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MARINE ENGINES
MAN SCOOPS MAJOR NEWBUILDING ORDER
MAN Diesel & Turbo main and
auxiliary engines have been
chosen for an order from MSC
Mediterranean Shipping Company
for 11 × 23,000TEU containership,
each equipped with an MAN B&W
11G95ME-C9.5 main engine.
Samsung Heavy Industries
(SHI) will construct six of the
vessels while Daewoo Shipping
Marine Engineering (DSME) will
construct the remainder.
Bjarne Foldager, Vice President
– Sales & Promotion, Two-Stroke
Business – MAN Diesel & Turbo,
said: “This order underlines the
positive, long-term business
relationship between MSC and
MAN Diesel & Turbo. It’s a
significant order that cements our
strong position within the large
containership segment where the
G-type is the market’s preferred
engine.”
The ‘G’ prefix before an MAN
B&W engine means it has a design
with an ultra-long stroke that
reduces engine speed, thereby
paving the way for ship designs
with unprecedented highefficiency.G-type
engines’ longer
stroke results in a lower rpm for
the engine driving the propeller.
This lower optimum engine
speed allows the use of a larger
propeller and is, ultimately,
significantly more efficient in
terms of engine propulsion.
Together with an optimised
engine design, this means that the
MSC newbuildings will enjoy a
reduced fuel consumption and
reduced CO2 emissions.
MAN Diesel & Turbo reports
that, to date, it has 71 × G95
engines on order of which 23 have
already entered service.
Hyundai Heavy Industries
(HHI-EMD) will construct the ME-
C engines for SHI, while Doosan
Engine will construct those for
DSME.
The final vessel in the series is
due for delivery by March 15,
2020. MAN Diesel & Turbo will
also supply the gensets for each
vessel in the form of 3 × MAN
9L32/40 + 2 × MAN 6L32/40
units, all to be constructed by STX
Engine in Korea.
MOORING
FOLGEFONN AUTODOCKING TESTS A SUCCESSS
An innovative autodocking technology has been
successfully tested aboard the 83m ferry Folgefonn,
operated by Norway’s Norled.
During the tests, the Wärtsilä-developed
autodocking system successfully berthed without the
vessel’s Captain having to take manual control. The
system was activated 2000m from the berth and the
vessel continued at normal transit speed. The system
then performed a gradual slowing of speed, activating
an automated line-up and docking manoeuvre until the
ship was secured at the berth. When the ship was
ready to sail again, the system was switched to
departure mode and carried out the same procedure in
reverse.
Full manoeuvring of the vessel, including the
steering and propulsion, is automatically controlled by
the software. However, manual intervention and
control is possible at any time. The automatic function
allows the ship’s officers to focus on situational
awareness outside the wheelhouse, thereby improving
the safety and reliability of the operations.
Wärtsilä’s autodocking technology delivers notable
benefits to operators. These include improved safety
since there is less likelihood of human error; less wear
and tear since the thrusters are efficiently utilised; and
greater efficiency in docking which allows more time at
berth.
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