ALTERNATIVE DIESEL PROPULSION ARRANGEMENTS FOR A MODERN BULK CARRIER

In this article, based on a study prepared for a shipowner by L. J. Neut, of the Stork-Werkspoor Diesel conpany, four possible Diesel propulsion arrangements for a 27,000-dwt, 15-knot bulk carrier are briefly described and their fuel and lubricating-oil costs are compared. The ship is assumed to need a c.p. propeller because of its particular operating conditions, and to have its own cargo-handling gear. The four alternative arrangements are: A--A medium-speed four-stroke main engine driving the propeller through a reduction gear, and three separate Diesel-generator sets. B--Propulsion as A, but with a shaft generator and two separate generating sets. C--An integrated propulsion-system with primary propulsion as B, but with the shaft generator having alternative drive by an auxiliary engine; depending on the arrangement, the auxiliary engine could also drive the propeller in emergency; there would be a separate Diesel-generator set for harbour service. D--A low-speed Diesel engine with direct drive; three separate Diesel-generator sets. The low-speed Diesel in D has a mcr of 14,300 hp; the medium-speed main engines in the other three arrangements each have a mcr of 13,000 hp. The "integrated" system, arrangement C, is discussed in rather more detail than the others. A summary of the fuel and lubricating-oil costs shows that , for a year's operation (5,000 hr), alternatives B and C have a lower total outlay ($836,120 each) than the two others (A - $864,10 and D - $900,760); this advantage is due to their lower costs for fuel for the auxiliary engines, and lower lubricating-oil costs.

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  • Corporate Authors:

    Royal Institution of Naval Architects

    10 Upper Belgrave Street
    ,   USA 
  • Publication Date: 1979-3

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  • Accession Number: 00308249
  • Record Type: Publication
  • Source Agency: British Ship Research Association
  • Files: TRIS
  • Created Date: Feb 27 1980 12:00AM