Page 127: of Maritime Reporter Magazine (September 1996)

PROPULSION TECHNOLOGY ture of two new engines. The smaller 2000 Series - - for up to 1,343 kW (1,827 bhp) -- is derived from the Mercedes-Benz Series 500 truck engine. The 4000 Series is an entirely new design ~ with two- liter cylinder capacity ~ and will be marketed, for the present, in parallel with the popular MTU 396, which itself was derived from the Mercedes engine for the Leopard tank.

It will feature a reversion to the almost-forgot- ten common rail fuel injection system, but under control of sophisticated electronic management and monitoring systems to achieve strikingly- reduced fuel consumption over a wide power range. Examples of both will be on display at the

SMM exhibition in Hamburg, early in October.

The first orders for the 4000 Series engines have been received; four engines with 2,300-kW each were ordered for four fast ferries to serve the

Italian offshore islands.

Gas turbines

Where much higher powers are required, the lightweight gas turbine is the only alternative to multiple diesel engines. Two of the three remark- able HSS (High Speed Service) catamarans ordered by Stena Line from Finnyards are now in service across the Irish Sea. These ferries illus- trate the production potential of such ships.

In high season, the 415.3 x 131.2-ft. (126.6 x 40- m) Stena Explorer, with space for 1,500 passen- gers and the equivalent of 375 cars, makes five return crossings between Holyhead and

Dunlaoghaire (ferry port for Dublin). Each cross- ing taking only 99 minutes, versus the three and a half hours it takes for the conventional RoPax ferry, which can carry 1,700 passengers and 270 cars. The submerged bulbous part of each hull contains two General Electric gas turbines, arranged co-axially fore and aft of a MAAG HPG 185/C combining and splitter gear, having two out- put shafts leading to KaMeWa size 160 steering and reversible waterjets.

An LM2500 turbine of 22.8 MW (31,000 hp) is forward of the gear and an LM1600 of 13.3 MW (18,100 hp) is aft, both arranged to drive the same primary pinion through MAAG synchronous clutches which enable on-load changes of mode.

This provides permutation for maximum econo- my at various speeds. One LM1600 in each hull gives about 25 knots; one LM2500 in each gives 32 knots, and altogether, the package delivers more than 40 knots. The maximum power which can be applied to propulsion is reportedly second only among the world's merchant ships to the 88-MW power of QE2. The service and economic perfor- mance of these revolutionary craft will be watched closely in coming months, particularly during the winter.

For its next pair of smaller HSS 900 catama- rans, Stena has specified an ABB STAL GT35 gas turbine of 17MW in each hull, again driving two waterjets. The GT 35 is based in an aero turbine which never flew, but was developed as an indus- trial machine without the constraints of the air- craft environment. It is able to burn relatively low quality fuel and, due to its lower cycle tempera- ture, the exhaust has a much lower NOx content.

Two GT35s have also been ordered for a 77-m

Bazan monohull, similar to the one with the four new MTU 4000 diesels. The first of the Danyard

September, 1996

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