engine and compressor division

- Delaval Gets $14.5-Million Contract For Diesel Engines To Power Falcon I Tankers Maritime Reporter, May 1981 #28
A contract to provide diesel main propulsion engines for two new 35,000-dwt Falcon I tankers has been awarded to the Transamerica Delaval Inc. Engine and Compressor Division in Oakland, Calif. The announcement was made by Division general manager Clinton S. Mathews.

The two 666-foot vessels are being built by Bath Iron Works at Bath, Maine. They will be owned by Falcon I Sea Transport Company, Houston, and leased to the Military Sealift Command (MSC) in transporting fuels to government bases worldwide.

The Bath contract to Transamerica Delaval amounts to $14.5 million, for four "Enterprise" RV-16 diesel engines and associated reduction gears and auxiliary equipment.

The 16-cylinder, medium-speed diesels, each rated at 7,360 bhp, are designed to operate on various fuels, including the more economical grades with viscosities of up to 3,500 Redwood sec. Deliveries of the engines will be completed this year.

The Transamerica Delaval Engine and Compressor Division produces diesels ranging to 13,500 bhp. Recently that product line was extended to 24,000 bhp — the highest medium-speed diesel rating in the world — with the signing of a U.S. manufacturing and marketing agreement with Stork-Werkspoor Diesel B.V. of Amsterdam. Under the agreement, Transamerica Delaval will exclusively offer in North America the Enterprise- SWD TM620.

Transamerica Delaval Inc. is the manufacturing subsidiary of Transamerica Corporation, San Francisco.
- Transamerica Delaval Licensed To Build Stork-Werkspoor Diesel Maritime Reporter, Mar 15, 1981 #44
Inc. has announced the signing of an agreement with Stork-Werkspoor Diesel B.V., Amsterdam, Netherlands, to market and manufacture SWD's TM620 diesel engines in the U.S. and Canada. The "Enterprise- SWD" TM620 will be m a n u f a c t u r e d exclusively at Transamerica Delaval's Engine and Compressor
- Transamerica Delaval Will Study Oil-Water Fuel Mixtures In Diesels Maritime Reporter, Dec 1980 #50
The Maritime Administration has entered into an $860,000 costshared research contract with the Engine and Compressor Division of Transamerica Delaval Inc., Oakland, Calif., to measure the performance levels of emulsified fuel oil-water mixtures used to power diesel engines. MarAd's share will be
- Delaval Will Test Use Of Coal-Derived Fuel Maritime Reporter, May 15, 1980 #15
Energy has awarded Transamerica Delaval Inc. a contract to test the performance characteristics of coal-derived liquid in operating heavy-duty diesel engines. Details of the $475,000, 16- month program were announced by Douglas Martini, vice president and general manager of Transamerica Delaval's Engine
- DeLaval Appoints Foltz General Manager For Middle East Maritime Reporter, Mar 1978 #44
, who received his BSME degree from Purdue University, is a 25-year DeLaval veteran. His most recent assignment was general sales manager for DeLaval's Engine and Compressor Division, Oakland, Calif. DeLaval has been supplying diesel generators to the Middle East since 1948, and has been actively involved
- Marine Diesel Engineering— A Continuing Education Program Maritime Reporter, Nov 15, 1978 #16
In mid-April 1978, the Department of Engineering at the U.S. Merchant Marine Academy, Kings Point, N.Y., inaugurated a fourweek Marine Diesel Continuing Education course which makes the Academy's new medium- and slow-speed diesel f a c i l i t i e s available to licensed steam engineers. Developed with
- Delaval Turbine Wins $20-Million Contract To Power New Cargo Fleet Maritime Reporter, Dec 1978 #15
Delaval Turbine Inc., Oakland, Calif., has won a $20-million contract to supply marine engines to a new U.S. dry bulk cargo fleet, Delaval Division vice president and general manager Douglas H. Martini announced. Delaval's Engine and Compressor Division of Oakland, under the project awarded by
- Transamerica Delaval Runs Diesel On Liquid Coal —Report Available Maritime Reporter, Aug 15, 1981 #41
Delaval test engine on pure coal liquid at full load. Announcement of the test was made by Clinton S. Mathews, general manager of the Engine and Compressor Division. The Department of Energy awarded a $475,000 grant to Transamerica Delaval, Oakland, Calif., last year to find the best ways to overcome
- SNAME Philadelphia Section Discusses Torsional Vibrations In Diesel-Driven Equipment Maritime Reporter, Mar 1977 #37
Vibration Considerations of a Twin-Diesel, Single Controllable Pitch Propeller Vessel." The author of the paper, Roland Yang, from DeLaval Engine and Compressor Division, Oakland, Calif., described the torsional vibration considerations in a highly technical and comprehensible way, and drew broad interest
- California Maritime Academy Receives Delaval Training Engine Maritime Reporter, Nov 1980 #90
A full-scale, RV-2 diesel engine, cut away f o r training purposes, has been donated to the California Maritime Academy in Vallejo, Calif., by the Transamerica Delaval Engine and Compressor Division. The presentation was made public at acceptance ceremonies attended by Academy president Rear Adm.
- DIESEL POWER REVIEW Maritime Reporter, Jul 1984 #18
During the 1960s and early 70s, the focus of diesel engine design, development, and manufacture was on ever-increasing power outputs per unit in order to satisfy the propulsion needs of the huge tankers and the very highspeed containerships that were being designed and constructed in abundance
- REDUCING FUEL COSTS First In a Series-Propulsion Equipment Maritime Reporter, Jan 15, 1984 #20
Diesel Engine Manufacturers Continue To Improve The Fuel Efficiency Of Their Engines In an effort to reduce fuel costs, the American marine industry has undergone a renaissance in marine engineering. The last decade has seen the deepsea U.S.-flag shipowners go from being unilateral proponents of

