TIJDSCHRIFT VOOR MARITIEME · PDF file · 2018-02-22time between overhauls for the Vasa 32 engine on heavy fuel is today 12 000 hours. PREPARED FOR THE FUTURE WITH WARTSILA DIESEL.

T l" scnip en werf

TIJDSCHRIFT VOOR MARITIEME TECHNIEK

16™ CIMAC Oslo 3-7 June 1985

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NIEUW VAN GEVEKE: DE CATERPILLAR 3500 SERIE.

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GROOT VERMOGEN MET ZUINIG KARAKTER DE VISSERIJ OP ’T LIJP GESCHREVEN.

CATERPILLAR

Geveke Motoren en (jrondverzet B.V., Sector Motoren. AfH Sprv'ii1#* p n Vprk^win __ — _ . ^ 1 « ^gevekeX i W IJ . t'apenctrecnt, iTelefoon: «78- 150555. m O l O r G M

Long-term service experience confirms that Wartsila Diesel engines are capable of burning the low fuel qualities of the future. For example, the recommended time between overhauls for the Vasa 32 engine on heavy fuel is today 12 000 hours.

PREPARED FOR THE FUTURE WITH WARTSILA DIESEL.

Which fuel quality will your ship be running on in the future?

Whatever the answer, the Real Heavy Fuel Engines from Wartsila Diesel offer you a way to be prepared. A way already in service worldwide.

A way already proven in the toughest operating conditions.And what’s more, a way that will start paying for itself immediately.

Safety, Reliability and Total Economy — for whichever fuel quality your ship is going to run

THE REAL HEAVY FUEL ENGINES VASA22HF AND VASA32. FROM 530T0 6750kW. THE ENTIRE RANGE FOR 700 (St.

WÀRTSILÂOY WARTSILA AB, VASA FACTORY NOHAB DIESEL AB WARTSILA POWER SINGAPORE (PTE) LTD.P 0. Box 244, SF-65101 Vaasa. Finland P.O. Box 920. S-461 29 Trollhattan. Sweden P.O Box 619, Teban Garden, Singapore 9160

Tel. +358-61-111 433, Telex 74250 wva si Tel. +46-520-38200, Telex 42141 diesel s Tel. +65-2659122, Telex 36636 wartfe rs

Wartsila Diesel B.V. P.O. Box 19066, 3501 DB Utrecht, Tel. +31-30332 144, Telex 47577 wart d, Telecopier +31-30340 870

52ste jaargang, 31 mei 1985, no. 11 TIJDSCHRIFT VOOR MARITIEME TECHNIEK

Schip en Werf - Officieel orgaan vande Nederlandse Vereniging van Technici opScheepvaartgebied

de Centrale Bond van Scheepsbouwmeesters in Nederland CEBOSINE

het Maritiem Research Instituut Nederland MARIN.

Verschijnt vrijdags om de 14 dagen

RedactieIr. J. N, Joustra, P. A. Luikenaar en Dr. ir. K. J. Saurwalt

Redactie-adresHeemraadssingel 193, 3023 CB Rotterdam telefoon 010-762333

Voor advertenties, abonnementen en losse nummersUitgevers Wyt & Zonen b.v.Pieter de Hoochweg 111 3024 BG Rotterdam Postbus 268 3000 AG Rotterdamtel. 010-762566', aangesloten op telecopier telex 21403 postgiro 58458

AbonnementenJaarabonnement 1985 ƒ 73,55buiten Nederland ƒ 118,70losse nummers ƒ 5,25(alle prijzen incl. BTW)

Bij correspondentie inzake abonnementens.v.p. het 8-cijferige abonnementsnummer ver­melden. (Zie adreswikkel.)

Vormgeving en drukDrukkerij Wyt & Zonen b.v.

ReprorechtOvername van artikelen is toegestaan met bronvermelding en na overleg met de uitgever. Voor het kopiëren van artikelen uit dit blad is reprorecht verschuldigd aan de uitgever. Voor nadere inlichtingen wende men zich tot de Stichting Reprorecht. Joop Eijlstraat 11, 1063 EM Amsterdam.

ISSN 0036 - 6099

Diesel engine developments in the Netherlands

by Ir. J. H. Wesselo*

The Netherlands National Cimac Commit­tee is composed of manufacturers of diesel engines and gasturbines and related equipment, civil and military users of both types of machinery, technical Universities and oil companies with research activities in the Netherlands. The committee meets twice a year and supports the CIMAC work in an active way. From all possible subjects the diesel engine development work of the three Dutch manifacturers of larger diesel engines has been chosen for this article. Several companies developed the original idea of the late professor Kroon in the years around 1950, viz. a longitudinal scavenged two stroke engine with inlet ports and ex­haust valves. Brons, building a trunk piston version, recently dropped this engine type and so only Bolnes, building a crosshead type are maintaining the original thought. Due to the fact that the crosshead of the Bolnes engine takes the shape of a piston to be used as a scavenging pump, the engine was ideally suited forthe application of constant pressure turbocharging. Also since the early days there is one single exhaust valve. Consequently the design principles are very similar to those now adapted for all large slow speed engines. Due to its smaller dimensions (bore and stroke are 190 and 350 mm) however, it is really a medium speed diesel engine de­livering up to 140 kW (190 bhp) per cylinder at 600 r.p.m. The type comprises inline and Vee-form engines from 3 to 20 cylinders and thus offers a very long range.Of course the engine has been developed for heavy fuel already a long time ago. Present development is mainly directed to further reduction of the fuel consumption. Introduction of the test generation of tur­boblowers made it possible not only to raise the power up to the present 140kW/cyl but also resulted in a 6% lower specific fuel consumption.

* Chairman of the Netherlands National Cimac Committee (NCC)

The scavenging pump effect is using some mechanical power at low loads but it im­proves the air-fuel ratio to such an extent that nevertheless a lower specific fuel con­sumption occurs than without this effect. The turbocharging principle as a whole makes the engine well suited for applica­tions like sand pump drive in dredgers.As an example, the pump driving engines of the suction-hopper dredger Apollo' of dredging company Broekhoven have achieved 28,600 running hours at 100% torque, and speeds between 70 and 100% to full satisfaction.Brons-lndustrie, amalgamated from the original companies ’Brons and 'Industrie' today concentrates on two activities. In the first place they undertook the production of a newly developed non-magnetic version of the earlier Werkspoor RUB 215 to supply all 'tripartite' minehunters built by France, Belgium and the Netherlands. The RUB 215, which may be the highest rated Ricar­do whirl-chamber engine (bmep about 14 bar) is supplied for that purpose as a 12 cylinder Vee-form engine of 1900 bhp at 1200 r.p.m. Besides this engine, with the designation A-RUB (antimagnetic), an O- RUB 'Onderzeeboot'-version has been

Inhoud van dit nummer:

Diesel engine developments in the N etherlands..................... 175

Computer controlled crosshead engine s ta n d .......... 177

Marine lubricant developm ent.. 183

The Bolnes M otoren fabriek.... 188

Test facilities for marine diesel eng ine fue lsand lubricants...... 191

Nieuwsberichten....................... 193

S. en W. - 52ste jaargang - nr. 11 - 1985175

supplied for submarines which are built for Taiwan. The earlier Werkspoor submarine engine had some adaptions, like a reduced valve-overlap, to be able to blow the water out of the exhaust gas system for snorkel' operation, and an adapted turbocharger matching for the extra flow resistance in in- and exhaust system so that the engine, contrary to the prevailing opinion, did not need a mechanical compressor for this type of operation. Brons brought the engine to an up to date technical level with a mod­ern turbocharger.In the second place, they took a licence from MAN for the 20/27 and the 25/30 engines. For the 20/27 engine they under­took, under a special contract with MAN the development of a spark-ignited gas engine. Based on the diesel version a naturally aspirated gas engine was created, the adaption to different kinds of gas was de­veloped and a longer stroke (310 mm) intro­duced.This work has been very successful and the gas engine has a rating of 62 kW/cyl on natural gas, a low specific fuel consumption and favourable NO* emission values. As a result, engines of 300-1100 kW can be delivered, and already more than 200 cylin­ders are in service on natural gas (total energy installations), associated gas, sew- age-gas etc.

Stork-Werkspoor Diesel are building in Amsterdam the well known TM 410 and TM 620 engines. The development work has been directed for a great deal towards low­er specific fuel consumptions. At the mo­ment spec, fuel consumptions of about 180 gr/kWh for the TM 410 and 172 gr/kWh for the TM 620 are offered, but development is continuously going on, gradually leading to

quite different engines. Also the maximum available power of the TM 410 is now 850 bhp/cyl (625 kW/cyl).One effect of this development is a larger degree of differentiation, the optimum performance is only obtained by applying different builds (particularly regarding the turbocharging system) for different applications, as there are: electricity generating: constant revolutions; ships propulsion: controllable pitch propeller and fixed blade propeller; sand-pump opera­tion in dredgers.Also a flexible design, allowing the engine to be delivered with or without built-on lubricating oil pump, with the turbocharger and cooler on either end of the engine, with or without power take off, marks the present way of designing engines.Another effect is the increasing peak pres­sure, for which the TM 620 still has some room, but which will lead to changes in the mechanical design, changing the face of the known TM 410 even more.Since their Introduction the TM engines have been extraordinarily good digestors of heavy fuel. They remained remarkably clean and produced a very small number of burned exhaust valves. A good example are the earlier Seatrain container ships, operated on the Pacific by C. Y. Tung. They have two 9 cyl. TM 620 engines each, use the 380 cSt (50°C) heavy fuel they can get, and deliver extremely reliable service now since 5 years.Further developments in the fuel scene like higher density fuels and instable fuels lead in the first place to higher demands for the fuel treatment installation. One aspect in­fluencing the engine is the increase of fuel viscosity up to 700cSt (50°C), leading to a fuel preheat temperature before injection of

about 150°C. New developed fuel injec­tion pumps, no longer applying rubber seals and avoiding mixing of lub-oil and fuel at a high temperature, should cope with this new challenge.

Stork-Werkspoor Diesel in Zwolle are con­centrating on the SW 280, introduced three years ago and the SW 240, grown during many years development from the original Kromhout F240. They deliver about 400 and about 225 bhp/cyl respectively at 1000 r.p.m. Both engines confirm the general experience that up to 1000 r.p. m. com­pletely acceptable combustion can be obtained with practically every grade of heavy fuel, the main condition being a suffi­ciently high injection pressure. Of course they have cooled exhaust valve sets and several other features to cope with all heavy fuel aspects. For smaller power the R 210 type is available, delivering 115 bhp/cyl at 900 r.p.m.With the fuels presently on the market a situation has been achieved where the SW 280 and 240 types as auxilliary engines make the one fuel ship a realistic proposi­tion.Of course there is a lively interest to run also earlier delivered auxiliary engines on heavy fuels and for that purpose often older engines are modified. A number of F 240 engines are running now since a few years with fuels of step by step increasing viscos­ity with good results, hardly any wear and perfect exhaust valves.Under the other applications, that in fishing vessels is considered to entail arduous ser­vice conditions. Also here heavy fuel is used now and the first SW 280 engine has achieved 12,500 running hours to full satisfaction.

