1 - SWZ Maritime

Transcription

1 - SWZ Maritime

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T IJD S C H R IFT VOOR
M A R IT IE M E T E C H N IE K
16™ CIMAC Oslo 3-7 June 1985
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NIEUW VAN GEVEKE:
DE CATERPILLAR 3500 SERIE.
GROOT VERMOGEN
MET ZUINIG KARAKTER
DE VISSERIJ OP
’T LIJP GESCHREVEN.
lp-*- 'S.
CATERPILLAR
Geveke Motoren en (jrondverzet B.V., Sector Motoren.
AfH S p rv 'ii1#* p n Vprk^win
__ —_ . ^ 1 « ^
t'apenctrecnt,
Telefoon: «78- 150555.
m O lO rG M
X i W IJ .
geveke
i
Long-term service experience confirms that Wartsila Diesel engines are capable
of burning the low fuel qualities of the future. For example, the recommended
time between overhauls for the Vasa 32 engine on heavy fuel is today 12 000
hours.
PREPARED FOR
THE FUTURE WITH
WARTSILA DIESEL.
Which fuel quality will your ship be running on
in the future?
Whatever the answer, the Real Heavy Fuel
Engines from Wartsila Diesel offer you a way to
be prepared. A way already in service worldwide.
A way already proven in the
toughest operating conditions.
And what’s more, a way that will
start paying for itself immediately.
Safety, Reliability and Total
Economy — for whichever fuel
quality your ship is going to run
THE REAL HEAVY FUEL ENGINES VASA22HF AND VASA32. FROM 530T0 6750kW.
THE ENTIRE RANGE FOR 700 (St.
WÀRTSILÂ
OY WARTSILA AB, VASA FACTORY
NOHAB DIESEL AB
WARTSILA POWER SINGAPORE (PTE) LTD.
P 0. Box 244, SF-65101 Vaasa. Finland P.O. Box 920. S-461 29 Trollhattan. Sweden P.O Box 619, Teban Garden, Singapore 9160
Tel. +358-61-111 433, Telex 74250 wva si Tel. +46-520-38200, Telex 42141 diesel s
Tel. +65-2659122, Telex 36636 wartfe rs
Wartsila Diesel B.V. P.O. Box 19066, 3501 DB Utrecht, Tel. +31-30332 144, Telex 47577 wart d, Telecopier +31-30340 870
52ste jaargang, 31 mei 1985, no. 11
Schip en W erf - Officieel orgaan van
de Nederlandse Vereniging van Technici op
Scheepvaartgebied
de Centrale Bond van Scheepsbouwmeesters in
Nederland CEBOSINE
het Maritiem
MARIN.
TIJD SC HR IFT VOOR M A R IT IE M E T E C H N IE K
Diesel engine developments
in the Netherlands
Research Instituut Nederland
by Ir. J. H. W esselo*
Verschijnt vrijdags om de 14 dagen
Redactie
Ir. J. N, Joustra, P. A. Luikenaar en
Dr. ir. K. J. Saurwalt
Redactie-adres
Heemraadssingel 193, 3023 CB Rotterdam
telefoon 010-762333
Voor advertenties, abonnem enten
en losse num m ers
Uitgevers Wyt & Zonen b.v.
Pieter de Hoochweg 111
3024 BG Rotterdam
Postbus 268
3000 AG Rotterdam
tel. 010-762566', aangesloten op telecopier
telex 21403
postgiro 58458
Abonnementen
Jaarabonnement 1985
buiten Nederland
losse nummers
(alle prijzen incl. BTW)
ƒ 73,55
ƒ 118,70
ƒ 5,25
Bij correspondentie inzake abonnementen
s.v.p. het 8-cijferige abonnementsnummer ver
melden. (Zie adreswikkel.)
Vorm geving en druk
Drukkerij Wyt & Zonen b.v.
R eprorecht
Overnam e van artikelen is toegestaan met bronvermelding en na
overleg met de uitgever. Voor het kopiëren van artikelen uit dit
blad is reprorecht verschuldigd aan de uitgever. Voor nadere
inlichtingen wende men zich tot de Stichting Reprorecht. Joop
Eijlstraat 11, 1063 E M Amsterdam.
ISSN 0036 - 6099
The Netherlands National Cimac Commit
tee is composed of manufacturers of diesel
engines and gasturbines and related
equipment, civil and m ilitary users of both
types of machinery, technical Universities
and oil companies with research activities
in the Netherlands. The com m ittee meets
twice a year and supports the CIMAC work
in an active way. From all possible subjects
the diesel engine developm ent work of the
three Dutch manifacturers of larger diesel
engines has been chosen for this article.
Several companies developed the original
idea of the late professor Kroon in the years
around 1950, viz. a longitudinal scavenged
two stroke engine with inlet ports and ex
haust valves. Brons, building a trunk piston
version, recently dropped this engine type
and so only Bolnes, building a crosshead
type are maintaining the original thought.
Due to the fact that the crosshead of the
Bolnes engine takes the shape of a piston
to be used as a scavenging pump, the
engine was ideally suited fo rth e application
of constant pressure turbocharging. Also
since the early days there is one single
exhaust valve. Consequently the design
principles are very sim ilar to those now
adapted for all large slow speed engines.
Due to its sm aller dim ensions (bore and
stroke are 190 and 350 mm) however, it is
really a medium speed diesel engine de
livering up to 140 kW (190 bhp) per cylinder
at 600 r.p.m. The type com prises inline and
Vee-form engines from 3 to 20 cylinders
and thus offers a very long range.
Of course the engine has been developed
for heavy fuel already a long time ago.
Present developm ent is m ainly directed to
further reduction of the fuel consumption.
Introduction of the test generation of tur
boblowers made it possible not only to raise
the power up to the present 140kW/cyl but
also resulted in a 6% lower specific fuel
consumption.
