Caterpillar Marine - Marine Engines Caterpillar

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which frequently corresponded to over 15% of deadweight, were absolutely vital to achieve the necessary stability, but were otherwise useless „cargo“. This inconvenience could generally be avoided by building wider ships, although these could no longer pass through the Panama Canal. And the industry was still rather reluctant about deciding on these at that time. Germanischer Lloyd later developed a method for reducing the ballast water volume, making it possible to carry up to 200 TEU more on board. Fast growth in ship capacities Following the commissioning of the first containerships that were too large to pass the Panama Canal, the Post- Panamax vessels as we have already mentioned, after some initial hesitation the dam was quickly broken. Although as late as 1992 the trade journal „Deutsche Verkehrs-Zeitung“ commented rather sceptically that „The 6,000 TEU ship is no Utopia“, a first feasibility study for the construction of 8,000 TEU vessels was drawn up in the same year. It initially met a very cool reception, but only a little later, in 2003, the breakthrough for this size class, today regarded as standard in the East-West trades, was achieved. Over 80 newbuildings of this size were on the orderbooks of South Korean shipyards at the end of 2003. At the same time, a series of 9,500 TEU vessels had been ordered. And of the 1,124 containerships with a total capacity of 4.1m TEU ordered globally during 2005, 2.2m TEU (about 55%) was accounted for by vessels with a capacity of 5,000 TEU upwards. The 13,000 TEU vessel is already now being discussed. A first series is being built at Odense Shipyard, which belongs to Maersk Group. However, this yard is always very discreet when it comes to announcing technical details. It is certain that the technical aspects of the 13,000 TEU giant have meanwhile been settled. Germanischer Lloyd has presented a relevant design with the South 26 Korean Hyundai shipyard. In view of the previous development, it will probably be only a matter of time before the first orders for it are placed and outside Europe. It remains to be seen There have so far been no limits to the growth in the size of containerships. whether there will then be a Malaccamax ship with 18,000 TEU capacity, just able to pass through the Strait of Malacca. The experts are already discussing the feasibility of such a vessel. The limits to growth for the present mega-carriers are set, as is continually emphasised by shipbuilders, less by the design of the ships themselves – „technically everything is doable“ – but rather by external factors. These are first and foremost the water depths in port entrances and in the ports themselves, the suprastructure in the form of the transhipment facilities, the logistics requirements, particularly with respect to the organisation of feeder services, and the increasing operating and also environmental risks in the event that such huge vessels ever become incapable of manoeuvring or suffer an accident. The maximum available size of the propulsion plants also leads to certain problems. There are already some designs assuming a twin-engine propulsion system. The GL/Hyundai project also envisages such a plant, putting the priority on the safety aspect. However, the shipping lines still seem to be sceptical about this concept, as they are unwilling to accept the additional outlay for such solutions. The single-engine ship, and the single-engine mega ship, will thus in all probability remain the norm, at least for the time being. However, this requires extremely reliable engines with outputs of up to 100,000 kW or over. So far engine makers have managed to meet the requirements, and there should be little doubt that they will also offer the satisfactory solutions in future. In conclusion, it is fair to say that no sector is as closely connected with the deregulation and globalisation of the economy as container shipping. Since its beginnings in the mid-1960s, it has had a crucial impact on world trade. Container shipping has made a very significant contribution to the development of the global economy, and it is sometimes even compared to microchips, as recently noted by the former Germanischer Lloyd executive board member Dr. Hanns Payer. The efficiency and reliability of liner shipping have improved by leaps and bounds with the growth in ship sizes and capacities. It may be assumed that further progress will be made with the design of containerships in future and that engineers will be able to meet the market demand for even larger units. Containerships have always been developed to the limit of what is regarded as technically possible. Nothing indicates that anything will change in this respect.
Caterpillar Common Rail system for medium-speed MaK marine engines A great step forward The “magic triangle” of high performance, low fuel consumption and minimal emissions often used to describe the optimal marine engine is being transformed. Thanks to Caterpillar Common Rail (CCR), factors once regarded as mutually exclusive can now be individually harmonised. Caterpillar Common Rail represents a well-proven element of Caterpillar’s ACERTTM technology, based on over 80 years of experience in marine propulsion system technology, unique expertise and long-standing experience with electronic engine control systems. Sound basis Since their introduction in 1992, MaK long-stroke marine engines of the M 20 C, M 25, M 32 C and M 43 C series have been acclaimed worldwide for their great reliability and long component life as well as high performance and low fuel consumption. The combustion concept of these engines is based on a high stroke/bore ratio, intensive injection with a shaped injection curve and optimised valve timing. This ensures smooth running, even for heavy fuel oil (HFO) operation, as well as low NOx and soot in the exhaust gas. Today’s MaK engines comply with the current limit regulations for marine engines (IMO I, EPA Tier I) without additional after-treatment. However, as even stricter regulations are to be expected in the future, shipping lines are already calling for a clear strategy for further reducing the harmful exhaust gas components. Comprehensive research Given the constantly increasing customer expectations, Caterpillar is convinced that electronically controlled engines will steadily gain ground and become standard and has thus developed ACERT technology for Cat engines. This utilises various modules for controlling the combustion process with the highest precision, reducing emissions and noise as well as increasing performance and making MaK 6 M 32 C with CCR engine it possible to offer systems tailored to the particular application. The technology is being constantly refined and will clearly be able to meet future emission guidelines. Caterpillar has the know-how, resources and technological capabilities (with internal production of fuel systems and design of electronic controls) to achieve this objective. The MaK approach After thousands of its high-speed engines had shown the advantages of ACERT, Caterpillar started developing elements of this technology for the MaK medium-speed engines. As Dr. Frank Starke, Engineering Manager, Medium-Speed, Caterpillar Large Power Systems Division, Lafayette, USA, explains: “The objective was clearly defined: exceed customer expectations by maximising product value. The strategy therefore had to correspond with the reputation of the MaK brand providing top reliability in heavy oil operation, bestin-class fuel efficiency and minimum New Technology engine emissions!” Caterpillar opted for a two-phase approach to achieve the most effective solutions with little additional outlay, the first step involving Flexible Camshaft Technology (FCT) for flexible camshaft control and the second step the Caterpillar Common Rail Fuel system (CCR). Flexible Camshaft Technology (FCT) Because it is based on the concept of ACERT system integration, Flexible Camshaft Technology achieves a synergy between flexible fuel systems and highly sophisticated supercharging systems, as well as fully utilising the current MaK engine design parameters. While retaining high fuel injection pressure over a wide operating area, fuel injection timing is loadcontrolled. Increased injection pressure at partial load leads to finer fuel atomisation and reduced smoke emissions. At partial load, the control times of the inlet valve are also changed to increase the effective compression and thereby achieve a more complete combustion. 27
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