GERMAN MARINE EQUIPMENT - ADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING - Schiff & Hafen
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GREEN
GERMAN GUIDE
included
MARINE EQUIPMENT
ADVANCED TECHNOLOGY FOR WORLDWIDE SHIPPING AND SHIPBUILDING
Marine Equipment
and Systems
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in cooperation with
2019/20
Doubled View
of All Signals
Collecting and processing signals, generating alarms:
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The WAGO application-based redundancy concept for controllers
increases system availability on ships. Construct a simple, reliable and
www.wago.com/acr
GERMAN MARINE EQUIPMENT COMMENT
German marine equipment –
leading in innovation
G
erman marine equipment suppliers are world champions in
innovation for international shipping and shipbuilding. In a
challenging world market, the equipment industry focuses
on the aims of its customers in the international shipping industry
– on the one hand, improving economy, raising efficiency and reduc-
ing the environmental footprint whilst, at the same time, safeguard-
ing safety and operational reliability on board. On the other hand,
equipment suppliers are keen to support the global shipbuilding and
repair sector with clever design and smart components and systems.
This publication is intended to update international shipowners,
shipyards and naval architects on current technologies and the lat-
est developments in a number of important ship systems offered by
German industry.
Main topics here are smart shipping and higher levels of automation,
lower fuel consumption, alternative fuels, comprehensive on-board
environmental protection and the reduction of ships’ operating
costs. With these things in mind, German suppliers are further op-
timising their product-related, flexible service networks worldwide
and concluding forward-looking cooperation deals.
Over the decades, Germany has forged a highly qualified marine in-
dustry in which globally recognised competence stems largely from
a combination of experience and innovation. More than 400 com-
panies make up the German equipment supply industry. They have
succeeded in boosting their exports to more than 75% of their pro-
duction, with an annual turnover of EUR 11 billion.
German equipment suppliers are working consistently to mould their
employees’ work practices and way of thinking into a future-oriented
form of co-operation. The fact that shipowners, as customers, along
with capable technology partners at German universities and research
institutions who are also closely involved in this process and cooper-
ate within the “shipbuilding network”, is a quite unique and important
competitive advantage for the German shipbuilding industry.
I am convinced that this publication will provide readers with inter-
esting, practical and cutting-edge information, and arouse interest in
seeking or deepening contacts with Germany’s highly skilled marine Hauke Schlegel, Managing Director
equipment companies. VDMA – Marine Equipment and Systems
> ABOUT VDMA – MARINE EQUIPMENT AND SYSTEMS
The Association is a special division of the well-known > fostering free and fair market principles in the global
German non-profit organisation VDMA (Mechanical Engi- marine market by means of close contacts with various
neering Industry Association). VDMA – Marine Equipment international organisations;
and Systems represents Germany’s entire maritime sup-
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> sponsoring important international exhibitions and
ply industry with member companies from all disciplines conferences in the shipbuilding sector.
including mechanical engineering, electrical engineering
and electronics. Contact:
VDMA – Marine Equipment and Systems
VDMA supports its member companies with a wide range
Weidestrasse 134 | 22083 Hamburg | Germany
of activities and services:
Telephone: +49-40-50 72 07-0
> intensifying mutual cooperation with operators and Fax: +49-40-50 72 07-55
yards in technological as well as commercial fields; E-mail: nord@vdma.org
> helping worldwide customers in arranging contacts with Web: mes.vdma.org
German marine equipment manufacturers; Online directory: german-marine-equipment.de
VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20 3
GERMAN MARINE EQUIPMENT CONTENT
Comment aftertreatment systems for 42 Schottel: Mechanical hybrid
03 VDMA: German marine equip- emission reduction propulsion solution introduced
ment – leading in innovation 26 Thermamax: All-in-one package
for SOLAS-compliant retrofit of
marine engines 3 Ship Equipment
1 Engines & 28 Geislinger: Innovative coupling 44 GEA: Innovative separator techno-
Power Generation systems reduce ships’ environ- logy slashes maintenance time
06 MAN energy Solutions: MAN mental impact 46 Hamann: Maximising efficiency
introduces ME-LGIP dual-fuel LPG 30 SB Broneske: Elastic support for and minimising process cost in
engine and books orders SCR and scrubber systems sewage management
11 Reintjes: Improved Down Angle 31 Bosch Rexroth: World’s first 48 Leistritz: Universal cargo pump
gearbox design plug-in hybrid power manage- for unloading high and low
12 Becker Marine Systems: ment system for fish feed barges viscosity cargos
Harnessing the power of wind 32 Mayr: High-performance shaft 49 Hoesch: Special profiles for the
14 Zeppelin Power Systems: couplings, torque limiters and safety shipbuilding industry
Eco-friendly travel with LNG brakes for rough environments 50 WISKA: Sustainable and cost-
16 MAN Engines: Selective catalytic 34 SKF: New water-lubricated efficient lighting systems for the
reduction system successfully sterntube systems high seas
tested on pilot boat Luna 52 d-i davit international-hische:
20 HEINZMANN: Emissions down, Life-saving equipment portfolio
efficiency up: retrofitting diesel 2 Propulsion & broadened
engines with common-rail Manoeuvring Technology 54 Minimax: Turnkey fire protection
technology pays off 36 Voith: Digital data analysis proves at sea
22 ZF: Extension of hybrid the efficiency of various propulsion 55 Podszuck: Lightweight doors for
transmission portfolio systems cruise vessels and ferries
24 HJS Emission Technology: 40 Keller: Propulsion gearbox for polar 56 RUD: Smart lifting point
Customer-specific exhaust expedition cruise vessel Hondius enhances safety
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1 2 3 4
info@shipdesign.de
www.shipdesign.de
Services Design Construction
A
- Efficiency optimisation - Custom made concept designs - FEM strength calculation
- Draught increase calculation - Feasibility studies - Steel construction
- Lightship surveys - LNG driven vessels - Sea fastening
B
- Stability calculation - Scrubber refit - Conversions
4 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20
57 J D Neuhaus: New radio remote 76 Liebherr: Flexible power electro- Contacts
controls for hoists and cranes nics for maritime applications 80 Member companies of VDMA –
58 Steute: Durable switchgear for 78 WAGO: The cloud for smart ocean Marine Equipment and
offshore and onshore applications routes Systems
60 Bauer: Specialist machinery for
deep-sea drilling
GREEN GUIDE
4 Digitalisation,
The protection of the environment and the reduction of emissions have
Automation & become a focal point of the marine industry´s interest. This edition is
Communication featuring a “GreenGuide” that emphasises the environmentally friendly
