Page 89: of Maritime Reporter Magazine (August 2016)

The physical upper limits for engine efficiency have not been reached yet. One can improve them still by some few percentages, but the large efficiency improvements lies in the system (integration) giving for example in some cases 25-30%, and by connecting ships (or power plants) to smart grids, with big data, and condition monitoring.

Marko Dekena, AVL List sions by 30% from the average between Klaus Pöpsel, Director • An Otto (gas) engine has a bet- performance. With this, ABB brings 2000 and 2010. This is challenging. Research & Technology, ter, faster, combustion than a diesel en- the well-proven reliability of its current

Paolo Tonon, Corporate Functions, MTU gine with lower temperatures and lower products TPS and A100 to the high-

Maersk Maritime Technology NOx. The problem has been to keep speed diesel market. away from mis? ring and knocking with Michael Gisiger, ABB • The physical upper limits too high or low air to fuel ratio. for engine ef? ciency have not been Robert Ollus, Wärtsilä • Mitsubishi has developed a

New emission regs reached yet. One can improve them still state-of-the-art low speed marine diesel by some few percentages, but the large engine that includes all of the advanced ef? ciency improvements lies in the sys- • Looking at coming ‘IMO mi- technologies which MHI-MME has ac- tem (integration) giving for example in nus 80%’ emission cuts (from those of cumulated over the years. Latest tech- some cases 25-30%, and by connecting year 2000) SCR will be a viable solution nologies applied on its UEC Engine

What is New?

ships (or power plants) to smart grids, for the future, with technologies now on result in very low fuel consumption and with big data, and condition monitoring. the market for HFO and LFO. Gas will • ABB has developed its ? rst Tier 3 compliance, with EGR or SCR.

Marko Dekena, AVL List be one important ingredient for the fu- dedicated MXP turbocharger in co-op- Katsumi Imanaka, ture as well. We come into technologies eration with IHI Corporation of Japan Mitsubishi Heavy Industries • We are expecting at the next that brings you close to this minus 80%, for auxiliary engines up to 2MW. With

IMO MEPC70 meeting an announce- but not all the way. Two-stage turbo- 40% less parts the unit is designed for • The New Bergen B33:45 me- ment for the North Sea and the Baltic charging brings you 30% to almost 40% user-friendly guided condition-based dium speed engine series is designed

Sea on NOx to enter into force in 2021 down on NOx. A combination of tech- maintenance. ABB is also developing a based on 30 years of experience of the (for Tier 3 level on NOx emissions). In nologies will be important. For instance new range of turbochargers speci? cally B-Series engine. It has a completely new the EU we just now settled Stage 5 for by combining methanol with two-stage for high-speed diesel engines aiming at engine architecture, provides 600kW per the Inland Waterways. We have now turbo-charging we start to be there. maximum reliability and durability, high cylinder and is available also for natural reached our target to harmonize IMO Robert Ollus, Wärtsilä available boost pressure, wide compres- gas. Common rail is now also available. and EU regulations with those of EPA. sor ? ow range and enhanced part load Peter Koch, Rolls-Royce

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