POUNDERSMARINE DIESELENGINES AND GASTURBINESDOUG WOODYARDBE
PrefaceMajor developments in two-stroke and four-stroke engine designs for pro-pulsion and auxiliary power drives in the 5 years since the publication of theeighth edition of Pounder'sMarineDieselEngines callforanother update.This ninth edition reflects the generic and specific advances made bymarine engine designers and specialists in support technologies-notably tur-bocharging.fuel treatment,emissions reduction and automation systems-which are driven by: ship designer demands for more compactness and lowerweight; ship-owner demands for higher reliability,serviceability and over-all operational economy; and shipbuilder demands for lower costs and easierinstallationprocedures.A historical perspective logs the nautical milestones over the first centuryofmarinediesel technology,which closed withtheemergenceofelectronicallycontrolled low-speed designs paving the path for future so-called IntelligentEngines'.Development progress with these designs and operating experiencewith the escalating number in service are reported in this new edition.Since the last edition, increasing interest in dual-fuel (DF) and gas enginesfor marine and offshore industry applications is reflected in an expanded chapterThe specification of DF medium-speed diesel machineryfor LNG carrier new-building projects in 2002 marked the ousting of steam turbine propulsionfromits last bastion in commercial shipping. A growing number of these DF-electricinstallations are now entering service, alongside direct-coupled low-speedengine-powered LNG carriers equipped with boil-off gas reliquefaction plantControls on exhaust gas emissionsparticularly nitrogen oxides, sulphuroxidesandsmoke--continue to tighten regionally and internationally,dictatingfurther responses from engine designers exploiting common rail fuel systemsemulsified fuel, direct water injection and charge airhumidification.These andother solutions, including selective catalytic reduction and exhaust gas recircu-lation systems, are detailed in an extended chapter.Also extended is the chapter on fuels, lube oils and the problems of contamination, which includes information on low sulphur fuels, new cylinder andsystem lubricants, and cylinder oil-feed system developments.Marine gas turbines, specified for some cruise ship and fast ferry propulsionprojects from the late 1990s, have seen their competitiveness undermined by risingfuel prices in recent years. The relevant chapter, introduced in the last edition,has been revised to cover design refinements and significant installations.The traditional core of this bookreviews of the current programmes of theleading low-, medium- and high-speed engine designers-has been thoroughlyviupdated.Details of all new designs and major modifications to established models
vii Preface Major developments in two-stroke and four-stroke engine designs for propulsion and auxiliary power drives in the 5 years since the publication of the eighth edition of Pounder’s Marine Diesel Engines call for another update. This ninth edition reflects the generic and specific advances made by marine engine designers and specialists in support technologies—notably turbocharging, fuel treatment, emissions reduction and automation systems— which are driven by: ship designer demands for more compactness and lower weight; ship-owner demands for higher reliability, serviceability and overall operational economy; and shipbuilder demands for lower costs and easier installation procedures. A historical perspective logs the nautical milestones over the first century of marine diesel technology, which closed with the emergence of electronically controlled low-speed designs paving the path for future so-called ‘Intelligent Engines’. Development progress with these designs and operating experience with the escalating number in service are reported in this new edition. Since the last edition, increasing interest in dual-fuel (DF) and gas engines for marine and offshore industry applications is reflected in an expanded chapter. The specification of DF medium-speed diesel machinery for LNG carrier newbuilding projects in 2002 marked the ousting of steam turbine propulsion from its last bastion in commercial shipping. A growing number of these DF–electric installations are now entering service, alongside direct-coupled low-speed engine-powered LNG carriers equipped with boil-off gas reliquefaction plant. Controls on exhaust gas emissions—particularly nitrogen oxides, sulphur oxides and smoke—continue to tighten regionally and internationally, dictating further responses from engine designers exploiting common rail fuel systems, emulsified fuel, direct water injection and charge air humidification. These and other solutions, including selective catalytic reduction and exhaust gas recirculation systems, are detailed in an extended chapter. Also extended is the chapter on fuels, lube oils and the problems of contamination, which includes information on low sulphur fuels, new cylinder and system lubricants, and cylinder oil-feed system developments. Marine gas turbines, specified for some cruise ship and fast ferry propulsion projects from the late 1990s, have seen their competitiveness undermined by rising fuel prices in recent years. The relevant chapter, introduced in the last edition, has been revised to cover design refinements and significant installations. The traditional core of this book—reviews of the current programmes of the leading low-, medium- and high-speed engine designers—has been thoroughly updated. Details of all new designs and major modifications to established models