62 PROSTEP: CAD/PDM integration characteristics of the presented technologies.
platform for shipbuilding
66 Raytheon Anschütz:
Efficiency Reduction of marine
The innovative NX Generation of contamination/pollution
navigational software
68 Phoenix Contact: Boosting savings Greenhouse gas reduction Sustainability/conservation
potential with performance of resources
monitoring
71 Beckhoff: Increasing passenger Emission reduction of Noise reduction in the ocean
sulphur oxide
comfort and energy efficiency
through smart cabin control
Emission reduction of
72 Noris: Wireless sensor system for nitrogen oxide
condition monitoring
74 RWO Veolia: Intelligent bilge water
monitoring system
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REINTJES Service
365 days availability worldwide
99 & more individual maintenance concepts
24 hours to get on-site support by an extensively trained service engineer
4 weeks to receive all gear components manufactured in highest quality
Special VDMA | Schiff & Hafen | Ship & Offshore | 2019/20 5
REINTJES GmbH | Eugen-Reintjes-Straße 7 | 31785 Hameln | Service Hotline +49 51 51/104-237 | service@reintjes-gears.de
GERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
MAN introduces ME-LGIP dual-
fuel LPG engine and books orders
MAN ENERGY SOLUTIONS The latest addition to MAN Energy Solutions’ two-stroke engine range
is the dual-fuel MAN ME-LGIP engine designed to operate effectively on both diesel fuels and liquid
petroleum gas (LPG)
M
AN Energy Solutions unveiled
its latest two-stroke engine
type at a ceremony in Copenha-
gen in late-2018. The ME-LGIP (Liquid
Gas Injection Propane) engine builds on
the success the company has had with its
ME-GI and ME-LGI dual-fuel engines,
which have attracted more than 250 or-
ders since their introduction to the mar-
ket. Employing essentially the same prov-
en technology, LPG has now been added
to the expanding list of non-HFO and
alternative fuels that MAN Energy Solu-
tions’ two-stroke technology can exploit.
At the launch, Bjarne Foldager – sen-
ior vice president, head of Two-Stroke
Business at MAN Energy Solutions
– said: “With 2020 and the new IMO
emission regulations fast approaching,
interest in using LPG as a fuel, within
and outside of the LPG carrier segment,
is growing due to its sulphur-free charac-
ter, widespread availability and ease of
bunkering. In gas mode, the ME-LGIP
engine operates on just 3% pilot oil and
down to 10% load. Ultimately, we expect
the engine to operate without the need
for pilot oil.”
Upon the engine’s debut, MAN En-
ergy Solutions stated that it expected a
strong demand for the ME-LGIP engine
in the very large gas carrier (VLGC)
and coastal vessel sectors. The company
also said that developing the world’s first
LPG-propelled dual-fuel engine would
help reduce the environmental footprint Rendering of the MAN B&W ME-LGIP engine, showing here a 6S50ME-LGIP type Source: MAN
of the maritime industry by using fuel
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that has a greener emissions profile, in-
cluding an inherent compliance with all
current and future sulphur-oxide emis- bly turn its focus towards the reduction Diesel principle
sions regulations. of volatile organic compounds in the fu- The diesel principle provides the ME-
Foldager subsequently added: “The ture. Accordingly, we view the ME-LGIP LGIP engine with high operational
ME-LGIP can also burn liquid volatile as also ideally suited to the propulsion of stability and efficiency, notably during
organic compounds, a deliberate move shuttle tankers and very large crude car- load changes and fuel change-overs. The
on our part since the IMO will inevita- riers.” negligible gas slip of the ME-LGIP en- >
6 VDMA Special| Schiff & Hafen | Ship & Offshore | 2019/20
PREPARE YOUR FLEET FOR
2020 STOP OVERCONSUMPTION!
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Optimising your fleet in service.
Phone: +49 3991 736 189 | Email: sales@mmg-propeller.de
http://www.efficiency-by-mmg.de/redesign.html
GERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
gine makes it the most environmentally well-proven electronic control which
friendly, two-stroke technology available. means that fuel is injected by fuel booster
MAN Energy Solutions has also re- injection valves (FBIV) ensuring that a
ported that the ME-LGIP engine has low-pressure fuel-gas supply system can
demonstrated a reduction of up to 18% be employed, significantly reducing first-
in CO2 emissions and an approximate re- time costs and increasing reliability.
duction of 90% particulate matter when The ME-LGI came about due to
running on LPG, compared with HFO. interest from the shipping world in op-
erating on alternatives to HFO. There
The ME-LGI concept are many specialised methanol and LPG
With a new injection concept, initially carriers in operation today but many
developed for methanol, the ME-LGI more are under construction as the
concept greatly expands MAN Energy world’s LPG infrastructure grows. With
Solutions’ dual-fuel portfolio and ena- a viable, convenient and comparatively
bles the exploitation of more low-flash- cheap fuel already on board, it makes
point fuels such as ethanol, dimethyl sense to use a fraction of the cargo to
ether and now LPG. power the vessel with an important,
The engine’s ‘ME-’ prefix indi- side-benefit being its positive, environ-
cates that the new engine benefits from mental performance.
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Design of the ME-LGIP cylinder cover with LPG injection valve (FBIV) and gas block Source: MAN
NOX SOX PM CO2
LNG 20-30% 90-99% 90% 24%
LPG 10-15% 90-100% 90% 18%
Methanol 30-50% 90-97% 90% 5%
New fuel emission reductions compared with Tier II engines on HFO Source: MAN
ME-LGIP technology LPG installation
The primary characteristics of ME-LGIP With the ME-LGIP engine, LPG joins
engines include: the list of liquid, environmentally friendly
> a low-pressure supply system; fuels that can power MAN Energy Solu-
> a fuel-injection system, the FBIV; tions’ portfolio of two-stroke, dual-fuel
> an injection pressure of 500-600 bar; engines which are available from all li-
> the ability to handle low-sulphur/ censees. MAN Energy Solutions further
low-flashpoint fuel types including me- reports that it expects ME-LGIP instal-
thanol, ethanol, LPG, and dimethyl ether lation aboard merchant vessels to be
(DME). price-competitive compared to other,
The main components of the LGIP sys- dual-fuel-burning engine types.
tem are its LPG injector, gas-control
blocks, pipes and accumulators. Of these, LPG as fuel
the innovative FBIV-P (propane) is fun- Due to ever more stringent emission lim-
damental to the concept and designed its, many LPG carrier operators called
with two main functions: for MAN Energy Solutions to develop
1. To pressurise or boost the LPG to the an LPG-fuelled engine that could power
desired injection pressure; LPG carriers in the most viable, conven-
2. To ensure the correct timing and dura- ient and economical way using a fraction
tion of the LPG injection. of the cargo already on board.
