbij de O.T.C. vaak gebruikt wordt om geavanceerde uit rusting of nieuwe werkmethoden of tech nieken te demonstreren. In 1982 bereikte de tentoonstelling een bezoekersaantal van 120.000 mensen, uit alle olie-producerende en maritieme na ties. In 1983 volgde een terugval in het bezoekersaantal en daarmee viel het be sluit de O.T.C. om de twee jaar te organise ren. De ondersteunende organisaties en verenigingen waren van mening dat alleen het symposium op jaarbasis kon worden gecontinueerd en derhalve vond in 1984 de conferentie wél plaats, de tentoonstelling echter niet. Begin mei 1985 was wederom een volledige O.T.C. georganiseerd. De tentoonstellingsruimten waren vergroot van drie naar vier (drie overdekte hallen, Astrodome, Astrohall en Astroarena; en één niet overdekt expositieterrein) en het aantal deelnemende bedrijven overtrof alle voorgaande tentoonstellingen. Het aantal bezoekers bleef op het niveau van 1983, maar de exposanten waren van mening dat
de kwaliteit aanzienlijk beter was dan in voorgaande jaren. Het accent van de ten toonstelling lag op de toepassingsmoge lijkheden van geavanceerde technolo gieën, onderwatertoepassingen en nieuwe geavanceerde produktie-systemen, zoals bijvoorbeeld het Tension Leg Platform (T.L.P.) van het Hutton Field. Zuid-Korea profileerde zich als 'low cost producer' van alle mogelijke grote offshoreprojecten. Japan daarentegen presenteerde zich als kennis-leverancier en de nadruk lag bij het Japanse deel van de tentoonstelling vooral op de ontwerp- en ontwikkelingscapaciteiten. Het aantal 'nationale' inzendingen nam toe. Vrijwel alle Westeuropese landen die activiteiten op offshoregebied ontwikkelen, presenteerden de bedrijven binnen een ge zamenlijke 'nationale' eenheid. Er was echter géén E.E.G.-bundeling. Daarnaast waren er nieuwe landenpresentaties zoals b.v. van Brazilië. Opvallend was dat de kosten van exposanten bij een toenemend aantal landen nu voor een belangrijk deel door de overheden worden gedragen - ook van de olieproducerende landen - en dat de promotionele waarde van de O.T.C. hoog wordt gewaardeerd; hetgeen op zich niet verbazingwekkend is gezien het ni veau van de expositie en de inhoud van het symposium. De Nederlandse deelname bestond uit 29 bedrijven en instanties en een algemene promotionstand van de IRO, en was grof weg in te delen in de volgende categorieën: - consultants en ingenieursbureaus: zo als b.v. Gusto-engineering, M.S.C., Bu reau Veth, MARIN en TNO-IWECO.
Inhoud van dit nummer: Offshore in 1985........................ 291 The potential of four-stroke diesel engines in correct ship designs. 293 Nieuwsberichten........................ 307 Call for offshore technology papers
308
291
- equipment leveranciers: Geveke, Verto Staalkabel, Van de Graaf's werktuig- en constructiebouw, Van Leeuwen pijpen, Wavin, Repox, Vrijhof ankers, NKF-kabel, Fabriek van plaatwerken H. van Dam. - offshore constructiebedrijven: Boele, Grootint, HCG, IHC-Holland. - Handelsondernemingen: Handelscom pagnie B.V. - contractors: Neddrill, Heerema, Mam moet Transport & Shipping, Smit-lnternationale, Wijsmuller, Volker-Stevin, - systeem leveranciers: Philips telecom municatie- en informatiesystemen B.V., G. J. Wortelboer B.V. De omvang (het vloeroppervlak) van de Nederlandse stands was ongeveer gelijk aan de voorgaande jaren, De kwaliteit en presentatie van de bedrij ven en de N.C.H.-organisatie was zonder meer goed te noemen. Echter het aantal Nederlandse bedrijven dat deelneemt was in vergelijking met an dere Westeuropese inzendingen, relatief gering. Daarbij zullen de hoge kosten die de O.T.C. met zich meebrengt ongetwijfeld een rol spelen. De tentoonstellingskosten zullen in het bijzonder voor de kleine en middelgrote bedrijven een hoge drempel voor deelname aan de O.T.C. betekenen en daarmee blijft de Nederlandse inzen ding duidelijk achter bij de andere landen die daarin een veel agressiever beleid voeren, De afwezigheid van de Nederlandse over heid is des te opvallender indien men be denkt dat de offshore industrie door de Commissie Wagner genoemd is als een kansrijke, op de export gerichte sector, die prioritaire aandacht dient te verkrijgen, het geen recentelijk door de Minister van Eco nomische Zaken werd onderstreept. Daar
enboven komen bij de offshore ook andere sectoren aan de orde, zoals b.v. de machi ne-industrie, miiieu-technologie, energie technologie, vervoer en distributie, handel en consultancy. Gezien de geavanceerde ontwikkelingen in de offshore-industrie is de afwezigheid van de overheid, waar het de exportondersteuning betreft, teleurstellend te noemen; vooral als men ziet dat een toenemend aantal bedrijven in ons land zich op de offshore-markt richt. De leveringen bestrij ken een breed terrein, van catering tot hoogwaardige staalprodukten, van een voudige toeleveringsartikelen tot het wer ken op zee met kapitaalintensieve uitrus ting onder soms zeer moeilijke omstandig heden. In de bij deze markt betrokken be drijven worden de grenzen van de techno logie voortdurend verlegd ; tension-leg plat forms, sub-sea-installaties zijn daar voor beelden van die een sterk uitstralend effect hebben. De bij deze activiteiten betrokken ondernemingen hebben zich in enkele be langrijke groeperingen gebundeld, ten ein de hun individuele marktpositie te verster ken en zich van de nodige hulp en adviezen te voorzien, tn het Rijnmondgebied is dat b.v, de Stichting Rotterdam Offshore Circle (ROC) en in Amsterdam en omgeving func tioneert de Amsterdam-IJmuiden Offshore Port (AYOP). Deze organisaties worden soms door gemeenten of provincies op bescheiden schaal gesteund. Hierbij is een breed scala van bedrijven van vele discipli nes betrokken. Het gaat er niet om de ge noemde groeperingen zelf naar voren te brengen, doch de vele daarin verenigde en ook andere bedrijven, die op deze markt werken, de nodige ondersteuning te ge ven. Hoe ziet de toekomst er nu uit? Naar ver
wachting zal de offshoremarkt wereldwijd in betekenis blijven toenemen. Het is te leurstellend vast te moeten stellen dat het aandeel van de andere Westeuropese lan den sterker groeit dan het Nederlandse aandeel. Nederland beschikt over goede kennis en know-how op het gebied van de offshore. Factoren als de gunstige ligging ten opzich te van de Noordzeevelden, goede zee- en luchthavens, de beschikbare kennis en hoogwaardig personeel kunnen Neder land een sterke positie op de offshore markt geven. De overheid zai, indien zij de kleine en middelgrote ondernemingen met een exportbeleid wil ondersteunen, een forse aanzet moeten geven bij belangrijke exposities en symposia. Het is teleurstellend vast te moeten stellen dat deze aanzet er voor wat betreft de offshore tot nu toe niet is geweest. En dat zelfs op de EVD-kalender van tentoonstel lingen die regeringssteun mogen ontvan gen in het kader van het exportbeleid Offshore-tentoonstellingen in het geheel niet voorkomen! Bij het tewatergaan van de ’Ameland-Westgat 1’ (AWG 1) memoreer de de heer Jetzes, topman van de NAM, dat het 10 jaar voorbereidingstijd (in Neder land!) had gevraagd om tot realisatie van dit project te komen. Als één van de belangrijk ste oorzaken noemde hij de moeizame en langdurige procedures bij de overheid. Het is begrijpelijk, aldus Jetzes, dat aandacht wordt geschonken aan de vele aspecten die een dergelijk project met zich brengt, maar hij vroeg nadrukkelijk de mogelijkhe den tot versnelling te onderzoeken. Het AWG 1 project is onconventioneel om dat de installatie in ondiep water, aan de kust moet plaatsvinden, Vele voorzorgs maatregelen zijn getroffen tot voorkoming van schadelijke effecten voor het milieu. De gekozen technische oplossing, geen mo dules maar een scheepsconstructie, waar op het gehele produktie-platform op de wal kan worden afgebouwd en getest, bete kende een totale andere aanpak van het project. Vele Nederlandse bedrijven hebben ken nis en expertise ingebracht en opgedaan en zo kunnen ook andere Nederlandse Noordzee-verhalen worden verteld! Het wordt tijd voor een 'speerpuntbeleid’ op offshore gebied, in het bijzonder waar het de export betreft. Prof. ir. S. Hengst
Het gasproduktieplatform 'A WG 1’ dat in opdracht van de NAM door HCG in Schiedam werd gebouwd en onlangs door de M inister van Economische Zaken werd gedoopt. Het platform zal bij Ameland worden geplaatst. Foto: Ben Wind 292
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The potential of four-stroke diesel engines in correct ship designs* by Prof. Dr. Ing. C. Gallin'* 1. PRESENT SITUATION Shipping and shipbuilding always used to depend on market fluctuations and technical progress. However, the changes which have occurred over the last few years are no longer fluctuations but are structural, one could almost say historical in nature. Of these changes, two are of paramount importance: 1.1 The energy crises of the last decade, 1.2 The involvement of countries w ith low wage levels in ship ping and conventional shipbuilding. Ad 1.1 The energy crises caused a dramatic increase in fuel prices (about a 15 fold increase since 1972). The quality of bunker fuel used for ship propulsion deteriorated substantially. Shipowners reacted to this development by calling for energy saving ships and propulsion plants capable of burning low quality fuels. Ad 1.2 Concerning shipping: In order to save on operating costs, most shipowners are running their ships under flags of convenience and recruit their crews from countries of the so-called third world. Concerning shipbuilding: In countries with low wage levels, conventional shipbuilding ex pands rapidly, to the detriment of the industrialized countries, where shipyards close down or substantially reduce their output. There is a continuous flow of 'know-how' which is relatively cheap to buy. Consequently the ship operator comes to require simple and robust engines and installations which are easy to operate and maintain by less or otherwise qualified crews. This desire for simplicity is also shared by engine manufacturers under licence in the 'new' shipbuilding countries. Figure 1 summarizes schematically the development described.
1.3 Developm ent in Ship Propulsion With regard to ship propulsions the present situation has meant that steam and gas turbines have virtually disappeared from engines used in merchant ships. Furthermore, of the engines remaining in u s e -tw o and four-stroke diesel engines - the two-stroke engines have recently come to be applied with ever-increasing frequency in middle and large cargo ships. The four-stroke engine has however remained sovereign in the field of small or special ships, where engine size and weight are of great significance. There are several objective and subjective reasons for such a development. One of the most important of these is that two-stroke diesel engine manufacturers can still point to a few grams lower specific fuel consumption (SFC) and can apply their longer experience in burning low grade fuels. The introduction some years ago of long-stroke engines, with stroke-bore ratios of about 3, accentuated this trend. It should be mentioned here that the lower SFC-figures refer to the engine alone, since propeller efficiency and energy balance on board are normally not included in these. Moreover, there is still a considerable lack of experience of the performance of two-stroke, long-stroke engines in service. Originally the large bore and small number of cylinders of the twostroke engines were highly conducive to the simplicity of design required by the shipowner. For a time four-stroke engine manu facturers striving to attain compact and light engines, advocated engines in V-form with several cylinders. This was appropriate for naval or especially fast vessels, but not in general accepted for the medium to large ships of the merchant navy. More recently four-stroke engine manufacturers began to recog nize the requirements of the market. They started a kind of offen sive, the result of which is that specific fuel consumption has been drastically reduced and is now down to 170 g/KWh or even less. Well known four-stroke engines are now designed for heavy fuels of up to 700 CST. Large bores, usually about 600 mm, and a small number of cylinders, maybe 6 or even 5, are now common features of four-stroke engines used in ship propulsion. Simplicity is no longer the exclusive attribute of two-stroke en gines. The same can be said of experience and from this point of view time will accumulate for the four-stroke engine too. But in choosing engines for ship propulsion the subjective facts still remain. Shipowners, quite understandably, do not like risks (1.1). Shipping is technically and economically a risky business. A ship’s down time is more expensive than any spare parts for the engines. Comparisons of maintenance costs are both relative and very complex; this topic will be treated at this meeting in a separate lecture. Regrettably a flaw in the design of one certain engine type may prove detrimental to the whole family. 2. SCOPE OF THE STUDY 2.1 Engine Tailored Ship Designs The preliminary ship design is to shipbuilding what the 'haute couture’ is to the clothing industry. As we all know, in this design stage the main dimensions and form coefficients of the ship are determined, the general arrangement is drawn up and the pro pulsion plan chosen. Unfortunately, in the majority of cases the ship’s main particulars * Paper presented in Paris 17th October 1984 and in Hong Kong 15th November 1984. " Dekaan van de afd. der Maritieme Techniek TH Delft.