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. . . . . . . . . . . . . . . . . . . .www.blueprintsubsea.com . . . . . . . . . . . . . . . . . . . . . .+44 (0) 1539 531536 5 . . . . . .Deep Ocean Engineering, Inc. . . . . . . . . . . . .www.deepocean.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(408) 436-1102 33 . . . . .Detyens Shipyards
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and hovers above the sea- bed, picking nodules with robotic arms. CEO Oliver Gunasekara cites three unique developments: the battery-oper- ated buoyancy engine, fast-acting robot- ic arms and the AI algorithms that guide them, identifying and avoiding nodules with visible life present. A second-generation
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. He simultaneously for months at a time, extending deployments earned his Bachelor of Science in Electrical even in remote locations like the Antarctic. Engineering and Mechatronics at Villanova And for users who tend to operate in areas with drastic University and a Master of Engineering changes in water
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capability to The Slocum Sentinel Glider will be driven by the industry’s our customers,” said Dan Shropshire, Vice President Business largest buoyancy engine, with a volumetric capacity of 4 li- Development and Program Execution, Marine Vehicles, “The ters – more than double any other available glider buoyancy
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long-term data gathering of all kinds. In response, Teledyne Webb Research has announced the launch of their new- est product in the ? eld of buoyancy engine driven underwater vehicles: the Slocum Sentinel Glider. The Slocum Sentinel Glider builds on the technology of Teledyne Webb Research’s Slocum G3
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and testing of ships, “I don't say that crews must be soft- tive fuels, carbon capture, batteries and and a regulatory framework which takes ware engineers, but there is no going fuel cell power will all provide critical account of the ‘graceful deterioration’ of back: there has to be both a systematic
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ing boat Castalia, which operates on full electric propulsion. the world's ? rst zero-emissions mooring service for a tanker. Equipped with two 150 kW engines and a lithium battery ca- This took place at an offshore multiple buoy mooring site near pacity of 485 kWh, Castalia ensures operational autonomy
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can from vessel drawings. The academy program also includes reduce the time they need to spend on a simulator. This saves gas handling operations and engine room simulation courses time and money and frees up simulator time for others. offered by GTT Training and the Thet Training Center. Once onboard
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for the comparatively construction vessels feature fuel ? exibility through dual fuel near shore Taiwanese market, which is also actively served by engines and (space for) a bunkering system. Currently metha- CTVs. Oil & gas offshore support vessels have been widely nol is a preferred energy carrier
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People & Companies Nevey to Head TAI Hires Kalla Washington State Ferries TAI Engineers appointed Amer Steve Nevey has been selected to Kalla as director of production design. serve as assistant secretary for the FMC Names Usman CIO Washington State Ferries Division, Nevey Schwandt succeeding Patty
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April 2024 - Marine News page: 40
Shearer Group and built by Gulf Island Fabricators in Louisiana. The 293-foot-long double-ended ferry is out? tted with diesel-powered and electrical engines and Siemens Energy’s BlueDrive PLUSC power and propulsion system, which reduces fuel consumption by regulating speed, shifting control from port