* Chairman of the Netherlands National Cimac
Committee (NCC)
S. en W. - 52ste jaargang - nr. 11 - 1985
The scavenging pump effect is using some
mechanical power at low loads but it im
proves the air-fuel ratio to such an extent
that nevertheless a lower specific fuel con
sumption occurs than without this effect.
The turbocharging principle as a whole
makes the engine well suited for applica
tions like sand pump drive in dredgers.
As an example, the pum p driving engines of
the suction-hopper dredger Apollo' of
dredging com pany Broekhoven have
achieved 28,600 running hours at 100%
torque, and speeds between 70 and 100%
to full satisfaction.
Brons-lndustrie, am algam ated from the
original com panies ’Brons and 'Industrie'
today concentrates on two activities. In the
first place they undertook the production of
a newly developed non-m agnetic version
of the earlier W erkspoor RUB 215 to supply
all 'tripartite' m inehunters built by France,
Belgium and the Netherlands. The RUB
215, which may be the highest rated Ricar
do w hirl-cham ber engine (bmep about 14
bar) is supplied for that purpose as a 12
cylinder Vee-form engine of 1900 bhp at
1200 r.p.m. Besides this engine, with the
designation A-RUB (antimagnetic), an ORUB 'O nderzeeboot'-version has been
Inhoud van dit nummer:
Diesel engine developm ents
in the N e th e rla n d s ..................... 175
Computer controlled
crosshead engine s ta n d ..........
177
Marine lubricant d e ve lop m ent.. 183
The Bolnes M o to re n fa b rie k ....
188
Test facilities for marine diesel
e n g in e fu e ls a n d lu b ric a n ts...... 191
N ieuw sberichten.......................
193
175
supplied for submarines which are built for
Taiwan. The earlier W erkspoor submarine
engine had some adaptions, like a reduced
valve-overlap, to be able to blow the water
out of the exhaust gas system for snorkel'
operation, and an adapted turbocharger
matching for the extra flow resistance in inand exhaust system so that the engine,
contrary to the prevailing opinion, did not
need a mechanical com pressor for this
type of operation. Brons brought the engine
to an up to date technical level with a m od
ern turbocharger.
In the second place, they took a licence
from MAN for the 20/27 and the 25/30
engines. For the 20/27 engine they under
took, under a special contract with MAN the
development of a spark-ignited gas engine.
Based on the diesel version a naturally
aspirated gas engine was created, the
adaption to different kinds of gas was de
veloped and a longer stroke (310 mm) intro
duced.
This work has been very successful and the
gas engine has a rating of 62 kW/cyl on
natural gas, a low specific fuel consumption
and favourable NO* emission values. As a
result, engines of 300-1100 kW can be
delivered, and already more than 200 cylin
ders are in service on natural gas (total
energy installations), associated gas, sewage-gas etc.
Stork-W erkspoor Diesel are building in
Amsterdam the well known TM 410 and TM
620 engines. The developm ent work has
been directed for a great deal towards low
er specific fuel consumptions. At the m o
ment spec, fuel consum ptions of about 180
gr/kWh for the TM 410 and 172 gr/kW h for
the TM 620 are offered, but developm ent is
continuously going on, gradually leading to
about 150°C. New developed fuel injec
tion pumps, no longer applying rubber
seals and avoiding mixing of lub-oil and fuel
at a high tem perature, should cope with this
new challenge.
quite different engines. Also the maximum
available power of the TM 410 is now 850
bhp/cyl (625 kW/cyl).
One effect of this developm ent is a larger
degree of differentiation, the optimum
performance is only obtained by applying
different builds (particularly regarding the
turbocharging
system)
for
different
applications, as there are: electricity
generating: constant revolutions; ships
propulsion: controllable pitch propeller and
fixed blade propeller; sand-pump opera
tion in dredgers.
Also a flexible design, allowing the engine
to be delivered with or without built-on
lubricating oil pump, with the turbocharger
and cooler on either end of the engine, with
or without power take off, marks the present
way of designing engines.
Another effect is the increasing peak pres
sure, for which the TM 620 still has some
room, but which will lead to changes in the
mechanical design, changing the face of
the known TM 410 even more.
Since their Introduction the TM engines
have been extraordinarily good digestors
of heavy fuel. They remained rem arkably
clean and produced a very small number of
burned exhaust valves. A good example
are the earlier Seatrain container ships,
operated on the Pacific by C. Y. Tung. They
have two 9 cyl. TM 620 engines each, use
the 380 cSt (50°C) heavy fuel they can get,
and deliver extremely reliable service now
since 5 years.
Further developm ents in the fuel scene like
higher density fuels and instable fuels lead
in the first place to higher demands for the
fuel treatm ent installation. One aspect in
fluencing the engine is the increase of fuel
viscosity up to 700cSt (50°C), leading to a
fuel preheat tem perature before injection of
Stork-W erkspoor Diesel in Zwolle are con
centrating on the SW 280, introduced three
years ago and the SW 240, grown during
many years developm ent from the original
Kromhout F240. They deliver about 400
and about 225 bhp/cyl respectively at 1000
r.p.m. Both engines confirm the general
experience that up to 1000 r.p. m. com
pletely acceptable combustion can be
obtained with practically every grade of
heavy fuel, the main condition being a suffi
ciently high injection pressure. Of course
they have cooled exhaust valve sets and
several other features to cope with all
heavy fuel aspects. For sm aller power the
R 210 type is available, delivering 115
bhp/cyl at 900 r.p.m.
With the fuels presently on the market a
situation has been achieved where the SW
280 and 240 types as auxilliary engines
make the one fuel ship a realistic proposi
tion.
Of course there is a lively interest to run also
earlier delivered auxiliary engines on
heavy fuels and for that purpose often older
engines are modified. A number of F 240
engines are running now since a few years
with fuels of step by step increasing viscos
ity with good results, hardly any wear and
perfect exhaust valves.
