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Next Generation Marine Diesel Engines by hvg98489

VIEWS: 35 PAGES: 11

									   Next Generation Marine
   Diesel Engines
                 Visions for the next decade


                  RELIABILITY

                  Materials, Bearings, Liners, Piston rings
                  Tribology & Lubricants
                  TBO extension
                  Monitoring and maintenance




Stavros Hatzigrigoris,
   Kristen Navigation Inc.
    Reliability? ….
    Definitely YES…..
•   Shipping industry, “the market” do not allow delays.
•   Tolerance and margins related with main engine break downs are
    getting more and more narrow.
•   The volume (DWT x miles) of cargo transported daily is increasing.
•   Maintenance time allocated or allowed is getting shorter.
•   We are dedicated to eliminate accidents and keep the seas clean for the
    generations to come.
•   Majority of ships are powered by only one “precious” engine that must
    be running reliably and perpetually for the adventurous 20 years or more
    voyage in the harsh and dangerous seas.
    Materials, Bearings, Liners,
           Piston rings
•   Last years we have seen new materials and designs targeting to
    extend life time expectancy and at the same time be cost effective
    for engine builders, it was the dawn of the compact engine and the
    “optimization” era.
•   New “thin shell” type bearings.
•   Tin aluminum instead of white metal.
•   Advanced piston rings design and material.
•   CPR lock, pressure relieve grooves.
•   Plasma and aluminum coatings on piston rings.
•   Piston rings with chromium at their horizontal faces to increase
    durability.
•   Liners with improved cooling design.
•   Piston crowns with inconel top and cooling inserts.
•   ……….
         Tribology & Lubricants
•   Do we need the impossible….? Reducing both the cylinder oil
    consumption and at the same time get better wear results?
•   Experimenting on cylinder oil optimization we reached a daily
    consumption of 450 ltrs for a VLCC powered by 40,000 BHP engine
    keeping very low wear trends.
•   We view further reduction by using improved lubricants and
    sophisticated lubrication equipment.
•   We want to establish a controlled wear pattern on liners to get an
    optimum surface structure for effective lubrication
•   We envisage on line / real time systems of wear monitoring via
    scavenge drains analysis.
                TBO extension
•   Nowadays there is almost no room for time consuming
    overhauling neither the ports and terminals allow for that.
•   Traditional hourly based overhauling can turn to condition based
    maintenance.
•   Pistons TBO being one of the most common “must” for routine
    maintenance that involved engine immobilization has been
    practically increased from 8k/12k to around 25k/35k hours that
    can actually coincide with Special Surveys / Drydocking.
•   We dream engines with no need of immobilization for
    maintenance for periods of 5-Years.
    Monitoring & Maintenance
•   Condition based rather than hourly based maintenance.
•    Tools for condition assessment:
    - Vibration detectors
    -Infrared scanning
    -Bearings wear detection applications
    -Real time measurement tools for wear particles and contaminants
    (water etc.)
    -Improved analysis of engine oil, drains from scavenge, emissions /
    exhaust gases.
    - ……..
•   We need to predict at an early stage, minimize unexpected failures /
    down time and allow efficient scheduling.
•    We envisage integrated centralized systems for data storage and
    processing with telemetrics that can allow direct access and
    assessment from shore.
           Quality Bunkers……?
•   Around 10,000 cases out of the of the total bunker deliveries performed
    yearly raise complains related with quality.
•   Approximately 100 of the the above turn into serious claims.
•   Since bunkers are directly related with the performance of vessel’s most
    critical equipment isn’t it some day that finally the quality of bunkers
    must be strictly regulated.
•   Working in a shipping company you can not miss to experience many
    cases of problems faced due to poor quality of bunkers.
•   Following case is not the most critical faced but just the latest one and
    for sure not the last.
            Bunkering operation

•   One of the Fleet vessels arrived last June at Estonia where she
    would be replenished with bunkers.
•   Delivery was routinely executed by a barge.
•   Bunker requested was of RMG 35 category as per ISO 8217 (i. e.
    viscosity 380 cst @ 50 deg. C) and having sulphur content less than
    1.5% to comply with relevant regulations at the area.
•   The complete quantity stored in an empty tank to avoid
    incompatibility / mixing problems.
         Fuel analysis / Findings

•   Discrepancies between the bunker receipt and actual contents
    appeared after analysis in key components such as:
          - Water content
          - Sulphur content
          - Viscosity
     showing a gross negligence from the bunker suppliers.
•   The fuel turned out to be of poor stability reserve. Total sediment
    potential was below limits while the TSA-TSE was double to triple
    than the acceptable level. Further analysis shown that the stability of
    the fuel was deteriorating comparing the initial samples.
•   Serious damage caused to the purifying equipment and the fuel had
    to be offloaded.
                      Conclusions
•   The fuel described was unsuitable for use due to poor stability
    reserve, the stability would be further deteriorate during resting
    period and de-bunkering as well as cleaning of involved tanks had to
    be done.
•   Purification process had caused a violent separation of the
    incompatible components and overloaded the separators.
•   Asphaltenic components that could escape the purifiers would end
    on main engine with serious effect on pumps, pistons and piston
    rings.
•   Suppliers and refineries in order to meet the low sulphur
    requirements prefer to blend HFO 380 with blend stock or cutter
    stock which is usually rich in abrasive material, also since the
    diluents are not always compatible the sediment level may increase
    above maximum level causing similar problems. Such surprises are
    common at the area where the vessel bunkered.
•   We expect problems of similar nature to be more frequent now that
    the low sulphur bunkers production is still under development.
THANK YOU FOR YOUR
    ATTENTION

								
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