Page 28: of Maritime Reporter Magazine (December 2003)

great ships of 2003

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Stylish restaurants, expansive promenades, weather, assumes that all prime movers bar one sweeping staircases, and public rooms on an diesel engine are in operation. imposing scale are among the Cunard hallmarks The 46C-series diesels, designated as manifested in the QM2, while a space ratio of EnviroEngines, utilize the Finnish designer's com- 57.25-sq ft per passenger, and the sheer size of the mon rail fuel injection and water injection technol- vessel at 150,000-gt, rate her among the roomiest ogy, curbing noxious exhaust emissions and ensur- of the world's largest passenger ships. ing that no visible smoke will be produced at any

The original ship design concept was formulated load. The application of EnviroEngine methodolo- between Carnival Corp Technical Services of gies to the diesel prime movers in conjunction with

London, now Carnival Corporate Shipbuilding, the adoption of aeroderivative gas turbines prom- and Cunard Line over a period of two years. The ises favorable environmental properties along with basic parameters were verified prior to contract, the requisite operating flexibility. In fact, the such that the design was largely established by the EnviroEngine concept bears the Carnival imprint, time the order was awarded to Chantiers de having arisen from a joint project initiated between l'Atlantique. the US group and Wartsila to develop a new 'earth-

Structural analysis was undertaken in conjunc- friendly'power system. tion with Lloyd's Register, with which the ship is The clean combustion properties of the classed. It is understood that, as a result of the EnviroEngines will provide particular benefits in society's research, the QM2's design sagging port, promising no discernible smoke even when wave-bending moment will be some 22-percent run under light load for producing energy for light- greater than the current IACS requirement in con- ing, air conditioning and other hotel systems. sideration of the opera- The diesel-based tional profile, 40-year Queen Mary 2 Main Particulars gensets are housed in design life and low block two separate engine Gross Tons 150.000 coefficient. So as to con- Cost $780 million rooms, while the two gas firm that the design was Passengers 2,620 turbines are mounted in compliance with LR's Sr ^^^^^^^^^hantie.del'XJS be,ow the funnel casinS'

ShipRight structural Main engines Wartsila a position which favors design assessment proce- Gas Turbines GE Marine Engines the ajr jntake require-Alternators and Switchboards ABB ,. . . . dure for the primary Pods ...Mermaid ments of the machinery. structure, the builder Emergency Diesel generator Mitsubishi The use of gas turbines undertook a full-scale, ®oi'er" ' u. D „ D ;D D f,aaC^ for location high up in Deck Machinery Rolls-Royce (Rauma-Brattvaag) global finite element Stabilizers...' Rolls-Royce (Brown Brothers) the ship has enabled the model(FEM) analysis. DPS Alstom Marine & Offshore designers to dispense _ r , „ . , Integrated Navigation equipment Kelvin Hughes ... ,

Parts of the Cunarders Heating, ventilation, AC . O^rier wlth 11 second en8lne shell plating are as thick Waste Management System Scanship room casing, freeing up as 28-mm, to manage the Waste Water treatment Rhodia additional volume within

Potable Water treatment Culhgan demands of the vessel s Separators Alfa Laval 1116 S"'Ps g'ven dimen- primary operational Evaporators a Laval sional envelope. The route. The ship's spine is 2lcalatorsdesiSn of the funnel was formed of four longitudi- Lifeboats, tenders, rescue boats Schat Harding influenced by the air nal bulkheads running Water mist fire protection Marioff draft limitation set by the Shell doors Macor VT the length of the vessel. Coatings Jotun Verazzano Narrows

So as to provide the Bridge, and it embodies raw power to cover the an exaggerated wind requisite propulsive power and meet the anticipat- scoop so as to give added upward thrust to the ed 16-MW hotel load, with the flexibility to effi- exhaust from the ship's machinery. ciently cater to different service modes, QM2 has Wind tunnel testing for the design had been car- been specified with a combined diesel-electric and ried out at the Danish Maritime Institute(DMI) and gas turbine (CODAG) plant, arranged in a classi- comprised wind force coefficient measurements, cal power station configuration. The two GE funnel opimization, and wind comfort tests for the

Marine LM2500+ gas turbines of 25-MW unit open decks. power and four Wartsila 16V46 diesels of 16.8- The LM2500+ class of gas turbine specified in

MW apiece, each drive generators for a total plant the prestigious Cunarder project had its first output of 117,200-kW. The electrical alternators marine applications during the year 2000 in have been supplied by ABB Finland, and Celebrity's gas turbo-electric cruiseship

Valmarine has provided the integrated automation Millennium and in the French high-speed ferry control system. NGV Liamone. A whole new generation of

Besides covering the hotel load, the three main Celebrity and Royal Caribbean cruiseships encap- service conditions for which the CODAG plant has sulating combined gas turbine and steam turbine, been sized and configured are an economical, integrated electric drive systems(COGES) has now diesel-only cruising mode, a service speed condi- been fitted with the LM2500+. Delivering up to tion, and a maximum speed condition, with all 25-percent more power than the standard LM2500, machinery in operation. The service speed mode, the LM2500+ has demonstrated consistent in-serv- allowing an adequate sea margin for adverse ice reliability and availability.

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