Under the other applications, that in fishing
vessels is considered to entail arduous ser
vice conditions. Also here heavy fuel is
used now and the first SW 280 engine has
achieved 12,500 running hours to full
satisfaction.
and production companies at 284 loca
tions; 14000 named executives from 3140
manufacturing/supplying,
constructors,
designers and service contracting com
panies at 5500 locations; a products and
services guide with 254 headings; and 240
addresses, contact names and descrip
tions of official bodies at 286 locations in 8
countries - plus mem bership and com m it
tee lists for UKOOA, and NIFO and
membership lists for BRINDEX, IADC,
NR/ASO as well as details of principal cen
tres of offshore education.
The North Sea Oil & Gas Directory is avail
able from Spearhead Publications Ltd,
Rowe House, 55/59 Fife Road, Kingston
upon Thames, Surrey, KT1 1TA England,
Price £ 32.95.
Nieuwe Uitgave
North Sea Oil & Gas Directory
15700 named individuals from 3584
offshore oil and gas involved organisations
at 6070 locations make the 13th edition of
The North Sea Oil & Gas Directory - recent
ly published - the largest edition of the
annual directory ever.
Covering North Sea and N.W. Continental
Shelf activity the directory includes 1460
names of key personnel in 204 exploration
176
AGAM
®
Mercedes-Benz
M A N Maybach
Agam Motoren Rotterdam B.V.
M e rce d e s-B e n z
Service en onderdelen: Ketelweg 26
3356 LE Papendrecht
Tel 078 - 15 11 22
Telex: 22647
Verkoop: Goudsesingel 214
3011 KD Rotterdam
Tel. 010 - 13 71 25
Telex: 22647
Scheepsvoortstuwingsmotoren voor
bedrijfsvaart, visserij en pleziervaart op basis
Mercedes-Benz dieselmotoren serie OM 420.
van 105 kW (143 pk) tot 411 kW (559 pk)
Motortypen:
OM 421
OM 422
OM 422A
OM 423
OM 424
OM 424A
OM 424LA
OM 407
AGAM Motoren voor
Motortype
OM
OM
OM
OM
OM
OM
OM
OM
de scheepvaart
continuvermogens; in kW (pk) bij genoemd toerental vlgs. DIN 6270
t.b.v. bedrljfsvaart en visserij
t.b.v. pleziervaart
DIN 6270 A
DIN 6270 B*
421
422
422A
423
424
424A
424LA
407
134
177
217
220
260
350
404
147
(182)
(241)
(295)
(299)
(354)
(476)
(549)
(200)
145
187
221
237
281
367
411
161
2100
2100
2100
2100
2100
2100
2100
2000
(197)
(254)
(300)
(322)
(382)
(499)
(559)
(219)
2230
2230
2230
2230
2230
2230
2230
2130
Referentie/Meerwaarden: Luchtdruk: 981 m bar
Temperatuur: 20°C.
Rel. luchtvochtigheid: 60%
voor planerende schepen is een hoger vermogen toegestaan
Algemeen technische gegevens Mercedes-Benz
OM 421
Type
Bouwvorm en werking
Niel opgeladen N, opgeladen A.
opgeladen en nakoeling (LA)
Aantal cylinders
Boring x slag (in mm)
Totale cylinderinhoud (I)
Compressie-verhouding
Continuvermogen in kW
N
128 X 142
10.96
16.9
105
bij n = 1500
122
bij n - 1800
N
8
128 X 142
14,62
16,9
138
161
bijn > 1500 204/25,2 I
1800 212/30,4 I
bij n
1500 7,1 m/s
bij n
1800 8.5 m/s
bij n
840 kg
SAE 1
204/33,1 I
212/40,1 I
7,1 m/s
8,5 m/s
1015 kg
SAE 1
6
Brandstofverbruik:
g/kWh / l/h
idem
Gem zuigersnelheid
idem
Gewicht standaardmotor kielkoeling
Standaard vliegwielhuisaansl
OM 422
OM 422A
OM 423
OM 424
OM 424A
V-vorm 90° viertact met directe inspuiting-walergekoeld
A
N
8
10
128 x 142
14,62
16,25
187
207
128 x 142
18,27
16,9
175
201
203/44,7 I
210/51,1 I
7,1 m/s
8,5 m/s
1075 kg
SAE 1
204/42,0 I
212/50,1 I
7,1 m/s
8.5 m/s
1190 kg
SAE 1
OM 424LA
OM 407
Lijn
N
234
128 X 142
21,93
16,25
287
327
LA
12
128 x 142
21,93
16,25
332
378
125 x 155
11,41
16,50
114
135
205/48,2 I
212/58,3 I
7,1 m/s
8,5 m/s
1300 kg
SAE 1
203/68,5 I
210/80,8 I
7,1 m/s
8,5 m/s
1475 kg
SAE 1
207/80,3 I
216/96,0 I
7.1 m/s
8,5 m/s
1550 kg
SAE 1
210/28,2 I
217/34,5 I
7,75 m/s
9.3 m/s
900 kg
SAE 1
N
12
128 x 142
21,93
16,9
200
A
12
6
Agam Motoren Rotterdam B.V.
H o o fd v e rte g e n w o o rd ig in g van D aim ler Benz A ktieng esellscha ft vo o r N e d e rla n d
van M e rce d e s-B e n z die se lm o to re n
( X ) M e rcede s-B enz
G e re g is tre e rd H a n d e ls m e rk v a n D aim le r Benz A ktie n g e se llsch a ft. S tuttg art, B o n d s re p u b lie k D uitslan d
A 1
Specifieke bewerkingen zoals
schroefas-montage, is specialistenwerk:
Wolfard & Wessels b.v. te Groningen
heeft een jarenlange ervaring in
het monteren van assen, motoren,
turbines e.d.
De juiste vakmensen, voorzien van
eigen apparatuur en gereedschap,
zijn overal inzetbaar en brengen
hun kennis en vakm anschap in
praktijk.