LPG is an eminently environmental-
Nitrogen is used to purge the FBIV-P of ly-friendly fuel, in much the same class
LPG. This is supplied through the LPG as liquefied natural gas (LNG), and an
lines by making a change-over in the fuel LPG-fuelled engine will significantly re-
valve train (FVT). duce emissions, enabling vessels to meet
Furthermore, the safety concept re- the stringent IMO SOx emission regula-
quires that all LPG lines in the engine tions due to come into force globally in
room are designed with double-wall pip- January 2020. The fuel also provides an
ing with a ventilated outer pipe. Any leak important step forward towards reach-
from seals is accordingly vented to the ing the IMO’s 2050 greenhouse gas
outer pipe to avoid the risk of leakage to targets as well as offering benefits with
the engine room. respect to IMO EEDI compliance re-
The MAN B&W ME-LGIP dual-fuel quirements.
engines are designed to run equally as ef- LPG’s future as a viable fuel for gener-
fectively on diesel or LPG. Furthermore, al marine transportation looks promising
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the ME-LGIP engine is flexible with re- because it will not require the same level
gard to LPG composition and operates ef- of investment in infrastructure – such as
ficiently even with LPG fuels that contain bunkering facilities, for example – com-
significant amounts of ethane. The ME- pared with other gaseous fuels. As a
LGI (Liquid Gas Injection) concept can widespread energy source, availability is
be applied to all MAN Energy Solutions’ high and LPG is easier to store and han-
low-speed engines from 50-bore and up, dle, compared with cryogenic gaseous
either ordered new or through retrofitting. fuels. >
Furthermore, LPG is tra- Orders
ditionally a cheaper fuel than MAN Energy Solutions had
marine gas oil yet delivers already won the first order for
the same performance and the new engine – well prior
efficiency. Importantly, the to its official unveiling – early
ability to use LPG cargo as a in 2018. At that time, Hanjin
supplemental fuel source pro- Heavy Industries announced
vides significant cost savings that it would construct two very
for LPG tanker owners and large gas carriers for Belgian in-
charterers, including reduced tegrated gas shipping compa-
time and fees for fuel bunker- ny Exmar in its Hanjin Heavy
ing. Industries Construction Phil-
ippines facility. The 86,000m3
The Maritime Energy newbuildings will each be pow-
Transition ered by an individual MAN
The development of the ME- B&W 6G60ME-LGIP Mk9.5
LGIP engine to burn LPG is engine.
part of the ‘Maritime Ener- In September, MAN Energy
gy Transition’, an umbrella Solutions announced the first
term that covers all MAN retrofit orders for ME-LGIP en-
Energy Solutions’ activities gines when it signed a contract
with regard to supporting a with Oslo-listed BW LPG for the
climate-neutral shipping in- world’s first retro-fitting of four
dustry. MAN B&W 6G60ME-C9.2
The term stems from the HFO-burning engines to
German expression ‘Ener- 6G60ME-C9.5-LGIP dual-fu-
giewende’ and encapsulates el engines. The order includes
MAN Energy Solutions’ call options for further retrofits in
to action to reduce emissions the future with work expected to
and establish natural gases as begin during 2020.
the fuels of choice in global Early in 2019, Jiangnan
shipping. It promotes a glob- Shipyard, owned by China
al ‘turn to gas’, driven by the State Shipbuilding Corporation
IMO, and a common approach (CSSC), ordered an LPG-burn-
by the shipping industry, bun- ing MAN B&W 6G60ME-LGIP
ker suppliers, port and termi- engine for installation on an
nal operators and regulators to 86,000m3 very large gas carrier
invest in infrastructure devel- for Tianjin Southwest Maritime
opment and retrofits. (TSM), a Chinese shipping
Launched in 2016 after company. The vessel is sched-
COP 21, the initiative has uled for delivery in the second
since found broad support half of 2021 and the contract
within the shipping industry includes an option for a second
and in politics. unit.
> ABOUT MAN ENERGY SOLUTIONS
MAN Energy Solutions is a leading provider of large-bore diesel and
gas engines and turbomachinery. The company’s product portfolio
includes two-stroke and four-stroke engines for marine and statio-
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nary applications, turbochargers and propellers. MAN Energy Solu-
tions enables its customers – within the marine, energy and indus-
trial sectors – to achieve sustainable value creation in the transition
towards a carbon-neutral future, improving efficiency and perfor-
mance at a systemic level. Leading the way in advanced engineering
for more than 250 years, the company provides a unique portfolio
of technologies and employs some 14,000 people at over 120 sites
globally. www.man-es.comImproved Down Angle gearbox design
REINTJES | The specialist for
marine gearboxes and transmis-
sion systems, Reintjes GmbH,
has presented its Down Angle
Gearbox series WVSA as a “de-
veloped to the next level” prod-
uct. Reintjes says that it has im-
proved its down-angle design,
which allows horizontal instal-
lation of a diesel engine while
the propeller shaft is tilted
downwards. To save space and
distribute weight, the engine
arrangement can be accommo-
dated where there is an angle
between the propeller shaft axis
and drive shaft axis.
