DOCSLIB.ORG

The Bergen Marine Engine and Propulsion Portfolio 2017

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Bergen Marine Engine and Propulsion Portfolio 2017 Marine The Bergen marine engine and propulsion portfolio 2017 Clean – Precise – Power power outputs from 1843kW up to 8000kW operating on Marine Diesel Oil or Heavy Fuel Oil. For over 100 years of Our new B33:45 engine was operation Rolls-Royce launched for sale in 2014. Based has delivered more than on a top modern, modularised 10,000 four-stroke design the B33:45 range have medium-speed engines set a new industry standard in for marine propulsion terms of fuel efficiency, low emission and low life cycle cost. and land based applications worldwide. In addition we offer well proven gas engines for marine – both mechanical or gas-electric drive. These engines operate in Power outputs for marine gas commercial and military vessels, range from 1401kW up to offshore supply and exploration 9500kW. vessels, tankers, ferries, cruise ships and fishing boats. The power solution can also be integrated with our Rolls-Royce engines also equip comprehensive propulsion power stations and pipelines for system portfolio including MTU industrial and land-based high speed engines, propellers, municipal applications. azimuth thrusters, tunnel For the marine market, thrusters, automation and Rolls-Royce can offer a wide control including DP (up to and range of engines to suit the including DP3). different power demands, with 2 Rolls-Royce also ensures A unique combination of high- extensive long term service quality performance, reliability agreements benefitting all and cost-effective operation marine and land-based has always thrived at the heart applications. To support the of Rolls-Royce applications. high reliability required of such All the time we have stayed installations, the Bergen office true to our philosophy: high runs an efficient service power, low fuel consumption, organisation with the highest reliability and ease of service. possible availability of spare Major investments in the parts from stock. development of new products and equipment ensure Highly qualified service engineers are available 24 Rolls-Royce is ready to meet the hours a day every day of the challenges the market puts on year. Our network also provides a specialised supplier of customers with the expertise of medium-speed diesel and gas more than 40 sales and service engines. centres around the world. Trusted Contact us for more to deliver information on our entire range of products. excellence 3 The global support network - Marine NORTHERN EUROPE Bergen Derby (Engines) (Head Office, Submarines) DENMARK (Foundry) Tel: +44 1332 661 461 Aalborg Dunfermline Tel: +45 99 30 36 00 (Steering Gear) (Power Electric Systems) (Motion Control) FINLAND Tel: +47 815 20 070 Tel: +44 1383 82 31 88 Newcastle Helsinki Brattvaag (Bearings) Tel: +358 9 4730 3301 (Deck Machinery, Tel: +44 191 273 0291 Steering Gear and Subsea) Kokkola Tel: +47 815 20 070 (RAS Systems) (Waterjets) Tel: +44 191 256 2800 Tel: +358 6 832 4500 Hjørungavåg (Ship Design Offshore) Portsmouth Rauma Tel: +47 815 20 070 (Marine Electrical Systems) (Propulsion/Deck Machinery) Tel: +44 2392 310 000 Tel: +358 2 837 91 Longva (Automation) SOUTHERN EUROPE FRANCE Tel: +47 815 20 070 CROATIA Paris Ulsteinvik (Naval Marine) (Propulsion) Rijeka Tel: +33 147 221 440 Tel: +47 815 20 070 Navis Consult Rungis Part of Rolls-Royce Marine Tel: +33 1 468 62811 POLAND Tel: +385 51 500 100 Gdynia GREECE GERMANY Tel: +48 58 782 06 55 Piraeus Hamburg Gniew Tel: +30 210 4599 688/9 (Sales and Service) (Deck Machinery) Tel: +49 40 780 91 90 Tel: +48 58 535 22 71 ITALY THE NETHERLANDS SWEDEN Genova Tel: +39 010 749 391 Rotterdam Kristinehamn