The stricter regulations in terms of SECA and ECA zones will tighten further in the coming years. Therefore, engine manufacturers have to develop marine engines anticipating these rules. Shipping experts expect a diversification of propulsion systems in the future
Some years ago, shipping experts seemed to be certain that LNG propulsion systems would be the main technology in the[ds_preview] future. Nowadays a lot of shipping companies do not see a need to change anything about their existing engines yet because of the low bunker costs. However, they have to prepare for the future, especially when bunker costs rise again and stricter environmental rules come into force. Then, they will be looking for the most suitable propulsion system for their vessels. To individually find the best system depends on the ship type and on the region where the vessels are operated. This is why Lex Nijsen, Vice President, Head of Four-Stroke Marine at MAN Diesel & Turbo, expects a mixture of marine propulsion systems in the future: »It won’t be like one size fits all,« he says.
Of course LNG would be one possibility, but certainly not the only one, Nijssen says. For bigger RoPax vessels that operate in ECAs or SECAs, he sees LNG propulsion as a good opportunity instead of running on low-sulphur fuel. Another argument for LNG is that more European ports work on their LNG infrastructure to supply fuel to such kind of vessels. However, Nijsen expects that other types of ships will use different propulsion systems for example hybrid. »For ferries, it would be suitable to use batteries,« he says, and »for some other vessels, it would be best to have fully electric propulsion.«
Today customers ask for more compact engines that increase flexibility and that will not need too much space on the vessel. On the other hand, engines with lower weight and lower noise are high in demand. »As an engine manufacturer you have to prepare for everything,« Nijssen says. Therefore, one goal of the company is to supply all things out of one hand. »We can deliver the full package. We can deliver our own catalyst and that is why we are able to design a Tier III-ready engine ourselves.« Furthermore, engine services become more and more important. For example, MAN offers the so-called MAN PrimeServ. »All of our products could be maintained by our own people and with own spare parts,« says Nijsen who sees an increasing rate of long maintenance contracts. Because of digitalisation, there is no need to be on board to check an engine, because it is possible to do it via online monitoring. Only an internet connection on the vessel is required. That makes it possible to check the relevant data of the engine ashore. This increases flexibility and the vessel does not need to come into a port.
New engines on the market
At the Shipbuilding Machinery & Maritime Technology (SMM) trade fair this year, MAN Diesel & Turbo has presented its 175D engine together with a complete propulsion train and exhaust gas after treatment system. Apart from the propulsion system, the MAN 175D has been shown with a complete IMO Tier III exhaust gas line, consisting of the urea mixing unit and the SCR catalyst with integrated silencer. Due to its compact dimensions and modularity the IMO Tier III system can be installed even in narrow engine rooms and short funnels, while having minimum impact on the other engine performance parameters the company explains.
Furthermore MAN has expanded its partnership with Mercy Ships, international provider of charitable healthcare. Under the terms of the agreement, MAN Diesel & Turbo’s after-sales division MAN PrimeServ will provide spare parts for the four MAN 21/31 GenSets and other MAN installations aboard the hospital vessel »Africa Mercy« at an annual value of 250,000 €.
In addition, the company has added three new engines of the MAN B&W G90ME-C10 type (delivering 6,240 kW per cylinder), MAN B&W S60ME-C10 type (delivering 2,490 kW per cylinder) and an MAN B&W S70ME-C10 type (delivering 3,430 kW per cylinder) to its large-bore engine programme. These are the first of a new generation that ultimately will involve the upgrading of all S- and G-engines to the Mk 10 platform. According to MAN Diesel & Turbo, the engines are weight-optimised, compared to their Mk 9 counterparts, and form the new design platform for a new Mk 10 engine portfolio. Key to the new platform is the development of the TCEV (top controlled exhaust valve) and FBIV (fuel booster injection valve) components.
At this year’s fair in Hamburg, Scania has launched a new range of marine engine which is compliant with the new International Maritime Organization (IMO) Tier III regulations currently applicable in North American and US Caribbean Emission Control Areas. As a part of its existing modular system, Scania’s IMO Tier III-compliant engine solutions have been developed for applications such as auxiliary engines, for example in conventionally-installed marine generator sets or in a diesel-electric setup for cargo vessels that operate in international waters. To achieve an approved installation for marine applications, Scania offers installation recommendations on the dimensions and lengths of piping, the cables needed, and the parts needed for the aftertreatment system. This includes the SCR catalyst, a customised exhaust system, an evaporator for mixing urea and exhaust gas, and a three-way safety valve. The solution is available for Scania’s 13 l and 16 l marine engines.
Volvo Penta has presented its D8, a completely new engine series that should replace the D9 series. The new development is an in-line six-cylinder engine with a cylinder capacity of 7.7 l, twin-entry turbo and sea-water cooled heat exchanger. The engine has a common rail system working up to 2,000 bars. The injection is electronically controlled which allows for more flexibility, the company stated. Pre-, main, and post-injection are essential aspects for the engine’s power, torque, fuel efficiency, low noise and emission levels.
Furthermore, at SMM Volvo Penta announced a partnership with Danish manufacturer Bukh, by which Volvo Penta will supply Bukh with diesel engines of up to 16 l capacity for new propulsion solutions for lifeboats. The agreement between the two companies enables Bukh to extend its SOLAS engine range, and allows Volvo Penta to extend the use of its products in new applications. Volvo Penta will supply D3, D4, D6, D8, D13 and D16 (diesel) engines to Bukh, in the power range of 110 to 800 hp, which the Danish company will tailor to adhere to SOLAS regulations and the LSA Code.
MTU, a manufacturer which belongs to Rolls-Royce Power Systems, has presented an LNG marine engine for the first time at this years SMM (Shipbuilding, Machinery and Maritime Technology). The 16-cylinder variant covers a power range from 1,500 to 2,000 kW. The first series-manufactured LNG engines are expected to be delivered from 2018 onwards.
have concentrated rather on optimizing their existing enginesCummins, for example, has released the C Command Elite Plus classed panel system for the QSK95. C Command is a modular selection of instrumentation and control panels engineered to help marine operators protect and enhance engine operation and managing operating costs, by logging critical operating parameters and providing diagnostic information.
Whether new engine series or optimized systems, there is something going on in the engine market. On the following pages HANSA International Maritime Journal gives an overview of marine and gas engines.
TWG
