Page 42: of Maritime Reporter Magazine (September 2001)

Marine Propulsion Annual development pact, such that Rolls-

Royce is promoting the C25:33 both as a heavy fuel oil (hfo)-compatible marine genset and as a propulsion engine, either as a prime mover in geared mechanical systems or in diesel-electric installa- tions.

From the standpoint of the established

Bergen range, the new C-engine offers a considerably higher power density at the same cylinder bore as the proven K- type, underscoring its compactness and relevance to the needs of owners, builders and designers of vessels faced with, or requiring, limited machinery space. The design brief also included a requirement for a gas-fuelled variant for stationary power generation, with possi- ble marine use.

The C25:33 will make its seagoing debut in a diesel-electric, multi-function tnei

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CHRIS-MARINE AB, Box 9025, SE-200 39 Main,,,, Sweden. Tel.: +46-40 67 ! 2600, Fax: +46-40 671 2699, e-mail: [email protected], website: www.chris-marine.com.

AUSTRALIA +61-2 9667 2345 CROATIA +385-51 217 818 (sales) +385-S1 329 070 GERMANY +49-40 251 550 GREECE & CYPRUS +30-1 429 4886 INDONESIA +62-21 7179 01 18 ITALY +39-010 460 703. JAPAN: +81-3 3765 5105 KOREA/FAR EAST +82-51 747 5408 THE NETHERLANDS +31-10 412 0290 NORWAY +47-3279 8590. POLAND +48-58 550 2886. SINGAPORE: +65-268 861 1. SPAIN +34-91 575 2960. U.K. +44-1642 327 407. U.S.A. +1 -904 3S4 6566

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Side elevation of the 14-cyl. Sulzer RTA96C, which measures 89 ft. (27.3 m) overall to the flywheel, and 44 ft. (13.5 m) tall. offshore support vessel under construc- tion by west Norwegian builder Sovik- nes Verft to UT737 blueprints provided by one of Rolls-Royce's Norwegian design houses. Four such engines have been ordered by electrical system sup- plier ABB, which has opted for nine- cylinder models of 2,610-kW.

The project has added technical sig- nificance by virtue of the selection of new podded propulsor technology developed specifically for the small- ship market. Two ABB Compact

Azipods will deliver the propulsive effect, while maneuvering and station- keeping will be assisted by two 883-kW tunnel thrusters and a swing-up azimuthing unit of the same power for- ward.

Incorporating a subsea work capabili- ty, the 305 ft. (93-m) vessel is due to be brought into commission next year under the ownership of Island Offshore, and in the service of support ship spe- cialist Solstad Rederi. The build sched- ule calls for the set of C25:33 engines to be delivered from the Hordvikneset fac- tory next spring, with the prospect of a repeat batch for a sistership at the same yard.

Surging investment in LNG carriers has prompted major new endeavors by diesel engine manufacturers to break into a market where the steam turbine has maintained its supremacy as the source of propulsive power. Besides the proven reliability and low maintenance needs of turbines, the possibility to use boil-off gas from the cargo tanks has been one of the key motivators for the use of the mode.

However, the high consumption of the combined boiler and steam turbine sys- tem is a drawback, while the refinement of LNG cargo containment design and tank insulation technology is reducing natural boil-off rates, calling for propor- tionally higher fuel oil usage or forced gas boil-off.

MAN B&W claims that operators could save up to $2.5-million per year by installing heavy fuel-burning, two- stroke diesel machinery, in combination with a reliquefaction plant for the boil- off gas in a 135,000-cu m LNG carrier, rather than taking the conventional ^ •• John Crane-Lips

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