Page 24: of Maritime Reporter Magazine (March 2002)
The Engine Room By David Tinsley
The Era of The Electronic Engine Is Here by David Tinsley, technical editor
Having already put down a marker for the industry by converting the main engine of one of its ships to full elec- tronic control, Norwegian chemtanker specialist Odfjell has further endorsed the technology by nominating a two- stroke electronic engine from the outset for a newbuild project.
Experience gained with the installa- tion in the 37,500-dwt Bow Cecil, run in wholesale electronic mode for about a year, has convinced Odfjell of the attrib- utes and potential of such a system. It has therefore selected a purpose- designed, electronic version of the MC-
C low-speed diesel from the MAN
B&W stable for a 37,500-dwt parcel tanker contracted with Norwegian ship- builder Kleven Floro.
The fully integrated electronic control systems incorporated in the seven-cylin- der S50ME-C plant of 10,415-kW (14,300-bhp) obviates the need for the traditional camshaft to actuate fuel injection and exhaust valve mecha- nisms.
Unlike a standard engine, fuel injec- tion characteristics can be optimized at many different load conditions, and maximum pressure can be kept constant over a wider load range, yielding bene- fits in improved consumption and emis- sions performance across the full operat- ing profile. Ship maneuverability also gains from the lower rotational speed possibilities.
The raft of advantages is especially pertinent to the trading profile of a par-
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The Digital Torque Meter
System (DTMS) measures shaft horsepower, torque, and
RPM by employing fiber optics to detect the twist in a rotating shaft. Real time measurement at all speeds is accomplished without signal conversion by processing the digital outputs from two sta- tionary sensors and interrupters, mounted to the shaft. Calibration is accomplished by turning gear at dock or coasting the shaft down at sea while following the step by step manual. The
DTMS consists of an electronic display/enclo- sure, fiber optic cables, stationary sensors and interrupters. The inter- rupter rings, after being taken off the white col- lars which clamp to the shaft, will flex over the shaft and will not break, maintaining the machinist tolerances.
Circle 264 on Reader Service Card or visit www.maritimereporterinfo.com eel tanker, with its typical multi-port call pattern and relatively high proportion of operating time in harbor waters and run- ning at less than maximum continuous power loads.
The facility to switch to low emission modes, to meet tough local controls gov- erning atmospheric pollution, not least as regards oxides of nitrogen (NOx) and smoke limits, is regarded by Odfjell as one of the strong points of the arrange- ments.
The 1998-built Bow Cecil had its
MAN B&W 6L60MC engine converted from standard, camshaft-based opera- tion to electronic control of key func- tions in November 2000. After an initial period of alternating between electronic and camshaft drive, the vessel has been operating principally in electronic mode since last March.
The 7S50ME-C prime mover selected for the newbuild chemtanker at Floro, due to enter service in the fall of 2003, will be manufactured at MAN B&W's
Alpha Diesel factory in Frederikshavn,
Denmark, thanks to recent years' invest- ments in two-stroke production and test facilities at the works.
Evoking the name of a seminal British reefer containership of the 1970s, while incorporating an Anglo-Dutch prefix of the 1990s, the recently delivered P&O
Nedlloyd Remuera has put down a new milestone for the industry by virtue of its record concentration of power plugs for refrigerated boxes. Within an all-up
Norwegian chemtanker specialist, Odfjell, has chosen an electronic version of the MC-C low speed diesel engine from MAN B&W for its 37,500-dwt Bow Cecil. m 24 Maritime Reporter & Engineering News