W olfard & W essels
Sterk in gespecialiseerd werk
HOLLAND R0ERPR0PELLER
wr\n wr\n
VNJ VIVI
W o lfa r d & W e s s e ls b v
duinkerkenstraat 40, 9723 bt groningen
tel. 050-184420, telex 53650
We d o n 't pretend to k n o w everything
voor optimale manoeuvreerbaarheid
MEMARCO
Wordt succesvol
toegepast voor o.a.
v e e rp o n te n
p a s s a g ie rs c h e p e n
b in n e n s c h e p e n
k ra a n s c h e p e n
d rijv e n d e b o k k e n
s le e p - en d u w b o te n
re in ig in g s v a a rtu ig e n
p a tro u ille v a a rtu ig e n
MECHANICAL AND MARINE
CONSULTANTS B.V.
W e p r o v id e :
D r a ft in g
D e s ig n
E n g in e e r in g
S u p e r v is io n
P r o je c tm a n a g e m e n t
S u rv e y
F o r:
m n
Standaard leverbaar tot 1600 pk.
Speciale uitvoeringen en grotere
vermogens, aangepast aan uw wensen
en bedrijfsomstandigheden, kunnen
geleverd worden.
Vraag prijs en uitvoerige dokumentatie bij
S h ip b u ild e r s
C o n s tr u c tio n c o m p a n ie s
O il & G a s I n d u s t r ie
Johan Dane bv
machinefabriek en handelsondememing
Postbus 3044, 2935 ZG Ouderkerk a/d IJssel
tel. 01808 - 2889/3008, telex 24157 JDANE
JAN VERHAAR
Fabrikant van OMEGA boegschroeven
leverbaar in diverse typen, met diverse dieselmotoren
(ook gereviseerde motoren)
Inl. tel. 071 - 15 37 00, b.g.g. 17 26 31
Rhijnhofweg 12 - 2342 BB Oegstgeest
A 2
o n s ite o r in o u r o ffic e :
VAN MALSENSTRAAT 66,
3074 PX ROTTERDAM.
TELEPHONE: 010-326789.
TELEX 20010 PMS NL.
COMPUTER CONTROLLED CROSSHEAD
ENGINE STAND
At Chevron Central laboratories
by D. P. van Vliet.
General
More than 25 years ago, in 1958, Chevron Central Laboratories
installed the first two cylinder naturally aspirated Bolnes engine to
be used as a tool for developm ent of cylinder lubricating oils. Since
then many oil companies have followed our lead.
Over the years we upgraded our first engine various times and
installed a three cylinder engine in 1969. We upgraded again. The
original output of the first engine of 55 kW /cylinder has been
doubled now to 110 kW/cyl. for our new engine. Simultaneously
with increasing the engine capacity we improved our test stand
design, culminating in the stand we are now introducing. The test
stand was designed by CCL and constructed by a number of
contractors.
Fig.
1. Cross section test cell.
The test cell (Fig. 1)
The test bed consists of a steel structure, filled with concrete on
which engine and generator are mounted. The engine structure
rests on 8 rubber ’cushy foot’ vibration dampers and has no further
connection to the floor. Total mass of the test bed including engine
and generator is approxim ately 30 metric tons. The allowable floor
load is 5 tons per square meter. In principle this set up is similar to
our two former installations.
The engine stand itself is different from our earlier stands and is
schematically shown in Figure 2. We have designed a number of
separate system s which are built in modules by outside contrac
tors and which we will discuss briefly.
Cooling system
Starting with the cooling system : system oil, jacket cooling water
and combustion air are all cooled by a constant circulating flow of
clean and chem ically treated cooling water, which in turn is cooled
by a central coolerfed by brackish river w ater (Fig. 3). This cooler is
located adjacent to the test cell to facilitate easy cleaning. The flow
of river water is controlled in such a way that the tem perature rise is
below 7°C.
Jacket water is circulated and tem perature controlled by a threeway valve bypassing the cooler (Fig. 4). Since we dismantle the
engine every week, treated cooling water is drained into a special
tank and pumped back into the system as soon as the engine is re
mounted for the next test.
System oil circuit
System oil is circulated and tem perature controlled in the same
way as the jacket water. The pressure is maintained by a control
valve which returns the excess oil not required for lubrication of the
engine and cooling of the piston back into the crankcase without
further filtering (Fig. 5). In o rd e rto facilitate system oil developm ent
work we measure the flow of oil going into the engine, the tem pera
ture of the oil flowing back after cooling of the pistons and the
temperature of the main bearings in addition to the usual measure
ments.
Combustion air circuit (Fig. 6)
In contrast to our other Bolnes stand we do not control intake air
humidity. We m ight install this feature at a later date if necessary.
We installed a rig saver valve in the ducting from com pressor to
engine to close off combustion air supply in the event of an engine
overspeed due to a generator failure. The pressure in the receiver
* Superintendent. Operations engine laboratory, Chevron Central Labo
ratories Rotterdam.
177
Fig.
Fig.
4. Jacket water system diagram.
5. System oil circuit diagram.
TMtfUnAC
CONTROL
VALVE
Fig.
6. Combustion a ir circuit diagram.
room is controlled by a valve in a bypass around the scavenging
pump.
The most interesting part of this system is the special intake
manifold which is unique for this type of engine and proprietary in
design (Fig. 7). We installed this manifold in order to make the
separation between the cylinders more complete, permitting tes
ting of three different oils in one run. Also the size of the exhaust
silencer is considerably increased relative to our earlier engine
stand.
The three mentioned system s are mounted in one module located
against the wall of the test cell and connected to the test bed by
Fig.
7. Intake m anifold
Fig. 8. Cooling system s m odule
Fig.