Tel: +31 10 40 90 920 (Propulsion) SPAIN Tel: +46 550 840 00 NORWAY Bilbao Aalesund UNITED KINGDOM Tel: +34 944 805 216 (Head Office, Commercial Bristol Madrid Marine) (Head Office, Naval) Tel: +34 913 585 319 (Control Systems) Tel: +44 117 974 8500 Tarragona (Ship Design, Fish, (Marine Gas Turbine Tel: +34 977 296 444 Specialised and Merchant) Support) (Cranes) Tel: +44 117 979 7242 TURKEY (Rudders) Dartford Istanbul Tel: +90 216 446 9999 (Training Centre) Tel: +44 1322 312 028 Tel: +47 815 20 070 4 AFRICA AND MIDDLE EAST NORTHEAST ASIA St. John´s Tel: +1 709 748 7650 NAMIBIA CHINA Vancouver Walvis Bay Dalian Tel: +1 604 942 1100 Tel: +264 (0) 64 275 440 Tel: +86 411 8230 5198 CHILE UNITED ARAB EMIRATES Hong Kong Tel: +852 2526 6937 Santiago Dubai Tel: +56 2 586 4700 (Sales and Service) Shanghai Tel: +971 4 883 3881 (Sales and Service) MEXICO Tel: +86 21 2030 2800 (Naval Marine) Veracruz Tel: +971 4 299 4343 (Deck Machinery) Tel: +52 229 272 2240 Tel: +86 21 5818 8899 ASIA PACIFIC Guangzhou USA Tel: +86 20 8491 1696 Annapolis AUSTRALIA (Naval Marine Inc) Melbourne JAPAN Tel: +1 410 224 2130 Tel: +61 3 9873 0988 Kobe Galveston Tel: +81 78 651 6555 Perth Tel: +1 409 765 4800 Tel: +61 8 9336 7910 Tokyo Houston Tel: +81 3 3592 0966 Sydney Tel: +1 281 902 3300 (Naval Marine) REPUBLIC OF KOREA Indianapolis Tel: +61 2 9325 1333 Busan (Naval Marine Inc) INDIA Tel: +82 51 831 4100 Tel: +1 317 230 2000 Mumbai RUSSIA Long Beach, Cal. Tel: +91 22 6726 3838 Tel: +1 562 989 0291 St. Petersburg MALAYSIA Tel: +7 812 332 18 55 Ft Lauderdale Tel: +1 954 436 7100 Kuala Lumpur Vladivostok (Naval Marine) Tel: +7 4232 495 484 New Bedford Tel: +60 3 2026 1990 (Naval Underseas Systems) AMERICAS Tel: +1 508 990 4575 NEW ZEALAND New Orleans BRAZIL Christchurch Tel: +1 504 464 4561 Tel: +64 3 962 1230 Rio de Janeiro (Sales and Service) Pascagoula SINGAPORE Tel: +55 21 2707 5900 (Foundry - Naval Marine Inc) Singapore Tel: +1 228 762 0728 (Naval Marine) (Head Office, Marine) Tel: +55 21 2277 0100 Seattle Tel: +65 68 62 1901 Tel: +1 206 782 9190 (Sales and Service) CANADA Walpole Tel: +65 68 62 1901 Dartmouth (Naval Marine Inc) VIETNAM (Naval Undersea Systems) Tel: +1 508 668 9610 Tel: +1 902 468 2928 Vung Tau City Washington Peterborough Tel: +84 64 3576 000 (Naval Marine Inc) (Naval Undersea Systems) Tel: +1 703 834 1700 Tel: +1 705 743 9249 5 General conditions for marine engines Marine liquid fuel engine Ratings are according to ISO 3046-1, at maximum 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel oil consumption is based on MDO with a net calorific value of 42,7 MJ/kg and no engine driven pumps. For each engine driven pump, there is a need to add 0,5%. Emissions The marine diesel engines comply with the requirements of the IMO Tier II without any external cleaning system. IMO Tier III is met by the use of a Selective Catalytic Reactor (SCR) system. The marine gas engines comply with IMO Tier III with no need for a SCR system. Heavy fuel oil operation The engines are designed for operation on heavy fuel oil with viscosity up to 700 cSt at 50°C ISO 8217 RMK77. Ratings will be specified subject to type of application. Marine gas engine The marine gas engines give the following reductions in emissions compared with diesels IMO Tier II: 92% NOx, net 22% greenhouse gases and close to zero SOx and particulate matter. Marine gas engine ratings are according to ISO 3046-1, at maximum 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel gas consumption excluding engine driven pumps is based on reference natural gas with Methane number above 70 and net calorific value of 36 MJ/nm3. If there are engine driven pumps, add 0,5% for each pump. Gas feed temperature is 20-40°C. Minimum gas feed pressure to Gas Regulating Unit to be 4,5 barg. Dimensions All dimensions are in mm. Dimensions and weights are given for guidance purposes only and are based on a typical specification. For detailed information please contact Rolls-Royce Marine. Note: Due to continuous development, some data may change without notice. 