Indigenous design Te past decade has seen introduction and rapid development of Hyundai Heavy Industries’ (HHI’s) home-grown HiMSEN brand of medium-speed engines; augmenting the company’s position as the world’s most prolific marine engine builder. It has provided shipowners and shipyards worldwide with increased choice of machinery, while considerably reducing the company’s dependence on licensed foreign designs of engine in certain categories. A primary impact of the progressive
roll-out of the HiMSEN family on HHI’s marine business has been to supplant European designs of engine in the genset applications to deepsea vessels constructed at the Ulsan shipbuilding complex. However, the initiative has also opened up new opportunities in the market for propulsion installations in many smaller types of merchant vessel, as well as in the stationary power generation field. Having launched the first HiMSEN
model in 2001, HHI has steadily raised the in-house design content of its huge output of engines. Starting with the 250mm-bore H25/33 design, and followed by the 210mm-bore H21/32 and 170mm-bore H17/28 types, the HiMSEN medium- speed family quickly established itself in the market, mainly for marine auxiliary and stationary power generation duties, but also for small-ship propulsion duties. However, the addition of the H32/40,
initially as an in-line engine configured with six to nine cylinders for unitary powers from 3000-4500kW, has substantially increased the company’s market reach in propulsion as well as large auxiliary applications. Te 320mm-bore design has provided shipowners with a
further option in a competitive sector traditionally dominated by European and Japanese designs, and has helped to cover the Ulsan yard’s demand for marine auxiliaries. Te follow-on development, in the shape
of vee-form variants of the H32/40, has raised the scope to unit power applications in the 6000-10,000kW range. The H32/40V underwent type approval tests at HHI Engine & Machinery Division’s engine technology centre between 15-18 December, attended by representatives from seven classification societies. HHI technicians have placed a great
deal of emphasis on relative design simplicity and ease of maintenance throughout the HiMSEN range. One of the latest examples is the fuel injection system of the H32/40, where the accent has been on a more straightforward, yet dependable arrangement relative to what are viewed as more complicated systems on competing engines. While HiMSEN has provided
Korean-developed engine technology with small-ship propulsion references worldwide, two domestic newbuild projects during 2008 highlighted the potential of the series for special-purpose vessel applications. One involved an 800gt research vessel constructed for the National Fisheries Research and Development Institute, specified with a 6H21/32P propulsion engine as part of a complete package, including reduction gear, shaſt, controllable pitch propeller, control system and generator. Te other project saw the completion
of a 499dwt fishing patrol ship, built by Samwon Heavy Industry in Gunsan to the account of the Korean Ministry of Food, Agriculture, Forestry and Fisheries, and
Six high power density, 16-cylinder engines of the V28/33D type for Trinidad & Tobago Coastguard’s three new patrol ships to be built in the UK (credit: MAN Diesel).
installed with a comprehensive HiMSEN propulsion package. Tis encompassed two H25/33P-type main engines, of 2320kW each, two controllable pitch propellers and shaſts, reduction gear, propulsion controls and auxiliary equipment. Te recipient vessel was the last of nine ordered by the Ministry, all of which have been supplied with HiMSEN propulsion systems.
Vee-type engines US maker GE Marine has steadily made gains in the medium-speed diesel market, scoring new contracts for its V228 and V250 vee-type engines in areas hitherto dominated by European marques. The company has recently augmented its range with an in-line diesel engine family. Te increased orderbook for V228 and
V250 models at the company’s state-of- the-art Grove City plant in Pennsylvania illustrates the broad application scope for a generation of four-stroke engines developed with reliability and fuel-efficiency as key tenets of operating performance. In December 2008, the company
announced opening contracts for the new L250 in-line family. Tree separate US projects, entailing two tug newbuilds, a ferry repowering and a new dredger, account for the opening clutch of commitments to seven L250 medium- speed diesels. Te EPA (US Environmental Protection Agency) Tier II-compliant series spans the 1498-2330kW power band in six- and eight-cylinder layouts.
Continual challenges Primary, engine-internal measures developed by engine makers and licensors have proved effective in reaching NOx emission caps to date, but limits on further technical development potential, in conjunction with the timescales available to the engine technicians, suggest that secondary methods of emissions control and add-on energy optimisation systems will need to be applied. Whereas IMO’s Tier II requirement foresees a worldwide reduction in NOx of about 25% from the Tier I level, from 2011 onwards, the envisaged Tier III limit, albeit confined to certain sea regions, looks to a further cut in 2016 equating to 80% of the Tier I level. Tere is no alleviation of the challenges facing the engine designers. SBI
Ship & Boat International March/April 2009 27
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