Nieuwe Uitgave

North Sea Oil & Gas Directory15700 named individuals from 3584 offshore oil and gas involved organisations at 6070 locations make the 13th edition of The North Sea Oil & Gas Directory - recent­ly published - the largest edition of the annual directory ever.Covering North Sea and N.W. Continental Shelf activity the directory includes 1460 names of key personnel in 204 exploration

and production companies at 284 loca­tions; 14000 named executives from 3140 manufacturing/supplying, constructors, designers and service contracting com­panies at 5500 locations; a products and services guide with 254 headings; and 240 addresses, contact names and descrip­tions of official bodies at 286 locations in 8 countries - plus membership and commit­

tee lists for UKOOA, and NIFO and membership lists for BRINDEX, IADC, NR/ASO as well as details of principal cen­tres of offshore education.The North Sea Oil & Gas Directory is avail­able from Spearhead Publications Ltd, Rowe House, 55/59 Fife Road, Kingston upon Thames, Surrey, KT1 1TA England, Price £ 32.95.

176

®M e rced e s -B en z

AGAMAgam Motoren Rotterdam B.V.

Mercedes-Benz M AN Maybach

Verkoop: Goudsesingel 214 3011 KD Rotterdam Tel. 010 - 13 71 25 Telex: 22647

Service en onderdelen: Ketelweg 263356 LE Papendrecht Tel 078 - 15 11 22 Telex: 22647

Scheepsvoortstuwingsmotoren voorbedrijfsvaart, visserij en pleziervaart op basisMercedes-Benz dieselmotoren serie OM 420.van 105 kW (143 pk) tot 411 kW (559 pk)Motortypen: OM 421 OM 423 OM 424LA

OM 422 OM 422A

OM 424 OM 424A

OM 407

AGAM Motoren voor de scheepvaart

Motortype

OM 421 OM 422 OM 422A OM 423 OM 424 OM 424A OM 424LA OM 407

continuvermogens; in kW (pk) bij genoemd toerental vlgs. DIN 6270 t.b.v. bedrljfsvaart en visserij t.b.v. pleziervaart

DIN 6270 A DIN 6270 B*

134 (182) 177 (241) 217 (295) 220 (299) 260 (354) 350 (476) 404 (549) 147 (200)

21002100210021002100210021002000

145 (197) 187 (254) 221 (300) 237 (322) 281 (382) 367 (499) 411 (559) 161 (219)

22302230223022302230223022302130

Referentie/Meerwaarden: Luchtdruk: 981 m bar Temperatuur: 20°C.Rel. luchtvochtigheid: 60%

voor planerende schepen is een hoger vermogen toegestaan

Algemeen technische gegevens Mercedes-Benz

TypeBouwvorm en werkingNiel opgeladen N, opgeladen A.opgeladen en nakoeling (LA)Aantal cylinders Boring x slag (in mm)Totale cylinderinhoud (I) Compressie-verhouding Continuvermogen in kW

Brandstofverbruik: g/kWh / l/h idemGem zuigersnelheid idemGewicht standaardmotor kielkoeling Standaard vliegwielhuisaansl

bij n = 1500 bij n - 1800

bijn > bij n bij n bij n

1500180015001800

OM 421 OM 422 OM 422A OM 423 OM 424 OM 424A OM 424LA OM 407V-vorm 90° viertact met directe inspuiting-walergekoeld Lijn

N6

128 X 142 10.96 16.9 105 122

204/25,2 I212/30,4 I

7,1 m/s 8.5 m/s 840 kg SAE 1

N8

128 X 142 14,62 16,9 138 161

204/33,1 I 212/40,1 I

7,1 m/s 8,5 m/s 1015 kg SAE 1

A8

128 x 142 14,62 16,25 187 207

203/44,7 I 210/51,1 I

7,1 m/s 8,5 m/s 1075 kg SAE 1

N10

128 x 142 18,27 16,9 175 201

204/42,0 I212/50,1 I

7,1 m/s 8.5 m/s 1190 kg SAE 1

N12

128 x 142 21,93 16,9 200 234

205/48,2 I 212/58,3 I

7,1 m/s 8,5 m/s 1300 kg SAE 1

A12

128 X 14221,9316,25287327

203/68,5 I 210/80,8 I

7,1 m/s 8,5 m/s 1475 kg SAE 1

LA12

128 x 14221,9316,25332378

207/80,3 I 216/96,0 I

7.1 m/s 8,5 m/s 1550 kg SAE 1

N6

125 x 155 11,41 16,50 114 135

210/28,2 I 217/34,5 I 7,75 m/s 9.3 m/s 900 kg SAE 1

Agam Motoren Rotterdam B.V.H oofdvertegenw oord ig ing van Daim ler Benz Aktiengesellschaft voor N ederland

van M ercedes-Benz diese lm otoren

( X ) M ercedes-Benz G ereg istreerd H andelsm erk van Daim ler Benz Aktiengesellschaft. S tuttgart, B ondsrepub liek Duitsland

A 1

Specifieke bewerkingen zoals schroefas-montage, is specialistenwerk:

Wolfard & Wessels b.v. te Groningen heeft een jarenlange ervaring in het monteren van assen, motoren, turbines e.d.De juiste vakmensen, voorzien van eigen apparatuur en gereedschap, zijn overal inzetbaar en brengen hun kennis en vakmanschap in praktijk.Wolfard & WesselsSterk in gespecialiseerd werk

wr\n wr\nVNJ VIVI

W o lfa rd & W e s s e ls bvduinkerkenstraat 40, 9723 bt groningen tel. 050-184420, telex 53650

HOLLAND R0ERPR0PELLERvoor optimale manoeuvreerbaarheid

Wordt succesvol toegepast voor o.a.

veerponten passag ie rschepen

b innenschepen kraanschepen

d rijvende bokken s leep - en duw boten

re in ig ingsvaartu igen patrou illevaartu igen

Standaard leverbaar tot 1600 pk.Speciale uitvoeringen en grotere vermogens, aangepast aan uw wensen en bedrijfsomstandigheden, kunnen geleverd worden.

Vraag prijs en uitvoerige dokumentatie bij

m n

Johan Dane bvmachinefabriek en handelsondememing

Postbus 3044, 2935 ZG Ouderkerk a/d IJssel tel. 01808 - 2889/3008, telex 24157 JDANE

We don 't pretend to know everything

MEMARCOMECHANICAL AND MARINE CONSULTANTS B.V.

W e p ro v id e :D ra ft in gD e s ig nE n g in e e r in gS u p e rv is io nP ro je c tm a n a g e m e n tS u rv e y

For: S h ip b u ild e rsC o n s tru c t io n c o m p a n ie s O il & G as In d u s tr ie

on s ite o r in o u r o ff ic e : VAN MALSENSTRAAT 66, 3074 PX ROTTERDAM. TELEPHONE: 010-326789. TELEX 20010 PMS NL.

JAN VERHAAR

Fabrikant van OMEGA boegschroeven

leverbaar in diverse typen, met diverse dieselmotoren

(ook gereviseerde motoren)

Inl. tel. 071 - 15 37 00, b.g.g. 17 26 31

Rhijnhofweg 12 - 2342 BB Oegstgeest

A 2

COMPUTER CONTROLLED CROSSHEAD ENGINE STANDAt Chevron Central laboratories

by D. P. van Vliet.

GeneralMore than 25 years ago, in 1958, Chevron Central Laboratories installed the first two cylinder naturally aspirated Bolnes engine to be used as a tool for development of cylinder lubricating oils. Since then many oil companies have followed our lead.Over the years we upgraded our first engine various times and installed a three cylinder engine in 1969. We upgraded again. The original output of the first engine of 55 kW/cylinder has been doubled now to 110 kW/cyl. for our new engine. Simultaneously with increasing the engine capacity we improved our test stand design, culminating in the stand we are now introducing. The test stand was designed by CCL and constructed by a number of contractors.

The test cell (Fig. 1)The test bed consists of a steel structure, filled with concrete on which engine and generator are mounted. The engine structure rests on 8 rubber ’cushy foot’ vibration dampers and has no further connection to the floor. Total mass of the test bed including engine and generator is approximately 30 metric tons. The allowable floor load is 5 tons per square meter. In principle this set up is similar to our two former installations.The engine stand itself is different from our earlier stands and is schematically shown in Figure 2. We have designed a number of separate systems which are built in modules by outside contrac­tors and which we will discuss briefly.

Cooling systemStarting with the cooling system: system oil, jacket cooling water and combustion air are all cooled by a constant circulating flow of clean and chemically treated cooling water, which in turn is cooled by a central coolerfed by brackish river water (Fig. 3). This cooler is located adjacent to the test cell to facilitate easy cleaning. The flow of river water is controlled in such a way that the temperature rise is below 7°C.Jacket water is circulated and temperature controlled by a three- way valve bypassing the cooler (Fig. 4). Since we dismantle the engine every week, treated cooling water is drained into a special tank and pumped back into the system as soon as the engine is re­mounted for the next test.

System oil circuitSystem oil is circulated and temperature controlled in the same way as the jacket water. The pressure is maintained by a control valve which returns the excess oil not required for lubrication of the engine and cooling of the piston back into the crankcase without further filtering (Fig. 5). In orderto facilitate system oil development work we measure the flow of oil going into the engine, the tempera­ture of the oil flowing back after cooling of the pistons and the temperature of the main bearings in addition to the usual measure­ments.

Combustion air circuit (Fig. 6)In contrast to our other Bolnes stand we do not control intake air humidity. We might install this feature at a later date if necessary. We installed a rig saver valve in the ducting from compressor to engine to close off combustion air supply in the event of an engine overspeed due to a generator failure. The pressure in the receiver

* Superintendent. Operations engine laboratory, Chevron Central Labo­ratories Rotterdam.

Fig. 1. Cross section test cell.

S. en W. - 52ste jaargang - nr. 11 - 1985177

Fig. 5. System oil circuit diagram.Fig. 4. Jacket water system diagram.

TMtfUnACCONTROLVALVE

Fig. 6. Combustion a ir circuit diagram.

room is controlled by a valve in a bypass around the scavenging pump.The most interesting part of this system is the special intake manifold which is unique for this type of engine and proprietary in design (Fig. 7). We installed this manifold in order to make the separation between the cylinders more complete, permitting tes­ting of three different oils in one run. Also the size of the exhaust silencer is considerably increased relative to our earlier engine stand.The three mentioned systems are mounted in one module located against the wall of the test cell and connected to the test bed by

Fig. 8. Cooling systems moduleFig. 7. Intake manifold

Fig. 9. Cylinder lube oil module Fig. 10. Fuel supply module

means of flexible joints (Fig. 8). These connections are covered by platforms. The cylinder lubrication in our engine takes place via 4 holes in the cylinder wall grooves which are equally spaced around the circumference of the cylinder. The lube oil supply system is based on the following requirements:a. Each of the holes should get exactly the same quantity of oil

throughout the test.b. The quantity per hole should be adjustable over a relatively

wide test range.c. It should be possible to lubricate each cylinder with a different

oil.d. It should be possible to change oils during a test.

Cylinder lube oil moduleFigure 9 shows how these requirements are achieved. Each cylinder is supplied by 4 linear pumps. Three sets of 4 pumps are grouped and driven by one common positioner. As soon as this group of pumps is at the end of its stroke, oil supply is taken over by a second group of 3 times 4 pumps which were waiting in filled position. During this operation the first pump group is re-filled with fresh oil and waits for a command from the computer to start delivery again. Each sub-group of four pumps may be connected to one of the five storage tanks by opening specially designed air operated valves. Flushing of one group of pumps is possible during the run when the other group is supplying oil to the cylinders.

Fuel supply moduleFigure 10 shows the fuel supply module. The engine may be supplied with distillate or centrifuged residual fuel from outside storage tanks. The selection is made in the test cell by the computer program.