6 Engine type B32:40V16P B32:40V12P MarineB32:40L9P engine product range B32:40L8P B32:40L6P B33:45V12P LiquidB33:45L9P fuel B33:45L8P B33:45L7PEngine type B33:45L6PB32:40V16P C25:33L9P B32:40V12P C25:33L8P C25:33L6PB33:45V12P MW B33:45L9P 0 2 4 6 8 10 B33:45L8P B33:45L7P B33:45L6P C25:33L9P C25:33L8P C25:33L6P MW 0 2 4 6 8 10 Gas Engine type B35:40V20AG B35:40V12PG B35:40L9PG B35:40L8PG* C26:33L9PG Engine type C26:33L8PG B35:40V20AG C26:33L6PG B35:40V12PG MW 0 2 4 6 8 10 B35:40L9PG *Subject to approval prior to sales B35:40L8PG* 7 C26:33L9PG C26:33L8PG C26:33L6PG MW 0 2 4 6 8 10 Propulsion engines – Liquid fuel Bergen C25:33L Propulsion – Liquid fuel Propulsion Principal dimensions Cylinder diameter 250mm. Piston stroke 330mm. Engine type A B C D Weight dry engine C25:33L6P 3170 4036 3179 1775 18300 kg C25:33L8P 3930 4796 3195 1873 23200 kg C25:33L9P 4310 5176 3230 1873 25000 kg Technical data Engine type C25:33L6P C25:33L8P C25:33L9P Number of cylinders 6 8 9 Engine speed r/min 900/1000* 900/1000* 900/1000* Mean piston speed m/s 10/11 10/11 10/11 Max. continuous rating (MCR) kW 1920/2000 2560/2665 2880/3000 Max. continuous rating (MCR) BHP (metric) 2610/2720 3480/3625 3915/4080 Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7 Specific fuel consumpion g/kWh 182/185 182/185 182/185 Specific lub. oil consumpion g/kWh 0.7 0.7 0.7 Cooling water temp.
Load more

Recommended publications
  • MARINE ENGINES Power &Propulsion Solutions Index
    MARINE ENGINES Power & propulsion solutions Ed. 2018/05 Ed. Index Power range ............................................ 3 Engine range ........................................... 5 Power generation ................................... 8 Marine solutions ..................................... 9 Hybrid systems ..................................... 11 References ............................................ 15 Overall data....... .................................... 18 Anglo Belgian Corporation (ABC) is one of Europe’s leading medium speed engine manufacturers. The company offers more than a century of expertise in ship propulsion. ABC was originally established in 1912 by a group of industri- alists, with participation of the inventor of the diesel engine, Rudolf Diesel himself. An important step in ABC’s history was the acquisition by OGEPAR (1985), a strong fi nancial holding with a large base in metal industry and engineering. Today, ABC has risen far above the standard of engine manufacturer. The company is constantly evolving, developing new solutions in the fi eld of marine propulsion, power generation and locomotive traction. Through innovative thinking, ABC aims to increase sustainability and supply reliable and effi cient products within a framework of ecological development. All engines are designed for heavy duty and continuous operation, straightforward applications and easy maintenance. ABC headquarters and production facility in Ghent, Belgium ABC engines, your * Polar cruise vessel equipped with: 2 x 12DZC @ 750 rpm partner at sea 2 x 6DZC @ 750 rpm For more than 100 years ABC has been supplying power The best quality indicators of our work and engines are solutions to all those who know that the engine is the heart those clients who have trusted us, since 4 generations, of their vessels. ABC engines stand for reliability and good with the installation of our engines in their ships, performance under the hardest and most demanding condi- showing this trust from father to son.