For the small axis angle availa-
ble in down-angle and V-drive
transmissions, there is the pos-
sibility of gear production by
means of gear hobbing as with
conventional spur gears. To Two-speed V-Drive reverse reduction gearbox ZWVSA 440 UP Source: Reintjes
distinguish them from conven-
tional bevel gears, these gears
are called conical involute gears output shaft form an angle. The These gearboxes are two-speed space-saving arrangement. Due
or beveloid gears. The design intermediate shaft runs parallel V-drive reverse reduction to the two-speed layout, propul-
of beveloid gears has been to the drive shaft and spur gears gearboxes for fast crew supply sion systems with fixed-pitch
developed by rolling a rack- are used for the clutch housings. vessels. The design of these propellers can be adapted to
shaped tool, which is tilted by The first Reintjes gearbox- gearboxes is characterised by different operating conditions
the cone angle in the direction es with beveloid gears went the use of a step-up gear stage, so that the diesel engine always
of feed. Usually, these gears through extensive prototype allowing the unit to be mounted operates within its optimum
show a point contact while the testing and were successfully close to the engine and there- speed range.
flanks roll on each other. In commissioned in May 2018. fore providing a very effective In addition to the development
contrast, beveloid gears manu- of a series with V-drive arrange-
factured by Reintjes have line ments, Reintjes is enhancing the
contact through a modified tool design of the down-angle trans-
path of the gear hob, leading to
> ABOUT REINTJES mission series. The gearbox
ideal transmission performance. Reintjes, based in Hameln, was founded in 1879 and is one of the sizes WVSA 442, WVSA 742,
The axes of beveloid gears may major independent manufacturers and suppliers of power train WVSA 1542, WVSA 1942 and
be crossed or skewed. The drive systems, in particular marine gearboxes for engine outputs ranging WVSA 2242 will be available,
shaft, which is coupled to the from 250 kW to 30 MW and transmission systems available world- each with a maximum reduc-
crankshaft of the engine, and the wide. www.reintjes-gears.de tion ratio of up to approx. 4.2:1.
QUALITY
The Specialists for Filters MADE
IN
GERMANY
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in Marine and Industry
For over 30 years, the specialist FIL-TEC RIXEN GmbH has been
involved with improvement, manufacture, service and sales of filters
before
and filter replacement parts for marine and industrial applications.
Thanks to our technically sophisticated management systems and
flexibility when it comes to special orders, we can respond effectively
and after
and at short notice with customised solutions.
FIL-TEC RIXEN GmbH 0TUFSSBEFt%)BNCVSHt1IPOF t'BY tJOGP!öMUFDSJYFODPNtXXXöMUFDSJYFODPN
VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20 11GERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
Becker claims that four wing sails will provide sufficient power to propel the vessel at speeds of up to ten knots in ideal conditions without
engine support Source: Becker Marine Systems
Harnessing the power of wind
BECKER MARINE SYSTEMS | By expanding The key partner for this development is optimal conditions, the sails will be able
its broad range of environmentally-friend- Stockholm-based Wallenius Marine. The to propel the vessel at speeds of up to ten
ly products and systems for the maritime latest design of a modern car carrier con- knots without engine support, Becker Ma-
industry, Becker Marine Systems is now tains four large Becker Wing Sails each rine Systems claims.
focusing on wind-operated vessels and has with an area of more than 1,000m2. In The Becker Wing Sail will consist of two
introduced an innovative sail technology vertical sections, forming an aerodynamic
that will harness the power of the wind in foil. According to the company, it is a great
a car carrier design. advantage that the wing sails can be oper-
„We will see different hybrid systems on ated at a small angle towards the apparent
board vessels in the future. There will be
> ABOUT BECKER wind, enabling the vessel to use the wing
ships and services where sailing provides MARINE SYSTEMS sails on most courses. In order to pass un-
a real option for supporting propulsion,“ Hamburg-based Becker Marine Systems is
der bridges, provide safe operation in port
says Henning Kuhlmann, managing direc- and „reef “ the system in harsh conditions,
one of the market leaders in manoeuvring
tor of Becker Marine Systems. Becker has developed a special lay-down
systems and energy-saving devices such
The company is developing the high- device for the new technology.
as the Becker Flap Rudder, the Becker Twist
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ly efficient Becker Wing Sail which will The company‘s high-end rudders and ener-
Rudder and the Becker Mewis Duct®. These
generate significant forward thrust on gy-saving devices are a benchmark for effi-
well-established products are optimised
commercial vessels. Becker believes that ciency and performance of manoeuvring sys-
for large tankers, container vessels, passen-
a ship’s operating profile may well have tems and energy-saving systems. As Becker
ger ferries, large cruise vessels and luxury
to be adapted to harness wind power and continues to develop emission reducing initi-
yachts. Additionally, Becker offers a wide
weather routing will play an important atives in the maritime industry, the company
range of alternative energy systems for the
role. However, there is, nevertheless, sig- also offers LNG-based cold-ironing systems
nificant potential for reducing a vessel‘s marine industry. (Becker LNG PowerPac®) and Compact Ma-
fuel consumption. www.becker-marine-systems.com rine Battery Systems (COBRA).
12 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20Your
visions
succeed
Marine system expertise
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Integrated system solutions raise your
www.man-es.comGERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
The four MaK dual-fuel engines of the M 46 DF series on board AIDAnova each have an output of 15.44 MW Source: AIDA Cruises
Eco-friendly travel with LNG
ZEPPELIN POWER SYSTEMS Four MaK M 46 DF dual-fuel engines power the cruise ship AIDAnova. Since its
commissioning, the ship has been operating with environmentally friendly liquefied natural gas (LNG) – a world
first.
T
he AIDAnova cruise ship, built by (LNG), both in harbour and at sea. The prising Caterpillar MaK dual-fuel engines.
Meyer Werft for Carnival Corpora- development is based on dual-fuel engines It consists of four 16-cylinder MaK M 46
tion, went into service with AIDA that can be powered using diesel as well as DF dual-fuel engines, two Cat 3516C-HD
Cruises in December 2018. It is the world’s LNG. emergency diesel generator sets, and a
first cruise ship to be powered by envi- For the AIDAnova, Zeppelin Power complete LNG processing system. The nat-
ronmentally friendly liquefied natural gas Systems provided a complete system com- ural gas is stored at -162°C in three tanks
Copyright DVV Media Group
14 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20and goes through several stages of filtering projects. Engines can be converted to LNG
before liquefaction. in a number of ways, and operators can
The MaK dual-fuel engines, which gen- choose whether to replace entire engines
erate a total output of nearly 62 MW, weigh or have them converted in situ, on the ship.
over 200 tonnes per unit. The M 46 DF LNG is stored on board, either in perma-
engine achieves an output of 15.44 MW at nently installed tanks or easily swappable
514 rpm, while meeting IMO Tier III emis- containers.
sions standards. The combination of low From main and auxiliary propulsion via
emissions with excellent efficiency and reli- propellers, bow thrusters, SCR and ballast
ability makes this the ideal engine for operat- water treatment systems, to integration of
ing within and outside environmentally sen- an entire LNG system, Zeppelin Power
sitive areas, as well as in regions with heavy Systems offers a full range of services, and
fuel oil constraints. The use of LNG almost develops ship-specific systems in collab-
completely eradicates the release of fine dust oration with the customer. If servicing is
and sulphur oxide, with nitrogen oxide and required, the worldwide Caterpillar dealer
CO2 emissions reduced in the long run. Un- network guarantees rapid response and ex-
der current plans, Zeppelin Power Systems MaK M 46 DF dual-fuel engine Source: ZPS cellent spare part availability.
will equip eight more Carnival Corporation
ships with LNG engines by 2024.