Thereafter the supply line is split into 4 lines, 3 of which feed the separate injection pumps for each cylinder. The fourth branch goes to the fuel consumption measuring apparatus. Fuel is passed through the injection pump and circulated by a pump through a controlled heater to ensure that the fuel temperature at each injector is defined. When changing from distillate fuel to residual fuel at the start of the test, and the reverse at the end of the test, the system is flushed by opening the flush valve, allowing the fuel to flow into the flush tank. Fuel consumption is determined by measuring the time in seconds to consume 500 grams of fuel. The

Fig. 11. Fuel rack control system diagram.

consumption measurement cycle starts by filling the measuring apparatus, followed by closing the fill valve and opening of the measure select valve in the supply line to cylinder 1, Simultaneous­ly the normal fuel supply to cylinder 1 is closed and air pressure on the fuel consumption meter restores the normal feed pressure to the circulation pump. After having consumed 500 grams the normal fuel supply to cylinder 1 is restored and the consumption meter is filled again. After filling, the cycle is repeated for cylinder 2, follwed by cylinder 3. This operation is continuously repeated during the entire test.

S. en W. - 52ste jaargang - nr. 11 - 1985179

Fuel rack control system (Fig. 11)To ensure that each cylinder gets the same quantity of fuel the three fuel pumps racks are adjusted to a position equalizing the measured time to consume 500 grams of fuel. After every full measuring cycle over 3 cylinders the average fuel consumption is calculated by the computer. The difference in time for each cylinder from the average determines the correcting signal to the rack positioners. All three positioners will be moved equally if the power output of the engine is different from the procedure requirement. The positioners located on a module (Fig. 12) against the wall are connected to the racks by means of a closed hydraulic circuit pushed forward by the positioner (Fig. 13) and pushed back by a pneumatic cylinder which is firmly connected to the fuel pump rack. In case of an emergency the pneumatic cylinder will pull the rack back to its stop position.

COMPUTER CONTROL SYSTEM

Engine and computer systems diagramFigure 14 shows the engine and computer systems diagram. The entire test stand installation is fully controlled by a MacSym 350 computer with a memory of 512K supplied by Analog Devices. The connection is made via an interface located together with the computer in a remote control room. The cylinder oil lubrication system, fuel oil supply system and fuel rack servo systems may be operated manually or by computer. This is done to permit initial filling and flushing of the systems or checking after repairs. In the corridor adjacent to the test cell a small main switch and annun­ciator panel is located.Figure 15 shows the main switch and annunciator panel. After the appropriate program disk and clean formatted data disk are in-

Fig. 12. Fuel rack control module Fig. 13. Fuel rack positioner

Fig. 14. Engine and computer systems diagram.

180

B e f o re * t o r t - u p t h e c o m p u te r I s 1 c o d e d w i t h t h e a p p r o p r i a t e

p ro g ra m d i s k e n d e c l e a n f o r m e t t e d d o t e d i s k .

S w itc h e d on # t h e c o m p u te r off t e r l e a d i n g t h e p ro g ram #

b e g in s e x e c u t i o n a n d e n s v e r s th r o u g h t h e " m essoge" le a p #

t h u s I n d i c a t i n g t h a t I t v o l t s f o r c o n s o le I n p u t.

Fig. 15. Main switch and annunciator panel.

serted in the computer, the operator has to push only the line power and computer control buttons. The computer then loads the pro­gram and requests further input by lighting the message lamp on the annunciator panel. The operator provides that input by typing in date, run no., and test conditions if necessary as requested on the monitor screen. During the following start-up phase the pertinent lamp on the panel is lighted, and technicians in the cell are warned by means of an audible signal that the engine will start shortly. The alarm lights indicate if running conditions are detected which deviate from the test conditions, and indicate the level of severity. If the computer requires input during the run, the message lamp will light and can only be switched off by providing the requested input.

Table 1. Computer control functions• Checks utility supply systems• Starts and checks auxiliary systems• Starts motor-generator• Allows fuel supply to start engine• Carries out warming up procedure• Carries out test procedure• Searches for alarming conditions• Performs trend search program• Stores data• Stops engine according to fixed program

conditions. Every six hours it reports significant changes of these values. During the run, 46 parameters are stored on disk every 12 seconds, covering the most recent 96 minutes of test. These data are available for analysis if a non-programmed engine stop occurs. In addition three minute averages of these 46 parameters are permanently stored over the entire test period. These data are available for making plots and statistical analyses after the test. During the test the actual values of all 85 parameters may be presented on a screen divided in 5 logical blocks. These values are updated every 12 seconds. Moreover they can be shown in graphical form over the last 16 minutes of the test in blocks ot 4 parameter plots. In order to check the control loops the controlling components P, I. D and S, the latter being the control output to the correcting device, may be plotted on screen over a period of 16 minutes to come or as historical data. If one of these components must be changed for better control' the operator may initiate a factor change. Such changes will always be printed on the test log. Finally, at the end of the test the program wifi stop the engine gradually and flush the fuel system with distillate fuel. Stopping the engine may also be initiated by the operator or the alarm program as a programmed stop or an immediate stop. In case of a computer failure the engine will be stopped by a program stored in a separate logic controller which then takes over the function of the computer, Figure 16 shows the control room.

Computer control functionsTable I shows a listing of the computer control functions. Before starting the engine the computer program checks if all utilities such as cooling water, air and steam are available. Then it starts up the engine’s auxiliary systems such as the jacket water cooling circuit, the system oil circuit, cylinder oil lubricators. If everything is in order, the motor generator starts to drive the engine. The fuel pump racks are slowly opened until the engine fires and generates some power at a speed slightly higher than the synchronous motoring speed. The motor generator will then run in the generating mode and engine power can be gradually increased by further opening of the fuel racks. Because of the rapidly changing fuel consumption during this warm-up phase the fuel pump racks are not positioned to obtain equal fuel consumption as is done during the actual test run, but rather to obtain equal exhaust gas temperatures at each cylinder. After the warm-up phase the engine is regulated to the desired test conditions. Fifteen parameters are controlled in closed loops and as many as 85 parameters are measured. During the duration of the test procedure the program searches for alarm conditions and classifies these in three levels: warning, stepwise engine stop and immediate engine stop. These conditions are indicated on the annunciator panel and printed on the test log when they occur. Furthermore a trend search program on 18 parameters is performed. This program prints the average values of these parameters on the test log after the first six hours of running on test

rna nmrSELECTION VALVES

VAMAILE SPEED TRANSFER PUTPS TO TESTCELLS

Fig. 17. Residual fuel storage and preparation facilities.

Fig. 16. Engine laboratoy control room

S. en W. - 52ste jaargang - nr. 11 - 1985 181

Fuel Storage and Preparation FacilitiesFigure 17 shows a diagram of the fuel storage and preparation facilities. In order to obtain reliable test results' it is essential that the fuel quality throughout a test program is constant. We divide our overall test programs into statistically designed matrices which coincide with the life of the cylinder liners. For a 10 run matrix approximately 60 000 litres of fuel is needed. We installed three 60 000 liter tanks. This gives us the flexibility to do some fuel quality studies, and also assures fuel availability. After delivery of fuel by tank truck into the receiving tank, the fuel is centrifuged by an automatically cleaning Alfa Laval centrifuge of the latest design. This so-called ’Alcap’ centrifuge is able to handle fuels with gravi­ties higher than 1, making engine testing of these 'future fuels’ possible. The fuel is pumped to the test ceil from the clean fuel tanks, The pumps are started by the computer, which also controls the fuel supply pressure by varying the pump speed (Fig. 18).

Auxiliary Test EquipmentThe sole purpose of testing lubricating oils and fuels in engine stands as we described is the determination of differences in quality between these oils. The more reproducible the stand operation is, the better the lubricant performance can be quanti­fied. These performance evaluations are made at the end of each test, and include inspection and rating of deposit formation on engine parts, measuring and weighing of used engine parts to determine wear, and used oil inspections. One of the most impor­tant items is cylinder liner wear. This wear is usually measured by means of hand operated cylinder bore gauges and level strips. We found these measurements were not very repeatable because slight deviations from the earlier measurement location can cause rather large differences. Another method is the use of bore profile gauges determining the profile of the bore over a certain distance. This is a very time consuming method and total wear cannot be determined readily by a computer program. Therefore we de­veloped our own cylinder liner measuring apparatus which is able to measure liner diameters in any direction at any level, and is fully automatic in operation, controlled by means of the computer. Figure 19 shows the cylinder liner measuring instrument. After the engine is dismantled and cooled down the instrument is put on top of the liner to be measured and connected to the computer. The program now measures 16 diameters at 10 levels each and stores the data on disk. After these measurements the instrument is relocated to the second cylinder, and the measurement cycle is re­initiated. After measuring of all three cylinders the data are com­pared with the measurement of the preceding run and the wear is calculated. We actually measure the difference between the dia­meter of a caliper, which is part of the instrument, and the cylinder diameter in microns.Finally, we would like to mention the combustion analyzer pur­chased from AVL, This instrument permits research on the com­bustion characteristics of today's and tomorrow's fuels. A special feature of our instrument is the capability to measure cylinder wall temperatures during the combustion cycle. To measure these temperatures we are preparing three liners with very fast respon­ding thermocouples. Fig. 19. Cylinder liner measuring apparatus

182

MARINE LUBRICANT DEVELOPMENTby Ir. G. W, van der Horst*

Three main types of lubricants are used in marine diesel main and auxiliary engines. These are shown in Table 1. This review will focus on the development of these lubricants, from initial bench evaluation to final field qualifications. In contrast to automotive lubricants that are generally developed to meet standardized specifications, marine lubricants are formulated using numerous specialized bench and engine tests aimed at guaranteeing good field performance. The final stage in a marine lubricant develop­ment program involves demonstration of such performance in a vessel, and satisfactory completion of the field test leads to manu­facturers’ approval for commercial use.Except for the system oil, these marine lubricants have a high to very high additive treatment level, and often contain complex combinations of additives to achieve the required performance. A typical formulation may contain dispersants, detergents, and a variety of wear, corrosion and oxidation inhibitors, Work at Chev­ron Central Laboratories is focussed at developing marine lubri­cants for Chevron International Oil Company and marine lubricant additive packages for Chevron Chemical Company. Development of new marine lubricants is dictated and controlled by a number of factors as shown in Figure 1. Changes in engine design and fuel quality, operating economy of the vessels (cheap­er, poorer quality fuel; longer maintenance intervals; etc.) may require new lubricants. Competitive pressure, and new additive technology also stimulate development of new lubricants.Base oil properties and logistics in addition impact on the develop­ment of new lubricants. Marine lubricants must be supplied in­ternationally and consequently are formulated to provide equiva­lent performance world-wide. In a world-wide system a variety of base oils must be used. Since crude source and processing are not the same, the additive systems have to be developed to provide satisfactory performance with all the base oils involved. Marine lubricants can be blended by using all the individual additive components as such, but this requires substantial tankage to store these materials separately and substantial efforts in blending. Significant savings can be obtained by combining additives in packages. The multi-application system (MAS), developed by Chevron Chemical, permits the blending of a complete line of marine lubricants with only 2 or 3 packages: a single base source package and one or two supplementary packages.The development of marine lubricants is in 3 phases:- Phase I bench tests- Phase II engine tests- Phase III field test

In the bench test phase single components and component com­binations are evaluated prior to engine testing. When satisfactory performance is obtained in the laboratory engine tests, manu­facturer agreement to field test is sought. After successful comple­tion of the field test (s) and after obtaining manufacturers' product approval, the new lubricant can be commercialized. In particular the second phase, the engine testing, will be emphasized below.

