Introduction:acenturyofdieselprogressxiFIGUREI.2A20bhpengine built in1898byBurmeister&Wain to drawingssuppliedbyDrDiesel,forexperimentalanddemonstrationpurposes.MANbuiltthefirstdieselengine—a250mmbore/400mmstrokedesign-—in1893worldyardscomprisedmotorships,comparedwithonly4percentin1920(FigureI.3)In outliningthe foundations of the diesel engine'spresent dominanceinshippingotherclaimantstopioneeringfameshouldbementioned.In1903twodiesel-powered vessels entered service in quick succession:the Russian naph-tha carrier Vandal, which was deployed on the Volga, and the French canalboatPetitPierre.Bytheendof 1910therewere34tradingvesselsover30mlong worldwide with diesel propulsion,and an unknown number of naval ves-sels, especially submarines.The earliest seagoing motor vessel was the twin-screw 678 ton Romagna,built in 1910 by Cantieri Navali Riuniti with twin four-cylinder port-scavenged
world yards comprised motor ships, compared with only 4 per cent in 1920 (Figure I.3). In outlining the foundations of the diesel engine’s present dominance in shipping other claimants to pioneering fame should be mentioned. In 1903 two diesel-powered vessels entered service in quick succession: the Russian naphtha carrier Vandal, which was deployed on the Volga, and the French canal boat Petit Pierre. By the end of 1910 there were 34 trading vessels over 30m long worldwide with diesel propulsion, and an unknown number of naval vessels, especially submarines. The earliest seagoing motor vessel was the twin-screw 678 ton Romagna, built in 1910 by Cantieri Navali Riuniti with twin four-cylinder port-scavenged Introduction: a century of diesel progress xi Figure I.2 A 20bhp engine built in 1898 by Burmeister & Wain to drawings supplied by Dr Diesel, for experimental and demonstration purposes. MAN built the first diesel engine—a 250mm bore/400mm stroke design—in 1893
xiIntroduction:ACenturyofDieselProgressEvolution of large two-stroke engines50 40ThermalThermal efficiencyefficiency%309200808820 2015 BMEP10 (bar)BMEP5FORORO8Mean piston speecMean8282828856-pistonAspeed2(m/s)1900191019201930194019501960197019801990yearsHeavy fuelBlast injectionAirless injectionDouble-actingTurbocharged two-stroke engineTurbochargirgMechanical supercharging_Valve scavengingOpposed-pistonUniflow-scavenging single exhaustvalveLoop scavengingCross-scavengingFour-stroke engineTwo-stroke engine1900191019201930194019501960197019801990yearsFIGUREI.3Main linesofdevelopmentfordirect-drive low-speedenginestrunkpiston enginessuppliedbySulzer.Each310mmbore/460mmstrokeenginedelivered280kWat250rev/min.Theyear1910 also saw thesingle-screw1179dwt Anglo-SaxontankerVulcanus enter service powered by a 370kw Werkspoor six-cylinder four-stroke crossheadenginewitha 400mm bore/600mmstroke.TheDutch-builtvessel was reportedly the first oceangoing motor ship to receive classificationfrom Lloyd's Register.In1911the SwanHunter-built 2600dwt Great Lakes vesselToiler crossedtheAtlantic withpropulsionbytwo132kW SwedishPolar engines.Krupp'sfirstmarine dieselengines,six-cylinder 450mmbore/800mm stroke unitsdeveloping 920kW at140rev/min apiece,were installed the same year in thetwin-screw 8000dwt tankers Hagen and Loki built for the German subsidiaryoftheStandardOilCo.ofNewJersey
xii Introduction: A Century of Diesel Progress trunk piston engines supplied by Sulzer. Each 310mm bore/460mm stroke engine delivered 280kW at 250 rev/min. The year 1910 also saw the single-screw 1179dwt Anglo-Saxon tanker Vulcanus enter service powered by a 370 kW Werkspoor six-cylinder fourstroke crosshead engine with a 400mm bore/600mm stroke. The Dutch-built vessel was reportedly the first oceangoing motor ship to receive classification from Lloyd’s Register. In 1911 the Swan Hunter-built 2600 dwt Great Lakes vessel Toiler crossed the Atlantic with propulsion by two 132 kW Swedish Polar engines. Krupp’s first marine diesel engines, six-cylinder 450mm bore/800mm stroke units developing 920kW at 140rev/min apiece, were installed the same year in the twin-screw 8000 dwt tankers Hagen and Loki built for the German subsidiary of the Standard Oil Co. of New Jersey. BMEP (bar) Evolution of large two-stroke engines Thermal efficiency Mean piston speed BMEP Airless injection Double-acting Turbocharged two-stroke engine Mechanical supercharging Valve scavenging Opposed-piston Two-stroke engine Four-stroke engine Cross-scavenging Loop scavenging Uniflow-scavenging single exhaust valve Turbocharging Blast injection Heavy fuel 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 years 50 40 30 20 Thermal efficiency % 8 6 4 2 Mean piston speed (m/s) 20 15 10 5 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 years Figure I.3 Main lines of development for direct-drive low-speed engines