    [Show full text]
  • The ABB ETB (Electric Towboat) the US Inland River Market Is Ready For
    — WHITEPAPER The ABB ETB (Electric Towboat) The U.S. inland river market is ready for electric propulsion — The ABB ETB The U.S. inland river market 2 ABB ETB THE U.S. INLAND RIVER MARKET IS READY FOR ELECTRIC PROPULSION — Abstract ABB’s electric propulsion systems are available to help long- established towboat owners in the U.S. inland waterway market to solve some very modern challenges. Electric propulsion has proven itself among own- Authors: Edward Schwarz, Vice President, Sales, ers of many different vessel types. Now ABB’s New Build Sales; Richard Rozok, Technical Man- electric propulsion systems are available to help ager, Sales, New Build Sales. long-established towboat owners in the U.S. in- land waterway market to solve some very modern Edward Schwarz is responsible for business de- challenges. With regulators re-stricting emissions velopment and the development of new sales pro- from ships to EPA Tier 4 standards, diesel electric grams for ABB’s marine and ports business unit in propulsion offers owners a way to build compli- North America. With his long experience in the ant vessels operating on easier to meet Tier 3 marine propulsion market, Ed brings new con- main engines. cepts to unique vessel applications. ABB has taken the time to understand the de- Richard Rozok is responsible for developing new mands of this unique sector, creating solutions technical solutions for the North American new whose flexibility addresses new regulations, in- sales program. He brings proven technical exper- creasing CAPEX costs for new builds, the impera- tise and the ability to find practical and creative tive for lower OPEX costs and demand for greater solutions to solve vessel owner’s problems.
    [Show full text]
  • The Future in Warship Propulsion
    ELECTRICAL PROPULSION: THE FUTURE IN WARSHIP PROPULSION LCdr R.R.A. Sauvé JCSP 42 PCEMI 42 Service Paper Étude militaire Disclaimer Avertissement Opinions expressed remain those of the author and Les opinons exprimées n’engagent que leurs auteurs do not represent Department of National Defence or et ne reflètent aucunement des politiques du Canadian Forces policy. This paper may not be used Ministère de la Défense nationale ou des Forces without written permission. canadiennes. Ce papier ne peut être reproduit sans autorisation écrite. © Her Majesty the Queen in Right of Canada, as © Sa Majesté la Reine du Chef du Canada, représentée par represented by the Minister of National Defence, 2016. le ministre de la Défense nationale, 2016. CANADIAN FORCES COLLEGE – COLLÈGE DES FORCES CANADIENNES JCSP 42 – PCEMI 42 2015 – 2016 JCSP SERVICE PAPER – PCEMI ÉTUDE MILITAIRE ELECTRICAL PROPULSION: THE FUTURE IN WARSHIP PROPULSION LCdr R.R.A. Sauvé “This paper was written by a student “La présente étude a été rédigée par un attending the Canadian Forces College stagiaire du Collège des Forces in fulfilment of one of the requirements canadiennes pour satisfaire à l'une des of the Course of Studies. The paper is a exigences du cours. L'étude est un scholastic document, and thus contains document qui se rapporte au cours et facts and opinions, which the author contient donc des faits et des opinions alone considered appropriate and que seul l'auteur considère appropriés et correct for the subject. It does not convenables au sujet. Elle ne reflète pas necessarily reflect the policy or the nécessairement la politique ou l'opinion opinion of any agency, including the d'un organisme quelconque, y compris le Government of Canada and the gouvernement du Canada et le ministère Canadian Department of National de la Défense nationale du Canada.
    [Show full text]
  • High-Tech Electric Propulsion
    TORQEEDO TORQEEDO High-tech electric propulsion A rigorous focus on cutting-edge technology, R&D and new production processes, as well as optimizing performance, comfort, safety and economic features, has made one German supplier a key player in electric and hybrid marine technology WORDS: DR CHRISTOPH BALLIN hen Torqeedo’s founders, Dr Christoph Ballin and Dr Friedrich WBoebel, looked at solutions for electric propulsion systems for boats in 2004, they noted that existing products did not reflect the then state of technology, with the solutions coming from low-volume, high- price manufacturing starting points. This gap in the market prompted the creation of Torqeedo, a new player in the marine industry, focusing only on high-tech propulsion, combined with industrial R&D and manufacturing, to realize competitive price points while also providing revolutionary benefits. Despite being founded less than a decade ago, Torqeedo has already gathered critical global acclaim by being first to market with key innovations. For example, the company was the first to introduce brushless motors into marine propulsion. It was also the first to introduce lithium batteries to the marine industry on a broad scale and the first to integrate them into electric outboard designs. These critical breakthroughs, and many other high-tech innovations, have made Torqeedo one of the best-known brands in the field of marine electric propulsion. Located in Starnberg, near Munich, with sales offices in the USA, the UK, France and Spain, Torqeedo offers propulsion systems from 0.5kW through to 110kW, all developed according to the same ethos – superior technology with revolutionary benefits.