S. en W. - 52ste jaargang - nr. 1 8 - 1 9 8 5
293
have already been fixed by the naval architect, before consultation with the marine engineer or the engine manufacturer about main or auxiliary engines has taken place. The engines selected are fitted into an already existing design concept. This very typical way of working impedes the optimization process. For example, it may be that one or two meters more on the ship’s length would sufficiently reduce the resistance of the vessel, thus saving in some cases one cylinder of the main engine (Fig. 2 and 3). And to give an even more acute example: It is a platitude that a low number of propeller revolutions leads to high propeller efficiency (2.1; 2,2). The screw design for low revolutions has however a large diameter. The large propeller must be accommodated be hind the ship and should remain well immersed in all loading conditions (2.3). This means that the draught and depth of the ship must be chosen accordingly. In addition, it must have a sufficient ballast capacity. Moreover, the lines of the aftership should be designed to accom modate the larger propeller diameter. Otherwise, what can be gained in propeller efficiency will be more or less lost in hull efficiency because of the reduction of the mean wake value (w). For definitions, see Fig. 4. In summary, therefore, we can say that engine choice and ship design are inseparable. The author of the present paper is not a marine engineer but a naval architect, committed to designing economical ships. The scope of his paper is to investigate how much benefit ship yards and shipowners can obtain if ship design and choice of propulsion plant complement each other. The propeller speed of two-stroke propulsion plants in direct drive is necessarily that of the main engines. The lower it is, the better. The propeller speed of four-stroke propulsion plants in indirect drive can be chosen arbitrarily, due to the obligatory presence of the reduction gear. It thus offers the ship designer more freedom and flexibility in his work. 2.2 Design attributes The attributes of (medium-speed) four-stroke diesel engines for the ship design are as follows (2.4; 2.5; 2.6): The sequence indicates what the author considers to be the priorities,
The compulsory reduction gear enables the distribution of power between two (equal or unequal) main engines without an increase in investment. Twin engine plants are conducive to optimal economical operating conditions under part load or ’slow steaming’ (2.3), as well as to carrying out maintenance at sea without interrupting the voyage. 2.2.4 The possibility of cheap Power Take Off (PTO) serving generator and pumps (2.9). 2.2.5 Higher exhaust gas temperatures (about 80°C) enabling more waste heat to be recovered than is the case with two-stroke engines (2.10; 2.11). Furthermore the output of the turbine output for generator drive is higher and therefore, in most cases, self sufficient.
2 . 2.6 Small mass of the engine and of the movable components and dimensions and consequently less danger of vibrations affecting the ship’s hull. 2.2.7 Small height and lower centre of gravity of the engine, thus benefitting the ship’s stability. As opposed to this, the two-stroke engine, of long-stroke type, is excessively high and protrudes the main deck of the ship. 2 .2.8 The possibility of take home’ or ’very slow steaming’ when the main engine is not in operation ( Powertake in'). In order to limit the scope, the present investigation will only treat the items 2.2.1 to 2.2.5, leaving the other items open for discussion in separate studies. N. B. In order to make a correct comparison with two-stroke engines in direct drive, it should be remembered when considering items 2.2.1 to 2.2.4 that couplings (for items 2.2.3 clutches) and reduc tion gear are additional components of the propulsion plant, com plicating the plant to some extent. Although the technical standard of many components used in power transmission is high and many thousands are in service, some shipowners may nevertheless see them as possible sources of trouble.
2.2.1 A definite lower initial price than for equivalent two-stroke engines, even when coupling and reduction gear are included in the price (2.2; 2.7; 2.8; 2.9). 2.2.2 The compulsory reduction gear allows, as mentioned before, both optimal propeller speed and the highest possible efficiency (2.1; 2.2; 2.3; 2.8) 2.2.3
Fig.
2.
Fig.
3. AVAILABLE CHOICE Competition in recent years has to a great extent proved to be so tough and exhausting and the necessary research development so expensive that only the larger manufacturers of marine diese! engines have been able to stand the pace. At present in the world there are less major companies for each type of engine than fingers on one hand. In 1983, the 'lion’s share’ of the market in marine engines used in
3.
Fig.
4.
MAIN ENGINE OUTPUT h I t 'r
5 CYUNDERS.
9* = 0.9»
-
—ö S
ji.CYLINDERS R . TOWINQ FORCE P .. ^ CT.
I t T >k . 1» -
H ■PROPELLER EFF.
HULL
■*■
HULL FACTOR.
•A* REL ROTATIVE EFF
■EFFECTIVE kW P .,
*
lo
■ DELIVERED kW
SHIPS. SPEED I . THRUST FACTOR w . WAKE FACTOR
SPEED
Speed and Power Diagram 294
Balance o f Investments
Definitions for Power, Efficiencies
Koike en HoekLoos bieden u een oplossing voor elk snijprobleem. Koike. In Neder land nog niet zo bekend, maar wel in zo'n 70 andere landen ter wereld dé naam achter toonaangevende snij-apparatuur. Vandaar dat HoekLoos dit topmerk in Nederland vertegenwoordigt. Naar goed Japans gebruik stoelt Koike's succes op twee zaken: topkwaliteit en oplossingen op maat. HoekLoos voegt daar een uitgebreide deskundigheid op het gebied van snijden en de daarvoor benodigde gassen aan toe. En daar kunt u van profiteren. Samen bieden Koike en HoekLoos u een op maat gesne den oplossing voor elk snijpro bleem, Hoe groot of klein dat ook is.
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AIRFLEX PNEUMATISCHE KOPPELINGEN SLIJTEN MINIMAAL. ZO GAAN UW LIEREN MET MINDER SERVICE LANGER MEE. U stelt hoge eisen aan koppelingen. Want u kent de omstandigheden waaronder lieren werken. Duurzaamheid en eenvoud van gebruik zijn daar A irfle x _ __ om eerste vereisten. u i 6CB200 1A509Ï Bij Geveke Airflex P bent u aan het goede adres. Want Geveke f.T-N levert Airflex koppelinAirflex koppelingen en remmen gen van grote klasse. Kompakte bouw en grote effektiviteit zijn bij Airflex sleutelbegrip pen. De lange levensduur en het minimale benodigde onderhoud verhogen het gebruiks0 0 N O T IN I I M l W IT H O U T M A V IN M A X IM U M R IC O M M L N O f O A IR
gemak en reduceren de downtime. Bovendien zijn de koppelingen zelfnastellend en be hoeven ze geen smering. Met Airflex gaan uw lieren langer mee met minder onderhoud. Airflex levert ook watergekoelde koppelingen en remmen, schijfremmen,veiligheidsremmen, roterende afdichtingen etc. Geveke geeft u daarbij zekerheid in advies, levering en service. Wilt u meer weten? Schrijf of bel Geveke Motoren: Ant woordnum m er 6271, 1000 PA Amsterdam, (020) 5 82 2122
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merchant ships over 2000 tdw (3.1; 3.2), was claimed by the following manufacturers: 3.1 For the two-stroke engine by: • MAN - B & W • SULZER • MITSUBISHI 3.2 For the four-stroke by (top five): • MAK • PIELSTICK • MAN - B & W • WAERTSILAE DIESEL • SULZER Following on in logical fashion form the reflections of chapter 1.3, this investigation will only concern itself with the long-stroke type of two-stroke diesels. Similarly, only large bore engines shall be dealt with in discussing four-stroke engines. To reduce the extent of the study, only the top two in the list of manufacturers were selected for each type of diesel engine, i.e. 3.1 For the two-stroke ’family’ • MAN - B & W, type MC (3.3) • SULZER, type RTA (3.4) 3.2 For the four-stroke 'family' • PIELSTICK, type PC4-2 (3.5) • MAK, type M601 (3.6) From (3.2) it can be seen that the average installed propulsion power in ships over 2000 tdw throughout the world amounted in 1983 to 7175 KW. Indeed, in a diagram 'number of engines versus power per engine' Fig. 5, the peak of the Gauss-bell would lie between 8000 and 10.000 KW. NUMBER O F ENG INES
Hence the reason why this study, conforming with market trends, only considers the four-stroke engine type with the largest bore, i .e. for SEMT-Pielstick the PC 4 (570 mm bore) and for Krupp-Mak the M 601 (580 mm bore) types With respect to the other market requirement, the small number of cylinders mentioned in Chapter 1.3, the number of cylinders of the selected engines was restricted as follows: • for the two-stroke engines between 4 and 6 and • for the four-stroke engines between 5 and 14.
OUTPUT ( K W ) AND CYLINDER NUMBER OF SELECTED ENGINES ABO VE 1 0 0 0 0 K W ENGINE
TWO STROKE - LONG STROKE
MAKE TYPE
SULZER
RTA 68 RTA 76 RTA84 L70MC 180MC L90MC
20 000
18 000
16260 _ ff 6
16 000
16550 5
_5 _
13020 H T 5 if 6 12 000
5
T
11 200 o
5
■o
4
14840 o 4
14.580 ft “ 2 x 6 OR 1x7 +1x5
16000 ft 2x8 14000
ft
1x8+1 x6
12.150 _ 12000 ----- „ f t r 2x5 __10830 CM
ft
11 680
2x9
.
10850 10840
440 13240 13 — »— ft 6 4
18000
ft
2 x 7 OR 1x8+1 x6
'0
13550
17000
ft
14 000
6.
M 601
ft
17 520 o 6
14600
Fig.
PC 4.2
J9_440_ •o 2 x 8 OR 18 550 1x9+1 x7
e
2 50 ,
200
FOUR STROKE
19860
ft
10 000
|
MAN - B&W
1x9
Output (KW) and Cylinder Number of Selected En gines under 10,000 KW
5 Fig. 6 gives a survey of the output at M.C.R. and cylinder numbers of equivalent engines between 5000 and 10.000 KW while Fig. 7 shows the same for engines between 10.000 and 20.000 KW. Due to the present high cost of fuel, powers above 20.000 KW are scarely encountered in cargo ships.
o o
150
5 JÉ — o o
0 1
0 CO 1 ■T— o o
CO
CM
5 o o o CM
o
100
5 o o o
o *' o o
o o
5 ■ JC o o o CO
CM
o E
5 JC
*0
o o o
c
CO
CO
50
O■ o
-
i
O r ^ i
CO
Oo
5
—
0 Fig. 5.
Engines Installed in Ships above 2000 DTW, com pleted in 1983.
Thus, the real choice is between a remarkably small number and few different types of marine diesel engines. It is also remarkable that of 510 L-MC/MCE Engines sold by MAN B & W before 3.07.84, 252 engines were of the L 60 MC/MCE type with 600 mm bore (3.7). The same applies for SULZER, as their 'best seller' is the RTA 58 type (580 mm bore). Of 480 engines ordered before May 1984,295 have this bore (3.8). S. en W. - 52ste jaargang - nr. 18 - 1985
Fig. 7 shows clearly that when output exceeds 10.000 KW the propulsion plant fitted with four-stroke diesels must (with one exception) be twin-engined or else the V-engines are to be recon sidered. Fig. 7 also shows the variety of combinations offered by twinengine plants, when equal or inequal ('father and son ) individual engines are chosen. For simplicity, the economic variant (index E') of the selected engines is not specified in Figs. 6 and 7, although such engines are not excluded from the choice. 4. PROCEDURE AND ASSUMPTIONS 4.1 Approach The shipowner's main consideration when ordering a ship is the max. profit he can obtain in operation later. Profit means income minus costs. The owner is therefore interested in minimizing both initial and operating costs for a given transport capacity. A shipyard, however, is concerned only in achieving lowest initial (building) costs and nothing else. Only in this way can a shipyard succeed in selling the ship, which nowadays means survival. It is clear that the initial costs, the investment, are of major importance to all parties involved. Indeed, because the shipowner is experiencing difficult and dangerous times, a reduction in invest ment today will result in more than substantial savings later on. The 295
O U T P U T (K W ) A N D C Y L IN D E R N U M BER OF S E L E C T E D EN G INES UNDER 1 0 0 0 0 K W FO U R -S TR O K E
ENGINE T W O -S T R O K E , LO N G -S T R O K E M AKE TYPE
S.E.M .T. KRUPP SULZER MAN - B&W MAK PIELSTIÇK M 601 RTA48 RTA58 RTA68 L50MC L60MC L70MC PC 40
10 0 00
9900 ■o 6
9540 ft6
9 000
9720 _
o 8
o
o
8680 o
4
o 7
■o 5
7950 o 5
9
_ 8500 _
825Q
4
8 000
9000
8 960
8000 o 8
7290
o
7 000
5.S4Q 6540
o 6 000
6
o 6
6360 •o
6 .6600 o 4
5ZQQ o 5
5450 o 5 5 000
Fig.
7.
_ .e 0 7 5 _ _ o 5
6000 o 6
Output (KW) and Cylinder Number o f Selected En gines above 10,000 KW
time value of money is stronger than ever. So money repeatedly proves to be a decisive factor in shipbuilding. For this reason the design of a ship and the choice of the propulsion plant must be the results, not only of technical but also of economic considerations. Furthermore, in the author's experience it is better for the designer to start with the economic considerations in order to avoid con ducting tutile technical work in pursuit of economically unjustifiable solutions. The present study is just such an economic analysis, starting with the process of choosing the propulsion plant in designing the ship.
