Page 44: of Maritime Reporter Magazine (January 2003)

Propulsion Updates

Cummins Introduces the QSK60

Cummins literally unveiled its QSK60 powerplant to the marine market at the Workboat Show in New Orleans, usher- ing in a new. more powerful age for the surging diesel engine manufacturer. "This engine will take Cummins into new mar- kets," said Geoff Conrad, general manager, Cummins Marine. "But it is meant for the Workboat market ... it's meant to last a very long time."

The new engine (new for the marine market, that is) has a power range of 2.000 to 2,300 hp (1.492 to 1.716 kW for propulsion and 1,500 to 1.825 kW for auxiliary applications, and is now the most powerful in the Cummins line-up. "The

QSK60 provides operators a new choice as well as a cost effec- tive alternative to medium speed." Conrad said. "Additionally, the engine has an established track record in demanding min- ing, excavator and electrical power applications, with thou- sands of units in service."

The QSK60 is manufactured at the Daventry Engine Plant in the U.K.. the same facility that builds the K38 and K50 engines. To date, the facility has manufactured more than 2,000 QSK engines for both industrial and land-based power generation operations.

The Engine

The QSK60 is emissions compliant to IMO Annex VI of

MARPOL 73/78 and certified by the EPA. Lloyd's Register and CCNR. Cummins expects the QSK60 to receive certifi- cates from ABS. DNV. LR. BV. and GL in time for the first full production engines to ship in June 2003. The robust engine block is designed for continuous duty operation and long life.

Metric O-ring seals and edge molded gaskets eliminate fluid leaks. Full power take-off available from front of crankshaft.

Ductile single-piece piston design with hardened liners and nitride coated rings for durability. The engine can be cooled either via a keel cooler or via engine mounted plate-type heat exchanger. The fuel system is full authority Quantum elec- tronic for optimized combustion and enhanced fuel economy.

In the lubrication system, the Cummins Eliminator — which replaces disposable filters and helps extend oil drain intervals) and Centinel Oil Management System are designed to provide extended service intervals and less maintenance.

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Cummins QSK60 Engine Specs

Configuration V 16 cyl.. A stroke

Bore 159 mm

Stroke ' 90 mm

Displacement 60.2 I

Rotation Counterclockwise facing flywheel

Compression ratio 14.5:1

Length 3,399 mm

Width 1,648 mm

Height 2.095 mm

Weight (KC) 18,209 lb. (HX) 19,049 1b.

Performance Information

Continuous Duty

RPM 1,800 kW (bhp) 1,492 (2,000 bhp)

Max torque rating 2,000 hp (N-m) 8,364 (ft.-lb.) 6,169

RPM 1,500

Ib./hp-hr .341 gal/hr. 97.4

Continuous Duty Heavy Duty 1,800 1,900 1,641 (2,200 bhp)l,716kW (2,300 bhp) 2,200 hp 2,300 hp 8,364 9,053 6,169 6,677 1,500 1,500 .341 .342 107.2 112.4

AMSC Passes Milestone

American Superconductor Corporation (AMSC) completed the manufacture and testing of the rotor assembly for what they dub the world's first high temperature superconduc- tor (HTS) ship propulsion motor. AMSC, which is manufacturing the prototype motor under a contract from the U.S. Navy's Office of Naval Research (ONR), shipped the rotor assembly to Alstom's Power Conversion Business in the U.K. Alstom is contract- ed by AMSC to build the stator and to take care of the final assembly including factory testing of the complete motor by July 2003, at which time the finished motor will begin testing by the Navy. The power rating of the high torque, low speed (230 rpm) HTS motor is 5 MW. or 6.500 shp. The rotor assembly, which is the heart of the motor, includes the rotor shaft, torque tube, HTS coils — wound with AMSC's HTS wire — a power electronic exciter, and integrated refrigeration components used to cool the HTS coils. The 5 MW/230-rpm HTS motor will be one-half the size and weight of a conventional motor built with copper coils. The electrical losses of this motor will be less than half those of a conventional ship propulsion motor because of the higher electrical efficiency provided by the HTS wires employed. The low-speed, high-torque 5 MW motor is the power rating required to propel many types of pas- senger and merchant vessels including container ships, passenger ferries, RoRo merchant cargo ships and tankers Dave

Paratore, vice president and general manager of American Superconductor's Electric Motors and Generators business unit, said that the next key steps in the development of military and commercial HTS ship propulsion motors will be the demon- stration of a 25 MW/120-rpm motor. "While our 5 MW motor is already a commercially viable size, we also intend it to be a risk mitigation step toward the development of HTS motors with power ratings up to about 40 MW, which we intend to have as part of our product portfolio along with HTS generators that will supply the electricity to run the motors."

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Emission-Reduction

Test a Success

New emission reduction technology was recently proven in a joint test with

Holland America and RINA. The test was conducted aboard Veendam.

Pictured is sistership Zaandam.

Reduced emissions from diesel engines at sea has become a rallying cry from legisla- tors to ship owners to diesel engine manu- facturers to fuel and additive suppliers. Last month a significant milestone in the fight to reduce emissions was achieved, as emis- sion-reduction technology reportedly been tested successfully on Carnival's Holland

America (HAL) ship, Veendam.

The tests were carried out jointly by Carnival

Corporate Shipbuilding, HAL and RINA with- in a common R&D project. The technology is based on injecting water into fuel to cre- ate micro-droplets of emulsified fuel. Two pilot units were built and retrofitted on board

Veendam. They were tested in accordance with an on board testing protocol developed by RINA. Mario Dogliani, Innovation &

Research Manager of RINA, the Italian clas- sification society, said the results of the weeklong tests were extremely successful. "There was significant reduction of visible smoke and emissions from the diesel engines as well as a decrease in fuel con- sumption. Sludge oil was also efficiently burned in the boiler, reducing emissions and without producing visible smoke," he said.

According to Jim Drager, Carnival

Corporation's vice president of Corporate

Shipbuilding, "The undertaking of this tech- nology development is a further demonstra- tion of Carnival's commitment to working with companies to develop new technology aimed at protecting the environment."

This micro-emulsion technology has been patented in the European Onion nations,

O.S. and Japan by Ing. Ernesto Mareili,

CEO and owner of Mec System, an Italian company and partner in the R&D project. It was initially developed to produce micro- emulsified fuels for land-based thermal plants and for public bus transportation.

The transfer of this technology to the mar- itime field was undertaken by Mec System,

Cadel Sri, RINA and Carnival Corporate

Shipbuilding. The same pilot unit is being tested by Wartsila in its land-based Vaasa laboratory as part of the SAFENVSHIP R&D project. Additional testing and evaluation will continue and Carnival Corporation will equip several ships in its other operating compa- nies with pilot units for additional testing.

The SAFENVSHIP European R&D project was started in April 2002, with a budget of approximately $15 million. This project's purpose is to identify shore-based technolo- gies which can be transferred to cruise ships and ferries.