Dual-fuel portfolio
With the MaK M 34 DF and M 46 DF dual-
fuel engines from Caterpillar, Zeppelin
Power Systems offers medium-speed four-
stroke engines that can be powered using
diesel as well as gas or LNG. Both models
meet the current IMO Tier III emissions
standards when gas-powered, with no need
for additional exhaust gas aftertreatment.
The M 34 DF generates output of up
to 530 kW per cylinder at 720 or 750 rpm,
while the M 46 DF produces up to 965 kW
per cylinder at 500 or 514 rpm. Both en-
gines offer long service lives and low run-
ning costs. Their compact design facilitates
quick and easy access to systems and com-
ponents, while also providing an exception-
al degree of safety even accounting for di-
verse engine loads and variable gas quality.
Newbuilds and conversions
Zeppelin Power Systems takes on system
integration for both newbuilds and retrofit
MODERN CLASS FOR
SMARTER OPERATIONS
> ABOUT ZEPPELIN
Today’s market needs smarter solutions – and a modern classification partner.
POWER SYSTEMS Find out how our modern classification solutions can turn possibilities into
opportunities – and make your operations safer, smarter and greener.
Copyright DVV Media Group
Zeppelin Power Systems is the official part-
ner of Caterpillar for Cat and MaK engines
Learn more at dnvgl.com/maritime
and a leading provider of drive, propulsion,
traction and energy systems. The legal en-
tity of the Zeppelin group offers compre-
hensive sales, engineering and service for
industrial and marine applications, rail ve-
hicles, oil and gas industry and power ge-
neration. www.zeppelin-powersystems.com
VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20 15GERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
Thanks to its twin MAN turbocharged engines, the pilot boat Luna has a top speed in excess of 30 knots Source: MAN Engines/Andrew Chin
Selective catalytic reduction system
successfully tested on pilot boat Luna
MAN ENGINES Two 12-cylinder MAN engines power the Dutch pilot vessel Luna in Rotterdam. First practical
tests confirmed that MAN Engines’ Compact selective catalytic reduction (SCR) system satisfies IMO Tier III.
P
ilot boats are essential for maritime their duties, the boats must be equipped er units are distinguished not only by their
navigation. They transport pilots to with powerful and reliable engines. For its unequalled power/weight ratio, but also by
their destinations in all winds and latest pilot vessel, the Dutch Pilot Associa- their modular exhaust gas aftertreatment
weathers so that incoming ships can be tion (DPA) has entrusted this duty to two system (EAT) from MAN Engines. This
safely guided into harbour. To perform MAN D2862 LE469 engines. These pow- is the first time the SCR system, which en-
YOUR PARTNER FOR MARINE APPLICATIONS
AND WORLDWIDE SERVICE.
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Contact us: Phone +49 40 853 151 0
zps.hamburg @ zeppelin.com
www.zeppelin-powersystems.com
16 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20ables working vessels to satisfy the IMO
Tier III emission standard, has been tested
in the field.
The field test was based at the Port
of Rotterdam, where since end of 2017
the 23m-long Luna has been in operation
for the Dutch Pilot Association (DPA)
Loodswezen. Tjeerd de Vos, fleet manager
for the DPA, explained: “For environmen-
tal reasons and to satisfy the tougher IMO
Tier III emission standards which come
into effect in 2021, we decided to collabo-
rate with MAN Engines and test the EAT
system on the twin MAN type D2862 en-
gines in one of our boats.” The compact and maintenance-free exhaust gas aftertreatment system from MAN Engines
with selective catalytic reduction mixer, AdBlue© fluid metering unit and SCR catalytic conver-
ter (everything fully insulated). The selective catalytic reduction system enables compliance
IMO Tier III compliant system with the IMO Tier III and US Tier 4 emission standards. Source: MAN Engines/Andrew Chin
An exhaust gas aftertreatment system is
installed for each cylinder bank of each
engine; this system introduces a metered
amount of urea solution (AdBlue©) which
reduces nitrogen oxide levels. The 32.5%
aqueous urea solution is meted via the SCR
mixer which is incorporated in the exhaust
gas system immediately upstream of the
catalytic converter. This generates a homo-
geneous mixture of AdBlue© fluid and ex-
haust gas, which in the downstream SCR
converter reacts with the nitrogen oxides
(NOx) to form water (H2O) and harmless
nitrogen gas (N2).
“Our engineers at MAN Engines have
succeeded in developing a modern and
compact SCR-only system. We can dis-
pense with bulky and heavy components
such as diesel particulate filters and oxida-
tion catalytic converters,” explains Claus
Benzler, head of marine sales, MAN En-
gines. De Vos also appreciates the system’s
advantages: “The SCR system is very com-
pact and lightweight, so it is ideal for our
boats. A further advantage for us is that
both the EAT and the engines come from
COMPACT BATTERY
a common source. That means we have one COBRA is an advanced maritime battery system employing
partner for both systems and an assurance tried and tested 18650 lithium-ion cell technology. The light-
that the systems are perfectly matched to weight battery system is designed for marine requirements,
each other.” suited for seagoing and inland ships such as ferries, tugs, cruise
According to MAN Engines, it is not ships, yachts, OSV and harbour/service vessels.
just the EAT that is impressively light- Any scale of power storage is possible due to modular battery
weight, but also the two turbocharged units in standardised cabinets of up to 1,000 V DC including
engines. These lightweight engines weigh integrated cooling equipment. COBRA
Copyright DVV Media Group
in at just 2,270 kg each. The D2862 of- e n t a l ly f
can be used for fully electric battery or nm r
ro
ie
fers the best power/weight ratio in its
n d ly
envi
hybrid drives, as emergency power source
class, delivering 1,029 kW (1,400 hp) at or as onboard energy supply, e.g. for
2,100 rpm. The pilot boats need this pow- peak shaving. ec
b
ts
k er pro duc
er when transferring pilots because the
pilot vessel must press itself hard against
the hull of the incoming ship so that pilots
Manoeuvring Energy-Saving Alternative
can climb aboard using a ladder. Thanks Systems Devices Energies
www.becker-marine-systems.com
to the wide torque plateau of the MAN >
VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20 17GERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
organisation which has to provide a high
level of service,” De Vos explains. “Safety,
availability and reliability are the principal
requirements placed on us. The same is
true of our boats. The Luna must be ready
for service at all times and must operate
under difficult conditions, such as a swell
with waves up to three metres high,” The
boat’s power unit must measure up to such
requirements.