T E C H N IC A L CO M PARISO N SHIP TYPE : Lpp x B x D DRAUGHT DEADW EIGHT CONTAINERS HOLD C APACITY SERVICE SPEED SEA MARGIN ALTERNATIVE DRIVE
M M T TEU CU.FT. KN % A DIRECT
C
U
INDIRECT
MAKE MAIN ENGINE (S)
PROPELLER
SHIP IN SERVICE
TYPE KW RPM TYPE DIAMETER KW RPM Pi kW PRÓP RPM ■Io Po kW 'I m
P. N C L SEA MAR Po SHAFT GENERATOR TURBO-GENERATOR TOTAL
CSR' SFC
Table I 296
_
0 .9 8
0 .9 6
kW
% g /k W h
Specimen
Technical Comparison
4.2 Prices When calculating the economics of building a ship the problem is one of obtaining accurate input data. Prices of engines and of components used in power transmission depend to a great extent on place and time of manufacture and, not least, on the company’s selling strategy. It is known that prices of engines manufactured in Japan are lower than those of Western Europe, and engines coming from countries such as Poland, Korea and Brazil are even cheaper. Nothing in the design work is more unrealistic than the accuracy of these prices, and yet it is impossible to calculate the economics of design without them. Unrealistic or not, when fixing prices, care should be taken to make all assumptions on an as far as possible equal basis. This in vestigation is therefore based on prices at the end of 1985, of engines manufactured in Japan. Prices can only be obtained for well-defined objects. For this reason, the present study has chosen some significant examples of actual ship types for comparison. These examples are justified, described and calculated in Chapter 5. 4.3 Fuel consum ption When selecting propulsionplants for ships, people usually refer to the fuel consumption (SFC) of the main engines. This is a simple but misleading procedure. The owner is mainly concerned in what the ship as a whole system consumes, not what the independent components do! Only the final fuel bill he has to pay counts. It is therefore correct to speak of the fuel consumption of the propulsion plant and not of the main engine(s). Another correction, often overlooked but nevertheless necessary, is for the low calorific value (L.C. V.) of the fuel. The ordinary fuels used in practice may have on average only 9600 Kcal/Kg, whilst the fuel for which SFC values are given by engine manufacturers is assumed to have 10,200 Kcal/Kg. Thus, the fuel has in practice around 6% less caloric value. Consequently the real consumption will increase by this percentage for a given power output. The additional fuel consumption which may arise inside the al lowance (normally 3%) specified by the manufacturers has not been given consideration here, under the assumption that such an allowance is virtually equal for all makes. 4.4 Method o f com parison The main principle of this investigation is the comparison of alternatives. Generally speaking, at least two alternatives for each ship type are analysed. Like in sport, for example a championship boxing match, one alternative (A) is seen as the ’defender', where as the other one (s) is (are) seen as the ’challenger(s)' (B, C, etc.). The alt. A in this case is the propulsion plant fitted with one twostroke, long-stroke main engine acting directly on the ship’s pro peller. The alt. B (and so on) is a propulsion plant equipped with one ortwo four-stroke, medium speed engine(s), connected via coupling (clutches) and reduction gear with the ship’s propeller. The method of comparison is shown in the specimen Tables I and II. For each ship type there are two such tables. The first specimen Table I presents the technical data of the ship and the plants compared. The given power (KW) and speed (RPM) values of the main engines are for a maximum continuous rating (MCR). For the propeller, depending on the case an engine derated at MCR’ may be considered, a continuous service rating (CSR ) value of, 85 or 90% MCR' is assumed for the 'defender' plant, alt, A. For the sake of correct comparison, the ship fitted with the challenger' plant, alt. B, has to achieve the same speed under identical conditions as the original ship powered by alt. A. In other words, using the definitions shown in Fig. 4 the resistance force (R) and the effective power (PE) required to tow the ship at the speed v are constant. Because the MCR values of the plants compared are not exactly
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ECONOMICAL COMPARISON SHIP TYPE: ALTERNATIVE
A
B
C
MAKE
ENGINE (S)
TYPE SERVICE POWER (CSR ) CSR7MCR’ FUEL CONSUMPTION SAVINGS MAIN ENGINE (S) COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SHAFT RES. PROP. OR BLADE SHAFT GENERATOR TURBO-GENERATOR TO TAL INVESTMENT DIFF. INVESTMENT CAR RECOVERY FACT. PAY OUT PERIOD NET PRESENT VALUE INT. RATE OF RETURN
Table II
kW % g /k W h T /D A Y T /Y E A R 1000 S/YEAR
Specimen
1000$
--YEARS 1000$ %
0 0
0 0 0 0 0
Econom ical Comparison
equal and the quasi propulsive efficiency r|D (s. Fig. 4) also differs, the power expected at CSR' from alt. B will always be different from that of alt. A. Thus, the main engine(s) of the alt. B has (have) to be derated to a different degree than for alt . A. The different degrees of the alternatives therefore modify the SFC of the main engine(s). The second specimen Table II relates to the economic calculati ons. First the fuel consumption is determined. The daily fuel consumption at sea (DFC), a value very common among shipow ners, is given by the formula: DFC = SFC x CSR’ x 24 x 1,06 where: SFC = Specific fuel consumption corrected for deration degree. CSR’ = Continuous service rating corrected for different propulsive efficiencies. 24 = Hours in one day. 1.06 6% allowance for different L.C.V. (s. Chapter 4.3).
The author of the present paper had to take this fact into account. Therefore, when dealing with engine prices, only the differences between alternatives are named in the tables, not the relative price of an engine. This method protects the privacy of the manufacturer, but does not affect the results. The author, however, has knowledge of the engine prices since he has been provided with these by the manufacturers concerned. He would therefore like to express his gratitude for their open and co operative attitude. Savings in fuel costs are mostly attained through additional invest ment and vice-versa. To evaluate whether this is worthwhile, recognized economic criteria of merit should be used. 4.5 Econom ic criteria o f m erit Three criteria were used: 4.5.1 Pay-Out Period (POP) 4.5.2 Net Present Value (NPV) 4.5.3 Internal Rate o f Return (IRR) To calculate these, the Capital Recovery Factor (CRF) is needed. This is the ratio between the returns (Ft) and investment (P): CRF = S In this study Ft means the savings in fuel costs per year for each alternative, and ’P' the additional investment. The higher the CRF, the better the alternative. Ad. 4.5.1 POP is the time it takes for the savings (R) to pay back the additional investment (P). Without interest this would have been easy to calculate: POP = £ Since, however, interest must always be paid, the POP is calcu lated with the formula: (CRF)n = A where: T is the interest paid for borrowed money( assumed here to be 10%. For given R and P values (CRF)n is also known, whereby for the assumed i, 'N' is just the POP. Logically, the shortest POP is desired.
The fuel costs per year are calculated by multiplying the daily consumption with the days at sea per year and with the price of one ton of fuel. The days at sea per year depend on trade and ship type (Chapter
5).
The price of fuel at the end of 1985 is still unknown, so the June 1984 price in Rotterdam of 175 U .S. $/ton ( 1000 kg each) for IF 380 or IF 420 was taken instead. However, it is an easy arithmetical exercise to change such values in the tables presented in Chapter 5. The cost of fuel burned in harbour by the auxiliary engines was in the first instance disregarded because it does not directly influence the choice of propulsion plant. However, for ships in which main engines are used in harbour for electrical energy generation or driving pumps, the fuel consump tion in harbour must be taken into account. Furthermore the fuel costs of the 'defender' plant (alt. A) are taken as a basis for comparison and subtracted from those of the 'challenger' (alt. B). If the latter costs less per year, we then speak of 'savings’ or 'returns' (R). The contrary can also be the case. The same procedure is adopted for the initial costs compounded in the tables foreach alternative. They can lead to additional ( + ) or less investment (-) of the alt. B vis-à-vis the comparison base, the alt. A. Prices are generally a delicate matter, particularly as mentioned earlier, where main engines are concerned. No manufacturer likes to publish them in advance, thereby losing flexibility when negotiat ing later. S. en W. - 52ste jaargang - nr. 18 - 1985
NPV is the present value of all savings made on fuel costs over the entire operational life of the ship, after deduction of the additional investment (Fig. 8). NPV = (UPWF)jgX R - P where: (UPWF)n is the uniform series present worth factor for the interest rate ’i’ and N’ the years operational life for the ship. 297
Here the calculation is based on: i = 10 % and N = 15 years. The higher the NPV, the better for the shipowner. Ad. 4.5.3 The IRR is the internal interest rate of return for which the Net Present Value (NPV) is zero. In other words, how far the interest can rise without producing losses (negative NPV). In the formula:
discussion. The draught, the depth of the ship and its ballast capacity have been increased to also allow the accommodation of a large slow turning propeller. Some of the ships will be fitted with the Sulzer 4 RTA 68 , the layout position for MCR being the R1'. This is the basis alternative (A) in Table II. On the shipowners' request the engine should run at a CSR-output of about 90% MCR. The question arises of whether it is better to add one more cylinder (additional investment) and derate the engine at a new MCRvalue, thereby reducing the fuel consumption (savings in opera tion). Pow er P
O = (UPWF)kiX R - P
Engine-MCR
Ï is therefore just the ’IRR'. So O = (UPWF)}jhr
x
R- P
or £ = (UPWF)n h or r
_
1
P ~ (UPWF)}gRR and because generally UPW F= CRF û = (C R F )T For given R and P results (CRF )^10 and for the assumed N = 15 years, the IRR can be determined. The higher the IRR, the better the alternative. 5. Actual exam ples The examples were chosen with a view to: • ship types in the market • largest possible 'scenario' • opportunities of evaluating various engine attributes. For the sake of keeping up-to-date no ship example is older than 1980. For the sake of brevity, the number of examples was limited to five. However, the calculation method, if enough information is avail able, can be easily applied to other ship types as well. Fig. 9 gives a short review of the types of ship taken into considera tion. EXAMPLE NUMBER
SHIP'S TYPE
TRANSPORT CAPACITY
CALCULATION TABLES
1
SEMI CONTAINER
7 0 0 TEU
111 to VI
II
FULL CONTAINER
1 4 0 0 TEU
VII to VIII
111
O R E -B U LK -O IL
1 5 4 0 0 0 TDW
IX to XIII
IV
MULTI PURPOSE
1 8 0 0 0 TDW
XIV to XVII
V
REFRIGERATED
4 7 7 0 0 0 CU.FT.
XVIII to XIX
9.
Review o f Ship Examples
Fig.
5.1 The Semi C ontalnership This is a type and size of ship which is often encountered nowa days. The example in question represents a series of ships in the process of being built for German shipowners, based on a German design, by an overseas shipyard. Both two-stroke in direct, and four-stroke diesel engines in indirect drive have been given ample 298
Fig. 10.
Lay-Out Diagram for Two-stroke Engine
The deration can be effected in two ways: • down on the line R1-R2 at constant engine speed but reduced mean effective pressure (m.e.p.) as shown in fig. 10 (alt. B), or • down on the line R1-R3 at constant m.e.p. but decreasing the engine and propeller speed. The specific fuel consumption (SFC) remains constant, but the propeller resp. propulsion efficiencies are thus increased (alt. C). Table IV gives the answer. The alt. C is better than alt. B, since it is more economical to derate at constant m.e.p. than to keep the r.p.m. unchanged. However, one cannot totally avoid the impression that the engine manu facturers accept, but do not like to set the new MCR' on the R1-R3 line of max. m.e.p., preferring the other way or a compromise. The alt. B in this case is not recommendable. The Pay-Out-Period (P.O.P.) is double the life of the ship, the Net Present Value (N.V.P.) is negative, meaning that losses occur, and the Internal Rate of Return (I.R.R.) is lower than the present interest level.The alt. C is somehow better than alt. A, though not convincing. The P.O.P. is 81/2 years, i.e. more than half of the ship’s life. Practical experience has shown us that owing to the recession, an excess of transport capacity and recent uncertainty in the shipping market, shipowners are seldom prepared to spend extra money if the additional investment is not recovered in a relatively short time, say 3 to 5 years. The alt. A, the defender in Table IV, remains the best one. The cause of this phenomenon is the small number of cylinders for a given output. A cylinder extra for a four cylinder engine theore-
TEC H N IC AL COMPARISON
ECONOMICAL COMPARISON
SHIP TYPE : SEMI CONTAINER SHIP Lpp x B x D M 128.30 x 2 1 ,4 0 x 1 1,20 M 8,4 0 DRAUGHT DEADWEIGHT T 1 0 600 CONTAINERS 700 TEU HOLD CAPACITY 460000 CU.FT. 16,5 SERVICE SPEED KN SEA MARGIN % 15,0 ALTERNATIVE A I B I C DRIVE D I R E C T S U L 2 E R MAKE MAIN 5RTA58 4RTA58 TYPE ENGINE (S) 79 50 6360 kW MCR 127 RPM TYPE CPP 5,2 0 5,7 0 DIAMETER PROPELLER kW 6 3 6 0 /R 1 I6 3 6 0 /R 1 - 2 6 3 6 0 /R 1 -3 MCR' RPM 102 122 3610 Pi kW 122 102 RPM PROP 0 .7 8 4 0 ,7 6 0 r|0 * SHIP IN 4600 kW 4750 Po SERVICE _ 0 ,9 8 Im 4690 Pi 4850 5580 5390 Pi N C L SEA MAR 3 2 0 kW SHAFT GENERATOR — TURBO-GENERATOR 57 10 59 00 CSR' % 9 2 ,8 89 .8 TOTAL 172,5 172,8 I 168.9 SFC g /k W h ^A SY M M ETR IC AFTERBODY.
Table III
Example I
Technical Comparison
SHIP TYPE: SEMI CONTAINER SHIP ALTERNATIVE A I B I C MAKE S U L 2 E R ENGINE (S) 5RTA 4RTA 5RTA TYPE 58R1 58R 1-2 58R 1-3 kW SERVICE POWER (C S R l_ 5710 5900 CSR’/ M C R ' % 92,8 89,8 g /k W h 172,5 172.8 168,9 FUEL T /D A Y 25 ,9 4 25 ,06 25 ,35 CONSUMPTION * ' t / year 7004 6844 6766 10 00 1 184 1226 1 198 S/YEAR 0 28 42 SAVINGS MAIN ENGINE (S) 26 3 0 1000$ ----COUPL. OR CLUTCHES ----REDUCTION GEAR ■ PROPELLER + SHAFT 220 233 RES. PROP. OR BLADE 14 15 A SHAFT GENERATOR 123 ----TURBO-GENERATOR TOTAL INVESTMENT 357 620 634 DIFF. INVESTMENT 0 263 277 ----CAR RECOVERY FACT. 0 ,1 0 6 0 0 ,1 5 2 PAY OUT PERIOD YEARS 0 30 a 1/2 NET PRESENT VALUE 1000$ 0 42 -5 0 INT. RATE OF RETURN % 0 6,5 12J * 2 7 0 sailin g days a year. ■ Lips 4C 14-2 contollable pitch propellers. a PTO on engine incl. 400 kW generator
Table IV
I
SHIP TYPE: SEMI CONTAINER SHIP (CONT'D) E A ALTERNATIVE P MAKE SULZER SEMT PIELSTICK ENGINE (S) 4RTA58 5PC40 6PC40E TYPE SERVICE POWER (CSR') CSR’/ M C R ’ FUEL CONSUMPTION
ïd o o
S. en W. - 52ste jaargang - nr. 18 - 1985
$/YEAR 1000$
59 00 92,8 172,8 25 ,94 7004 1226 0
o —
*
220 14 123
YEARS 1000$ %
357 0 0 0 0 0
A
----
5690 93,7 8 5 ,9 173,7 166,0 25 ,14 2 4 ,0 3 6488 6788 1 135 1 188 91 38 -2 7 9 -3 9 3 189
----
194 240 15 20
190 71 -1 6 7 -2 8 6 NOT APPLIC. NOT APPLIC. 575 I 1 178 NOT APPLIC,
* 2 7 0 sailing da ys a yea r. ■ L&S Navilus GUC 1062 + L&S Spiroflex KJR 390 resp.410. a Lips 4 C 1 4 -2 resp. 4 C 1 5 -2 c o n tro lla b le p itc h prop. A PTO on engine resp . on re d u ctio n gear incl.400kW generator.