Introduction:acenturyofdieselprogressxiliFIGURE IL.4Twin Sulzer4S47typecross-flow scavenged crosshead engines servedtheMontePenedo,thefirstlargeoceangoingvesselpoweredbytwo-strokeengines(1912).Four long tie-rods secured each cylinder head directly to the bedplate,hold-ingthewholecastironenginestructureincompressionThefollowingyear,afewmonthsafterSelandia,Hamburg-South AmerikaLine's 6500 dwt cargo/passenger ship Monte Penedo entered service as the firstlargeoceangoing vessel powered bytwo-stroke diesel engines.Each of thetwin four-cylinder Sulzer 4S47 crosshead units (470mm bore/680mm stroke)delivered625kWat160rev/min (FiguresI.4-1.6)(Theadoption of the two-stroke cycle by Sulzer in 1905greatly increasedpower output and fostered a more simple engine. Port-scavenging, introduced in1910, eliminated the gas exchange valves in the cylinder cover to create a simplevalveless conceptthatcharacterizedtheSulzertwo-strokeenginefor70years:the
The following year, a few months after Selandia, Hamburg-South Amerika Line’s 6500 dwt cargo/passenger ship Monte Penedo entered service as the first large oceangoing vessel powered by two-stroke diesel engines. Each of the twin four-cylinder Sulzer 4S47 crosshead units (470mm bore/680mm stroke) delivered 625 kW at 160 rev/min (Figures I.4–I.6). (The adoption of the two-stroke cycle by Sulzer in 1905 greatly increased power output and fostered a more simple engine. Port-scavenging, introduced in 1910, eliminated the gas exchange valves in the cylinder cover to create a simple valveless concept that characterized the Sulzer two-stroke engine for 70 years: the Introduction: a century of diesel progress xiii Figure I.4 Twin Sulzer 4S47 type cross-flow scavenged crosshead engines served the Monte Penedo, the first large oceangoing vessel powered by two-stroke engines (1912). Four long tie-rods secured each cylinder head directly to the bedplate, holding the whole cast iron engine structure in compression
xivIntroduction:ACenturyofDieselProgressFIGUREI.5Oneofthe twoSulzer4S47enginesinstalledintheMontePenedo(1912)FIGURE1.6The6500dwtcargolinerMontePenedo (1912)change to uniflow scavenging only came with the RTA-series engines of 1982because their very long stroke-required for the lower speeds dictated for highpropeller efficiency—was unsuitablefor valveless port scavenging.)Another important delivery in 1912was the 3150dwtFurness Withy cargoship Eavestone, powered by a single four-cylinder Carels two-stroke cross-headenginewitharatingof590kWat95rev/min.The508mmbore/914mmstroke design was built in England under licence by Richardsons Westgarth ofMiddlesbroughThere were,inevitably,somefailures amongthepioneers.For example,apairof Junkers opposed-piston two-stroke engines installed in a 6000dwtHamburg-Amerika Line cargo ship was replaced by triple-expansion steamengines even before the vessel was delivered.The Junkers engines were ofan unusual vertical tandem design, effectively double-acting,with three pairsofcylindersof400mmboreand800mmcombinedstroketoyield735kWat120rev/min.More successfulwasHapag'ssecondmotorship,Secundus
xiv Introduction: A Century of Diesel Progress change to uniflow scavenging only came with the RTA-series engines of 1982 because their very long stroke—required for the lower speeds dictated for high propeller efficiency—was unsuitable for valveless port scavenging.) Another important delivery in 1912 was the 3150dwt Furness Withy cargo ship Eavestone, powered by a single four-cylinder Carels two-stroke crosshead engine with a rating of 590 kW at 95 rev/min. The 508mm bore/914mm stroke design was built in England under licence by Richardsons Westgarth of Middlesbrough. There were, inevitably, some failures among the pioneers. For example, a pair of Junkers opposed-piston two-stroke engines installed in a 6000 dwt Hamburg-Amerika Line cargo ship was replaced by triple-expansion steam engines even before the vessel was delivered. The Junkers engines were of an unusual vertical tandem design, effectively double-acting, with three pairs of cylinders of 400mm bore and 800mm combined stroke to yield 735 kW at 120 rev/min. More successful was Hapag’s second motor ship, Secundus, Figure I.5 One of the two Sulzer 4S47 engines installed in the Monte Penedo (1912) Figure I.6 The 6500dwt cargo liner Monte Penedo (1912)
Introduction:acenturyofdieselprogressXVdelivered in 1914 with twin Blohm + Voss-MAN four-cylinder two-strokesingle-acting engines, each developing 990kW at 120rev/min.After the First World War diesel engines were specified for increasinglypowerful cargo ship installations and a breakthrough made in large passengervessels. The first geared motor ships appeared in 1921, and in the followingyear the Union Steamship Co. of New Zealand ordered a 17490grt quadruple-screwlinerfromthe UK'sFairfield yard.Thefour Sulzer six-cylinder ST70two-stroke single-acting engines(700mm bore/990mm stroke)developedatotalof 9560kWat127rev/min-farhigherthananycontemporarymotorship-and gave Aorangi a speed of 18 knots when she entered service inDecember1924.Positive experience with these engines and those in