9. C ylinder lube oil module
Fig. 10. Fuel supply module
means of flexible joints (Fig. 8). These connections are covered by
platforms. The cylinder lubrication in our engine takes place via 4
holes in the cylinder wall grooves which are equally spaced around
the circumference of the cylinder. The lube oil supply system is
based on the following requirements:
a. Each of the holes should get exactly the same quantity of oil
throughout the test.
b. The quantity per hole should be adjustable over a relatively
wide test range.
c. It should be possible to lubricate each cylinder with a different
oil.
d. It should be possible to change oils during a test.
Cylinder lube oil module
Figure 9 shows how these requirements are achieved. Each
cylinder is supplied by 4 linear pumps. Three sets of 4 pumps are
grouped and driven by one common positioner. As soon as this
group of pumps is at the end of its stroke, oil supply is taken over by
a second group of 3 times 4 pumps which were waiting in filled
position. During this operation the first pump group is re-filled with
fresh oil and waits for a command from the computer to start
delivery again. Each sub-group of four pumps may be connected to
one of the five storage tanks by opening specially designed air
operated valves. Flushing of one group of pumps is possible during
the run when the other group is supplying oil to the cylinders.
Fuel supply m odule
Figure 10 shows the fuel supply module. The engine may be
supplied with distillate or centrifuged residual fuel from outside
storage tanks. The selection is made in the test cell by the computer
program.
Fig. 11. Fuel rack control system diagram.
Thereafter the supply line is split into 4 lines, 3 of which feed the
separate injection pumps for each cylinder. The fourth branch goes
to the fuel consumption measuring apparatus. Fuel is passed
through the injection pump and circulated by a pump through a
controlled heater to ensure that the fuel tem perature at each
injector is defined. When changing from distillate fuel to residual
fuel at the start of the test, and the reverse at the end of the test, the
system is flushed by opening the flush valve, allowing the fuel to
flow into the flush tank. Fuel consumption is determined by
measuring the tim e in seconds to consum e 500 gram s of fuel. The
consumption measurement cycle starts by filling the measuring
apparatus, followed by closing the fill valve and opening of the
measure select valve in the supply line to cylinder 1, Sim ultaneous
ly the normal fuel supply to cylinder 1 is closed and air pressure on
the fuel consumption meter restores the normal feed pressure to
the circulation pump. After having consumed 500 grams the
normal fuel supply to cylinder 1 is restored and the consumption
meter is filled again. After filling, the cycle is repeated for cylinder 2,
follwed by cylinder 3. This operation is continuously repeated
during the entire test.
179
Fuel rack control system (Fig. 11)
To ensure that each cylinder gets the same quantity of fuel the
three fuel pumps racks are adjusted to a position equalizing the
measured time to consume 500 grams of fuel. After every full
measuring cycle over 3 cylinders the average fuel consumption is
calculated by the computer. The difference in time for each cylinder
from the average determines the correcting signal to the rack
positioners. All three positioners will be moved equally if the power
output of the engine is different from the procedure requirement.
The positioners located on a module (Fig. 12) against the wall are
connected to the racks by means of a closed hydraulic circuit
pushed forward by the positioner (Fig. 13) and pushed back by a
pneumatic cylinder which is firmly connected to the fuel pump rack.
In case of an emergency the pneumatic cylinder will pull the rack
back to its stop position.
COMPUTER CONTROL SYSTEM
Fig. 12. Fuel rack control module
Fig. 13. Fuel rack positioner
Engine and com puter systems diagram
Figure 14 shows the engine and computer systems diagram. The
entire test stand installation is fully controlled by a MacSym 350
computer with a mem ory of 512K supplied by Analog Devices. The
connection is made via an interface located together with the
computer in a remote control room. The cylinder oil lubrication
system, fuel oil supply system and fuel rack servo systems may be
operated manually or by computer. This is done to permit initial
filling and flushing of the systems or checking after repairs. In the
corridor adjacent to the test cell a small main switch and annun
ciator panel is located.
Figure 15 shows the main switch and annunciator panel. After the
appropriate program disk and clean formatted data disk are in-
B e f o r e * t o r t - u p t h e c o m p u te r I s 1 c o d e d w i t h t h e a p p r o p r i a t e
p ro g ra m d i s k e n d e c l e a n f o r m e t t e d d o t e d i s k .
S w itc h e d o n # t h e c o m p u te r off t e r l e a d i n g t h e p ro g ra m #
b e g i n s e x e c u t i o n a n d e n s v e r s t h r o u g h t h e " m e sso g e " le a p #
t h u s I n d i c a t i n g t h a t I t v o l t s f o r c o n s o l e I n p u t.
Fig. 14. Engine and com puter system s diagram.
180
Fig. 15. Main switch and annunciator panel.
serted in the computer, the operator has to push only the line power
and computer control buttons. The computer then loads the pro
gram and requests further input by lighting the message lamp on
the annunciator panel. The operator provides that input by typing in
date, run no., and test conditions if necessary as requested on the
monitor screen. During the following start-up phase the pertinent
lamp on the panel is lighted, and technicians in the cell are warned
by means of an audible signal that the engine will start shortly. The
alarm lights indicate if running conditions are detected which
deviate from the test conditions, and indicate the level of severity. If
the com puter requires input during the run, the message lamp will
light and can only be switched off by providing the requested input.