■ (cont’d) Technical Comparison
tically involves a 25% increase in investment, in this example $ 263,000. Such a sum takes a long time to recoup. The conclusion of Tables III and IV is confirmation of the recent trend observed in shipowners and shipyards. Choosing engines with the smallest number of cylinders (4) and maximum MCR (100% output, 100% speed) is becoming more and more popular. This development is still continuing successfully, despite objec tions about ship’s vibrations and engine load. In the further course of this study the two-stroke engines in direct drive will be chosen accordingly and at max. MCR.
kW % g /k W h T /D A Y * T /Y E A R
SAVINGS MAIN ENGINE (S) COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SHAFT RES. PROP. OR BLADE SHAFT GENERATOR TURBO-GENERATOR TOTAL INVESTMENT DIFF. INVESTMENT CAR RECOVERY FACT. PAY OUT PERIOD NET PRESENT VALUE INT. RATE OF RETURN
* ASYMM ETRIC AFTERBODY
Example I
Econom ical Comparison
ECONOMICAL COMPARISON
TEC H N IC AL COM PARISON SHIP TYPE : SEM I CONTAINER SHIP (C O N T ’ D) Lpp x B x D 1 2 8 ,3 0 x 2 1 ,4 0 x 1 1,20 M 8 ,4 0 DRAUGHT M 10600 DEADWEIGHT T 700 CONTAINERS TEU 460000 HOLD CAPACITY CU.FT. 16,5 KN SERVICE SPEED % 15,0 SEA MARGIN ALTERNATIVE A D E INDIRECT DIRECT DRIVE SEMT PIELSTICK MAKE SULZER MAIN 4RTA58 TYPE 5PC40 6PC40E ENGINE (S) 6625 6360 6075 kW MCR 127 330 318 RPM CPP TYPE DIAMETER 6,0 0 5,20 PROPELLER 6075 6625 kW 6360 MCR' RPM 87 90 122 Pi kW 3610 122 PROP RPM 85 0 ,8 0 6 0 ,7 6 0 'Io* SHIP IN 4480 kW Po 4750 SERVICE _ 0 ,9 6 'IM 0,9 8 4850 4670 P. 5580 5370 N C L SEA MAR P» kW 32 0 SHAFT GENERATOR -------TURBO-GENERATOR 5690 5900 CSR' 8 5 ,9 % 92,8 93 .7 TOTAL 166,0 173,7 172,8 SFC g /k W h
Table V
Example I
Table VI
Example I
(cont'd) Econom ical Comparison
In this example too, the confrontation between two-stroke/fourstroke engines was unavoidable. Tables V and VI compare the Alternatives D and C, with SEMT-Pielstick Engines of the PC40 type versus the basis alt. A fitted with a 4 RTA 58 engine. The indirect-drive benefits from the free choice of the propeller speed but suffers from 2% losses in the reduction gear (r)m = 0,96 instead of 0,98). 299
Hoewel nog slechts zijn nagedachtenis levend is, komt er af en toe nog post voor de oprichter van ons bedrijf. Een bestelling of een technische vraag, gericht aan ”de heer Willem Smit”.
Daar zijn we heel erg trots op! Want het betekent iets. Smitweld mag uitgegroeid zijn tot één van Europa’s toonaangevende producenten op lasgebied, voor onze klanten zijn we aan
spreekbaar gebleven. Geen onpersoonlijk concern, maar nog steeds een beetje meneer Smit. En zo hoort het ook, vinden wij. Want de las-industrie leent zich niet voor een massale aanpak. Geen lasser is
hetzelfde, en elk project stelt z’n individuele eisen. Wij doen ons best daaraan te voldoen. Net als vroeger. Toch zou meneer Smit z’n eigen bedrijf nauwelijks meer herkennen. Computers regeren nu het zuivere produktieproces. Ze werken snel, goedkoop en uiterst nauw keurig. Kwaliteitsnormen als ASME, TüV, EdF en andere worden tegenwoordig spelender wijs gehaald. Meneer Smit’s laboratorium is het Research & Development Department ge worden. Ruim 60 mensen houden zich bezig met kwaliteitscontrole en verrichten er techni sche hoogstandjes waar hij alleen maar van kon dromen. Ze vonden bijvoorbeeld de revo lutionaire Sahara-elektrode uit. Een praktisch vochtvrije elektrode voor de apparatenbouw, chemische en vooral offshore-industrie. En meneer Smit zou evenmin geloofd hebben dat elke bestelling nu binnen 24 uur bij de klant zou liggen... Ja, er is veel veranderd. Maar één ding niet: wie bij ons aanklopt, krijgt altijd antwoord van een authoriteit op lasgebied. Die gaarne be reid is zijn kennis met u te delen. Of u nu naar meneer Smit vraagt, C i i l T U f E l W% of naar Smitweld... ■ Ü B I I r
ü d van de NORWELD Groep
Alt. D is provided with a SEMT-Pielstick PC 40 standard engine running in MCR condition at 330 r.p.m., while alt. C received an engine of the same type, but with one cylinder more and, as economy version E, running at 318 r.p.m.. The latter has about 9% more power and can consequently be further derated (85,9 instead of 93,7%). The S.F.C. is then much lower. Here too, the question is whether it is worthwhile investing in an additional cylinder for the sake of lower fuel consumption, here in the case of four-stroke engines. The answer is provided in Table VI. The alt. D saves up to 91,000 $/year in fuel costs, partly due to the 6% higher propulsive efficien cy and partly to the 4% smaller S.F.C. than alt. A. This advantage is not bought with higher investment. On the contrary, the alt. C is 167,000 $ cheaper. The N.P.V. for the whole life of the ship thus reaches the impressive total of 1,178,000 $. The alt. D is superior to the alt. C. The N.P.V. of alt. C is still substantial but only around half of that of alt. D. This conclusion is of paramount importance, In the case of four-stroke engines, it is well worth adding one cylinder more in order to be able to choose the economical version of that engine. Precisely the contrary was the case with two-stroke engines. The explanation here is simple. An extra cylinder of the PC 40engine costs in our example: 114,000 $ and for the RTA 58-engine 263,000 $. Following this finding, only four-stroke engines of the E' version will henceforth be considered. In this first example of the semi containership a controllable pitch propeller (C.P.P.) was assumed for all the alternatives. This is not always the case, particularly with the direct drive. The reason was that, in order to attain clear conclusions, one should change only one parameter at a time, in this case the propeller speed. In the next example the ship propeller of single engine plants will have a fixed pitch (F.P.P.); the C.P.P. will be taken only for twin engine plants, In such plants, the ship propeller must obviously be a C.P. P., otherwise the output of one engine cannot be fully utilised in one engine operation. 5.2 The fu ll container ship The full container ship, as a successor of the ’liner’, has a higher speed than a semi container ship or a general cargo ship. In example II, the required service speed was above 18 Kn and the propulsive power installed, including 15% sea margin and 800 KW for a shaft generator, amounts to above 14,000 KW. The increased output of the shaft generator is needed to serve a certain number of refrigerated containers on board. The draught of the ship loaded with containers is 10.80 m and in ballast condition including trim by stern about 8.70 m. For the basis ship, fitted with a two-stroke, long-stroke engine in direct drive, alt. A in Table VII, an engine from the production program of MAN-B&W manufacturer, was selected (for a change).
TECHNICAL COMPARISON SHIP TY PE
:
FU LL CONTAINER SHIP
Lpp x B x D DRAUGHT D E A D W E IG H T C O N T A IN E R S H O L D C A P A C IT Y S E R V IC E S P E E D S E A M A R G IN A LT E R N A T IV E D R IV E
1
! 1
M M T TEU C U .F T KN
TYPE kW RPM TYPE DIA M E TER kW MCR RPM Pi kW PROP RPM Io kW Pd 'Im
_
Pu
N C L SEA M AR Pu S H A F T G E N E R A TO R T U R BO -G E N E R A TO R CS R '
TO TAL
SFC *
kW
%
g /k W h
c
D I N D I R E C T S E M T. P I E L S T I C K 1x 7 P C 4 0 E 5 L8 0M C 2x6P C 40 14 P C 4 0 V E 1x 6P C 40E 14600 14580 15460 1 43 55 83 318 330 F PP F PP CPP 7.80 14600 14580 14355 15460 83 7900 80 0 ,7 5 0 0 ,7 5 0 * 0 ,7 3 5 10530 10750 10530 0 ,9 8 0 .9 6 11200 10970 10750 12880 12620 12360 ................. ......... ......8 0 0 .............. _...
A DIRECT M A N - B&W
M AKE
SHIP IN SER VIC E
— 18,1 15,0
%
M A IN E N G IN E (S )
PRO PELLER
1 6 7 r6 0 x 2 8 .5 0 x 15,80 10,80 24950 1400
13160 90,1 170,7
B
13680 9 3 ,8 173,8
9 5 ,3 1 70,5
13420 8 6 ,8 166,9
E FFICIEN CY LO S S E S 2% BEC AU SE OF CPP.
Table VII
Example II
Technical Comparison
The 5 L80 MC seemed to be suitable, giving at MCR 14,600 KW at 83 r.p.m. The corresponding optimal propeller diameter is then 7.80 m. The ratio propeller diameter versus draught becomes 0.722 in loaded and 0.897 in ballast condition. The last value is slightly excessive, but a container ship seldom sails in pure ballast condi tion. In any case, it is not recommendable to fit a larger propeller than this. Hence, lower propeller revolutions cannot be chosen for the indirect drive or, in other words, for this ship example, the twostroke, long-stroke engine in direct drive has already achieved the optimal propeller revolutions, and this is remarkable performance. For the challenger alternatives with four-stroke engines (see Fig. 7) it is appropriate to consider twin engine plants with cylinders in line or a single engine plant with cylinders in V-form. Alt. Bhas2 x 6 PC 40. i.e. 12 cylinders in total, alt. C 1 x 7 a n d 1 x 6 PC 40 E, i.e. one cylinder more, but the engines are of economical version and alt. D, 1 x 14 PC 40E, the same E’ version, but unavoidably two cylinders more. In accordance with what has been said before in chapter 5.1, the alt. A and D receive a fixed pitch and alt. B and C a controllable pitch propeller, and the r|m is assumed correspondingly. For the sake of realistic approach, special attention has been given to the choice of the type of shaft generator. The most usual practice has been pursued as follows (see footnotes of Table VIII):
H eavy duty, viertakt dieselmotoren Types: DR210, F240, S W 240, SW 280, TM 410, T M 6 2 0 Vermogensbereik: 3 0 0 -1 2 .7 0 0 kW (400 -1 7 .3 0 0 bhp)
ECONOMICAL COMPARISON SHIP TYPE: FULL CONTAINER SHIP. A LTERNATIVE A MAKE MAN BW ENGINE (S) TYPE 5L80MC SERVICE POWER (CSR'l CSR7M CR' FUEL CONSUMPTION
kW % g /k W h T /D A Y * T /Y E A R 10 00 S/YEAR
SAVINGS MAIN ENGINE (S) COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SHAFT RES. PROP. OR BLADE SHAFT GENERATOR TURBO-GENERATOR TO TA L INVESTMENT DIFF. INVESTMENT CAR RECOVERY FACT. PAY OUT PERIOD NET PRESENT VALUE INT. RATE OF RETURN
10 00S ■
13160 90,1 170,7 57,15 16002 28 00 0 0
---
256 209 A 290
-YEARS 1000$ %
755 0 0 0 0 0
B I C I D S.E.M.T. PIELSTICK 2x 7PC40E 14PC40 6PC40 6PC40E VE 13420 13680 66,8 95 ,3 93,8 166,9 170,5 173,8 6 0 ,49 59,34 56,98 15954 16615 16937 2792 2908 29 64 -1 0 8 -1 6 4 8 -3 1 7 -9 7 0 -4 8 5 563
508 A •
538 63 24
---
401 271 221 + 110
648 871 33 116 -7 2 2 -1 0 7 NOT APPLICABLE NOT APPLICABLE -1 140 1 - 9 3 7 1 783 NOT APPLICABLE
★ 2 8 0 salting days a year ■ L&S Navilus GVA 2 2 5 0 re s p .2 4 0 0 resp.GUC 1507+ L&S Pneumafiex KAP (2 x 4 1 0 ) re s p .(4 1 0 + 4 3 0 ) resp.K JS 470. + Lips 4C21 con tro lla b le pitc h propelle rs. * T h y ris to r controlled 80 0kW generator. • PTO on reduction gear + genera tor. + " ~ L&S Navilus GCV 145 + generator.