“The engines must perform reliably
at high power for 3,000 operating hours
a year,” he continues. Specifically, that
means operation at full power for 50-60%
of the duty cycle. The two engines each
drive a waterjet and can accelerate a pilot
boat weighing more than 50 metric tonnes
The Luna in service at the Port of Eemshaven. The pilot vessel has a three-man crew and can to speeds in excess of 30 knots.
transport up to twelve pilots at a time. Source: Barkmeijer Shipyard
Successful first year leads to renewal
The field trial was agreed initially for one
year with an option for a further twelve
12-cylinder engines, the captain can keep stallation of the SCR system was a step into months; this option has now been exer-
the engine speed at its most efficient level the unknown. cised. De Vos draws a positive interim con-
without losing thrust. In addition, such a “The SCR system is highly compact. clusion from this: “Overall, we are pleased
torque plateau permits smooth and pow- However, the installation was quite a chal- with the performance of the SCR system,
erful acceleration at the lowest specific lenge because at that early stage of devel- as well as with the engines. The crew par-
fuel consumption. opment, there was no detailed instruction ticularly appreciate the low noise level and
manual available for such an installation. smooth running of the engines.” Benzler
Lightweight and powerful engines Together with MAN, we are learning as we also expressed satisfaction with the experi-
The light weight brings particular advan- go along.” MAN Rollo is available to the ence to date: “The AdBlue© fluid needed
tages when manoeuvring the pilot boat. DPA at all times as an expert local support is about what we had expected. We have
“These engines are about 1,000 kg lighter partner. The company’s offices in Zoeter- reliably satisfied the new limit of 2 g/kWh
than others in its class,” notes Peter Nieuw- meer are just half an hour by car from the for nitrogen oxides.” The previous IMO
veld, project manager at MAN Rollo. The Port of Rotterdam. Tier II exhaust emissions standard permit-
long-term agent and importer of MAN en- That is where the Luna is based as one ted 7.7 g/kW of nitrogen oxide emissions.
gines was responsible for the installation of the DPA’s four pilot vessels. If the weath- From 2021, compliance with IMO Tier III
of the engines and is providing support er is too bad for the boats, there is also a will be mandatory, requiring around a 70%
throughout the entire project. But the in- helicopter available. “The DPA is a 24/7 reduction in nitrogen oxides, depending
on the maximum rotational speed of the
engine.
The DPA has ordered two new pilot
vessels to help renew its fleet. The first of
these is expected to come into service in
2020 and will also be equipped with the
EAT system from MAN Engines.
> ABOUT MAN ENGINES
Copyright DVV Media Group
MAN Engines – a division of MAN Truck &
Bus – develops, produces and sells a wide
range of efficient high-speed diesel and
gas engines producing of up to 1,471 kW
(2,000 hp) for a wide range of applica-
tions in many industries including ship-
View of the engine room of the Luna with the twin MAN D2862 12-cylinder engines, each ping, boats and special-purpose vehicles.
rated 1,029 kW in terms of power at 2,100 rpm Source: MAN Engines/Andrew Chin www.man-engines.com
18 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20smm-hamburg.com
the leading international
maritime trade fair
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twitter.com/SMMfair
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#SMMfairGERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
Ymer Icebreaker in action without any trace of smoke from the funnel Source: Staffan Ahlstrand, Sjöfarsverket Rederi, Sweden
Emissions down, efficiency up:
retrofitting diesel engines with
common-rail technology pays off
HEINZMANN As a specialist in engine and turbine management solutions, HEINZMANN offers common-rail
(CR) retrofit conversions for a wide range of diesel engines whilst also providing all of the monitoring and safety
features required for efficient marine applications.
S
tricter requirements for a reduction in ecological and economical engine life whilst the technical possibilities of an advanced fuel
environmental pollution, as well as an requiring only moderate capital investment in management system to meet environmental
increase in engine efficiency for ma- HEINZMANN’s leading retrofit technology. guidelines and to improve the efficiency of
rine applications, has necessitated advanced The Swedish Maritime Administration the SMA vessels.
technical solutions for the Swedish icebreaker (SMA) operates a fleet of several icebreaking The project started with the retrofit of
fleet. State-of-the-art electronic fuel injection vessels. Considered as a role model within the 40-year old icebreaker Ymer. During an
(EFI) systems provide the key to prolonged, the governmental agency, SMA examined on-site survey, HEINZMANN’s experts re-
Copyright DVV Media Group
HYBRID DRIVES FOR VESSELS
www.e-ms.eu
20 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20Manoeuvring
Competence
Source: Albert Hagander, Sjöfarsverket Rederi, Sweden
HEINZMANN HDP-K4 high-pressure pump mounted on 2.2 Pielstick engine of the Ymer icebreaker
viewed the feasibility and the expected per- late in 2016. Further fuel-saving potential
formance of implementing a common-rail was planned by reducing the engine speed Rudder Propellers
(CR) retrofit system to the ship’s five main in part load from 485 rpm fixed speed down
Pielstick 2.2 engines generating 3.5 MW to 360 rpm variable speed. As a so-called
each. It turned out that any future challeng- “Green Drive“, this load-dependent speed
es the vessel might experience could be met mode was introduced successfully and
by this type of engine retrofit. found to generate a a further fuel saving
To develop a concept, specification data of more than 4%. As an extra benefit, con-
were obtained from original drawings. An sumption of lubrication oil fell by 50%. Af-
on-site survey, including on-engine meas- ter all five engines were commissioned, the
urements, was performed and a mock-up of successful integration into the ship automa-
the high-pressure fuel piping and rail system tion system was verified during sea trials.