Table 1. Com puter control functions
• Checks utility supply systems
• Starts and checks auxiliary systems
• Starts motor-generator
• Allows fuel supply to start engine
• Carries out warming up procedure
• Carries out test procedure
• Searches for alarming conditions
• Performs trend search program
• Stores data
• Stops engine according to fixed program
Com puter control functions
Table I shows a listing of the com puter control functions. Before
starting the engine the com puter program checks if all utilities such
as cooling water, air and steam are available. Then it starts up the
engine’s auxiliary system s such as the jacket water cooling circuit,
the system oil circuit, cylinder oil lubricators. If everything is in
order, the m otor generator starts to drive the engine. The fuel pump
racks are slowly opened until the engine fires and generates some
power at a speed slightly higher than the synchronous motoring
speed. The motor generator will then run in the generating mode
and engine power can be gradually increased by further opening of
the fuel racks. Because of the rapidly changing fuel consumption
during this warm -up phase the fuel pump racks are not positioned
to obtain equal fuel consumption as is done during the actual test
run, but rather to obtain equal exhaust gas tem peratures at each
cylinder. After the warm -up phase the engine is regulated to the
desired test conditions. Fifteen param eters are controlled in closed
loops and as many as 85 parameters are measured. During the
duration of the test procedure the program searches for alarm
conditions and classifies these in three levels: warning, stepwise
engine stop and immediate engine stop. These conditions are
indicated on the annunciator panel and printed on the test log when
they occur. Furthermore a trend search program on 18 parameters
is performed. This program prints the average values of these
parameters on the test log after the first six hours of running on test
conditions. Every six hours it reports significant changes of these
values. During the run, 46 param eters are stored on disk every 12
seconds, covering the most recent 96 minutes of test. These data
are available for analysis if a non-programmed engine stop occurs.
In addition three minute averages of these 46 parameters are
permanently stored over the entire test period. These data are
available for making plots and statistical analyses after the test.
During the test the actual values of all 85 parameters may be
presented on a screen divided in 5 logical blocks. These values are
updated every 12 seconds. Moreover they can be shown in
graphical form over the last 16 minutes of the test in blocks ot 4
param eter plots. In order to check the control loops the controlling
components P, I. D and S, the latter being the control output to the
correcting device, may be plotted on screen over a period of 16
minutes to come or as historical data. If one of these components
must be changed for better control' the operator may initiate a
factor change. Such changes will always be printed on the test log.
Finally, at the end of the test the program wifi stop the engine
gradually and flush the fuel system with distillate fuel. Stopping the
engine may also be initiated by the operator or the alarm program
as a programmed stop or an immediate stop. In case of a computer
failure the engine will be stopped by a program stored in a separate
logic controller which then takes over the function of the computer,
Figure 16 shows the control room.
Fig. 16. Engine laboratoy control room
rna nmr
SELECTION V A LV E S
VAMAILE SPEED
TRANSFER PUTPS
TO TESTCELLS
Fig. 17. Residual fuel storage and preparation facilities.
181
Fuel Storage and Preparation Facilities
Figure 17 shows a diagram of the fuel storage and preparation
facilities. In order to obtain reliable test results' it is essential that the
fuel quality throughout a test program is constant. We divide our
overall test programs into statistically designed matrices which
coincide with the life of the cylinder liners. For a 10 run matrix
approximately 60 000 litres of fuel is needed. We installed three
60 000 liter tanks. This gives us the flexibility to do some fuel quality
studies, and also assures fuel availability. After delivery of fuel by
tank truck into the receiving tank, the fuel is centrifuged by an
autom atically cleaning Alfa Laval centrifuge of the latest design.
This so-called ’Alcap’ centrifuge is able to handle fuels with gravi
ties higher than 1, making engine testing of these 'future fuels’
possible. The fuel is pumped to the test ceil from the clean fuel
tanks, The pumps are started by the computer, which also controls
the fuel supply pressure by varying the pump speed (Fig. 18).
Auxiliary Test Equipment
The sole purpose of testing lubricating oils and fuels in engine
stands as we described is the determ ination of differences in
quality between these oils. The more reproducible the stand
operation is, the better the lubricant performance can be quanti
fied. These performance evaluations are made at the end of each
test, and include inspection and rating of deposit formation on
engine parts, measuring and weighing of used engine parts to
determine wear, and used oil inspections. One of the most impor
tant items is cylinder liner wear. This w ear is usually measured by
means of hand operated cylinder bore gauges and level strips. We
found these measurements were not very repeatable because
slight deviations from the earlier measurement location can cause
rather large differences. Another method is the use of bore profile
gauges determ ining the profile of the bore over a certain distance.
This is a very tim e consuming method and total wear cannot be
determined readily by a com puter program. Therefore we de
veloped our own cylinder liner measuring apparatus which is able
to measure liner diam eters in any direction at any level, and is fully
automatic in operation, controlled by means of the computer.
Figure 19 shows the cylinder liner measuring instrument. After the
engine is dismantled and cooled down the instrument is put on top
of the liner to be measured and connected to the computer. The
program now m easures 16 diameters at 10 levels each and stores
the data on disk. A fter these measurements the instrument is
relocated to the second cylinder, and the measurement cycle is re
initiated. After m easuring of all three cylinders the data are com
pared with the m easurem ent of the preceding run and the wear is
calculated. We actually m easure the difference between the dia
meter of a caliper, which is part of the instrument, and the cylinder
diameter in microns.
Finally, we would like to mention the combustion analyzer pur
chased from AVL, This instrum ent permits research on the com
bustion characteristics of today's and tom orrow's fuels. A special
feature of our instrum ent is the capability to measure cylinder wall
temperatures during the com bustion cycle. To measure these
temperatures we are preparing three liners with very fast respon
ding thermocouples.
182
Fig. 19. C ylinder lin e r measuring apparatus
MARINE LUBRICANT DEVELOPMENT
by Ir. G. W , van der Horst*
Three main types of lubricants are used in marine diesel main and
auxiliary engines. These are shown in Table 1. This review will
focus on the developm ent of these lubricants, from initial bench
evaluation to final field qualifications. In contrast to autom otive
lubricants that are generally developed to meet standardized
specifications, marine lubricants are formulated using numerous
specialized bench and engine tests aimed at guaranteeing good
field performance. The final stage in a marine lubricant develop
ment program involves dem onstration of such performance in a
vessel, and satisfactory completion of the field test leads to manu
facturers’ approval for commercial use.