Table VIII
Example II
Econom ical Comparison
• For the alt. A, a generator with thyristor controlled frequency, mounted on the propeller shaft. • For the alt. B and C, a standard generator driven by the P.T.O.of the reduction gear. The constant frequency is obtained by keeping the propeller revolutions constant by means of the C.P.P. To avoid efficiency losses at part load, a two stage P.T.O. was assumed to be available. • For alt. D, between the generator and the P.T.O. a controlled speed gear is intercalated. As demonstrated in Table VIII, the type of propeller and shaft generators described above have an important bearing on the investments required. For the F.P.P. a whole propeller must be kept in reserve, while for the C.P.P. a reserve blade is sufficient. The propeller shaft of the indirect drive is shorter than that of the direct drive by the length of the reduction gear plus coupling(s) or clutch(es). The price of the shaft is included in the C.P.P. price, whilst for the F.P.P. it is calculated separately. Example II shows that the twin engine plants (alt. B and C) cannot compete with the singele engine plants (alt. B and C) Alt. B is in fact
S. en W, - 52ste jaargang - nr. 18 - 1985
107.000 $ cheaper than alt. A, but this advantage is cancelled out by higher fuel costs in less than one year. Alt. C is costly in operation as well as in investment. For both alternatives the N.P.V. is negative, approximately 1 million $. The beneficial aspects of the twin engine plants are, however, that they provide the possibility to: • conduct maintenance work at sea without interruption of the voyage and • effect optimal slow steaming or one engine operation in ballast. The former advantage requires separate studies. The latter advantage is less relevant to a full container ship. Finally, the alt. D is superior to all others. Versus alt. A it saves litle of the fuel costs, i.e. 8000 $/year, but is substantially cheaper by 722.000 S. So, the N.P.V. is 783,000 $, a remarkable amount. The conclusion of this is that the four-stroke motor in V-form still remains an economically attractive alternative which deserves reconsidering. 5.3 The O re-Bulk-O il (OBO) Carrier This example comes from an inquiry circulating recently on the French shipping market. It is a large OBO-Carrier for which a service speed in loaded condition of 13 Knots is required, whilst in ballast condition the service speed 12 Knots seems to be sufficient. This flexible attitude of the shipowner is a wise one, since it helps find a good economical solution. In ballast condition, in which the ship can operate up to 50% of its service time, the propulsion plant only needs about 65% of the power required in loaded condition. A so called Father and Son' propulsion plant and a twin/single operation of the engines is the most appropriate solution in this case. For example III, in Table IX, the alt. A is, as for all the other examples, the two-stroke propulsion plant in direct drive. The engine chosen is a Sulzer 5 RTA 84 with an output of 16550 KW at 90 r.p.m. Alt. B and C are the Father and Son' variants, where: • Alt. B is equipped with two different two-stroke engines Sulzer RTA 58 and • Alt. C is equipped with two different four-stroke engines S.E.M.T. - Pielstick PC 40E. In both cases the intention is that the 'Father'-engine alone will drive the ship in ballast condition, as shown in Tabel X. The Father'-engine is then operated in the range of optimal specific fuel consumption (S.F.C.), around 85% of the value of the C.S.R.'/M.C.R.' ratio (Fig. 11). The final example, also an alt. D, with a single four-stroke diesel engine in V-form, is a real challenge to the basis ait. A. As opposed to the alt. B and C, the single engines of both alt. A and D will be operated in ballast condition at part load with a less advantageous S.F.C. (See Table X).
301
Fig. 11.
Comparison o f Specific Fuel Consumption at Part Load.
The draught of this big OBO-Carrier is 17.0 m in loaded and 13.2 m in ballast condition, including 1% trim. Such draughts allow the accommodation of a large propeller with a diameterof up to 10.0 m. For the indirect drive, the propeller speed can then go down to 60 r.p.m. in loaded and 48 r.p.m, in ballast condition. Here too, alt. A and D are fitted with an F.P. P. and alt. B and C with a C.P.P. The P.T.O. on the reduction gear of the alt. B and C must, like for Example II, have two steps. tn this example, the choice of the most modern and adequate shaft generator system for each alternative was carefully considered (see the footnotes to Table XIII). Of the 230 sailing days assumed for such a ship type the following suppositions were made: a. 110 days in loaded condition and b. 120 days in ballast condition.
The differences in investment costs constitute most of this exam ple. The alternative using two-stroke engines in indirect drive (B) needs 1,565,000 $ more investment. This huge sum is prohibitive. The fuel savings can never repay it, the Capital Recovery Factor (C.R.F.) is less than the interest assumed to be paid (10%). The end result of the business is a loss and the N.P.V. for the total life span of the ship amounts to - 843,000 $ which is no small sum. The Father and Son’ plant, the twin/single operation, cannot save this. The future of propulsion plants equipped with two-stroke engine in indirect drive looks bleak, since these engines even in direct drive approach the optimal low propeller speed, Better, yet still not totally convincing, is the alt. C, also a ’Father and Son’ propulsion plant, but composed of four-stroke diesel engines. The supplementary investment is less than half of that of alt. B, but still 723,000 $. This sum is recovered by the fuel savings in 8 1/4 years which, though a limited space of time, is enough to discourage the shipowner unless there are other reasons, such as reliability or maintenance at sea, as mentioned before. In conclusion for this alternative: The N.P.V, is positive, amounting to 288,000$ for the whole ship's life, the plant is economically feasible, but no more. If the shipowner accepts the realitively high number of cylinders of the main engine of the alt. D, this is by far the most economical solution. It saves fuel costs of 126,000 $/year and is 584,000 $/year cheaper to buy. The N.P.V.is appreciable, about 11/2 million $.
5.4 The Multi Purpose Cargo Ship This example is based on the successor of a very successful British standard ship. The propulsion plant has been updated by the author and the basis alt. A receives a Sulzer 4 RTA 68 engine, developing for MCR 8680 KW at 108 r.p.m. The service speed thereby obtained, under certain specific condi T h e fuel co n su m p tio n (in to n s and do lla rs) is given fo r tions, is 16.0 Kn. a. in Table XI In the present example, other attributes of the marine diesel engine b. in Table XII. are analysed. The totals are compiled in Table XIII. The savings on fuel costs To begin with, the two-stroke engines. Recently, the so-called amount (depending on alternative) to between 95,000 and 133,000 $/year. It is evident that all three challenge' Alternatives B, 'Efficiency Booster’ was presented to the customers (5.1). By means of this additional equipment up to 3 g/HP x hr can be saved C and D in indirect drive profit from the drastically reduced propeller in fuei consumption. speeds and higher propulsion efficiencies of this ship. a) SHIP IN LOADED CONDITION TECHNICAL COMPARISON
TECH N IC AL COMPARISON SHIP TYPE :
SHIP TYPE : O R E -B U L K O IL (O B O ) CARRIER. Lpp x B x D 2 0 0 ,0 0 x 4 4 .0 0 x 2 2 ,5 0 M DRAUGHT M 1 7,0 D E A D W E IG H T T 154000 ----C O N T A IN E R S TEU H O LD C A P A C IT Y C U .FT. 5500000 S E R V IC E SPEED KN 13.0 S E A M A R G IN 15 .0 % A LTE R N A TIV E A B D Ç O RIVE D IR E C T I N D 1R E C T S U L Z E R MAKE S .E .M .T , P IE L S T IC K 8PC 40E 6 RTA 5 8 M A IN 5 R TA 84 14P C 40V E 4R TA 58 6PC 40E E N G IN E (S ) 16550 15900 15460 kW MCR 318 RPM 90 127 TYPE FPP CPP FPP DIAM ETER 8 ,5 5 1 0 ,0 0 PROPELLER kW 16550 15900 15460 RPM 64 80 60 kW Pt 7600 84 PROP RPM 60 0 .7 6 4 0 ,6 9 3 ■k 0 .7 4 9 Mo SHIP IN Pb kW 9950 10970 10150 SERVICE Mm _____ 0 ,9 8 0 ,9 6 P. 1 1 190 10360 10570 W O _ SEA MAR Pi 12870 1 1910 12160 kW S H A F T G EN ER ATO R 800 TUR BO -G ENERATO R 13670 12960 12710 CSR' % 8 3 ,8 8 1 ,5 8 2 ,2 TO TAL 8 2 i6 S F C g /k W h 1 6 6 .3 1 6 8 .8 1 7 2 ,9 1 6 6 .0
..... .
O R E -B U L K -O IL (O B O ) CARRIER.
Lpp x B x D DRAUGHT D E A D W E IG H T C O N T A IN E R S H O L D C A P A C IT Y S E R V IC E S P E E D S E A M A R G IN A L T E R N A T IV E O RIVE
M M T TEU C U .F T . KN %
MAKE M A IN E N G IN E (S )
TYPE
PROPELLER
kW RPM TYPE D IA M E TER kW M C R' RPM kW Pt RPM PROP MCR
SHIP IN SER VIC E
Mb
-
Po
kW
Mm
Pb NCL- SEA MAR Pr S H A F T G E N E R A TO R tu rbo - generator TO TA L
kW
CSR'
%
SFC
g /k W h
2 8 0 .0 0 x 4 4 .0 0 x 2 2 ,5 0 1 7 .0 154000 ----5500000 1 2 .0 1 5 .0 B f C i D A D IR E C T I N D I R E C T S .E .M .T . P IE L S T IC K S U L Z E R 8PC 40E 6R TA 58 14P C 40V E 5R TA 84 ----— 8830 15460 9540 16550 3 8 1 27 90 FPP FPP CP P 1 0 ,0 0 8 ,5 5 15900 I 15460 16550 64 90 60 5000 52 48 49 73 0 .7 9 5 0 ,7 8 0 0 .7 2 1 6290 6410 6930 0 .9 6 0 .9 8 6550 7070 6680 7530 8130 7680 ♦ 700 ------8380 8230 8830 5 3 ,2 9 4 .9 5 3 ,3 8 7 ,8 1 7 3 .5 1 8 0 .8 1 7 2 .2 1 7 5 .0
* R E D U C E D E L E C T R IC A L E N E R G Y C O N S U M P T IO N *
E FFIC IE N C Y L O S S E S 2% B E C AU SE O F CPP
Table IX
302
Example III
a) Ship in Loaded Condition Technical Comparison
Table X
Example III
b) Ship in Ballast Condition Technical Comparison
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ECONOMICAL COMPARISON SHIP TYPE: ORE-BULK-OIL (OBO) CARRIER. ALTERNATIVE A 1 B C I D MAKE SEMT PIELSTICK S U L Z E R ENGINE (S) 6RTA58 8PC40E 14PC40 TYPE 5RTA84 4RTA58 6PC40E VE SERVICE POWER (CSR') kW 13670 1 2 960 127 10 CSR'/M CR’ % 83,8 82,2 81,5 82 .6 166,3 g /k W h 166,0 168,8 172,9 FUEL 53,77 57,01 5 4 .7 3 T /D A Y 58,70 CONSUMPTION * T /Y E A R 6020 59 15 6271 64 57 10 00 1097 1054 1130 1035 S/YEAR SAVINGS 95 76 0 33 MAIN ENGINE (S) 1000$ COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SHAFT RES. PROP. OR BLADE ; SHAFT GENERATOR TURBO-GENERATOR TO TA L INVESTMENT 5 *^ DIFF. INVESTMENT CAR PAY NET INT.
RECOVERY FACT. OUT PERIOD PRESENT VALUE RATE OF RETURN
--
YEARS 1000$ %
* 110 sailing days a year.
Table X I
Example III
a) Ship in Loaded Condition Econom ical Comparison
ECONOMICAL COMPARISON SHIP TYPE: ORE-BULK-OIL (OBO) CARRIER. ALTERNATIVE A I B C 1 D MAKE S U L Z E R SEMT PIELSTICK ENGINE (S) 6PC40E 14PC40 TYPE 5RTA84 6RTA58 -__ VE SERVICE POWER (CSR’) kW 88 30 8380 8230 CSR'/MCR' % 53,3 94.9 87,8 53 ,2 g /k W h 175,0 172,2 173,5 180,8 FUEL T /D A Y 39,31 36 ,36 3 6 ,6 3 3 7 ,8 5 CONSUMPTION + T /Y E A R 4396 4717 4363 4542 1000 764 769 826 795 $/Y E A R SAVINGS 62 0 57 31 MAIN ENGINE (S) 1000$^ COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER ♦ SHAFT RES. PROP. OR BLADE SHAFT GENERATOR V' TURBO-GENERATOR TO TA L INVESTMENT 'r DIFF. INVESTMENT ■ -CAR RECOVERY FACT. PAY OUT PERIOD YEARS NET PRESENT VALUE 1000$ IN T. RATE OF RETURN % ★ 120 sailing days a year
Table X II
Example III
b) Ship in Ballast Condition Econom ical Comparison
In Table XIV, the alt. B has the same diesel engine as the alt. A, but is fitted with the ’11 -booster’. The fuel costs saved per year by this equipment, calculated in Table XVI, are 22,000 $/year. Unfortunately such a booster costs 154,000 $ extra and it takes 12!/2 years for the fuel savings to recover it. As mentioned before, shipowners assume shorter payout periods. Therefore, in this study the ’i] -booster' variant was not given further consideration for two-stroke, nor for four-stroke engines. It is hoped that in future the investment for the T) -booster will decrease and make it more profitable. Another attribute of modern ship propulsion plants is their ability to recover waste heat, not only for heating purposes, but also for producing electrical energy by means of a turbo-generator. For the two-stroke, long-stroke engines this is possible in practice from about 10,000 KW main engine output, while for the four-stroke engine, due to higher exhaust gas temperatures the turbo-gener ator can be supplied from 4,600 KW upwards (2.11). S. en W. - 52ste jaargang - nr. 18 - 1985
ECONOMICAL COMPARISON SHIP TYPE: ORE-BULK- OIL (OBO) CARRIER ALTERNATIVE A 0 C B MAKE S U L Z E R SEMT PIELSTICK ENGINE (S> 6RTA58 8PC40E 14PC40 TYPE 5RTA84 4RTA58 6PC40E VE kW SERVICE POWER (CSR’l CSR/MCR % F R O M T A B LE S g /k W iP FUEL T /D A Y X I A N D X II CONSUMPTION T /Y E A R 10 00 1861 1823 1830 1956 * S/YEAR 126 SAVINGS 95 0 133 MAIN ENGINE (S) -1 4 6 -9 2 3 6 14 0 1000$ _ COUPL. OR CLUTCHES 824 897 6 25 — REDUCTION GEAR PROPELLER + SHAFT 2 42 a 719 A 728 295 RES. PROP. OR BLADE 133 70 130 SHAFT GENERATOR * 1 10 • 24 * 290 TURBO-GENERATOR TO TA L INVESTMENT 768 1491 184 2333 DIFF. INVESTMENT -5 8 4 1565 723 0 -CAP RECOVERY FACT. 0 ,1 8 4 Not app 0,061 0 PAY OUT PERIOD oc YEARS 8 1/Î Not app 0 NET PRESENT VALUE 1000$ 1542 288 0 -8 4 3 INT. RATE OF RETURN 16,5 Not appl % — _ ,o * 2 3 0 sailing d a ys a year (1 1 0 da ys loaded and 120 d a ys in ba lla st con dition) ■ L&S N avllus GVA 2 6 0 0 resp.GVA 2 6 0 0 resp.GUT 1200 + L&S KAP (5 1 0 + 4 9 0 ) resp. KAP (4 3 0 + 4 1 0 ) resp.K JS 470. + Lips 4C 23 con tro lla b le p itc h propellers. * PTO on engine+SULZER Con Speed. I * Tw o s ta g e s PTO on re d u c tio n g e a r. Incl.BOOkW g e n e ra to r. * PTO on re d ge ar+ L& S N avllus G C V 145.)