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operating it takes some getting used to. “It’s much different,” Ferguson said. “You don’t realize how many audio cues that you have avail- able [from the engines] aboard a traditional vessel. But now that you have none, and then couple that with the power of electric motors—they spool up very fast like a
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new harbor tug, eWolf, is unique in that it tug was just starting to kick off,” said Paul Manzi, vice runs 100% powered by batteries, not diesel engines, mean- president of ship assist and escort at Crowley. “There was ing it produces zero emissions and nearly no noise. Not some work going on in
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for CREST Wind, a joint venture of hopper dredges equipped with U.S. EPA Tier 4 compli- U.S. stalwart Crowley Maritime, and the Danish offshore ant engines: Galveston Island, which was delivered from specialist Esvagt. Scheduled to be delivered in 2026, the Conrad Shipyard in late 2023 (and is working
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engines from Caterpillar. Another in the series, Isabel McAllister, will be delivered in 2024. Construction of new vessels for the offshore wind markets has fallen short of the boom times forecast only several years ago amid calls for “30 by 30” (30 gigawatts (GW) of offshore power gen- erated by
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Allan, Ltd. to be built for Moran Towing, based in Connecticut. Though us- ing conventional fuel, the boats will feature Caterpillar 3516 EPA Tier 4 main engines. The yard is also building two small- er 86-foot tugs for Moran, also set to handle ship assist along the East Coast, ordered the previous year. Senesco
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and communities across the nation. In fact, in many communities in regions like the Gulf states, the shipyard industrial base is the leading economic engine, employ- ing generations of families. There are 125 yards engaged in www.marinelink.com MN 17
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Insights tion on a couple of issues, including engine room crew- For AWO, as an organization, what is its top ing on ATBs with automated systems. This is an issue priorities for the coming six to 12 months and that Congress thought that it addressed in the last Coast what’s being done to address them? Gua
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Diego Harbor 100% on Vice President, Sales & Marketing Terry Breese • [email protected] battery power—no diesel engines, no emissions. Tel: 561-732-1185 Fax: 561-732-8414 The technology is impressive, though still too expensive and limited for Advertising Sales
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in the U.S. 2024 Shipbuilding Report A Challenging & Complicated Business Offshore Wind Solving Marine Navigation Problems Inland Waterways An Economic Engin
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are an advertiser and would like to update or modify any of the above information, please contact: [email protected] 48 Maritime Reporter & Engineering News • February 202
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Images Seaspan Corporation/Foreship With plans to have a full-scale test engine running on am- age it'll be similar to LNG.” Looking at the engine makers and monia in early 2024, the company said it expects to hold its de- their progress, Brindley is diplomatic in saying that there is no livery timeline
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that is designed and built to run on ammonia reliably. and poses safety risks to humans. “The way you look at the Development by the dominant two-stroke engine companies safety aspects of the whole system [the whole ship] is com- – MAN ES and WinGD – are already well underway, with pletely different [as
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has its drawbacks, led by the caustic nature span Ship Management, explains. “We need to be ready for of the fuel itself as well as the fact that the engine fueled by the future and have the capability to handle whatever fuel ammonia is still under development. That said, there are com- our clients require

Engine And Compressor Division