Except for the system oil, these marine lubricants have a high to
very high additive treatm ent level, and often contain complex
combinations of additives to achieve the required performance. A
typical formulation may contain dispersants, detergents, and a
variety of wear, corrosion and oxidation inhibitors, Work at C hev
ron Central Laboratories is focussed at developing marine lubri
cants for Chevron International Oil Company and marine lubricant
additive packages for Chevron Chemical Company.
Development of new marine lubricants is dictated and controlled
by a number of factors as shown in Figure 1. Changes in engine
design and fuel quality, operating economy of the vessels (cheap
er, poorer quality fuel; longer maintenance intervals; etc.) may
require new lubricants. Competitive pressure, and new additive
technology also stimulate developm ent of new lubricants.
Base oil properties and logistics in addition impact on the develop
ment of new lubricants. Marine lubricants must be supplied in
ternationally and consequently are formulated to provide equiva
lent performance world-wide. In a world-wide system a variety of
base oils must be used. Since crude source and processing are not
the same, the additive systems have to be developed to provide
satisfactory performance with all the base oils involved. Marine
lubricants can be blended by using all the individual additive
components as such, but this requires substantial tankage to store
these materials separately and substantial efforts in blending.
Significant savings can be obtained by combining additives in
packages. The m ulti-application system (MAS), developed by
Chevron Chemical, permits the blending of a complete line of
marine lubricants with only 2 or 3 packages: a single base source
package and one or two supplem entary packages.
The developm ent of marine lubricants is in 3 phases:
- Phase I bench tests
- Phase II engine tests
- Phase III field test
In the bench test phase single com ponents and component com
binations are evaluated prior to engine testing. W hen satisfactory
performance is obtained in the laboratory engine tests, m anu
facturer agreem ent to field test is sought. After successful com ple
tion of the field test (s) and after obtaining manufacturers' product
approval, the new lubricant can be commercialized. In particular
the second phase, the engine testing, will be emphasized below.
Marine cylinder lubricant (MCL) development
The requirements for an MCL are shown in Table II. To meet these
requirements marine cylinder lubricants have a relatively high
additive treatm ent level; 25 percent or more of the lubricant may be
additives. The major additive component is usually an overbased
detergent, which neutralizes the acids generated by combustion of
fuel sulfur. Sometimes a single, multi-functional component is
used, but mixtures can also be used to optimize performance.
Extra components may be added to enhance certain properties
Table 1 Marine Lubricants
Marine Cylinder Oil (MCL)
Marine System Oil (MSO)
50-100 Total Base Number (TBN) SAE 50
Rust and Oxidation
Inhibited (R&O) Type
Alkaline Type
5-8 TBN
Multipurpose Type
8-9 TBN
SAE 30
10-40 TBN SAE 30, 44
Trunk Piston Engine Oils
(TPEO)
Co m p e t i t i v e
Pi
? h i p Op e r a t i o n
e c o n o m ic s
F u e l Du a l i t y
Chang e
\
i e l d P e rfo rm a n ce
EE F IC IE N C IC S
— E
/
Fig. 1. Marine lubricant product developm ent
Table II Perform ance requirem ents of a marine cylinder oil
• Lubricate pistons and liners
• Provide adequate alkalinity and alkalinity retention to control
corrosive wear
• Control mechanical wear
• Control piston deposits
• Control port blocking
• Provide adequate spreadability to distribute oil in cylinder
Table III Laboratory crosshead engine procedure
J Procedure
Rotation Frequency, min. "1
Power, kw (BHP)
BMEP, bar
Coolant Temperature, °C
Lubricant feed rate,
g/kWh (g/BHP, h)
Fuel sulfur, mass%
Duration, h
Test evaluates
K Procedure
518
286 (389)
11.2
50
80
0,69 (0,54)
3.0
72
ring wear
liner wear
piston deposits
intake port deposits
drain oil condition
and all materials can be combined in a package. This package can
be used as a base source for both MCL's and TPEO 's in an MAS
system approach. Our major developm ent tool is a laboratory
crosshead engine produced by Bolnes to our specification. Careful
proprietary developm ent of the engine and procedure has made
this engine very useful.
■ Superintendent Marine Development at Chevron Central Laboratories,
Rotterdam
183
TOP RING WEAR,VARIABILITY J -T E S T
PISTON DEPOSITS,VARIABILITY J -T E S T
uTH/roroix i t c u i m u ie n
u n a/ro o m equal m nur»
TOP RING WEAR,VARIABILITY K -T E S T
PISTO N DEPOSITS .VARIABILITY K -T E S T
U.TIH, TO UD I* I S D U I lU T I I C ia
L u n u io o m « n a in m n w
Fig. 2
Basically, two procedures are used to evaluate the ability of an oil to
minimize wear and deposit formation. The J procedure stresses
corrosive wear and is representative of the older engine types, the
K procedure sim ulates the more modern engines. Both proce
dures are shown in Table III.
Repeat bench and engine tests often give different results caused
by the test variability, it is therefore important to know whether the
difference in results obtained with two different oils is caused by
this variability or w hether the difference is a real performance
difference. The use of statistical methods permits the determ ina
tion of the probability that a perceived performance difference is
real (% confidence level), despite test variability. It is important to
study the test variability, since the lower the test variability, the
easier it is to signify differences. Figure 2 shows the variation in test
variability for top ring w ear with J and K procedure. In general the
test variability with the K procedure is lower than for the J proce
dure. Test variability is in part due to variations in engine operating
conditions, which are partly manually controlled in our original
crosshead engine. To enhance the constancy of run conditions,
the new crosshead engine stand is com pletely computer control
led. Figure 3 shows the test variability for the piston glands. We
expect im provement in both deposit and w ear test repeatability
and associated reduction in test variability with the new stand.