    [Show full text]
  • A Survey of Conventional and Unconventional Sub Marine Propulsion Systems
    UNCLASSIFIED AD NUMBER AD342338 CLASSIFICATION CHANGES TO: unclassified FROM: confidential LIMITATION CHANGES TO: Approved for public release, distribution unlimited FROM: Distribution: Further dissemination only as directed by Office of Naval Research, Attn: Code 429, Arlington, VA, 30 APR 1963, or higher DoD authority. AUTHORITY 31 Dec 1972 per document marking; ONR itr, 4 may 1977 THIS PAGE IS UNCLASSIFIED GENER AL DECL SCHEDULEASSIFICAT]ri INACCORDANCE WITH 0D0 5200.1-R & EXECUTIVE ORDER 11652 THI S DOC UMENT 1 ,toultjec" to Generni Declassification Schedule of xu.cutive C-der 11652-Automatically Downgraded att intervals-SYeats 9ECLASSIFIEO ON DECEMBER 31,_7Ii• BY uttanst Documentation Center Weie,.-e Supply Agency r :ieron Station V',gi i 22314 ADL DEFENSE DOUiMENIAION CENTER SCIENTIFIC AND fECHNICA I ii'*O9MATION CAMERON SIAPbDN, Al XANDP1;A. ViRGlN IA MWI NOTICE: When &g,-zrwwv or other &~~speoi- fica~tions or othcr Utita are used fo i jutrpose other than in compc-tion vith a. dY4M'*tcly related. gosvernmemt prood-e3ment operatiar, the U. S. Government thereby incuxs no re~ap. -ibility, nor any obligeaion vhatsoever3- and the ':eq,-ttthe Govern- ment may have :Vormujlated, fudýeý or L,,a -- y vay supplied the said dmvidngs, spec ftcekons,, or other dUta is not to 'be regarded by tpi-tit~1ion )r other- vise as in Pny m~anner lictensixng ~b~hh~'or any other person nor c~orporwtion, ovr corvey-',Pg any rights or perzission to mainufeactula, u,ý- oý Oe4 &a-y pa~tented. inrvziation that may tr aw &,y be xvelated thereto. Kil-30T-11G Va,, MATONMJ DEF'SITB OF 'CID" U3M9TEDf SUM~tE W1Tý 1VT'"TMEAIN- ING OF Tffl3 ESPIONAGE ,At~l "TJ"Ml8 U.
    [Show full text]
  • GE Marine Gas Turbine Propulsion for Frigates
    GE Marine Gas Turbines for Frigates March 2018 GE’s Marine Solutions One Neumann Way MD S156 Cincinnati, Ohio USA 45215 www.ge.com/marine GE Marine Gas Turbines for Frigates Introduction The important role of a frigate is to escort and protect other high value fleet and merchant ships the world over. Frigates operate independently and possess sufficient capabilities (i.e. anti-submarine, anti-ship and anti-air) to provide missions in maritime and wartime environments. With GE being the market leader in the supply of marine propulsion gas turbines and seeing the proliferation in the demand for frigates, we wanted to know how our gas turbines and product roadmap compared to the needs of frigates. Before we could answer that question, we needed to answer the following two questions: 1. What are propulsion trends for frigates? 2. What are key attributes or requirements, and how do they translate to gas turbine propulsion characteristics? The key attributes of a frigate were taken from the July 2017 United States Navy Future Guided Missile Frigate (FFG(X)) Request for Information (RFI). It is anticipated the attributes would be common to many of the world’s frigates. Frigate Propulsion Trends and GE LM2500 Family Gas Turbine Suitability GE performed an analysis of all the frigates built since 1960 excluding certain countries such as Russia and China. Classification of a ship as a frigate is a gray area as there is blending of smaller corvettes and larger destroyers. For this analysis, we used the Wikipedia listing of frigates. All of the following ship data was obtained from public information such as Wikipedia and IHS Jane’s Fighting Ships.
    [Show full text]
  • Marine Propulsion
    MARINE PROPULSION Marine propulsion ......................................................................................................................................... 1 Propulsion systems .................................................................................................................................... 2 Types of energy source ......................................................................................................................... 2 Types of engines ................................................................................................................................... 3 Types of thrusters .................................................................................................................................. 6 Environmental effects ............................................................................................................................... 8 Matching engines and watercrafts. Ship resistance .................................................................................. 8 Skin resistance....................................................................................................................................... 9 Wave resistance ................................................................................................................................... 10 Underwater propulsion ............................................................................................................................ 11 Submarines .........................................................................................................................................
