Page 82: of Maritime Reporter Magazine (August 2016)

PROPULSION

CIMAC 2016

Where the World of

Combustion

Engine

A? cionados Gather

REPORTING BY HENRIK SEGERCRANTZ

IMAC, which meets every this year in the North American ECA. sold some 25 engines with two-stage tur- well, such as the cruise market “with all third year, called Helsinki, According to Ollus this could be dif? cult bocharging.” Reference vessels include yards full today and ? ghting for slots for

Finland home for a few days to implement, if the big nations would tugs and the icebreaker being built at year 2024. Also the ? shing vessel market

Cearlier this summer, an event like to extend the date of implementation Arctech Helsinki Shipyard and Vyborg is very good today. Offshore has been that drew 850 visitors, 220 papers and further. He mentioned the gas engines Shipyard, the ? rst such vessel ? tted very low, but the fuel prices are going 53 exhibitors. For those not familiar, which ful? ll Tier III NOx emissions as with Wärtsilä 31 engines. “Two-stage up although markets are tough still. Our

CIMAC is a high-level technical confer- such with more than 80% reduced emis- turbocharging requires a much stronger ? exible power plant solutions are well ence covering all matters propulsion, the sions, “which can be reduced further.” engine structure and a completely new placed technologically for the market.” preeminent event of its kind in the world. “To reduce NOx, there is, for HF- fully-? exible valve timing and electronic Regardless of market ? uctuation, Ol-

Robert Ollus, Director, Global Testing & engines, after-treatment with Selective control.” This development, as applied lus summarized, “Our responsibility is to

Validation at Wärtsilä Corporation, and Catalytic Reduction (SCR). The third on the 31 engine, is taking place over the develop an engine which can operate on this year’s Congress President, reminded method is EGR, Exhaust Gas Recircu- entire engine portfolio at Wärtsilä. all types of hydrocarbons. Different fu- the audience of his promise from CI- lation, and for sulfur oxides, there are Ollus said another “revolutionary” els are coming, including hydrogen. The

MAC Shanghai in 2013 that “we in 2016 scrubbers.” Wärtsilä provides all three technology development is engine simu- ? rst dredger with biofuel was launched will have a Tier III diesel engine with types, the hybrid, closed and open scrub- lation, which allows manufacturers to last year. (But) fossil fuels are today still 50 percent shaft ef? ciency and with self bers. SCRs are in common use on, for extensively test engine in early devel- preferred by the clients.” control. All this has been reached,” he example, the cruise ships, operating opment. “When looking at external ad- said, reminiscing of a former professor within the ECAs areas of Northern Eu- vancements, the engines, their cylinders, MTU & Pure Gas saying shaft ef? ciency would never go rope North America, and the Caribbean. turbochargers and the other engines of Stefan Müller, Sales Manager, Direc- above 50% and that gas would never be Wärtsilä is currently developing its the vessel are communicating with each tor Application Center Marine & Off- better than diesel fuel. In assessing the EGR technologies, where some exhaust other today. And also the different ves- shore, MTU Friedrichshafen, a core many challenges faced today, from low gases are recirculated through the cylin- sels in the ? eet communicate,” he said. brand of Rolls-Royce Power System oil prices, low charter rates and new en- der, reducing oxygen and lowering the This connectivity promotes lower fuel AG, said, “Our core products are diesel vironmental regulation, he said “chal- combustion temperature. “The downside consumption and the possibility for con- engines, and now also pure gas engines. lenges keep us motivated, and they also of EGR is that it heavily reduces ef? - dition-based maintenance, with online On top of that we are developing and keep us employed.” ciency,” he noted. “But with two-stage remote centers based at the clients’ of- producing complete automation systems

Tier III is set to enter into force in the turbocharging there is no downside, ? ces and at Wärtsilä, an optional service for the commercial marine business, the

North Sea and the Baltic Sea Emission NOx is reduced and the ef? ciency is im- with more than 520 engines signed on to yachting business and also for the navy control Areas between 2018 and 2021. It proved. This technology has been under date. While many maritime markets are business. We want to provide complete entered into force, as EPA Tier 4 from development for some 15 years. We have down, Ollus said some markets are doing propulsion solutions. We are cooperat- 82 Maritime Reporter & Engineering News • AUGUST 2016

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