was built. As a proof of concept, one of the During three seasons under challeng- FPP and CPP
five main engines was retrofitted with the ing and harsh operating conditions, the
HEINZMANN CR system in December HEINZMANN CR system has demonstrat- Transverse Thrusters
2013 to determine the impact on efficiency ed excellent performance and reliability.
and emissions. According to HEINZMANN, all objectives
The system installation and commis- have been met to the complete satisfaction
sioning was carried out without any major of SMA. Further retrofits for the remaining
modification to the engine itself. It com- sister vessels are now under consideration.
prised the complete replacement of the fuel During the measurements taken in service,
system, the mounting of a local operation a total fuel saving of 11% has been con-
panel and the integration of the HEINZ- firmed by SMA. Thruster Drives and
MANN control, monitoring and safety
units into the ship’s automation system. A
Controls
second main engine with original hydraulic
governor-based configuration was operated > ABOUT HEINZMANN
under comparable conditions in order to
rate the improvements. Established in 1897, HEINZMANN GmbH &
After a two-year test period, it was shown Co. KG, Schönau, offers a product portfolio
that the targeted 5% fuel saving and emis- comprising engine management systems
sions reduction (IMO Tier 1 level) could be and exhaust gas aftertreatment solutions
for industrial combustion engines and tur-
Copyright DVV Media Group
met with the HEINZMANN CR system. A
further improvement in fuel consumption bines. It also encompasses automation sys-
of 2.5% was achieved with an additional tems, primarily for the shipping industry.
turbocharger upgrade. In addition, visible For decades, HEINZMANN has been develo-
smoke disappeared completely. According ping and producing sturdy, powerful elec-
to HEINZMANN, the vibration level fell by tric drives up to 25 kW, which have proven
30% and the maintenance costs fell sharply. their worth in numerous applications, par-
The next stage was the retrofit of the ticularly in harsh industrial environments.
remaining four main engines, carried out www.heinzmann.com
www.jastram-group.comGERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
Extension of hybrid transmission portfolio
ZF In light of ever-stricter regulations at sea and in ports, the future of shipping belongs to clean and
sustainable propulsion technology. ZF can support shipbuilders and fleet operators who want to lower
their emissions, improve fuel consumption and cut operating costs with a hybrid-capable transmission
portfolio in many application segments.
M
arine hybrid transmissions from ple is the electric central drive ZF CeTrax, mission portfolio, for example, and will be
ZF feature a robust design and an electric motor that was developed by adding models in A and V versions”.
the highest degree of reliabili- the company in the power range up to a These versions are transmission
ty and flexibility for customer-oriented maximum of 300 kWe. The combination models where the output shaft lays at
installations. The power range extends of these two innovative technologies in an angle compared to the input shaft
from about 600 kW conventional pow- one driveline ensures a perfect interaction and therefore saves a lot of installation
er (ZF 33X0 series) to a maximum of and ideal power development. space. The hybrid A and V versions will
10 MW (ZF 83700). Furthermore, the have the same dimensions as the standard
company expands its transmissions with Large transmission portfolio transmissions. This will be a big benefit
an additional power take-in (PTI) that “The current market requirements for especially for those yacht builders with
exerts force on the propeller shaft via an hybrid vessels prove that ZF’s decision to specific model lines as they don’t need
electric motor alone or in combination develop a wide range of hybrid transmis- to redesign the foundation of the pro-
with the conventional engine. sions was the right step made at the right pulsion system. “The decision between
In the lower power range, the hy- time,” explains Wolfram Frei, Head of a standard and a hybrid propulsion sys-
brid-capable transmissions can be com- Global Sales Commercial and Fast Craft in tem can be taken without spending any
bined with electric motors and inverters Friedrichshafen, and adds: “ZF is working thoughts on changes of the foundation,”
between 150 kWe and 600 kWe. An exam- on a further extension of its hybrid trans- says Wolfram Frei.
Copyright DVV Media GroupExpandable modular solution CMS is a further step which ZF is taking
In addition to the hybrid technology, the towards a smart marine propulsion system.
company can provide a flexible coupling, This intelligent system bundles all impor-
electronic pump, control unit and digital tant data to optimise ship operation, save
status monitoring in the future. costs, and provide critical information in
Monitoring current data from the drive- emergency situations.
line as well as the status of core compo-
nents with a Condition Monitoring System
(CMS) makes it possible to avoid fail-
ures and plan maintenance > ABOUT ZF
work effectively. This
shortens downtime, low- FRIEDRICHSHAFEN AG
ers operating costs, and
increases safety on board ZF Marine supplies propulsion systems and
and in port. Depending components for all types of vessels – motor
on customer requirements, Thanks to an additional PTI, the ZF 8300 yachts, watersports boats, high-speed fer-
the CMS can monitor the marine transmission can be extended with ries, workboats and commercial vessels, in
hybrid functions, for example by combining a power range from 10 kW to 12 MW – to
propulsion system at different levels. it with the CeTrax electric drive, a ZF in-
In the standard version, the CMS deter- customers including major shipyards and
house development Source: ZF
mines typical parameters like oil pressure engine manufacturers worldwide.
and temperature, both before and after The product portfolio includes a compre-
the cooler, to monitor the cooler condi- hensive range of transmissions (reversing,
tion, clutch or filter condition or a sensor ic load monitoring (DLM). This makes it non-reversing and hybrid), propellers, POD-
to check the state of the oil. The expanded possible to detect changes in the perfor- drive systems, steering systems and CAN-
monitoring version measures oscillation mance of the components early on and the bus-compatible, electronic control systems,
in the system and the actual transferred state of the oil with regard to particle and azimuth thrusters, tunnel thrusters and
torque in the drive system using dynam- water content. sail drives. zf.com/marine
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www.htt-trafo.deGERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
Customer-specific exhaust aftertreatment
systems for emission reduction
HJS EMISSION TECHNOLOGY Exhaust aftertreatment systems often have to be individually adapted to
engines or large equipment. HJS Emission Technology offers solutions for emission reduction that are tailored
to the respective requirements.
T
he tightening of emissions legislation poses major chal-
lenges for the shipping industry. Since January 1st, 2019,
regulations require that only engines between 19 kW and
300 kW class IWA and IWP with the emission standard EU Stage
V can be installed. The transition period for engines of more than
300 kW will also expire on January 1st, 2020. There is, therefore,
an urgent demand for marine engines certified to meet these re-
quirements.