Table X III
Example III
Econom ical Comparison
In the Table XVI the alt. A, with a two-stroke engine of 8680 KW, therefore receives no turbo-generator. Of the alternatives using four-stroke diesels, the alt. C is, for comparative reasons, also left without waste heat recovery, whilst the alt. D. is fitted with a 480 KW turbo-generator. As usual on modern ships these days, the alt. A and C are equipped with a shaft generator (480 KW) whilst the alt, D, because of its turbo-generator, does not need one. The power installed in the main engine can for the same reason be diminished by the same amount. In the present example it even helps to reduce the number of Cylinders by one from 8 to 7. One cylinder output in this case is more, i.e. 1100 KW, but the C.S.R 7M.C.R.' ratio, that is the loading of the engine, is adapted correspondingly (from 80.7 to 86.0%, see Table XVI). Finally, the propeller speed of the alt. A is, as said, 108 r.p.m. and the corresponding propeller diameter is about 6,40 m. The draught of the ship of 9,50 m allows a somewaht larger propeller diamter, say 6,90 m. The propeller speed can then, as shown in Table XVI, drop down for the indirect drive (alt. C en D) down to 85 r.p.m. If the ship's afterbody is designed correspondingly, the propulsion efficiency can rise by about 4 - 5 %. This has also been taken into account, in Tables XVI and XVII. All three alternatives are considered to be equipped with a F.P. propeller, which is quite natural for this type of ship. The economical results, as can be seen from Table XVII, are very conducive to waste heat recovery. In spite of the fact that such a ship, because of its irregular service, is expected to have the smallest number of sailing days per year of all the examples analysed here, i.e. 220 days, the fuel savings of the alt. D are relatively high, i.e. 142,000 $/year. Although the turbo-generator of that output costs over Vz million $, if (as happened in this case) one cylinder of the main engine could be saved, the total investment needed for alt. D is cheaper than for alt. A by 206,000 $. All this contributes to a very substantial N.P.V. of all the savings, finally amounting to 1,286,000 $. From the economical point of view, the shipowner should try to accept the technical complications which such a waste heat re covery installation involves. Whether the market trend will follow such a development is open to question, especially as regards a 303
TECHN IC AL COMPARISON
TECHNICAL COMPARISON MULTI PURPOSE CARGO SHIP. 1 4 5 ,0 0
2 2 ,8 6 x 1 3 ,1 0 9 ,5 0 18000 494 860000 1 6 ,0 .................. ... 1 5 , 0 .........._ ... A ] B D I R E C T S U L Z E R 4RTA68 4RTA68 ♦ B O O S TE R 8680 108 FPP 6 ,4 0 8680 10 8 4300 103 0 ,7 4 0 5810 0 ,9 8 5930 6820 480
M M T TEU CU .F T . KN %
MAKE M AIN ENG INE (S)
TYPE kW RPM TYPE DIAMETER kW MCR' RPM kW Pi RPM PROP '/o Pd kW MCR
PROPELLER
SHIP IN SERVICE
'I m
Pi W CL SEA MAR Pa• S H A F T GENERATOR TURBO-GENERATOR CSR’
TOTAL
SFC
Table XIV
kW
X
7300 8 4 ,1 1 7 1 ,6 I
% g /k W h
MAKE
ENGINE (S)
TYPE SERVICE POWER (CSR') C SR ^M C R 1 FUEL CONSUMPTION SAVINGS MAIN ENGINE (S) COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SH A FT RES. PROP. OR BLADE SH AFT GENERATOR TURBO-GENERATOR TO T A L INVESTM ENT DIFF. INVESTM ENT CAR RECOVERY FACT. PAY OUT PERIOD NET PRESENT VALUE INT. RATE OF RETURN
kW % g /k W h T /D A Y ★ T /Y E A R 1000 S/YEAR 1000$
B A S U L Z E R 4R TA 68 4RTA68 +BOOST. 7300 84,1 171,6 168,6 3 1 ,8 7 31,3 1 6888 701 1 1 20 5 1227 0 22 154 0
---
165 86 263
■
--YEARS 1000$ %
514 0 0 0 0 0
668 154 0 ,1 4 3 12 1 /2 13 1 1.5
sailing d a ys a year.
■ SULZER Con Speed incl. 4 8 0 k W g e n e ra to r Econom ical Comparison
multi purpose ship, which has to be unpretentious in service and maintenance. 304
CSR' SFC
Table XVI
0.96
5930 6820
5780 6650 480
kW
% g /k W h
Example IV
_____
—
—
7300 84.1 171,8
7130 80,7 166,3
480 6650 86,0 166,6
(cont'd) Technical Comparison
ECONOMICAL COMPARISON
SERVICE POWER (CSR ) c s r Vm c r '
MULTI PURPOSE CARGO SHIP
Example IV
TOTAL
0.98
SHIP TYPE: MULTI PURPOSE CARGO SHIP ALTERNATIVE A MAKE SULZER SEMT PIELSTICK ENGINE (S) TYPE 4RTA68 8PC40E 7PC40E
Technical Comparison
ALTER N ATIVE
Table XV
Pi N C L SEA MAR SHAFT GENERATOR TURBO-GENERATOR
1 6 8 ,6
ECONOMICAL COMPARISON
* 220
_
--------
Example IV
SHIP TYPE:
'I m
P.
FUEL CONSUMPTION SAVINGS MAIN ENGINE (S) COUPL. OR CLUTCHES REDUCTION GEAR PROPELLER + SHAFT RES. PROP. OR BLADE SHAFT GENERATOR TURBO-GENERATOR TO TAL INVESTMENT DIFF. INVESTMENT CAR RECOVERY FACT. PAY OUT PERIOD NET PRESENT VALUE INT. RATE OF RETURN
kW % g /k W h T /D A Y v T /Y E A R 10 00 S/YEAR 1000$ A
7300 84,1 171,6 31 ,8 7 7011 1227 0 0
-----
165 86 ■ 263 —
--YEARS 1000$ %
51 4 0 0 0 0 0
O
Lpp x B x D D R AU G H T D E A D W E IG H T C O N T A IN E R S HO LD C A P A C IT Y S E R V IC E SPEED SEA MARGIN ALTERNATIVE DRIVE
O
SHIP TYPE :
SHIP TYPE : MULTI PURPOSE CARGO SHIP. Lpp x B x 0 1 4 5 ,0 0 x 2 2 ,8 6 x 1 3 ,1 0 M 9 ,5 0 M DRAUGHT DEADWEIGHT T 18000 494 CONTAINERS TEU CU.FT. HOLD CAPACITY 860000 KN 1 6 ,0 SERVICE SPEED SEA MARGIN % 1 5 ,0 ALTERNATIVE A C I D DIRECT DRIVE INDIRECT SEMT-PIELSTICK MAKE S U LZE R MAIN TYPE 4RTA68 8PC40E 7PC40E ENGINE (S) 7730 kW 8680 8830 MCR RPM 108 318 FPP TYPE 6,90 DIAMETER 6,40 PROPELLER 8680 kW 8830 7730 MCR' RPM 108 87 85 4300 Pi kW 81 102 RPM PROP 0,775 0,740 '10 SHIP IN 5550 5810 kW Po SERVICE
7130 80 ,7 166,3 3 0 ,1 6 6635 1161 66 -5 7 5
6650 8 6 ,0 166,6 28 ,1 8 6200 1085 142 -6 9 9
264
228
185 115 * 93
168 103
—
596 -4 3 2
934
— • 508 308 "2 0 6 Not appl Not appl 1286 ]Rot appl
♦ 2 2 0 sailin g days a ye a r a L&S N avilus GUC 1 2 5 4 re s p .1 1 8 3 + L&S s p iro fle x KJR 4 3 0 re s p . 41 0 ■ SULZER Con Speed. in c l.4 8 0 kW g e n e ra to r * L&S Navilus GCV 120 • S hin ko kin zo ku In d u strie s
Table XVII
Example IV
(cont’d) Econom ical Comparison
5.5 The R efrigerated Ship The last example in this study is a refrigerated ship of about 480,000 cu ft and a service speed of around 21 Knots such as are now being built in Western Europe. Example V is based on a ship built in a West-German shipyard according to an advanced design. Typical for refrigerated ships is the shallow draught when loaded with bananas and the relatively high auxiliary energy needed for the cooling installations.
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ECONOMICAL COMPARISON
TEC H N IC AL COMPARISON SHIP TYPE : REFRIGERATED SHIP Lpp x B x D M 1 3 7 ,6 0 x 2 1 ,5 0 x 1 2 .6 0 DRAUGHT M 6 ,7 5 (M A X .9 ,4 7 ) DEADWEIGHT T 5 3 5 0 (M A X . 1 1 8 0 0 ) -------CONTAINERS TEU HOLD CAPACITY CU.FT. 477000 SERVICE SPEED KN 2 1 .2 SEA MARGIN % 1 5 .0 ALTERNATIVE B I C A DRIVE DIRECT INDIRECT MAKE M A N -B & W SEM T P IE LS T IC K MAIN TYPE 6L67GB 9PC40E 10PC40VE ENGINE (S) kW 1 1040 9935 1 1040 MCR 318 RPM 123 FPP TYPE DIAMETER 5 ,8 0 PROPELLER 1 1040 1 1040 kW 9935 MCR RPM 119 123 12 3 P< kW 5400 PROP 117 RPM 0 ,7 5 0 Vo SHIP IN Po kW 7200 SERVICE _ 0 .9 8 0 .9 6 'I m 7350 7500 N C L SEA MAR P. 8620 8450 1000 SHAFT GENERATOR kW 720 2 8 0 560 TURBO-GENERATOR 9450 9340 CSR' 8 5 ,1 8 4 ,6 % 9 4 ,0 TOTAL 177.1 1 6 6 ,0 SFC1 g /k W h 1 7 0 .0
Table XVIII
Example V
Technical Comparison
SHIP TYPE: REFRIGERATED SHIP. A ALTERNATIVE B I C MAKE m anBAW SEMT PIELSTICK ENGINE (S) 6L67GB 9PC40E 10PC40 TYPE VE kW SERVICE POWER (CSR ) 9450 9340 94,0 CSR7MCR' % 85,1 84,6 g /k W h 177,1 170,0 166,0 40 ,39 3 9 ,4 4 FUEL 4 2 ,5 8 T DAY CONSUMPTION if T /Y E A R 10 64 5 10097 98 60 1 0 00 1767 1725 1863 S/YEAR 96 SAVINGS 138 0 MAIN ENGINE (S) -6 0 2 -6 4 5 0 1000$ COUPL. OR CLUTCHES A 229 234 REDUCTION GEAR PROPELLER + SHAFT 204 198 215 RES. PROP. OR BLADE 98 98 89 SHAFT GENERATOR ■ 470 V 150 TURBO-GENERATOR + 570 • 400 TO TAL INVESTMENT 597 648 1 183 DIFF. INVESTMENT 0 -5 8 6 -5 3 5 CAR RECOVERY FACT. NOT APPLIC. 0 PAY OUT PERIOD YEARS 0 NOT APPLIC. NET PRESENT VALUE 1000$ 0 1316 I 1584 INT. RATE OF RETURN % 0 NOT APPLIC.
----
----
* 2 5 0 sailing days a year. a L&S Navilus GUC 1063 re s p .1 1 2 3 + L&S S p iro tle x KJR 4 5 0 resp.450. ■ T h y ris to r c o n tro lle d 1300 kW generator. * L&S Navilus GCV 185 ln cl.13 00 kW generator. * Shinkokinzoku Industries in cl.28 0kW generator. j. ln cl.56 0kW
The ship taken as an example has a ’banana-draught’ of 6.75 m, hence the maximum propeller diameter cannot exceed around 5.80 m. This explains why for the original ship the two-stroke engine MANB&W 6 L 67 GB has been selected, and not one of the newer more economical designs of the MC or MCE series. The speed of the chosen engines at M.C.R. is 123 r.p.m. and best suits this situation (alt. A Table XVIII). The 'challengers’, alt. B and C, fitted with fourstroke engines and reduction gear, must necessarily have the same propeller speed, so all three alternatives have the same propulsion efficiency.
The rest of the fuel savings are made through waste heat recovery. The total fuel saved by alt. C amounts to an impressive 138,000 $/year. Both Alternatives B and C are cheaper by more than a half million $ and the final N.P.V. is a record in this study 1,584,000 $ for the alt. C.