    [Show full text]
  • Review of All-Electric and Hybrid-Electric Propulsion Technology for Small Vessels
    Review of All-Electric and Hybrid-Electric Propulsion Technology for Small Vessels Nova Scotia Boatbuilders Association 57 Crane Lake Dr., Suite 1 Halifax, Nova Scotia B3S 1B5 Phone: (902) 423-2378 Fax: (902) 423-2379 [email protected] 27th March, 2015 Nova Scotia Boatbuilders Association Review of All-Electric and Hybrid-Electric Propulsion Technology for Small Vessels March 2015 EXECUTIVE SUMMARY Electric boats in one form or another have been around for over 100 years. The advantages of all-electric or partial-electric boats are the reductions in pollution, noise, vibration, and potentially, cost. The Nova Scotia marine community has a growing interest in the business opportunities offered by all-electric and hybrid-electric propulsion systems. The Nova Scotia Boatbuilders Association has therefore undertaken this review, which provides a snapshot of the current state of all-electric and hybrid-electric propulsion technology for small vessels – and takes a look at what developments we can expect in the near future. All-electric systems are comprised of an electric motor driven by a battery pack. Hybrid-electric systems include an internal combustion engine, generator, battery, and electric motor, typically allowing the diesel or gasoline engine to do the heavy work when needed, and charge the electric system and allow it to respond to lighter loads such as low-speed cruising or providing power for lights and electronics, and other “hotel” loads. There are many technical challenges associated with the proper design and engineering of all- electric and hybrid-electric propulsion systems, both in terms of current technical limitations such as battery life, charge rate, size, and weight and the larger issue of integrating and controlling the added complexity of hybrid systems and obtaining components that are properly designed and certified for use in a marine environment.
    [Show full text]
  • Multi-Criteria Decision-Making for Marine Propulsion: Hybrid, Diesel Electric and Diesel Mechanical Systems from Cost
    *RevisedView metadata, Manuscript citation and with similar No papers Changes at core.ac.uk Marked brought to you by CORE provided by University of Strathclyde Institutional Repository Multi-Criteria Decision-Making for Marine Propulsion: Hybrid, 1 2 3 4 Diesel Electric and Diesel Mechanical Systems from Cost- 5 6 7 Environment-Risk Perspectives 8 9 10 11 12 Byongug Jeong *, Elif Oguz, Haibin Wang, Peilin Zhou 13 14 15 16 17 18 Department of Naval Architecture, Ocean and Marine Engineering, University of Strathclyde, 100 19 20 Montrose Street, Glasgow, G4 0LZ, UK 21 22 23 *corresponding author; e-mail: [email protected] 24 25 26 27 28 29 Abstract 30 31 32 The paper introduces a new decision-making process which is used to compare the 33 34 performance of a ship with either diesel electric hybrid propulsion or conventional propulsion 35 36 systems. A case study was carried out to compare the performance of both propulsions from 37 38 39 cost, environmental and risk perspectives. This paper also overviews the modern approaches 40 41 of multi-criteria decision-making and highlights some of their shortcomings in particular the 42 43 44 fact that these approaches often rely on different criteria such as financial, environmental or 45 46 risk. This paper aims to overcome this shortcoming by enhancing the process of multi-criteria 47 48 49 decision analysis. The key process in this research was to convert all incomparable values 50 51 into monetary values, thereby enabling the impacts of each criterion to be compared and 52 53 integrated in a straightforward manner.