Table 1 Marine LubricantsMarine Cylinder Oil (MCL) 50-100 Total Base Number (TBN) SAE 50Marine System Oil (MSO) Rust and Oxidation

Inhibited (R&O) Type Alkaline Type 5-8 TBNMultipurpose Type 8-9 TBN SAE 30

Trunk Piston Engine Oils 10-40 TBN SAE 30, 44(TPEO)

Co m p e t i t i v e P i

? h i p Op e r a t i o n e c o n o m ic s

F u e l Du a l i t y Chang e

\— E/

Ei e l d P e r fo rm an ceEFIC IEN C ICS

Fig. 1. Marine lubricant product development

Table II Performance requirements of a marine cylinder oil• Lubricate pistons and liners• Provide adequate alkalinity and alkalinity retention to control

corrosive wear• Control mechanical wear• Control piston deposits• Control port blocking• Provide adequate spreadability to distribute oil in cylinder

Table III Laboratory crosshead engine procedureJ Procedure K Procedure

Rotation Frequency, min. "1 518Power, kw (BHP) 286 (389)BMEP, bar 11.2Coolant Temperature, °C 50 80Lubricant feed rate, 0,69 (0,54)g/kWh (g/BHP, h)Fuel sulfur, mass% 3.0Duration, h 72Test evaluates ring wear

liner wear piston deposits

intake port deposits drain oil condition

Marine cylinder lubricant (MCL) developmentThe requirements for an MCL are shown in Table II. To meet these requirements marine cylinder lubricants have a relatively high additive treatment level; 25 percent or more of the lubricant may be additives. The major additive component is usually an overbased detergent, which neutralizes the acids generated by combustion of fuel sulfur. Sometimes a single, multi-functional component is used, but mixtures can also be used to optimize performance. Extra components may be added to enhance certain properties

and all materials can be combined in a package. This package can be used as a base source for both MCL's and TPEO's in an MAS system approach. Our major development tool is a laboratory crosshead engine produced by Bolnes to our specification. Careful proprietary development of the engine and procedure has made this engine very useful.

■ Superintendent Marine Development at Chevron Central Laboratories, Rotterdam

S. en W. - 52ste jaargang - nr. 11 - 1985 183

TOP RING WEAR,VARIABILITY J-T E S T

uTH/roroix i tc u i m u ien

TOP RING WEAR,VARIABILITY K -T E ST

U.TIH, TO UD I* I S D U I lU T I I C ia

Fig. 2

Basically, two procedures are used to evaluate the ability of an oil to minimize wear and deposit formation. The J procedure stresses corrosive wear and is representative of the older engine types, the K procedure simulates the more modern engines. Both proce­dures are shown in Table III.Repeat bench and engine tests often give different results caused by the test variability, it is therefore important to know whether the difference in results obtained with two different oils is caused by this variability or whether the difference is a real performance difference. The use of statistical methods permits the determina­tion of the probability that a perceived performance difference is real (% confidence level), despite test variability. It is important to study the test variability, since the lower the test variability, the easier it is to signify differences. Figure 2 shows the variation in test variability for top ring wear with J and K procedure. In general the test variability with the K procedure is lower than for the J proce­dure. Test variability is in part due to variations in engine operating conditions, which are partly manually controlled in our original crosshead engine. To enhance the constancy of run conditions, the new crosshead engine stand is completely computer control­led. Figure 3 shows the test variability for the piston glands. We expect improvement in both deposit and wear test repeatability and associated reduction in test variability with the new stand. Fuel quality impacts significantly on wear and deposit formation. In a program with widely different fuels it was established in the laboratory engine that the only significant fuel factor related to liner wear, in an exponentional function, is fuel sulfur. Simultaneously, a similar program was carried out by Sulzer in a 7 RND90 engine. In this engine also, sulfur is the only significant fuel factor impacting on liner wear with the same type of exponentional function as in the

PISTON DEPOSITS,VARIABILITY J -T E S T

una/room equal m nur»

PISTON DEPOSITS .VARIABILITY K -T E ST

L u n u io o m «nain m n w

Fig 3

Sulfur, m ass %

X Bolnes R elative Liner Wear

• Full Scale Engine R elative Liner Wear

Fig. 4. Bolnes versus full scale engine relative liner wear

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laboratory engine. Figure 4 compares, on a relative basis, the laboratory engine and Sulzer results, indicating an excellent correlation between laboratory crosshead engine and full scale engine. Correlation between laboratory test and actual field performance is crucial. Significant effort is put into procedure development and correlation studies to ensure that the laboratory test predicts field performance correctly. In Figures 5 and 6 the performance of two oils is compared on a relative basis. Total ring wear and average liner wear are shown for the laboratory engine and four field test vessels (Sulzer, B&W engines). Both laboratory engine and full scale engines show similar comparisons. Another correlation, also on a relative basis, is shown in Figure 7. With respect to wear the test oil is poorer than the reference (100%). With respect to piston deposits, however, it is better. Again both laboratory engine and full scale engine rank the performance of the two oils similarly, demonstrating excellent correlation.Figure 8 shows results obtained on two oils using the high tempera­ture K procedure, and companion data from a modern, more severe vessel, Good correlation was obtained for wear and deposit formation indicating that this procedure is representative of more modern engines.It should be emphasized that the above excellent correlations were obtained as a result of careful development of the engine and procedures. This development continues to keep our test engines representative of the most modern full-scale engines. To obtain the necessary field data, we maintain a large field test fleet. The tests completed in the last 10 years are summarized in Table IV, the current test fleet is shown In Table V.

Table IV Marine cylinder lubricant field tests.Tests over last 10 years

• Test cylinder hours 935 226• Cylinders Inspected 89• Number of Tests 25

Table V Marine cylinder lubricant test vessels

Engine Types: B&W 6L90GB7L50MC

Sulzer 7 RND 90 6 RLA 666 RLB 667 RTA 68

Test Vessels: 82 Sipwa* Equipped

• Sulzer Integrated Piston Ring Wear Arrangement continuously mea­sures top ring wear.

Trunk piston engine oil (TPEO) developmentThe requirements for a TPEO are shown in Table VI. Major development tools are an AVL Caterpillar, a Caterpillar and a MWM engine. All engines, properly modified, are operated with residual fuel. The MWM engine is mainly used as a screening tool. The procedures used with the Caterpilar/AVL Caterpillar engine are shown in Table VII. The AVL Caterpilar engine has the same top as the Caterpillar engine, but installed on a special very strong

TOTAL BING WEAR

200

1B0ISO

140

120100

80

8040

20

0

Fig. 5. Lab test versus field testWEAR AND DEPOSIT FORMATION

s \

v s•- V ”

V V s..

V s s \ V S s \

\ \ v " : V

'■ \

w-------- r ..............n

Z Z 1 j -OIL 1

PROCBDURVERSUS 01 i r (o il I

f \ s j r a=100%)LD TEST

1

1SSOIL P I VERSUS Oil

J-PR O CE D U R E F(OIL 111=100%) SULZER 7RND00

OIL I VERSUS OIL1 7 7 1 J-PRO CBD U RE

lU O IL 1=100% )FIELD TEST

Fig. 6. Lab test versus field testWEAR AND DEPOSIT FORMATION

80

00

4 0

30 -

20 -

10 -

V sV S887 Ccnf

‘ , ( V\ \ 1 \ \ N \ s

s v 1 \S

s \ 1 v s\ \ ■- 1 \ .

: >- ' s >

■ \ ;

sssVs É

' . \ 1 \ \ 1 ÉTOP RING WEAR MAI LINER WEAR PISTOR DEMERIT

OIL V VERSUS 01I V s ] K-PROCEDURE

VI (OIL V=10O%) S 3 SULZER 8RLA88

Fig. 7. Lab test versus field test Fig. 8. Lab test versus field test

185 S. en W. - 52ste jaargang - nr. 11 - 1985

Table VI Performance requirements of a trunk piston engine oil

• Lubricate bearings, pistons and liners and all associated mov­ing parts

• Cool bearings and pistons• Control corrosive and mechanical ring and liner wear• Control bearing corrosion• Prevent rust formation• Control piston deposits and prevent ring sticking• Control sludge and varnish throughout engine• Provide good water shedding and water tolerance• Provide sufficient alkalinity and alkalinity retention in relation to

fuel sulfur• Provide good contaminants release (liquid and solid)• Resist oxidation

Table VII Special residual-fueled caterpillar test procedures

COST/PERFORMANCE

Procedure Bore, mm Stroke, mm Speed, rpm Power, kW BMEP, barCoolant temperature, °C Oil Temperature, °C Air inlet temperature, °C Air inlet pressure, bar Oil charge, kg Test duration, h

RF-2

3313

55

1.456.5

130165

1400

70

65

72

Fuel used in RF-2 and RF-4A procedures: Viscosity, mm2/SAt 50°C 200Sulfur, mass% 2.5-2.7

Fuel used in MD-1 procedure:Viscosity at 50°C, mm2/S Sulfur, mass%

3.851.4

RF-4A

4518

70

1.77.0

300 3.0-3.3

COST/PERFORMANCE

Fig. 9

and rigid crankcase with complete balancing by special shafts. Trunk piston engine oils often have a complex additive treatment. Various components may impact on a performance parameter like piston deposit control. It is of interest to relate the benefit of a component to its cost and consider cost/performance. Compo­nents may enhance the effect of other components or reduce it, consequently these interactions are very important since they affect cost/performance.Figure 9 shows the results of a cost/performance study, relating overall piston deposit merit rating to the formulation cost when varying certain components between two levels. Components A and D have a negative effect: with increasing concentration the merit is degraded, consequently they have a negative cost/performance. Components B and C have a positive effect and in particular component C has a good cost/performance. Minor formulation changes can significantly change these results be­cause of the effect of the component itself and/or its interaction with other components. When using component E instead of D the effect of component A turns positive and the effect of component C is increased (positive interactions of component E with compo­nents A and C) and also component E itself has a positive effect and associated positive cost/performance.For the Caterpillar, laboratory engine test correlations with full scale engines in service have been established. Correlating a TPEO test engine with a full scale engine is difficult. Unlike the crosshead engine, which can use two or more different cylinder lubricants at the same time, a medium speed diesel engine cannot be lubricated with two different lubricants. Vessels with two or more engines and a suitable sen/ice are relatively rare, and to compli-

Pleld test hours __________ i__________

24 48 72

Laboratory engine test hours

Fig. 10. Correlation between laboratory engine test and field test

cate matters the two engines sometimes have different severity levels. Comparing oils sequentially in the same engine adds changes in service over time (speed, route, etc.) and changing fuel quality as variables to the lube oil performance comparison.

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 g ELIJKE

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Nevertheless, correlations between Caterpillar engines and full scale engines have been established. Figure 10 shows a correla­tion between engine test and full scale engine in terms of alkalinity (TBN) depletion. The 72-hour test is representative of 3000 hours full scale engine operation. In Figure 11 two pistons are shown run with different oils in two full scale engines at the same time. The difference in deposit formation on these pistons compares well with the difference in merit rating of the piston deposits obtained with the laboratory engine test. These results demonstrate good correlation between bench engine test and full scale engine with respect to piston deposits.In Figure 12 wear rates are shown for the Caterpillar engine and a Pielstick PC-3 engine. The results were obtained with two levels of lubricant alkalinity, two fuel sulfur levels and two engine load levels. Again a good correlation between the laboratory engine and the full scale engine was obtained. Also for TPEO field evaluation an extensive field test fleet is maintained. In Table VIII the field tests of the last 10 years are summarized, the current test fleet is shown in Table IX.

