Car carriers join the LNG-fuelled fleet
Gas-fuelled PCTCs will keep SOx at bay in the Baltic A
low speed dual-fuel propulsion plant selected for two pure car/truck carriers will enable the tonnage to complete 14-day round voyages in the Baltic burning LNG only. The 3,800-car capacity vessels will be built for United European Car Carriers (UECC) by the NACKS yard in Nantong, China, a joint venture between Kawasaki Heavy Industries and the China Ocean Shipping Group, for delivery in second-half 2016.
Propulsive power will be provided by an
eight-cylinder MAN B&W S50ME-C8.2-GI two- stroke engine designed to handle LNG, heavy fuel oil or marine gas oil. Auxiliary power will also be supplied by a gas-burning installation based on three gensets driven by four-stroke dual-fuel engines. Other technologies and design elements will be exploited to reduce fuel consumption and emissions, contributing to an environment-friendly specification. “The LNG installation is a pioneering design and will be one of the largest employed on a commercial vessel, and the largest yet of its kind on a PCTC,” reported UECC chief executive officer Glenn Edvardsen.
Operation in the regional Sulphur Emission
Control Area will be facilitated by the gas- burning capability. “Opportunities to use heavy fuel oil are fairly limited as long as we trade vessels in this area,” Bjorn Svenningensen, UECC’s head of car transport sales and marketing, told Marine Propulsion. “We wanted a dual-fuel system in case the market should collapse and we need to trade these vessels in another area. It’s a fallback position.” These largest PCTCs specifically designed for transiting the Baltic and other ice-prone areas – 181m in length and 30m wide – will have 1A Super Finnish/Swedish ice class enabling year-round operations in the Baltic area. Rolling capacity on the Lloyd’s Register-classed vessels will be arranged over 10 decks and optimised for current and predicted cargo mixes, including Mafi trailers and high and heavy freight. • Growing references are being logged by MAN Diesel & Turbo’s low speed dual-fuel programme, which now offers GI (gas injection) versions of all MAN B&W electronically- controlled ME-type engines up to 980mm-bore. Gas-fuelled ME-GI propulsion solutions are available for diverse mainstream newbuildings, while retrofits of existing ME diesel engines
can also be carried out. Market debuts were earned at end-2012
with contracts for eight-cylinder 700mm-bore L70ME-C8.2-GI engines for US-based TOTE’s 3,100 teu container ship newbuildings; and for twin five-cylinder G70ME-GI engine packages for Teekay LNG Partners’ 173,400m3 LNG carrier commitments.
More recent orders called for engines for other LNG carrier and container ship projects. The seven-cylinder 900mm-bore S90ME-GI models booked to power 3,600 teu ships for US operator Matson are said to be the largest dual- fuel engines ever ordered in terms of power output (42.7MW); and twin seven-cylinder G70ME-GI installations for a pair of 176,300m3 LNGCs ordered by Knutsen OAS are expected to yield fuel savings of more than 30 tonnes of gas per day over an equivalent medium speed DF-electric plant at a normal ship speed of 15-17 knots.
Early 2014 saw eight-cylinder S70ME- GI8.2 engines specified to propel two 26,500 dwt ConRo ships contracted by Florida-based Crowley Maritime Corporation from VT Halter Marine’s Pascagoula yard. MP
RT-flex50 power for chemtanker sextet
Complete propulsion systems from Wärtsilä for six 38,000 dwt chemical tankers building at Hudong-Zhonghua Shipbuilding in China for Stolt Tankers BV will be based on 500mm-bore RT-flex50 low speed engines. Equipment deliveries are due to start this summer for the 44,000m3 tankers, the first of which is expected to be completed
www.mpropulsion.com
in December 2015. Options are held for another pair. Wärtsilä’s shipsets will also include CP
propellers, tunnel gearboxes and associated shaft generators as well as oily water separators. The group highlights the merits of packages sourced from one supplier, citing efficient integration of the various
elements. The combination of a two-stroke engine and a shaft generator, for example, calls for optimum co-ordination between engine controls and propulsion controls. The risk of expensive construction delays caused by problems from multi- supplier sources is also lowered by a single-source delivery.
Marine Propulsion I April/May 2014 I 21
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