The points of interest here are the smallest specific fuel consump tion (S.F.C.) attainable and, because of the increased need for electrical energy, the waste heat recovery. Dealing first with the S.F.C., the GB engines have, by the laws of physics, a higher S.F.C. than the MC or MCE series. In this ship design, therefore, the tremendous progress achieved by the manufacturers of two-stroke, long-stroke engines cannot be fully utilized. With four-stroke engines the ship designer is free of the stiff connection engine - propeller and, with the smaller step in output per cylinder, it is easier for him to choose a main engine which approaches the optimal CSR7MCR’ ratio of about 85 %, thus giving the minimum S.F.C. (alt. C in Table XVIII). Regarding waste heat recovery and with respect to what has been said in Example IV, the alt. A in Example V, with a two-stroke main engine, can accommodate a turbo-generator of about 280 KW whilst the alt. B and C, with four-stroke engines, can afford a 560 KW turbo-generator. The total electrical energy requirement on this ship is about 1300 KW. Therefore, the difference of about 1000 KW for the alt. A and 720 KW for alt. B and C must be supplied by shaft generators. The alt. C differs from alt. B by having one more cylinder assuming that, contrary to the procedure in Example IV, the shipowner does not wish to rely totally on the turbo-generator and will ask to have power installed for the 1300 KW shaft generator, not only for 720 KW. In addition, he may ask for a lower load of the engine at CSR’ than is the case in alt. B (94.0 %). The last Table (XIX) in this study deals with the economic results. The aforementioned method enabling a better choice of engine fittings for alt. C vis & vis alt. A gives a reduction of 6.3 % in S.F.C.
6. CONCLUSIONS In summary, the following conclusions can be drawn from the present study: 1. The trend towards large bore and a very small number of cylinders, i.e. four for the two-stroke and five forthe four-stroke engines, leads to a lesser degree of flexibility in choosing the correct engine owing to the big output steps for one cylinder. 2. From the point of view of total propulsive economy, it is preferable to lay out the MCR of a two-stroke engine in direct drive according to the line of m.e.p. = ct, than on the line of r.p.m. = ct. 3. It makes no sense economically to choose a derated MCR for a two-stroke engine if this means installing an extra cylinder. 4. It is worth installing one more cylinder in a four-stroke engine if this means that the economical version E' can be used. 5. If the draught of the ship permits and the propeller speed can be chosen arbitrarily, it is always economical to take the maximum possible propeller diameter and lowest propeller speed. Furthermore, the design of the ship, its main dimensions and coefficients should be determined with this aim in mind. The draught of the ship in ballast condition should not be over looked here. 6. As well as reduction gear, clutch(es) or coupling(s), the com parison of the propulsion plant alternatives must also include the propeller shaft, the propeller itself and - last but not least the shaft generator. This is because these components are interconnected and together have a great bearing on the total investment. 7. Because of the favourable prices of engines manufactured
S. en W. - 52ste jaargang - nr. 18 - 1985
Table XIX
Example V
Econom ical Comparison
305
8.
9.
10.
11.
12.
13.
under licence in countries with low wage levels, twin-engine plants cannot easily compete with single engine plants in terms of first costs. In comparisons between twin and single engine plants, the savings made through maintenance at sea and slow steaming operation should be taken into account. The four-stroke engine with cylinders arranged in V-form is economically seen a very attractive alternative due to its low first costs for a given output. A ’Father and Son’ propulsion plant enables the ship to be operated economically in ballast or light loading condition or when slow steaming, It is only economically feasible using four-stroke engines. Two-stroke, long-stroke engines in indirect drive are unsuit able, unless there are other reasons for their being chosen. The combination, described under item 9, is not sufficient to compensate the disadvantage in first costs of such propulsion plants. The energy booster offered for two-stroke engines, in itself a positive development, must be cheaper to buy in order to be an attractive proposition for the shipowner. The use of waste heat recovery by means of a turbo-generator is a sound economical development and leads to substantial savings in fuel costs. If installed power can be diminished as well, the N.P.V.-value rises appreciably. The technical com plications involved in servicing the plant is another question. Ships requiring relatively large propulsion power and with restricted draught cannot have low propeller speeds at MCR. In such cases the attributes of two-stroke, long-stroke engines cannot be fully utilized to compensate for higher investment.
In conclusion, the author sincerely hopes to have shed 'more light’ on the rather dark subject of choosing propulsion plants for mer chant ships. He is fully aware that the limited number of ship examples analysed and the small number of engine manufac turers considered leaves the conclusions open to discussion. Moreover, the time and place character of the input data used do not make the results any more reliable! Yet it is precisely these ever-changing figures and the tremendous advances in the field of marine engineering and its inter-action with ship design which necessitate continuous opdating and further research. The choice of the right engine plant in a correct ship design is still dependent upon the given constraints and personal opinions or preferences. But then the decision-maker should at least know what his choice means in economic terms.
306
8. References 1.1 GALLIN, C., 'Inventiveness in Ship Design’. Transactions of the North East Coast Institution of Engineers and Shipbuil ders, Vol. 94, 1978. 2.1 GALLIN, C., 'Fuel Economy Propulsion Efficiency and Diesel Engine Installation’. Paper presented 1980 in Oslo and Bergen. Published in The Motorship, September 1980. 2.2 GALLIN, C., SIEFERT, K-H., HEIDERICH, 0 „ Alternatives for Economical Diesel Ship Propulsion'. The Third Interna tional Marine Propulsion Conference, London 1981. The Motorship, May 1981. 2.3 GALLIN, C., 'Advanced Energy Saving Concepts’. Paper presented before the Danish Society of Naval Architects and Marine Engineers, Copenhagen; before the Norwegian Shipowners Association, Oslo; before the Marine Engineer ing Society in Japan, Tokyo and Kobe; as well as before the 'Ship Costs & Energy '82' symposium, New York 1982; published in 'Schip en W erf, No. 25, 1982. 2.4 GALLOIS, J., 'Propulsion Systems and Ship Operating Effi ciency.’ ’Optimisation of the Marine Transportation Cost thanks to Medium Speed Engines'. Marintec, Shanghai, 1983. 2.5 GALLOIS, J., Recent Evolution of the Propulsion of Mer chant Vessels’, La Mer-Revue Thématique de l'Association des Elèves d l’Ecole Nationale Supérieure de Techniques Avancées, Paris, Mars 1984. 2.6 GALLOIS, J., T he Contribution of New Generation Medium Speed Engines in Economical Ship Propulsion Installations’. Transactions of the Third Internal Congress on Marine Technology, Athens '84. 2.7 GALLIN, C., 'Which Bunker Fuel Engine for Smaller Ships’. Symposium 'New Development of Naval Architecture and Ocean Engineering’ of Jiao Tong University, Shanghai, 1983. 2.8 RITZ, H. HEIDERICH, O. GALLIN, C., ’Indirect Propulsion Systems - A Contribution to Energy Saving and Economical Ship Propulsion’. Maritec China 83 Conference, Shanghai 1983. 2.9 GALLIN, C., HEIDERICH, O., 'Economical and Technical Studies of Modern Ships’. L & S Symposium, Paris 1982. Shipbuilding & Marine Engineering International, April 1983. 2.10 GALLOIS, J., 'Heat Recovery’. Saint-Denis, 1982. 2.11 IOANNIDIS, J., 'Waste Heat Recovery from Diesel Engines'. Third International Congress on Marine Technology, Athens '84. 3.1 Machinery in Ships Completed in 1983’. The Motorship, February 1984. 3.2 WALTER, C., 'Im Jahr 1983 gebaute Schiffsantriebsanlagen’. Hansa, Heft 8, 1984. 3.3 MAN - B & W Diesel, Mini Specification for L - MC/MCE’, 4th Edition, March 1984. 3.4 SULZER, ’General Technical Data for RTA Marine Diesel Engines', issue May 1984. 3.5 SEMT - Pielstick Diesel Engines PC 4, 1984. 3.6 KRUPP - Mak 'Marine propulsion Project M601’, 1984. 3.7 Man - B & W Diesel AS 'Circular letter', No. 2/84. 3.8 SULZER ’Reference List RTA’, May 1984. 4.1 BENFORD, H., 'Fundamentals of Ship Design Economics’. University of Michigan, 1965. 5.1 SULZER Diesel News', May 11th and 15th, 1984.
KD
de rijksoverheid vraagt
hoofdplanner (v/m) vac.nr. 5-2195/1449
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AA
de hoop groenpol elektrische scheepsinstallaties De Hoop Groenpol Rotterdam bv, W illingestraat 8, telefoon (010) 29 52 00, telex 28220 lid van ISES
Vereist: diploma HTS S, W of E. Standplaats: Den Helder. Salaris: min. t 3351,- en max. f 4705,- per maand. Een psychologisch onderzoek kan deel uitmaken van de selectieprocedure. Tel. inlichtingen worden verstrekt door de heer J. Vermeij, onder nr. (02230) 1 12 34, tst. 3244.
Jongeren tot 25 jaar kunnen bovenstaande functie tot max. 32 uur per week vervullen, tenzij zij reeds voor meer uren werkzaam zijn bij een overheidswerkgever. Bij het bereiken van de 25-jarige leeftijd of 5 jaar na indiensttreding, zal bezien worden of de mogelijkheid bestaat het aantal uren uit te breiden tot de dan geldende volle werktijd. Bovengenoemd (bruto) salaris is in het algemeen afhankelijk van leeftijd, opleiding en ervaring en is exclusief 7,5% vakantieuitkering. S chriftelijke s o llicita tie s onder verm elding van het vacaturenum m er (in linkerboven hoek van b rief en enveloppe) en uw huis adres m et postcode, inzenden voor 20 septem ber 1985 en richten aan de Rijks Psychologische Dienst, Postbus 20013, 2500 EA 's-Gravenhage. Een m ededeling van ontvangst van uw so llicita tie b rie f w ordt u door het M inisterie toegezonden.
A 14
Bolidt decks can weather a sea of troubles. They need to. After all, the conditions at sea can only be described as extreme. Fierce sun, bad weather and the action of water, oils and salt. And then the way they are used: transporting heavy cargo, point loads, braking loads, sheer loads and tensile strain. All these factors don’t make it easy for a deck. Bolidt has developed deck coatings which are résistent to all such attacks. The floors are impact- and weather resistant and therefore long-lasting. They are insensitive to chemicals. Their composition, rigidity, thickness, hardness and surface finish, as well as the colour are all specifically designed for their function and load. With all these properties Bolidt deck coatings are perfectly suited to modern ship-
building. Bolidt deck coatings are used on both upper and lower decks. On passenger liners, container vessels, Ro-Ro ships, ferries, pilot vessels and naval vessels. And on offshore platforms and as a finish for helicopter decks.
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BOLIDT Edisonweg 14 RO. Box 55 2950 AB Alblasserdam Holland Phone: 1859-13444 Telex: 29392 boli nl
KD
de rijksoverheid vraagt
hoofdplanner (v/m) vac.nr. 5-2195/1449
M inisterie van Defensie Rijkswerf, Bedrijfsbureau Koninklijke Marine, onderafdeling Produktiebesturing De onderafdeling Produktiebesturing dient aan de hand van actueel te houden planningen knelpunten en stagnaties te signaleren en draagt op grond daarvan zorg voor een constante bijsturing van het produktieproces, teneinde te bewerkstelligen dat enerzijds de werkzaamheden worden uitgevoerd in over eenstemming met gemaakte afspraken en anderzijds de beschikbare capaciteit en outillage van de produktiegroepen zo efficiënt mogelijk en in overeenstemming met de gestelde prioriteiten worden benut. Functie-inform atie: maken en voortdurend bijsturen van de produktie- en capaciteitplanning, waaronder het verzorgen van de integratie materiaalstroom-informatie met het produktiebesturingssysteem; analyseren van ded.m.v. het produktiebesturingssysteem verkregen gegevens en doen van voorstellen c.q. treffen van maatregelen ter voorkoming c.q. ter opheffing van knelpunten en stagnaties; vervangen van het hoofd Produktiebesturing bij afwezigheid; leiding geven aan twee planners.
u kunt dag en nacht bij ons aan de bel trekken voor elektro-service re p a ra tie s (o n - e n o ffs h o re ) o v e r d e g e h e le w e re ld , w ik k e le n (p ro c é d é A y ro d e v ), to e le v e rin g e n o n d e rh o u d , n ie u w b o u w .
AA
de hoop groenpol elektrische scheepsinstallaties De Hoop Groenpol Rotterdam bv, W illingestraat 8, telefoon (010) 29 52 00, telex 28220 lid van ISES
Vereist: diploma HTS S, W of E. Standplaats: Den Helder. Salaris: min. t 3351,- en max. f 4705,- per maand. Een psychologisch onderzoek kan deel uitmaken van de selectieprocedure. Tel. inlichtingen worden verstrekt door de heer J. Vermeij, onder nr. (02230) 1 12 34, tst. 3244.
Jongeren tot 25 jaar kunnen bovenstaande functie tot max. 32 uur per week vervullen, tenzij zij reeds voor meer uren werkzaam zijn bij een overheidswerkgever. Bij het bereiken van de 25-jarige leeftijd of 5 jaar na indiensttreding, zal bezien worden of de mogelijkheid bestaat het aantal uren uit te breiden tot de dan geldende volle werktijd. Bovengenoemd (bruto) salaris is in het algemeen afhankelijk van leeftijd, opleiding en ervaring en is exclusief 7,5% vakantieuitkering. S chriftelijke s o llicita tie s onder verm elding van het vacaturenum m er (in linkerboven hoek van b rief en enveloppe) en uw huis adres m et postcode, inzenden voor 20 septem ber 1985 en richten aan de Rijks Psychologische Dienst, Postbus 20013, 2500 EA 's-Gravenhage. Een m ededeling van ontvangst van uw so llicita tie b rie f w ordt u door het M inisterie toegezonden.