other contemporarymotor ships helped to dispel theremaining prejudices against using diesel pro-pulsion in large vessels.Swedish America Line's 18134grt Gripsholm-the first transatlantic die-sel passenger liner-was delivered in 1925; an output of 9930kW was yieldedby a pair of B&W six-cylinder four-stroke double-acting 840mm bore engines(Figure I.7). Soon after, the Union Castle Line ordered the first of its largefleet of motorpassengerliners,headed bythe20000grtCaernarvon Castlepowered by 11000kW Harland & Wolff-B&W double-acting four-strokemachinery.Another power milestone was logged in 1925 when the 30000grt linerAugustuswas specifiedwitha20600kWpropulsionplantbasedonfourMAN six-cylinder double-acting two-stroke engines of 700mm bore/1200 mmstroke.It was now that the double-acting two-stroke engine began to make head-way against the single-acting four-stroke design, which had enjoyed favour upto 1930. Two-stroke designs in single- and double-acting forms, more suitablefor higher outputs, took a strong lead as ships became larger and faster.Biggerbore sizes and an increased number of cylinders were exploited.The 20 000 grtOranje, built in 1939,remained the most powerful merchant motor ship formany years thanks to her three 12-cylinder Sulzer 760mm bore SDT76 single-acting engines aggregating27600kW.The groundwork for large bore engines was laid early on. Sulzer, for exam-ple, in 1912 tested a single-cylinder experimental engine with a 1000mmbore/1100mm stroke (Figure I.8).This two-stroke crossheadtype 1S100design developed up to1470kW at150rev/minand confirmed the effective-ness of Sulzer's valveless cross-scavenging system, paving the way for a rangeof engineswithboresvaryingbetween600mmand820mm.(Itsboresizewasnot exceeded by another Sulzer engine until 1968.)At the end of the 1920s the largest engines were Sulzer five-cylinder900mmboremodels(3420kWat80rev/min)builtunderlicencebyJohnBrown in the UK.These S90 engines were specified for three twin-screwRangitiki-class vessels of 1929
delivered in 1914 with twin Blohm Voss-MAN four-cylinder two-stroke single-acting engines, each developing 990kW at 120rev/min. After the First World War diesel engines were specified for increasingly powerful cargo ship installations and a breakthrough made in large passenger vessels. The first geared motor ships appeared in 1921, and in the following year the Union Steamship Co. of New Zealand ordered a 17490grt quadruplescrew liner from the UK’s Fairfield yard. The four Sulzer six-cylinder ST70 two-stroke single-acting engines (700mm bore/990mm stroke) developed a total of 9560 kW at 127 rev/min—far higher than any contemporary motor ship—and gave Aorangi a speed of 18 knots when she entered service in December 1924. Positive experience with these engines and those in other contemporary motor ships helped to dispel the remaining prejudices against using diesel propulsion in large vessels. Swedish America Line’s 18 134 grt Gripsholm—the first transatlantic diesel passenger liner—was delivered in 1925; an output of 9930 kW was yielded by a pair of B&W six-cylinder four-stroke double-acting 840mm bore engines (Figure I.7). Soon after, the Union Castle Line ordered the first of its large fleet of motor passenger liners, headed by the 20000 grt Caernarvon Castle powered by 11000 kW Harland & Wolff-B&W double-acting four-stroke machinery. Another power milestone was logged in 1925 when the 30 000 grt liner Augustus was specified with a 20600kW propulsion plant based on four MAN six-cylinder double-acting two-stroke engines of 700mm bore/1200mm stroke. It was now that the double-acting two-stroke engine began to make headway against the single-acting four-stroke design, which had enjoyed favour up to 1930. Two-stroke designs in single- and double-acting forms, more suitable for higher outputs, took a strong lead as ships became larger and faster. Bigger bore sizes and an increased number of cylinders were exploited. The 20 000grt Oranje, built in 1939, remained the most powerful merchant motor ship for many years thanks to her three 12-cylinder Sulzer 760mm bore SDT76 singleacting engines aggregating 27 600 kW. The groundwork for large bore engines was laid early on. Sulzer, for example, in 1912 tested a single-cylinder experimental engine with a 1000mm bore/1100mm stroke (Figure I.8). This two-stroke crosshead type 1S100 design developed up to 1470 kW at 150 rev/min and confirmed the effectiveness of Sulzer’s valveless cross-scavenging system, paving the way for a range of engines with bores varying between 600mm and 820mm. (Its bore size was not exceeded by another Sulzer engine until 1968.) At the end of the 1920s the largest engines were Sulzer five-cylinder 900mm bore models (3420 kW at 80 rev/min) built under licence by John Brown in the UK. These S90 engines were specified for three twin-screw Rangitiki-class vessels of 1929. Introduction: a century of diesel progress xv