viliPrefaceintroduced since the last edition are provided, along with service experience withthe most popular designs. Technically important engines no longer in productionbut still encountered at sea justify their continued coverage.In preparing the new edition the author expresses again hisgratitude forthegroundwork laid bythe late C.C.Pounder and to the editors of the sixthedition, his late friend and colleague Chris Wilbur and Don Wight (whose con-tributions are respectively acknowledged at the end of sections or chapters byC.T.W. and D.A.W.),In an industry generous for imparting information on new developmentsand facilitating visits, special thanks are again due to MAN Diesel, WartsilaCorporation, Caterpillar Marine Power Systems, ABB Turbo Systems,themajorclassification societies, and the leading marine lube oil groups. Thanks again alsoto my wife Shelley Woodyard for her support and assistance in this project.Finally, the author hopes that this edition, like its predecessors, will con-tinue to provide a useful reference for marine engineers ashore and at sea,enginebuilders and ship operators.DougWoodyard
viii Preface introduced since the last edition are provided, along with service experience with the most popular designs. Technically important engines no longer in production but still encountered at sea justify their continued coverage. In preparing the new edition the author expresses again his gratitude for the groundwork laid by the late C.C. Pounder and to the editors of the sixth edition, his late friend and colleague Chris Wilbur and Don Wight (whose contributions are respectively acknowledged at the end of sections or chapters by C.T.W. and D.A.W.). In an industry generous for imparting information on new developments and facilitating visits, special thanks are again due to MAN Diesel, Wärtsilä Corporation, Caterpillar Marine Power Systems, ABB Turbo Systems, the major classification societies, and the leading marine lube oil groups. Thanks again also to my wife Shelley Woodyard for her support and assistance in this project. Finally, the author hopes that this edition, like its predecessors, will continue to provide a useful reference for marine engineers ashore and at sea, enginebuilders and ship operators. Doug Woodyard
Introduction:A Century of DieselProgressClose to a century after the entry into service of Selandia, generallyregardedas the world's first oceangoing motor vessel, the diesel engine enjoys almosttotal dominance in merchant ship propulsion markets. Mainstream sectorshavelongbeen surrendered bythesteam turbine,oustedby low-and medium-speed engines from large container ships,bulk carriers,VLCCs and cruiseliners.Evensteam's last remainingbastion inthe newbuilding lists-theLNGcarrier-has been breached by dual-fuel medium-speed diesel engine designsarranged to burn the cargo boil-off gas as well as by direct-coupled low-speeddiesel engines.The remorseless rise of the diesel engine at the expense of steam recipro-cating and turbine installations was symbolized in 1987 by the steam-to-dieselconversion of Cunard's prestigious cruise liner Queen Elizabeth 2.Her tur-bine and boiler rooms were ignominiously gutted to allow the installation ofa95600kWdiesel-electricplant.The revitalized QE2's propulsion plant was based on nine 9-cylinder L58/64medium-speed four-stroke engines from MAN B&W Diesel which provided alink with thepioneering Selandia:the 1912-built twin-screw7400dwt cargo/passenger shipwas powered bytwoBurmeister&Wain eight-cylinderfour-strokeengines(530mmbore/730mmstroke),eachdeveloping920kWat140rev/min.An important feature was the effective and reliable direct-reversing system.Progress in raising specific output over the intervening 70 years was under-linedbythe580mmbore/640mmstrokedesignspecifiedfortheQE2retrofit:eachcylinderhasamaximumcontinuousratingof1213kW.Selandia was built bythe Burmeister &Wain yard in Copenhagen forDenmark's East Asiatic Companyand,after trials inFebruary1912,success-fully completed a 20000 mile round voyage between the Danish capital andthe Far East (Figure I1).The significance of the propulsion plant was wellappreciated atthetime.Onher first arrival in London,the shipwas inspectedby Sir Winston Churchill, then First Lord of the Admiralty; and Fiona, a sistership delivered four months later by the same yard, so impressed the GermanEmperor that it was immediately arranged for the Hamburg Amerika Lineto buy her.ix