Table VIII Trunk piston engine oil field tests Tests over last 10 years

• Test cylinder hours• Cylinders inspected• Number of tests

Table IX Trunk piston engine oil test vesselsEngine types: MaK 6M 453AK

Pielstick 18 PC 2-516 PC 2-6

SWD 6TM 620Wartsila V8 R32

Test Vessels: 6

Table X Performance requirements of a marine system oil• Lubricate bearings and crossheads• Cool bearings and pistons• Control bearing corrosion• Prevent rust formation• Control piston underhead deposits, sludge and varnish

throughout engine• Provide good water shedding and water tolerance• Neutralize acidic contaminants• Provide good contaminants release (liquid and solid)• Resist oxidation

Marine system oil (MSO) developmentThe requirements for a marine system oil are shown in Table X. Important for the development of a MSO, and also of a TPEO, are the centrifuge tests. Both the system oil and the trunk piston engine oil are cleaned in the centrifuge by removal of liquid and solid contaminants.In crosshead and medium speed diesel engines condensation of water occurs and also water leakage can occur. In the centrifuge water shedding test, the ability of the oil to separate water effective­ly from the oil is evaluated. While removing the water from the oil, additives can be removed at the same time, causing centrifuge deposits and possibly reduced efficiency. This additive removal is undesirable as it reduces the effective compounding of the oil. This phenomenon is studied in the water tolerance test, with the objec­tive of minimizing additive loss and centrifuge deposit formation. Both the water shedding test and the water tolerance test are carried out with fresh and used oil. The used TPEO is obtained from the engine tests. Used system oil is obtained by the addition of cylinder drip oil. The stand used for the centrifuge tests is shown in Figure 13.

Test fuel storage and treatmentFor the various tests different fuels are used and for certain

2 140 695 83 18

oil J oil KFig. 11. Direct comparison oil J and oil K in field test

COMPARISON or WEAR RATS8

WEAK HATE P C -3 ENGINE, m ( P « / h r

Fig. 12. Caterpillar versus lull scale engine

programs special fuels may be required. Therefore, adequate tankage is required to store enough fuel for the individual pro­grams. By obtaining fuel in large batches, and by minimizing supply sources, fluctuations in fuel quality during a matrix or program are minimized.Clean test fuels are required for the engine tests and therefore test fuels are carefully centrifuged and subsequently extensively fil­tered at the engine. An Alfa Laval 'ALCAP' centrifuge is used for the initial fuel treatment. This centrifuge has been in operation for approximately one year and has given excellent service, even with fuels with a density over 1.

Fig. 13. Centrifuge stands

S. en W. - 52ste jaargang - nr. 11 - 1985 187

THE BOLNES MOTORENFABRIEKHUNDRED YEARS OF POWER IN STEEL

1885-1985

BOLNES

by C. B. den Hartog* and G. de Bie**

IntroductionBolnes Motorenfabriek B. V. have a long and wide experience in designing, developing and building o f ship diesel engines. A century ago, to be exact on May 13th, 1885 the Company started with the manufacturing o f parts for the shipbuilding industry.The absolutely independent Company with a total labour strength o f 220 is established at Krimpen aan de Lek.Bolnes Motorenfabriek B. V. is the only Company in the world that are manufacturing the so-called 2-stroke crosshead diesel engines in a power output range from 500 to 3800 hp at a speed o f 600 rpm. Engines, having worldwide found their way to customers in the field of fishing, offshore, coastal shipping and dredging industry. Here the engines are being applicated for driving o f pumps, generators and propulsion.In shore installations the engine finds its application in a. o. draining machines, electricity works, laboratories and educational institutions.

HistoryTe Company was founded in 1885 by Mr, J, H. van Cappellen, owner of a timber-yard at Vlaardingen.In the village of Bolnes (municipality Ridderkerk) he set up a foundry, where bollards, mooring bits and other castings were manufactured for the shipbuilding yards in the Rotterdam area. Before long there followed the development into an engineering works with own articles such as guillotine shears, bending ben­ches, punching machines etc. also destined for the shipbuilding industry.At the turn of the century the then called 'Fabriek voor Stoom- en andere Werktuigen' at Bolnes already manufactured propulsion installations for tugboats and ferry-boats. The limited extension possibilities at Bolnes and the ever increasing demand for steam installations resulted in 1908 into the present establishment at Krimpen aan de Lek as the N.V. Machinefabriek Bolnes'. The Bolnes name continued to live in the product. At Krimpen aan de Lek a steam engine was developed. It was followed by a diesel engine provided with a so-called crosshead. Owing to this the reliability and the working life of the product were considerably improved. This crosshead is still applied in the present Bolnes1 2- stroke diesel engine.Since 1950 a series of completely welded engines is being built

with a standard bore of 190 mm and a stroke of 350 mm, which are being built up of cylinder units.Because of this, the engine with its standard cylinder diameter of 190 mm, is the smallest 2-stroke crosshead diesel engine in the world.

Design philosphyThe starting-point of Bolnes is the building of an engine with the following properties:- a simple robust engine, the relatively low toad of which ensures a

high reliability, whereas the engine is suited for qualitatively bad fuel oils.

- a great part of the maintenance of the engines can be carried out by own engine room personnel, owing to which loss of time and costs remain at their lowest.

- most of the parts of the various types of engines are mutually interchangeable and are series-manufactured.

- a low fuel oil and lubrication oil consumption, resulting into low working costs.

* Marketing manager.** Head development department.

Bolnes Motorenfabriek, Krimpen aan de Lek, The Netherlands.

188

DevelopmentWith a power output range of 100 unto 1500 hp, Bolnes, during the years of 1950-1960 , could cover an interesting part of the market for tugboats, fishing cutters, dredging vessels a.s.But the development of the Bolnes engine did not stop. By the application of new techniques and materials excellent results were obtained in the field of the saving of fuel oil, power output increase and the application of bad fuel oil qualities.With the arrival on the market of superchargers giving approx. 6% higher efficiency, scope was created for reducing fuel consumpti­on substantially. As soon as this was possible, Bolnes began to use the so-called HR (high-efficiency) superchargers which resulted in 5% lower consumption compared with the 170/600 type. Con­sumption is even 10 - 11% lower compared with the 150/600 engine.The first engines fitted with HR superchargers were delivered and commissioned early in 1984. Various existing installations were also converted with the aim of reducing consumption and in a number of cases increasing engine power as well. The reasons behind the reduced consumption are explained underneath.The gas exchange or scavenging of the cylinder, the process of replacing spent gas by fresh air, is only possible in a two-stroke engine if there is a pressure difference in the cylinder i.e. the pressure upstream of the inlet port must be greater than that downstream of the exhaust valve.As a result of this pressure difference, scavenging air will enter the cylinder at the end of the power stroke, as soon as the exhaust valve and the scavenging ports are opened, and clean the cylinder by driving out the spent gas. At the end of the scavenging process, the cylinder is again filled with fresh air in which the injected fuel can be burned.In Bolnes engines the cross-head takes the form of a scavenging pump. In engines without superchargers the required scavenging pressure is obtained by means of this scavenging pump. In engi­nes with superchargers the compressor of the supercharger ope­rates in series with the scavenging pump. This is shown diagrama- tically in Fig. 1.

The welded unit ’Bolnes' diesel engine 1949.

compressor wheel

Fig. 1. Diagram a ir distribution

The operation is as follows:The scavenging pump (3) determines the volume of air drawn in with each piston stroke. This volume, of course, also passes through the compressor (1) of the supercharger. The contribution from the latter is that it compresses the air and then delivers it to the scavenging pump. During the compression stroke the scavenging pump causes the pressure to increase still further to bring it up to the desired scavenging pressure. The supercharger and the sca­venging pumps therefore both provide part of the scavenging pressure, but the pumps determine the total volume of air made available to the cylinders.There is a major difference between the scavenging pump and the supercharger as regards the source from which the drive energy is obtained. With the supercharger the energy is obtained from the spent exhaust gases and in the scavenging pump from the crank­shaft. The power used for the scavenging pump therefore reduces the engine power. As a result, the specific fuel consumption - the consumption per effective kilowatt or HP available to the drive flange of the crankshaft - rises by the same percentage as that taken from the crankshaft by the scavenging pump.It therefore makes sense to keep the power absorbed by the scavenging pump to a minimum, in other words to ensure that this plays a minimal part in increasing the pressure of the scavenging air.As, however, the scavenging pressure is fixed, since it must comply with the cylinder capacity, the supercharger will have to play a major role in increasing this pressure. This shows the importance of a high supercharger efficiency; the energy available for driving (such as is present in the exhaust gases) is constant at

First diesei engine 1928.

S. en W. - 52ste jaargang - nr. 11 - 1985 189

Table I

Technical dataType

Cylinder bore Piston stroke Stroke volume SpeedAverage piston speed Mean effective pressure

Power output Max. continuous power output according to ISO 3046/1

Overload

Energy consumption Fuel consumption at ISO standard power output.Tolerance 5%Lowest heat content 42.7 MJ/kg Without built-on pumps Lubricating oil consumption

DNL 190/600 (in-line type)V-DNL 190/600 (V-type)190 mm350 mm9.92 dm3600 rpm7.00 m/s14.1 bar

140 kW/cylinder (190 hp/cylinder)

10% during testing on the test bench

199 g/kW.h. (146.5 g/hp.h)

195 g/kW.h. (143.5 g/hp.h)

0.7 g/kW.h. (0,5 g/hp.h)

Miscellaneous Scavenging-air pressure Air consumption Compression ratio Maximumcombustion pressure

Crankcase oil change averages

Lubricating oil centrifuge not required

ISO conditions

Recommended fuel quality

2.1 bar9.2 kg/kW.h (6.8 kg/hp.h)14.0

130 bar

16,000 h

Barometer position 1000 mbar Air temperature 27°C Relative humidity 60% Cooling-water temperature 27°C

A1, A2, B1 and B2 distillate Heavy fuel oil meeting CIMAC specifications 1 , 3 , 4 and 6 (consult the factory for definitive specification).

Exploded view engine type 16 V-DNL 190/600.

constant engine power, and only a higher conversion yield of exhaust gas energy Into mechanical energy enables the super­charger to play a greater part by increasing the pressure of the scavenging air.As a result of the fact that when a HR supercharger is used the scavenging pumps play only a very small part in the increase in pressure, there is a substantial increase in the volume processed at each stroke. But as the total volume of air supplied to the engine does not need to increase - for the engine swept volume does not change - a smaller number of scavenging pumps will suffice.

There are therefore two reasons for the reduction in scavenging pump capacity: a smaller pressure difference across each scaven­ging pump individually and a smaller number of pumps per engine that effectively contribute to the air supply. A 5% lower consump­tion is a result of this lower scavenging pump capacity.With a fuel oil consumption of 146.5 g/hp.h the engine is among the most economical of its kind.The present engine includes the power output range up to 3800 hp. The main data of the current engine designated type 190/600’ are summarised in Table I.

Diesel engine type 14 V-DNL 190/600.

ServiceWithin the Bolnes organization much attention is paid to the Service Department.if a diesel engine faels, the production of the vessel or the installati­on is halting and this has to be quickly mended.As a matter of fact service is available 24-hours per day. Of the service facilities are mentioned:- a product information system by which the client or Bolnes user

is regularly informed about important modifications which can be applied on the engine installations.

- the Bolnes diagnosis system, by which, without high costs or drastic engine disassembling, the actual state of the engine can be defined.

- service training courses, specifically based on Bolnes engines, in order to familiarize the operating personnel with the product.

By means of these facilities the operating costs are being lowered and the reliability of the installation will increase.

TEST FACILITIES FOR MARINE DIESEL ENGINE FUELS AND LUBRICANTS.Research & development at Koninklijke/Shell-laboratorium, Amsterdam (Shell Research B.V.)