    [Show full text]
  • Marine Propulsion Or Steering
    B63H MARINE PROPULSION OR STEERING ([N: arrangement of propulsion or steering means on amphibious vehicles B60F3/0007;] propulsion of air-cushion vehicles B60V1/14; peculiar to submarines, other than nuclear propulsion, B63G; peculiar to torpedoes F42B19/00 ) Definition statement This subclass/group covers: Propulsive elements directly acting on water, e.g.: • Paddle wheels. • Voith-Schneider propellers. • Propellers and propeller blades. • Endless-track type propulsive elements. • Fishtail-type propulsive elements. • Propeller-blade pitch changing. • Arrangements of propulsive elements directly acting on water. Effecting propulsion by jets, e.g. using reaction principle. • Jet propulsion using ambient water as propulsive medium. • Jet propulsion using steam or gas as propulsive medium. • Arrangements of propulsive elements directly acting on air. Propulsive devices directly acted on by wind, e.g.: • Sails • Magnus-rotors • Arrangements of propulsive devices directly acted on by wind • Wind motors driving water-engaging propulsive elements. Effecting propulsion by use of vessel-mounted driving mechanisms co#operating with anchored chains or the like. Effecting propulsion by muscle power Effecting propulsion of vessels, not otherwise provided for, e.g. 1 • Using energy from ambient water. • By direct engagement of the ground. Outboard propulsion units and Z-drives. Use of propulsion power plant or units on vessels: • Use of e.g. steam, internal combustion, electric or nuclear power plants • Arrangements of power plant control exterior of the engine room • Mounting of propulsion plant or unit • Arrangements of propulsion-unit exhaust uptakes • Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like Transmitting power from propulsion power plant to propulsive elements, e.g.
    [Show full text]
  • Abs Advisory on Decarbonization Applications for Power Generation and Propulsion Systems
    ABS ADVISORY ON DECARBONIZATION APPLICATIONS FOR POWER GENERATION AND PROPULSION SYSTEMS ABS | ADVISORY ON DECARBONIZATION APPLICATIONS FOR POWER GENERATION AND PROPULSION SYSTEMS | 01 © Andrey Sharpilo/Shutterstock OUR MISSION The mission of ABS is to serve the public interest as well as the needs of our members and clients by promoting the security of life and property and preserving the natural environment. HEALTH, SAFETY, QUALITY & ENVIRONMENTAL POLICY We will respond to the needs of our members and clients and the public by delivering quality service in support of our Mission that provides for the safety of life and property and the preservation of the marine environment. We are committed to continually improving the effectiveness of our HSQE performance and management system with the goal of preventing injury, ill health and pollution. We will comply with all applicable legal requirements as well as any additional requirements ABS subscribes to which relate to HSQE aspects, objectives and targets. Disclaimer: While ABS uses reasonable efforts to accurately describe and update the information in this Advisory, ABS makes no warranties or representations as to its accuracy, currency or completeness. ABS assumes no liability or responsibility for any errors or omissions in the content of this Advisory. To the extent permitted by applicable law, everything in this Advisory is provided “as is” without warranty of any kind, either expressed or implied, including, but not limited to, the implied warranties of merchantability, fitness for a particular purpose, or noninfringement. In no event will ABS be liable for any damages whatsoever, including special, indirect, consequential or incidental damages or damages for loss of profits, revenue or use, whether brought in contract or tort, arising out of or connected with this Advisory or the use or reliance upon any of the content or any information contained herein.
    [Show full text]
  • Study of Water Jet Propulsion System Design for Fast Patrol Boat (Fpb-60)
    STUDY OF WATER JET PROPULSION SYSTEM DESIGN FOR FAST PATROL BOAT (FPB-60) Arica Dwi SUSANTO, U.B. PRIHANTO, AHMADI, Okol S SUHARYO, Adi BANDONO* *Indonesian Naval Technology College, STTAL, Bumimoro-Morokrembangan, Surabaya 60187, Indonesia FPB-60 is a type of patrol boat built by shipyard in Indonesia to strengthen the needs of water territorial. However, the 20 years age caused a decrease in performance of the vessel. The method used was the harvard guldammer method to calculate water jet system parameters at a maximum velocity of 35 knots such as inlet diameter and nossel diameter, pump power, pump type used and other parameters to obtain Overall Propulsive Coefficient at that speed. In the calculation of water jet propulsion system design, the amount of capacity generated water jet pump system obtained was 4.15 m3 / s with flow velocity on the nozzle/jet of 28.8 m/s. Based on the value of specific swabs of suction (Nss) of 6205.49, the pump for the water jet propulsion system had considered fulfilled the cavitation limit requirement so that it could be used for (FPB-60). Keywords: Vessel Resistance, Water Jet, Power, FPB. 1. INTRODUCTION compared to ships that use propellers so that with an increase FPB-60 is a type of patrol boat in thrust generated by the engine it built by a shipyard in Indonesia to will be able to produce higher strengthen the needs of water vessel speed (Herdzik 2013). territorial. However, the 20 years This paper have many age cause a decrease in supporting its research, for example performance of the vessel.
    [Show full text]