A 14
Bolidt decks can weather a sea of troubles. They need to. After all, the conditions at sea can only be described as extreme. Fierce sun, bad weather and the action of water, oils and salt. And then the way they are used: transporting heavy cargo, point loads, braking loads, sheer loads and tensile strain. All these factors don’t make it easy for a deck. Bolidt has developed deck coatings which are résistent to all such attacks. The floors are impact- and weather resistant and therefore long-lasting. They are insensitive to chemicals. Their composition, rigidity, thickness, hardness and surface finish, as well as the colour are all specifically designed for their function and load. With all these properties Bolidt deck coatings are perfectly suited to modern ship-
building. Bolidt deck coatings are used on both upper and lower decks. On passenger liners, container vessels, Ro-Ro ships, ferries, pilot vessels and naval vessels. And on offshore platforms and as a finish for helicopter decks.
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BOLIDT Edisonweg 14 RO. Box 55 2950 AB Alblasserdam Holland Phone: 1859-13444 Telex: 29392 boli nl
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I
NEDERLANDSE VERENIGING VAN TECHNICI OP SCHEEPVAARTGEBIED (Netherlands Society of Marine Technologists)
Voorlopig program m a van lezingen en evenementen in het seizoen 1985/1986 DE BERGING VAN DE EUROPEAN GATEWAY’* Lezing met film door de heer S. de Nobel van Wijsmuller B.V. te IJmuiden. di. 17 sept. '85 Groningen wo. 18 sept. ’85 Amsterdam do. 19 sept. ’85 Vlissingen do 26 sept. '85 Rotterdam ONDERWERP NADER OP TE GEVEN Sprekers nader op te geven, do. 17 okt. '85 Vlissingen do. 31 okt. ’85 Rotterdam di. 19 nov. ’85 Groningen wo. 26 nov. ’85 Amsterdam ONDERWERP EN SPREKER NADER OP TE GEVEN di. 22 okt. Groningen wo. 23 okt. Amsterdam do. 21 nov. Vlissingen ONTMOETINGSDAG MARITIEME TECHNIEK ** do. 14 nov. ’85 in de RAI te Amsterdam t.g.v. Europort '85
A NEW APPROACH TO THE ECONOMICS OF CARGOHANDLING ** Spreker mr. J. Strömback, area manager Hagglunds kranen divisie, do. 12 dec. '85 Rotterdam FILMAVOND vr. 13 dec. ’85 Amsterdam ONDERWERP NADER OP TE GEVEN di. 17 dec. ’85 Groningen NIEUWJAARSBIJEENKOMSTEN do. 2 jan. ’86 Vlissingen ma. 6 jan. '86 Rotterdam di. 7 jan. '86 Groningen ONDERWERP NADER OP TE GEVEN Spreker nader op te geven wo. 15 jan. '86 Amsterdam do. 16 jan. '86 Rotterdam do. 23 jan. '86 Vlissingen MODERNE BETIMMERING VAN SCHEPEN Spreker nader op te geven, di. 21 jan. '86 Groningen
Verenigingsnieuws
NIEUWSBERICHTEN
In memoriam
Tewaterlatingen
C. Tw lgt Ten gevolge van een ongeval overleed op 8 augustus j.l. te Krimpen aan den IJssel de heer C. Twigt, oud-chef af bouw bij Van der Giessen-de Noord N.V. De heer Twigt werd 67 jaar oud en was 24 jaar lid van onze vereniging.
C hrlstlna Op 31 juli 1985 is met goed gevolg te water gelaten het motorschip 'Christina’, bouwnummer 627 van Scheepswerf Bijlsma B.V. te Wartena, bestemd voor Alex Shipping B.V. te Delfzijl. Hoofdafmetingen zijn: lengte 74,85 m, breedte 11,00 m en holte 5,20 m. In dit schip worden geïnstalleerd een Deutz hoofdmotor, type SBV 6 M 628, met een vermogen van 1200 pk bij 900 omw/min en drie Deutz hulpmotoren, type F5L 413 FR, met een vermogen van elk 90 pk bij 1500 omw/min. Het schip wordt gebouwd onder toezicht van Bureau Veritas voor de klasse: 13/3 E 4* Cargoship Deep sea Heavy cargo Ice III.
Personalia Directie Pijttersen BV Sneek De heer A. van der Poel, directeur Pijtter sen B.V. Sneek, heeft de wens te kennen gegeven, na een dienstverband van ruim 35 jaar, zijn functie per 1 september neer te leggen. De heer W. A. van der Poel zal na 1 september alleen de directie voeren.
Diversen Japans fo nd s vo or de sloop van zee schepen Het Japanse ministerie van verkeer zal een bedrag van ongeveer ƒ 74 mln uittrekken om vanaf 1 april 1986 de sloop van koop vaardijschepen te bevorderen. Met het S. en W. - 52ste jaargang - nr. 18 - 1985
NB Dit program m a zal in de komende maan den w orden aangevuld en eventueel ge w ijzigd. * Lezing in sam enw erking met de Ne therlands Branch van het Institute of Marine Engineers. ** Lezingen in sam enwerking met de Sectie Scheepstechniek van het Klvl en het Scheepsbouw kundig Gezelschap W illiam Froude'. 1. De lezingen in G roningen w orden ge houden in Café-Restaurant 'Boschhuis', Hereweg 95, G roningen, aan vang 20.00 uur. 2. De lezingen in Am sterdam worden gehouden in het In stitu u t voor Hoger Technisch en N autisch Onderw ijs, Schipluidenlaan 20, Am sterdam , aanvang 17.30 uur. 3. De lezingen In Rotterdam w orden ge houden in de Kriterionzaal van het G roothandelsgebouw, S tations plein 45, aanvang 20.00 uur. Vooraf gezam enlijk aperitief en broodm aaltijd In de W ijnkelder, aan vang 18.00 uur (Deelname opgeven tel. 010-762333). 4. De lezingen in Vlissingen worden ge houden in het Maritiem Hotel Britan nia, Boulevard Evertsen 244, aan vang 19.30 uur.
fonds zullen vooral financieel zwakkere re derijen ertoe gebrachl moeten worden, schepen voor de sloop te verkopen. Volgens schattingen van het ministerie be draagt de overcapaciteit van de Japanse handelsvloot 13,5 mln ton deadweight. Dank zij subsudiëring van de sloop zou de overcapaciteit binnen twee jaar met onge veer 2,4 mln dwt moeten worden terugge bracht. DS 14-8-'85 C em atic-Electric Is verhuisd van En schede naar Hengelo Cematic-Electric b.v., handelsonderne ming in elektrotechnische en elektronische componenten, apparaten en systemen voor de industriële automatisering, is per 1 september jl. verhuisd van Enschede naar een nieuw pand in Hengelo. In deze nieuwe bedrijfsruimte is o.a. een zeer ruime toonkamer ingericht waar een goede indruk wordt gegeven van het leve ringsprogramma. Het nieuwe adres luidt: Cematic-Electric b.v., Postbus 777,7550 AT Hengelo, Geerdinksweg 187, tel.: 074-433422, telex: 44432.
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rara Call for ra n offshore technology papers H olland O ffsh o re 86, th e in te rn a tio n a l e x h ib itio n fo r th e o ffsh o re industry, w ill be organised in A m ste rd a m on N o ve m b e r 25, 26 and 27,1986. S im u lta n e o u sly th e W est European In stitu tio n s o f Naval A rc h ite c ts and M arine Engineers, jo in e d in th e W est E uropean C on fe re n ce on M arine T echnology (WEMT) w ill organise a sym p o siu m on
’’Advances in Offshore Technology”. A u th o rs are invite d to jo in in th is h ig h -sta n da rd co n fe re n ce . Objectives of the WEMT conference The overall intent of the symposium is to assist in identifying and solving critical problems in maritime needs of the offshore industry. The approach is to identify these critical problems and to provide suggestions for further research into these areas, where breakthrough in maritime technology appears necessary. Deep water, marginal fields in shallow water, hostile waters, are areas of great interest. All need new tech nological approaches and development. The conference will provide a meeting place for designers and researchers in the maritime field, making it possible to exchange thoughts and discuss the advances in technology. The conference language is English. The technical presentations should be made in the laymen’s language, however, the proceedings will be of a high standard representing the highest marine expertise. Authors are invited to treat especially one or more of the following topics: • advanced design methods for floating structures Please address all correspondence to: Holland Offshore 86 Conference RAI Gebouw bv Europaplein 1078 GZ Amsterdam, the Netherlands tel. 020/5411 411, telex 12443
• • • • • • • • • • •
prediction of motion behaviour behaviour of sub sea vehicles econom ics of offshore structures technical solutions for marginal fields advances in quality control of offshore structures application of CAD/CAM in offshore environmental impacts operations under extreme conditions (arctic, deep water) navigation and positioning manufacturing of offshore structures auxiliary and support vessels
Papers will be selected by a Paper Committee. Prospective authors are invited to submit a title and a 400 words summary of their proposed paper not later than December 15,1985. Authors will be informed not later than February 1,1986 about acceptance of their paper. In all cases the paper submitted should be original and not have been offered for publication elsewhere. On acceptance the complete manuscript should be received by June 1, 1986.
25/26/27 November ’86
HOLLAND OFFSHORE
Boele’s Scheepswerven en Machinefabriek B • \ r ■ Bolnes - H o lla n d Wij voeren tal van projecten uit op het gebied van: scheepsreparatie, -verbouwingen, offshore en machinebouw. Ter versterking van ons produktie-managementteam roe pen wij kandidaten op voor de funktie van:
HOOFD PROJECTLEIDING WERKTUIGBOUW Taak:
Vereist:
Het zelfstandig organiseren en coördine ren van alle uit te voeren werkzaamheden i.v.m . reparatie- en verbouwingsopdrachten. Geeft daarbij direct leiding aan de pro jectleiders. Is verantwoordelijk voor kos tenbewaking en levertijden; onderhan delt zelfstandig met sub-contractors en vertegenwoordigers van opdrachtgevers. Ressorteert direct onder het Hoofd Pro jecten en Produktie. H .T.S. werktuigbouw en voldoende ken nis van de scheepsbouwkundige aspecten van scheepsreparatie- en verbouwingen. Ruime ervaring in een soortgelijke funk tie, leeftijd ca. 40 jaar.
En voor de funktie van:
PROJECTLEIDER REPARATIE/ VERBOUWINGEN/SCHEEPSBOUW Taak:
Vereist:
Het organiseren en coördineren van uit te voeren werkzaamheden i.v.m . reparatieen verbouwingsopdrachten. Is verant woordelijk voor de kwaliteit van het door eigen personeel en onderaannemers uit gevoerde werk, kostprijsbewaking en le vertijden. H .T.S. scheepsbouw, zo mogelijk erva ring in de scheepsreparatie, leeftijd ca. 30 jaar.
Boele’ s Scheepswerven en Machinefabriek B Holland •
•
H o ln e s -
Wij voeren tal van projecten uit op het gebied van: scheeps reparatie, -verbouwingen, offshore en machinebouw. Voor onze afdeling Begrotingen zoeken wij
een H .T.S.’er SCHEEPSBOUW en
een H .T .S.’er WERKTUIGBOUW die beiden zullen worden belast met het volgens eigen opname dan wel volgens door de aanvrager ter beschikking gestelde specificaties, zelfstandig opstellen van begrotingen ten behoeve van projecten op het gebied van scheepsverbouwingen en offshore. Gedurende de uitvoeringsfase blijft men commercieel bij de projecten betrokken. Voor onze afdeling Engineering zoeken wij
een H .T .S.’er SCHEEPSBOUW die zal worden belast met het maken van technische bereke ningen op het gebied van de theoretische scheepsbouw. Dit ten behoeve van projecten betrekking hebbend op scheepsverbouwing en offshore. Voor onze Tekenkamer zoeken wij
een CONSTRUCTEUR
(M .T.S. Scheepsbouw of anderszins gelijkwaardig niveau) die zal worden belast met het maken van alle voorkomende tekeningen en bijbehorende berekeningen van onderhan den zijnde projecten op het gebied van scheepsverbouwingen, -reparatie en offshore.
Telefonische informaties omtrent bovengenoemde vakatures worden verstrekt door ing. G. de Jong, Adjunct Direc teur of ing. R. J. M. Horsten, Hoofd Projecten en Produktie (tel. 01804-18555 toestel 2200/2207).
Voor bovengenoem de funkties denken wij aan kandidaten in de leeftijd van ca. 30 jaar, zo mogelijk met ervaring op bovengenoemde terreinen. Telefonische informaties omtrent de vakatures worden ver strekt door Ir. A. Kuiper, Adjunct Directeur (tel. 01804 18555, toestel 2100).
Schriftelijke sollicitaties kunnen gericht worden aan: B oele’s Scheepswerven en Machinefabriek B.V . t.a.v. Afd. Personeelszaken Postbus 3002, 2980 D A Ridderkerk
Schriftelijke sollicitaties kunnen gericht worden aan: B oele’s Scheepswerven en Machinefabriek B.V. t.a.v. Afd. Personeelszaken Postbus 3002, 2980 D A Ridderkerk
een goede las is o.a. afhankelijk van de toevoegmaterialen
SAF maakt de keuze gemakkelijk Terecht stelt u hoge eisen aan de kwaliteit en het uiterlijk van de las. Daarvoor is de keuze van lasapparatuur en toevoegmaterialen van essentieel belang. SAF is fabrikant en leverancier van technisch hoog waardige apparatuur en toevoegmaterialen, Dat de SAF toevoegmaterialen borg staan voor een las met uitmuntende kwaliteiten, bewijzen de door ASME toegekende waarborgcertificaten. Direkt uit voorraad leverbaar: Laselektroden MIG- en TIG-lasdraad Gevulde draad Hard-soldeermaterialen
SAF NEDERLAND bv P o stb us 6 90 2. 480 2 HX B re d a , tel. 0 76 -4 1 0 0 8 0
SMA.