Shell have long been in the forefront of research on marine diesel engine fuels and lubricants. By means of exceptional experimental facilities they have been able to keep in step with the changes in engine design and mode of operation. Shell may well consider themselves pioneers in the development of fuels and lubricants for marine diesel engines. As early as 1928 Shell started, at the 'Proefstation Delft' in the Netherlands, the investigation of lubrica­tion and fuel combustion phenomena in diesel engines for ship propulsion and inland diesel power stations. A number of test engines have been employed in this: a W erkspoor320m m bore 4- stroke trunk piston engine, a Bolnes 1L190 and a Bolnes super­charged 2 DKL engine. Also, a Stork 540 mm bore 2-stroke trunk piston, a Bolnes HS 170 and a MAN 4-stroke engine once featured on the test beds at Delft, Thornton (Shell Research, Ltd.) or Amsterdam (Shell Research B.V.). For present-day’s R & D these engines are obsolete, and they have been removed to serve as demonstration model elsewhere or have been scrapped, in their place a unique set of test engines is available today, at the Koninklijke/Shell-Laboratorium, Amsterdam (KSLA), where all

by J. Hengeveld and W. de Bruijn

R&D on marine diesel fuels and lubricants has been consolidated since 1983. A short description is presented of these test facilities and their purpose.

The table summarises the main characteristics of the engines. They are used both for research on combustion and ignition properties of residual fuel, and for research and development of marine lubricants. For lubricant research, the Sulzer IT48 and the large Sulzer 2 RNF 68M engine from the last phase in the labora­tory development of a cylinder lubricant or a system oil for low- speed crosshead diesels. The MaK 1M 282 AK and the direct- injection, residual-fuelled Caterpillar engine play a similar role for the medium-speed diesel crankcase oil.Research to investigate basic properties and requirements of lubricants (1) for future engines (increase in cylinder press­ure/temperature, changing fuel quality and mode of operation) is done in engine tests using special operating conditions. The MaK engine has been adapted to perform such tests for medium-speed engine oils (particularly wear studies), and for cylinder oils (studies

Section diesel engine type V-DNL 190/600.

S. en W. - 52sle jaargang - nr. 11 - 1985 191

on both wear and fouling) the Bolnes en­gine will be used.An investigation of residual fuel has em­ployed the MaK engine for ignition quality studies, which resulted in the well known CCAI concept (2). The direct-injection Ca­terpillar and the Bolnes engine, too, can be used for studies on small quantities of spe­cial (future) fuels. This type of work can be characterized as fundamental research.As outlined above, the greater part of the work on lubricants has a development character, in which the engine plays a role as the vital link between the numerous laboratory rig tests and the final proof in the field. In this respect, the Amsterdam test facilities are unique, in that on the one hand ful-scale engines are operated under well controlled and monitored conditions, yiel­ding very reproducible results that predict field performance (3), whilst the daily operation of 4 or 5 engines producing some 3000 kW and consuming yearly roughly 1400 tonnes of the heaviest residual fuel (currently 700 cSt at 50 CC, 1,010 kg/m3,380 ppm V, 3.6 % S and 22 % CCR) faces R&D with the real shipboard operation and associated problems.Summarizing, we conclude that this set of engines creates the possibility to investi- Fig. 1. The MaK engine gate and solve a wide variety of fuel- andlubricant-related engine problems. The hard life experienced by a Referencescylinder lubricant in a loop-scavenged crosshead engine, although 1) R. E. Williams, P. J. Newbery, P. R. Belcher and J. Hengeveld,its uniflows-cavenged counterpart is rapidly gaining more import- ’Future Marine Fuels - Prediction of Alleviation of Potential Com-ance, will continue to be a major subject for the next decade at bustion and Lubrication Problems', Paper presented at 7th Energyleast. The typical uniflow-scavenge system problems deserve Sources Technology Conference, February 1984, New Orleans,careful study in the Bolnes engine. The versatile MaK engine (fig. Louisiana.1) has built up a good record in producing extremely useful basic 2) A. P.Zeelenberg etal., T he ignition Performance of Fuel Oils indata and will continue to do so for some time to come. Finally, the Marine Diesel Engines’, CIMAC 1983.direct-injection Caterpillar engine operated under sooty conditions 3) W. de Bruijn et a l., T he Establishment of the Wear and Foulingwilt support the search for crankcase lubricants that comply best Characteristics of a Modified Large Bore Laboratory Crossheadwith the requirements of the medium-speed engine running on Engine for Lubricant and Fuel Testing’, CIMAC 1983.heavy residual fuel.

LABOARATORY ENGINES INSTALLED AT KSLA

Sulzer1T48

Sulzer MaK 2RNF 68M 1M 282 AK

Caterpillar 1G (direct fuel injection)

Bolnes 1 DNL

170/600

First installed 1938 1968 1979 1967 1985Type1' T.2 C.2 T.4 T.4 C.2No. of cylinders 1 2 1 1 1Scavenge system Cross Loop - - UniflowBore, mm 480 680 240 130 190Stroke, mm 700 1250 280 165 350Speed (max), rpm 250 135 1000 1800 600B.m.e.p. (max), bar 4.9 12.4 15.3 17.2 12.6

Power (max), kW 261 2500 162 38 125(bhp) (350) (3400) (220) (51) (170)

Test power, kW 194/261 2350 147 30 2)

(bhp) (260/350) (3190) (200) (40.5)

Oil feed, g.bhp'Th '1 1.6 0.9 - - 0.5

1) T = trunk; C = crosshead: 2 = 2-stroke; 4 = 4-stroke2) Variable, dependent on investigation concerned.

192

N NEDERLANDSE VERENIGING VAN TECHNICI OP SCHEEPVAARTGEBIED(Netherlands Society of Marine Technologists)1

Verenigingsnieuws

Clubnieuws

Na het Captain's Dinner en de eveneens geslaagde Mosselavond, willen wij het sei­zoen afsluiten met een koude maaltijd en wel op dinsdag 11 juni a.s. Ook nu weer de borrel vooraf omstreeks 17.30 uur en dan om 19.00 uur aan tafel.Op deze avond zal ook de prijsuitreiking van het deze winter gehouden Biljart-Tour- nooi worden afgesloten.Liefhebbers kunnen zich melden tot vrijdag 7 juni bij de clubcommissie of het algemeen secretariaat tel. 010-76 23 33.

Voor de goede orde delen wij u mede, dat Groot-Weena gesloten is in de periode van 20 juli tot 3 augustus.

De Clubcommissie.

In memoriam

J. A. de BoerOp 1 mei jl. overleed onverwacht te Singa­pore tijdens de uitoefening van zijn beroep als Scheepswerktuigkundige de heer J. A. de Boer. Hij woonde in De Rijp, werd 47 jaar oud en was 51/2 jaar lid van onze vereni­ging.

Personalia

Ir. J. G. E. de HaasOns juniorlid J. G. E. de Haas behaalde onlangs het diploma voor scheepsbouw­kundig ingenieur bij de afdeling der Maritie­me Techniek aan de T H. Delft. Hij is thans werkzaam als 'Trainee' bij de Kon. Ned- lloyd Groep. Naast onze gelukwensen bij het bereiken van deze mijlpaal heten wij hem van harte welkom als gewoon lid van onze vereniging.

100 jaar BOLNES’Op 14 mei 1985 werd onder grote belang­stelling uit kringen van overheid, zakenre­laties en vrienden het feit herdacht, dat 100 jaar geleden door J. H. van Cappellen de basis werd gelegd voor een machinefa­briek waaruit de thans wijd en zijd bekend­staande Bolnes Motorenfabriek BV is voortgekomen.In de feestelijk aangeklede montagehal werd door de Commissaris der Koningin in Zuid-Holland, mr. S. Patijn, aan het slot van zijn feestrede op afstand een 10-cilinder motor op de proefstand gestart, waarmede symbolisch de tweede eeuw in het bestaan van het bedrijf werd ingeluid.

Ook de Burgemeester van de onlangs ge­vormde gemeente Nederlek, mr. A. van 't Laar, bood zijn gelukwensen aan en speld­de de beide Bolnes-directeuren J. Bode enA. C. M. van Putte de eretekenen op van de koninklijke onderscheiding, behorende bij- de Orde van Oranje Nassau in goud. Beide heren gaven uitdrukking aan hun bewondering, dat Bolnes Motorenfabriek BV er ondanks de moeilijke situatie in de algemene economie en in het bijzonderde scheepvaart, scheepsbouw en natte aan- nemerij nog steeds in geslaagd was zonder overheidssteun de felle concurrentie het hoofd te bieden en zelfs winst te maken. Ir. T. P.de Jooden bood zijn gelukwensen aan namens de bevriende industrieën uit de regio en als President-directeur van de grootste Bolnes-afnemer: IHC. Hij kon - toevallig?- mededeling doen van een nieu­we opdracht voor 3 stuks 6-cilinder moto­ren t.b.v. een sleepzuiger voor China.Ook de heer Bode voerde uiteraard als gastheer het woord, waarbij hij zijn grote onvrede uitte over regelmatig geconsta­teerde achterstelling bij de verkrijging van overheidsopdrachten ten opzichte van de 2 overgebleven Nederlandse motorenfa- brieken SWD en Brons-MAN, die beide met overheidssteun op de been worden gehou­den en voor een belangrijk deel in over­heidshanden zijn. Dat 'Bolnes' vennoot­schapsbelasting betaalt i.p.v. subsidie ont­vangt zou een andere houding bij Water­staat, Marine of Ontwikkelingshulp recht­vaardigen! Desondanks gaat Bolnes Moto­renfabriek er in het begin van de nieuwe eeuw fris en eendrachtig tegenaan, ge­sterkt door '100 jaar zelfstandigheid en sterk in stuwkracht' en voortbouwend op 100 jaar innovatie en ervaring.Ter gelegenheid van het jubileum is er een speciale editie van het huisorgaan Stand by’ verschenen, waarin de geschiedenis in het kort en met vele foto’s geïllustreerd is opgenomen. Het jubileumnummer geeft een goed beeld van het bedrijf, dat steeds getoond heeft met zijn tijd mee te gaan en voor zijn bestaan te vechten door het leve­ren van een betrouwbaar produkt en een goede service.Aan de vele gelukwensen voegt de Redac­tie van Schip en Werf gaarne de hare toe, vergezeld van die voor de verleende Ko­ninklijke onderscheidingen, waarin wij de verdiende waardering achten te zijn uitge­drukt voor het gehele personeel!

J. N. J.

Voorzitter Nederlandse Vereniging van Kapiteins ter KoopvaardijOnder grote belangstelling nam Kapitein C. Bruin op 10 mei jl. afscheid als voorzitter

van de Nederlandse Vereniging van Kapi­teins ter Koopvaardij.Hij werd voor zijn 12-jarig voorzitterschap benoemd tot Officier in de Orde van Oranje Nassau.Zijn opvolger is Kapitein J. de Jager.