ix Introduction: A Century of Diesel Progress Close to a century after the entry into service of Selandia, generally regarded as the world’s first oceangoing motor vessel, the diesel engine enjoys almost total dominance in merchant ship propulsion markets. Mainstream sectors have long been surrendered by the steam turbine, ousted by low- and mediumspeed engines from large container ships, bulk carriers, VLCCs and cruise liners. Even steam’s last remaining bastion in the newbuilding lists—the LNG carrier—has been breached by dual-fuel medium-speed diesel engine designs arranged to burn the cargo boil-off gas as well as by direct-coupled low-speed diesel engines. The remorseless rise of the diesel engine at the expense of steam reciprocating and turbine installations was symbolized in 1987 by the steam-to-diesel conversion of Cunard’s prestigious cruise liner Queen Elizabeth 2. Her turbine and boiler rooms were ignominiously gutted to allow the installation of a 95 600 kW diesel–electric plant. The revitalized QE2’s propulsion plant was based on nine 9-cylinder L58/64 medium-speed four-stroke engines from MAN B&W Diesel which provided a link with the pioneering Selandia: the 1912-built twin-screw 7400dwt cargo/ passenger ship was powered by two Burmeister & Wain eight-cylinder four-stroke engines (530mm bore/ 730mm stroke), each developing 920kW at 140rev/min. An important feature was the effective and reliable direct-reversing system. Progress in raising specific output over the intervening 70 years was underlined by the 580mm bore/640mm stroke design specified for the QE2 retrofit: each cylinder has a maximum continuous rating of 1213kW. Selandia was built by the Burmeister & Wain yard in Copenhagen for Denmark’s East Asiatic Company and, after trials in February 1912, successfully completed a 20000 mile round voyage between the Danish capital and the Far East (Figure I.1). The significance of the propulsion plant was well appreciated at the time. On her first arrival in London, the ship was inspected by Sir Winston Churchill, then First Lord of the Admiralty; and Fiona, a sister ship delivered four months later by the same yard, so impressed the German Emperor that it was immediately arranged for the Hamburg Amerika Line to buy her
xIntroduction:ACenturyofDiesel ProgressFIGUREI.1OneoftwoBurmeister&WainDM8150Xenginescommissioned(1912)topowerthefirst Selandia (MAN B&WDiesel)Athirdvessel intheseries,Jutlandia,was built byBarclay,Curle,in Scotlandand handed over to East Asiatic in May 1912.The Danish company's ocean-going motor ship fleet numbered 16by1920,the largestbeing the13275dwtAfrikawithtwinsix-cylinderB&Wenginesof740mmbore/1150mmstrokedeveloping a combined 3300kW at 115rev/min. Early steam-to-diesel conver-sionsincludedthree4950dwtvesselsbuilt in1909and repowered in1914/1915bytheB&W Oil EngineCo.of Glasgow, eachwitha single six-cylinder 676mmbore/1000mmstrokeenginedeveloping865kWat110rev/min.Selandia operated successfullyfor almost 30 years (latterly as Norseman)and maintained throughout a fully loaded service speed of 10.5knots beforebeing lost off Japan in 1942.Thepropulsionplantofthe second Selandiawhichenteredservicein1938.demonstratedtheadvancesmadeindieseltechnology since the pioneering installation. The single, double-acting two-stroke,five-cylinder engineofthe8300dwtvessel delivered5370kWat120rev/min: three times the output of the twin-engined machinery powering thepredecessor.Theperformance of Selandiaand other earlymotor shipsstimulated EastAsiatictoswitchcompletelyfromsteamers,anexamplefollowedbymoreandmore owners.In 1914 therewerefewerthan 300diesel-poweredvessels inservice with an aggregatetonnageof 235000grt; a decadelater thefleet hadgrown to some 2000 ships of almost two million gross register tonnage; and by1940thetotal tonnagehad risen to18milliongross registertonnage embracing8000motorships (Figure1.2).Between the two world warsthe proportion of oil-engined tonnage inservice thus expanded from1.3per cent to25per cent of the overall ocean-going fleet.By1939 an estimated 60per centof thetotal tonnage completed in
x Introduction: A Century of Diesel Progress A third vessel in the series, Jutlandia, was built by Barclay, Curle, in Scotland and handed over to East Asiatic in May 1912. The Danish company’s oceangoing motor ship fleet numbered 16 by 1920, the largest being the 13275dwt Afrika with twin six-cylinder B&W engines of 740mm bore/1150mm stroke developing a combined 3300kW at 115rev/min. Early steam-to-diesel conversions included three 4950dwt vessels built in 1909 and repowered in 1914/1915 by the B&W Oil Engine Co. of Glasgow, each with a single six-cylinder 676mm bore/1000mm stroke engine developing 865kW at 110rev/min. Selandia operated successfully for almost 30 years (latterly as Norseman) and maintained throughout a fully loaded service speed of 10.5 knots before being lost off Japan in 1942. The propulsion plant of the second Selandia, which entered service in 1938, demonstrated the advances made in diesel technology since the pioneering installation. The single, double-acting two-stroke, five-cylinder engine of the 8300 dwt vessel delivered 5370 kW at 120 rev/ min: three times the output of the twin-engined machinery powering the predecessor. The performance of Selandia and other early motor ships stimulated East Asiatic to switch completely from steamers, an example followed by more and more owners. In 1914 there were fewer than 300 diesel-powered vessels in service with an aggregate tonnage of 235000 grt; a decade later the fleet had grown to some 2000 ships of almost two million gross register tonnage; and by 1940 the total tonnage had risen to 18 million gross register tonnage embracing 8000 motor ships (Figure I.2). Between the two world wars the proportion of oil-engined tonnage in service thus expanded from 1.3 per cent to 25 per cent of the overall oceangoing fleet. By 1939 an estimated 60 per cent of the total tonnage completed in Figure I.1 One of two Burmeister & Wain DM8150X engines commissioned (1912) to power the first Selandia (MAN B&W Diesel)