At this point, HJS stands out with its experience as a long-standing
original equipment supplier of exhaust aftertreatment technologies
to well-known engine manufacturers with over 40 years of compre-
hensive systems expertise. As a Tier-1 original equipment manufac-
turer, HJS develops tailor-made systems for small auxiliary engines
right up to large main engines with several megawatts of power.
HJS project example of an autarkic SCRT-upgrade for a stationary
engine Source: HJS
Above all, the company relies on its expertise in turnkey product
development. From conception and development, prototyping,
certification and serial production, projects are implemented in
close cooperation with the manufacturer. In addition to the tech-
nical implementation, HJS also takes care of the system certifica-
tion and approval requirements.
HJS applies an innovative approach that does not require a new
engine to meet the latest emission requirements. Through an
autarkic Selective Catalytic Reduction Technology (SCRT®) up-
grade, the exhaust specialist enables existing units to comply with
the latest emission regulations – without having to intervene on
Copyright DVV Media Group
the engine. Thanks to this technical sophistication, HJS custom-
ers benefit not only from significant cost savings but also from
saving resources.
The core of the HJS systems is its own unique sintered metal filter
technology (SMF®), for which HJS was awarded the „German En-
Klausdorfer Weg 163 y 24148 Kiel – Germany vironmental Award“. Exhaust gas aftertreatment systems based on
Tel.: +49 (0) 431 66 111-0 y Fax: +49 (0) 431 66 111-28 SMF® are particularly reliable, require very little maintenance and
E-mail: info@podszuck.eu y Internet: www.podszuck.eu have a very long service life. The cleaning intervals are about four
times longer due to the considerably higher ash storage capacity com-
24 VDMA Special | Schiff & Hafen | Ship & Offshore | 2019/20pared to common ceramic filters. The cleaning itself also incurs no
Source: HJS
additional costs because operators can easily carry out the process
themselves. Since the ash in sinter metal filters is freely accessible
in large pockets, the ash can be sucked off, blown off or cleaned by
means of a high-pressure washer. This can be performed without re-
moving the complete filter unit. Damage caused by improper clean-
ing is almost impossible, which minimises the risk of downtime.
Even larger ships with engines in the power range of several mega-
watts are equipped with exhaust aftertreatment systems such as
SCR (Selective Catalytic Reduction) and DPF® (Diesel Partic-
ulate Filter). Regeneration and ash maintenance are especially
important factors for high-performance medium-speed engines.
The regeneration must be carried out safely and reliably at all en-
gine loads, including full and rapidly changing loads. Ash mainte-
nance must take place after as long a time interval as possible and HJS - Sintered Metal Filter (SMF®) implemented in an ETB exhaust
then be carried out as quickly as possible. gas aftertreatment system for a high-powered marine engine
HJS cooperates in this field with the company ETB Energietech-
nik Bremen GmbH. ETB is a proven supplier of maritime exhaust
aftertreatment systems. The company specialises in the develop-
ment of high-performance burners with over 2-MW burner out- > HJS EMISSION TECHNOLOGY
put. Even with large engines, the filter regeneration can be per-
formed at all load levels and specially adapted designs – including As a family managed, medium-sized company with headquarters
cubic standing units in the engine compartment up to cylindrical in Menden/Sauerland, Germany, HJS Emission Technology GmbH
systems hanging in the funnel – can be installed so as to make the & Co. KG has long-standing experience and competence in the
best use of the available space. Due to these benefits, the flexible area of exhaust gas treatment. With approximately 450 emplo-
and robust SMF® technology developed by HJS has proven to be yees, HJS develops, produces and markets systems for the reduc-
the optimal solution to meet these requirements. tion of harmful emissions. www.hjs.com
Shaping Next Generation
Mobility
Copyright DVV Media Group
ZF is contributing to a clean and sustainable future in shipping with innovative driveline technology.
Thus ZF combines its wide-ranging portfolio of hybrid-capable transmissions with a digital condition
monitoring to shorten downtimes, lower operating costs, and increase safety on board and at the
port. Gain insight in the intelligent combination of mechanics, electronics and digital technology:
Visit zf.com/marineGERMAN MARINE EQUIPMENT ENGINES & POWER GENERATION
All-in-one package for SOLAS-
compliant retrofit of marine engines
THERMAMAX With Tmax-Retrofit, Thermamax offers SOLAS-compliant high-temperature insulation
for engines. The retrofit installations ensure safety on board at low overall costs.
T
he same is true for both older and younger vessels: safety source. Of course, this also involves a thorough needs assessment
on board is a top priority and compliance with safety reg- and, if necessary, collaboration with the engine manufacturer.
ulations is essential regardless of the age of the engine. In The perfect fit of the exhaust gas and turbocharger cladding is a
the engine room, where temperatures are highest, the risk of over- prerequisite for safety and efficiency. It is only possible to con-
heating is at its most intense and reliable fire prevention is vital. struct the right system when the engine’s 3D profile is available.
As 3D details are often not available for older engines, retrofitting This is why Thermamax’s first step involves the three-dimension-
with SOLAS-compliant high-performance insulation systems al capture of the engine. The results of the scan are used as the
has only been possible to a limited extent until now. basis for preparing digital 3D models.
With Tmax-Retrofit, however, older marine engines can now also Based on the scanned 3D profile, the company develops a CAD
be upgraded easily with high-temperature insulation systems model of the engine. From the available data, a polygon network
which not only meet but actually exceed SOLAS guidelines. in STL format is generated. This is converted into standard ge-
The Tmax-Retrofit all-in-one package provides all services – ometries and free-form surfaces. From these attributed surface
from the preparation of the engine’s 3D profile to the thermogra- models and own on-site photos, Thermamax can then create a
phy of the developed and installed insulation system – all from one CAD model in the STEP or IGES format. Once the virtual model
voith.com
Voith propulsion package for
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challenging offshore applications
The Voith combination package consisting of Voith Schneider Propellers (VSP) as main propulsion and
Voith Inline Thrusters (VIT) as side thrusters for efficient, comfortable and precise vessel operation. The
fast response of the Voith products enhances the vessel’s dynamic positioning performance, even under
rough conditions.
Contact details: marine@voith.comYou can also read