Tewaterlatingen

PionierOp 23 april 1985 is met goed gevolg te water gelaten het motorschip 'PIONIER, bouwnummer 240 van Scheepswerf Ferus Smit B V. te Foxhol, bestemd voor Rederij Waker te Delfzijl.Hoofdafmetingen zijn: lengte 74,85 m; breedte 11,00 m en holte 5,20 m.In dit schip worden geïnstalleerd een Deutz hoofdmotor, type SBV 6 M 628 met een vermogen van 1285 pk bij 900 omw/min en twee Deutz hulpmotoren type F 5 L 413 FR en een Deutz hulpmotortype F 4 L 812 FR met een vermogen van 2 x 90 pk en 1 x 43 pk bij 1500 omw/min.Het schip wordt gebouwd onder toezicht van Bureau Veritas voorde klasse: 13/3 E + Cargoship Deep sea Heavy cargo Ice III

ZuiderzeeBij Barkmeijer Stroobos B.V., scheepswerf en machinefabriek, is op 27 april met goed gevolg te water gelaten het droge-lading- schip 'ZUIDERZEE'. Het schip wordt ge­bouwd voor rederij J. Sieberg te Maarssen. De doopplechtigheid van het m.s. ’ZUI­DERZEE’ is verricht door Mevrouw H, Werkhoven-Schouten.De hoofdafmetingen van deze coaster zijn als volgt:lengte o.a. 63,30 meterlengte l.l. 59,15 meterbreedte 9,80 meterholte 3,80 meterdiepgang 3,16 meterdeadweight ca. 1000 tonDe graaninhoud van het ruim is ca. 55.000c ft, de baalinhoud ca. 51.000 cft.Ten behoeve van de voortstuwing is het schip voorzien van een Bolnes hoofdmo­tor, type DNL 160/600, met een vermogen van 551 kW bij 600 omw./min., een tand­wielkast van het merk Lohman & Stolter- foht, met een reductie van 2,03:1 en een vaste schroef.Voor de navigatie is het schip voorzien van een magnetisch peilkompas, een stuur- kompas, een gyrokompas, een automati­sche piloot, een radar, een echolood, een VHF, een navigator, een zend- en ontvang- installatie, een rivierradar, een bochtaan- wijzer en een rivierpiloot.Het schip is gebouwd onder klasse Bureau Veritas I 3/3 + E Cargoship Deep Sea, alsmede onder de Nederlandse Scheep­vaartinspectie voor onbeperkte vaart met een 0-mans wachtbezetting.Het schip zal eind mei 1985 aan de reder overgedragen worden. DB

S. en W. - 52ste jaargang - nr. 11 - 1985 193

Proeftochten

ConstanceOp 10 mei jl. werd na een geslaagde proef­tocht het gladdek vrachtschip Constance' door E. J. Smit & Zoon s ScheepswervenB.V. overgedragen aan Wijnne en Barends Cargadoors- & Agentuurkantoren B.V. te Delfzijl. Het schip is de laatste van een serie van 3 gladdek coasters.De voornaamste gegevens zijn:Lente o.a. 81,88 mtr.Lengte N.S.I. 74,99 mtr.Breedte op spant 15,00 mtr.Holte 8,10 mtr.Diepgang 6,68 mtr.D.W. ca. 4.450 ton.Graaninhoud ca. 218.000 cbft.Bale inhoud ca. 210.000 cbft.Hoofdmotor: Wërtsilë 6R32. 1849 kW. bij 750 omw/min. Brandstof HFO 180 centi- stokes.2 stuks 15 tons 18 mtr. elektrisch hydrauli­sche dekkranen, opgesteld in SB gang­boord.Class: Lloyd's 100 A1, Ice class 1C.

Hr. Ms. MakkumNa een geslaagde proefvaartperiode werd het mijnenbestrijdingsvaartuig ’Makkum' op 13 mei jl. in Makkum door de scheeps­werf Van der Giessen-de Noord aan de Koninklijke Marine overgedragen en in dienst gesteld. De Makkum' is het achtste schip uit een serie van vijftien die door de scheepswerf Van der Giessen-de Noord Marinebouw in Albiasserdam wordt ge­bouwd.De kiel van dit met glasvezel versterkte polyester gebouwde schip werd in februari 1983 gelegd. Op 23 februari 1985 werd het schip gedoopt.

SierOp 11 mei 1985 heeft met goed gevolg proefgevaren het motorschip 'SIER', bouwnummer 227 van Scheepswerf Hoog- ezand B.V. te Hoogezand, bestemd voor Wagenborg Passagiersdiensten B.V. te Delfzijl, voor de veerdienst naar Ameland, Hoofdafmetingen zijn: lengte 52,46 m; breedte 13,00 m en holte 5,40 m.In dit schip zijn geïnstalleerd twee MAK hoofdmoteren, type 6 M 281 met een ver­mogen van elk 816 pk bij 750 omw/min en twee Scania hulpmotoren, type 2-DS-11 met een vermogen van elk 190 pk en een Valmet hulpmoter, type 1-311 CG met een vermogen van 40 pk, alle bij 1500 omw/min.Het schip werd gebouwd onder toezicht van Bureau Veritas voorde klasse: 13/3 E 4- Roll on-roll off vessel, Sheltererd waters.

Overdrachten

Samsun GloryOp 26 april 1985 heeft, in de haven van Harlingen, de officiële overdracht plaats­

gevonden van het containerschip SAM- SUN GLORY'. Dit schip is gebouwd door scheepswerf Barkmeijer Stroobos B.V, te Stroobos in samenwerking met scheeps­werf Amels te Makkum.Het management van het schip zal ge­schieden door Holtrade Shipping B.V. te Heerenveen, een onderdeel van Holwerda scheepvaart B.V. Het financieringsarrage- ment voor dit project is verzorgd door N.M.B. Lease te Amsterdam. Voorafgaande aan deze overdracht vond de naamgevingsceremonie plaats, welke plechtigheid werd verricht door MevrouwE. Holwerda-Veenstra.De hoofdafmetingen van m.s. Samsun Glory zijn de volgende: lengte o.a., 106,60 m, breedte op spant 17,90 m, holte 8,50 m, diepgang 6,50 m, deadweight 6025 ton, gross tonnage (conv. 1969) 4000 GT, graan capaciteit 288000 cft.Het schip is gebouwd volgens de voor­schriften van Lloyd's Register of Shipping met de notatie + 100A1 - IC E IC -U M S e n volgens de regels van de Nederlandse Scheepvaartinspectie voor onbemande vaart met 0-manswachtbezetting.De maximum container capaciteit be­draagt 420TEU, 142 in het ruim en 278 aan dek. Voor 30 koelcontainers zijn aansluitin­gen voorzien.Voor laden en lossen zijn 2 elektrisch hy­draulische kranen geïnstalleerd met een hijscapaciteit van 63 ton elk. Zware stukken tot 120 ton kunnen worden behandeld. Het schip wordt voortgestuwd door een Lips verstelbare schroef. Deze schroef wordt via een verlragingskast aangedre­ven door een Stork-Werkspoor-Diesel van 4000 pk. De dienstsnelheid bedraagt 14,5 knoop.Voor de elektriciteitsvoorziening zijn aan boord 3 Caterpillar hulpmotoren, welke ge­neratoren van 290 kVA aandrijven. Voorts is er een asdynamo geïnstalleerd van 600 kVA.Voorde navigatie kan het schip beschikken over een magnetisch kompas, een gyro- kompas, een automatische piloot, twee ra­dars, een radiorichtingzoeker, twee VHF installaties, een satelliet navigator, een echolood, een snelheidslog, een weer- kaartschrijver, een brandstofcomputer en een radio zend- en ontvanginstallatie.

DB.Offshore

Statoil gets first operator assignment abroadThe Norwegian state oil company Statoil has been awarded operator responsibility and an ownership share of 60% in a block allocated in the fifth concession round on the Netherlands continental shelf. This will be Statoil's first operator assignment out­side Norway. Statoil has a small ownership share in two Dutch oil fields, Kotter and Logger and runs its own office in the

Netherlands with a staff of 10.Statoil gives high priority to the block in question which it considers to be promis­ing. It will carry out seismic investigations on the block this year. These will form the basis for the first exploratory drilling in 1986. On account of the shallow water depths and the milder climatic conditions the find need to be so large in order to be declared commercial, as it would need to be on Norway’s continental shelf, (norin- form)

Possible drilling starts on Svalbard next yearNorway's national oil company Statoil is negotiating with the Store Norske Spits­bergen concern on Svalbard on an ex­tended cooperation agreement. This deal will give Statoil the right to prospect for oil and gas on Store Norske’s claim on Sval­bard. Statoil is planning seismic investiga­tions in May this year, with a view to a possible drilling start in 1986.Statoil has previously dispatched a number of geological expeditions to Svalbard, but the area now selected is said to be one of the most interesting. The claims in question border on the areas where the Soviet Union already is working on an exploratory well, though the actual distance away is con­siderable.Two other companies, British Petroleum and Norsk Polarnavigasjon have concen­trated on oil and gas prospecting in other areas on Svalbard, (norinform)

Britain becomes fifth largest oil producerBritain has moved into fifth place in the league table of the world's largest oil pro­ducers.With the exception of Saudi Arabia, Brit­ain's output is now greater than that of any single member of the organisation of Pe­troleum exporting countries.The monthly indices published by the Bank of Scotland show that UK production in 1984 totalled some 127,000,000 tonnes- more than 10 per cent on 1983 and nearly 60 per cent higher than in 1980.The leading oil producers are currently the Soviet Union, the United States, Saudi Ara­bia and Mexico - the latter being only slight­ly ahead of the UK.UK output is approaching one-sixth of that of all the OPEC countries combined - in 1980 the comparable figure was one-six­teenth. (LPS)

Troll gas negotiationsThe Norwegian state oil companiy, Statoil, expects to start the first round of negotia­tions with potential purchasers of gas from the huge Troll field in the North Sea which will be delivered to the Continent. The aim is to negotiate to realise Norway's largest export contract to date. The sum involved for the Troll west gas, which is nowon offer,

194

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is estimated to 55.5 million USD while the reserves of the entire field are estimated to be worth an aggregate 133.3 million USD. The negotiations are important for other reasons, i.e. the price of gas, the tempo of deliveries and the quantities that the many interested gas purchasers desire, all of which can have a decisive influence on the choice of development method for this field which is sited 100 kilometres northwest of Bergen.In a report prepared by the international energy bureau (IEA) regarding the Norwe­gian oil and energy situation, it is stated that the development of the Troll field as sup­plier of gas to west Europe should be put in hand as soon as possible. If not, west Euro­pean energy purchasers can be obliged to increase oil imports or against their will buy large amounts of gas from other suppliers, which in practice means the Soviet Union. Without saying so directly, the IEA plainly desires that European governments be­come involved in some way with the de­velopment of the Troll field, although the Norwegian government believes that the licence-holders on the continental shelf should themselves negotiate on gas sales. Here, the IEA points out it has already advised that the governments in question should encourage oil companies to start negotiations on Troll gas as soon as possi­ble with a view to obtaining supplies at competitive prices in the mid-1990's (norin- form).

Fresh perspectives analysis for oil activitiesIf Norway bases its continued oil activity mainly on the development of oil fields it will have more and more difficulty in maintain­ing its level of activities, the Petroleum Di­rectorate warns in a recently submitted perspectives analysis. The warning stems from the fear that the oil resources will be exhausted in a period when it will be im­possible to sell so much gas that the aggre­gate Norwegian petroleum earnings can be kept at a desirable level.The following figures provide an illustra­tion: While oil accounts for 62.1% of re­sources in the fields that are either in pro­duction or under development, gas accounts for 80.5% of the remaining re­sources. Only 20% of the total proven re­coverable reserves of gas (2 800 billion m3) have been sold. The unsold gas represents about 32 year's production at a production rate of about 70 billion m3 of gas per year, or 85 years' production at present levels. Future activity will therefore be dependent on being able to sell the gas from the Norwegian shelf. After the year 2 000 it will be very difficult to uphold an investment level of 2.2 billion USD per year without signing contracts for major sales of gas. Norway will thus be facing a long-term chal­lenge to sell its gas on a market where it will meet competition from other gas exporting

countries. The Petroleum Directorate still counts on the Continent and the UK as its primary potential markets, where a need for fresh agreements on gas import will arise around the mid 1990s. The export of LNG gas to the USA is also a possibility, but not until about the turn of the century.If the market conditions for Norwegian gas continue to be difficult, competition be­tween the various gas projects on the Norwegian continental shelf can easily arise. Therefore the Directorate has stress­ed the necessity of coordinating interests on the selling side for the purpose of achiev­ing necessary flexibility with regard to volume, reliability of supply etc.At the moment it is the Troll field, the biggest offshore gas field in the world, that will give Norway this flexibility. Also, much will de­pend on the outcome of the sales negotia­tions that started this month. Their results will be important not only for the develop­ment of the Troll field itself, but also for the national petroleum interests for many years to come.In its analysis the Directorate also states that gas prospecting has to a noticeable degree moved north on the Norwegian shelf. 31 % of the area accessible for ex­ploratory drilling (i.e. areas where this kind of drilling is permitted) lies north of the 62nd parallel, and 25% of the total drilling of exploratory and step-out wells in 1984 was carried out in this area.On the shelf as a whole 25 exploratory wells were commenced last year, as well as 12 step-out wells, all in all 47 wells. In 1983 the figure was 40.At the same time as the Petroleum Directo­rate has presented its perspectives analy­sis, the government proposes in a white paper that seven new areas gradually be opened for exploratory activity. All these areas lie north of the 62nd parallel. Further, the government proposes that the 11th round of concessions be opened early in 1986. This too will mostly cover areas north of the 62nd parallel. The government stresses that exploration in the next few years must be concentrated on areas and blocks where the potential for commercial finds is greatest, (norinform)

New platform conceptNorwegian oil company Saga Petroleum has developed a new steel platform type for use in especially deep waters, which can be built at half the price of conventional steel platforms. Saga considers it imperative to cut the costs of development on the Norwe­gian continental shelf. It asserts that un- traditional methods must be used if fields in deep water, with difficult seabed conditions and large amounts of gas/condensate in relation to oil are to be profitably developed. The company has therefore launched the idea of forging the nodal points for the steel pipes from the platform leg itself. This does away with the need for seams which must

be constantly examined for fatigue frac­tures. The platform's lifetime will thus be considerably increased. The strengthen­ing of the nodal points between the steel pipes will also make it possible to cut down on the amount of steel needed to make the platform sufficiently solid. The platform weight can be halved and the price prob­ably reduced to 50% of that of a conventio­nal steel platform. The savings would amount to around 200 million USD per platform.The actual design of the platform will be such that strain on the construction is slight, even at water depths of more than 200 m. The platform has seven legs positioned on a solid concrete base. The production wells can be drilled in advance, before the steel jacket is lowered onto the base.Saga believe that the platform can be built in Norway. Construction time will be a good year less than for traditional steel plat­forms. Initially it could be located on the Troll or Snorre fields of the North Sea. (norinform)

New Guide to North Sea platfomsOilfield Publications Ltd of Ledbury, Here­fordshire have published a new reference book, the North Sea Platform Guide which, it is claimed, provides the first complete reference to all 370 fixed installations on 83 producing fields throughout the North Sea area.The new 1000 page book, costing E 140 Is comprehensively illustrated with over 450 photographs and some 800 line drawings and schematic diagrams.Further information is available from Oil­field Publications Ltd, Homend House, 15 The Homend, Ledbury, Herefordshire. HR8 1BN. Engeland. Tel: 0531 4563.

1985 ABS MODU RulesThe 1985 ABS Rules for Building and Classing Mobile Offshore Drilling Units’ are now available from American Bureau of Shipping, Book Order Department, 65 Broadway, New York, N Y. 10006. The new Rules will go into effect on 6 May 1985, and will apply to all MODU new building con­tracts signed on or after that date. Cost of the Rules is U.S.S 30.00 in the United Slates, Canada, Mexico, Central America, Columbia, and Venezuela, and US$ 35.00 elsewhere.The new Rules require ballast systems on column-stabilized drilling units to operate under normal or damage conditions by adding sufficient redundancy and power sources to insure that the system will func­tion after the loss of a pump or the main power. Special requirements for a central ballast control station have been added. Also, the requirements for jacking systems on self-elevating drilling units have been revised to better define ABS practices for the approval of such systems.Appendix B, which was the Guide for Mate­

S. en W. - 52ste jaargang - nr. 11 - 1985 195

rial Selection’, in the 1980 Rules, has been incorporated into the body of the 1985 Rules. It covers the selection of material for a unit expected to operate in temperatures to minus 30C. Guidelines have been in­cluded for the selection of material for units operating at minus 50C.Requirements for reinforcing the hulls of mobile offshore drilling units for transitting in first-year broken ice are covered in Appendix D in the new Rules. The hull area required to be reinforced is given in the guide defined as the ice belt. Four different ice classes are given; Class 1AA, 1A, 1B, and 1C. A general relationship is given in the Guide between the ice class, the thick­ness of the first-year broken ice, and the concentration of the broken ice in terms of sea surface area. The owner selects the ice class for the broken ice thickness and ice concentration likely to be encountered by the MODU in transit. This Guide will appear as an Appendix in the new MODU Rules.

Agenda

Oceanology and dredgingThe Oceanology International 86 Exhibi­tion and Conference and the Xlth World Dredging Congress are to be held concur­rently in Brighton from 4 tot 7 March 1986. As in the past, Oceanology International will be held at the Hotel Métropole while the World Dredging Congress will, for the first time, take place at the adjacent Brighton Centre. The events are expected to bring to Brighton decision makers from the ocean science and applied technology industries and the dredging, port development and coastal engineering industries.The Society for Underwater Technology - sponsors of Oceanology International 86 - will be responsible for planning that event's conference programme and, as one of the co-sponsors of the World Dredging Con­gress, will be involved in the co-ordination of the programmes to ensure that the two self-contained programmes are com­plementary and compatible.Oceanology International attracted more than 250 companies to its 1984 exhibition encompassing oceanography, hydro­graphy, geology, geophysics and man underwater. A call for papers will be issued early in 1985 for the 1986 event and ses­sions will include navigation and position fixing, environmental data, hydrography and seabed surveys, geophysics, geology and geotechnics.The World Dredging Congress is held every three years and organized in rotation by the Western, Central and Eastern Dred­ging Associations. The 1986 exhibition will include examples of the technology of the industry - dredging, earthmoving, sur­veying, foundation engineering, marine works construction and port equipment. The conference will include papers on all aspects of dredging, both theoretical and

practical. More information from: Spear­head Exhibitions Ltd, 55 Fife Road, Kings­ton upon Thames, Surrey. LPS

M ariC hem 85The 6th international conference on the transportation, handling and storage of bulk chemical MariChem 85 will be held in the Kensington exhibition centre in London from 25 - 27 June 1985.With MARPOL Annex II due to come into force on October 2, 1986 the Legislation and Regulation session at the forthcoming MariChem 85 Conference will provide a vital forum for discussion of the many prob­lems facing the industry.Robert E. Claypoole, Chairman of the Inde­pendent Liquid Terminals Association and President of GATX Terminals Corporation, Chicago, will address the meeting on the response of U.S. terminals to MARPOL Annex II proposals while from Japan, Hisayasu Jin of Nippon Kaiji Kyokai will present the views of the Shipbuilding Re­search Association of Japan on the Japanese reaction to Annex II.Operations and Safety, Session 2 at Mari­Chem 85 will be an all-day session with presentations aimed at those responsible for operating chemical carriers and termi­nals. European Community environmental legislation and the impact of IMO require­ments on terminal facilities will be discus­sed by Peter Cooke, Managing Director of Powell Duffryn Terminals Ltd., Captain Alberto Allievi will give the International Chamber of Shipping's view on the role which industry should play in developing operational and safety guidelines, and a thought-provoking paper authored by Ro­bert J. Lakey, the internationally respected consultant of Houston, Texas, and co-au­thor, K. J. Szallai, President of Troll Tank­ers Inc., asks 'Are the next generation of chemical tankers becoming too sophisti­cated?’The Operations and Safety session will conclude with a presentation many will want to hear on the determination of chemi­cal/parcel tanker supply and demand, to be given by R. L. Tollenaarof the Netherlands Maritime Research Institute, Rotterdam. More than 90 international companies will be displaying their technical expertise, products and services at the MariChem 85 Exhibition which will be open from 09.00 hrs on Tuesday, June 25 until 17.00 hrs on Thursday June 27. The Exhibition will occupy the entire display areas of the Ken­sington Exhibition Centre adjacent to the Conference room, and it will be by far the largest Exhibition of its kind in the world with much to interest all Conference delegates and all bulk chemical specialists.Fuller details on the Conference and Ex­hibition are available from:MariChem Secretariat, 2 Station Road, Rickmansworth, Herts, WD3 1QP England

Offshore Computers ConferenceFollowing the success of the exhibition which accompanied the 1984 Offshore Computers Conference (OCC) in Aber­deen, a second exhibition - on a wider scale - will be part of OCC 85 from 8 to 10 October. OCC 85 will be held in the new Aberdeen Exhibition and Conference Cen­tre which has an exhibition arena of 8000 m2 and a second hall of 1600 mz. There are two conference halls, both equipped with a full range of audio visual equipment and catering facilities. The organiser expects the exhibition to include computer hard­ware, software and services relating to de­sign and weight control systems, process and production control systems, flow measurement, telemetry, drilling systems, CAD/CAM applications, computer model­ling, simulation systems, inspection and maintenance systems, database manage­ment, data analysis systems, navigation and positioning systems, drafting and map­ping movement systems, economic mod­elling and all other computer related technology required by the offshore oil and gas industry. Those areas where there have been significant technological ad­vances will be highlighted at the confer­ence. More information from: Offshore Conferences and Exhibitions Ltd, Rowe House, 55-59 Fife Road, Kingston upon Thames, Surrey, Enqland KT1 1TA

(LPS)

Offshore Europe 85Offshore Europe 85 - the biennial high technology offshore oil/gas industry exhibi­tion and conference will be held from 10-13 September 1985 in the Aberdeen Exhibi­tion and Conference Centre, Bridge of Don, Aberdeen. Patrons and sponsors are the UK Offshore Operators Association and the Society of Petroleum Engineers.The Offshore Europe 85 exhibition occu­pies 19,000 square metres net and has attracted approximately 1000 exhibitors from 15 countries. The organizers help to retain the high technology image of the event by enforcing regulations concerning the suitability of exhibitors/exhibits.The Society of Petroleum Engineers is re­sponsible for developing the technical con­ference programme highlighting significant areas of current technology that will prove of major interest to the technical community involved in European offshore operations. The provisional conference programme will be available late-Spring 1985. Some 60 papers will be presented in sessions on drilling, inspection and maintenance, re­servoir management, production opera­tions, fracturing, subsea systems, innova­tive field development and safety and en­vironment.For information: Spearhead Exhibitions Ltd., Rowe House, 55/59 Fife Road, Kings­ton upon Thames, Surrey, KT1 1TA, Eng­land. Tel: 01-549 5831.

196

O nzeaktiviteiten bestaan o.a. uit de voorbewerking van diverse materialen, als staal, roestvaststaal en non-ferro 's, t.b.v. de scheepsbouw en vele mdustriebranches.Naast autogeen- en plasmasnijden, vervormen w ij m iddels persen, buigen enz. Door toename van ons produktiepakket. exportvolum e en invoering van geavanceerde produktietechnieken, hebben wij een interessante funktie vakant voor een

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Zijn taak zal .vanuit een bedrijfskundige benadering. voor het merendeel gericht zijn op de organisatie van de produktie in samenhang met W erkvoorbereiding en Bedrijfsbureau. Om aan deze nieuwe funktie inhoud te kunnen geven, denken wij aan een energieke manager op niveau H.T.S. W.B./SCH.B.

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