Fuel quality impacts significantly on w ear and deposit formation. In
a program with widely different fuels it was established in the
laboratory engine that the only significant fuel factor related to liner
wear, in an exponentional function, is fuel sulfur. Sim ultaneously, a
sim ilar program was carried out by Sulzer in a 7 RND90 engine. In
this engine also, sulfur is the only significant fuel factor impacting
on liner w ear with the same type of exponentional function as in the
184
Fig 3
Sulfur, m ass %
X
Bolnes R elative Liner Wear
•
Full Scale E ngine R elative Liner Wear
Fig. 4. Bolnes versus full scale engine relative liner wear
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laboratory engine. Figure 4 compares, on a relative basis, the
laboratory engine and Sulzer results, indicating an excellent
correlation between laboratory crosshead engine and full scale
engine. Correlation between laboratory test and actual field
performance is crucial. Significant effort is put into procedure
development and correlation studies to ensure that the laboratory
test predicts field performance correctly. In Figures 5 and 6 the
performance of two oils is compared on a relative basis. Total ring
wear and average liner wear are shown for the laboratory engine
and four field test vessels (Sulzer, B&W engines). Both laboratory
engine and full scale engines show similar comparisons. Another
correlation, also on a relative basis, is shown in Figure 7. With
respect to wear the test oil is poorer than the reference (100% ).
With respect to piston deposits, however, it is better. Again both
laboratory engine and full scale engine rank the performance of the
two oils similarly, demonstrating excellent correlation.
Figure 8 shows results obtained on two oils using the high tem pera
ture K procedure, and companion data from a modern, more
severe vessel, Good correlation was obtained for w ear and deposit
formation indicating that this procedure is representative of more
modern engines.
It should be emphasized that the above excellent correlations were
obtained as a result of careful developm ent of the engine and
procedures. This developm ent continues to keep our test engines
representative of the most modern full-scale engines. To obtain the
necessary field data, we maintain a large field test fleet. The tests
completed in the last 10 years are summarized in Table IV, the
current test fleet is shown In Table V.
Table IV Marine cylinder lubricant field tests.
Tests over last 10 years
• Test cylinder hours
• Cylinders Inspected
• Number of Tests
935 226
89
25
Table V Marine cylinder lubricant test vessels
Engine Types:
B&W
6L90GB
7L50MC
7 RND 90
6 RLA 66
6 RLB 66
7 RTA 68
Sulzer
Test Vessels:
•
8
2 Sipwa* Equipped
Sulzer Integrated Piston Ring Wear Arrangement continuously mea
sures top ring wear.
Trunk piston engine oil (TPEO) developm ent
The requirements for a TPEO are shown in Table VI. Major
development tools are an AVL Caterpillar, a Caterpillar and a
MWM engine. All engines, properly modified, are operated with
residual fuel. The MWM engine is mainly used as a screening tool.
The procedures used with the Caterpilar/AVL Caterpillar engine
are shown in Table VII. The AVL Caterpilar engine has the same
top as the Caterpillar engine, but installed on a special very strong
TOTAL BING WEAR
s \
200
1B0
ISO
140
120
v s
V”
•-
100
80
V
80
40
20
0 -------- r
V s
V S
\ \
v":
■\
V
'
..............n
ZZ1
V s
s \
OIL 1 VERSUS 01
j - PROCBDUR
w
..
s \
1
i r ( o i l I =100% )
f \ s j r a LD TEST
Fig. 5. Lab test versus field test
1771
OIL I V ER SU S OIL l U O IL 1=100% )
FIELD T EST
J-P R O C B D U R E
WEAR AND D EPO SIT FORMATION
WEAR AND DEPOSIT FORMATION
V s 887 Ccnf
VS
‘
\ \
80
sv
00
s\
40
30 20
, (
1
1
1
\\
■
-
-
'
185
\S
vs
1
\ .
:>
s>
■ \
Vs
1
TOP RING WEAR
(OIL 111=100%)
SULZER 7RND00
N
sss
'. \
OIL P I VERSUS O il
J -P R O C E D U R E
F
V
\s
-
10 -
1SS
\ \
IV s]
\ \
1
M AI LINER WEAR
;
É
É
PISTOR DEMERIT
OIL V VERSUS 01 VI (OIL V=10O%)
S 3 SULZER 8RLA88
K -PR O C ED U R E
COST/PERFORMANCE
Table VI Perform ance requirem ents of a trunk piston
engine oil
• Lubricate bearings, pistons and liners and all associated m ov
ing parts
• Cool bearings and pistons
• Control corrosive and mechanical ring and liner wear
• Control bearing corrosion
• Prevent rust formation
• Control piston deposits and prevent ring sticking
• Control sludge and varnish throughout engine
• Provide good w ater shedding and water tolerance
• Provide sufficient alkalinity and alkalinity retention in relation to
fuel sulfur
• Provide good contam inants release (liquid and solid)
• Resist oxidation
Table VII Special residual-fueled caterpillar test procedures
RF-4A
RF-2
Procedure
130
Bore, mm
165
Stroke, mm
1400
Speed, rpm
33
45
Power, kW
13
18
BMEP, bar
70
Coolant tem perature, °C
Oil Temperature, °C
55
70
65
Air inlet temperature, °C
1.45
1.7
Air inlet pressure, bar
6.5
7.0
Oil charge, kg
72
Test duration, h
Fuel used in RF-2 and RF-4A procedures:
Viscosity, mm2/S
At 50°C
200
Sulfur, mass%
2.5-2.7
COST/PERFORMANCE
300
3.0-3.3
Fig. 9
Fuel used in MD-1 procedure:
Viscosity at 50°C, mm2/S
Sulfur, mass%
3.85
1.4
and rigid crankcase with complete balancing by special shafts.
Trunk piston engine oils often have a complex additive treatment.
Various com ponents may impact on a performance parameter like
piston deposit control. It is of interest to relate the benefit of a
com ponent to its cost and consider cost/performance. Com po
nents may enhance the effect of other components or reduce it,
consequently these interactions are very important since they
affect cost/performance.
Figure 9 shows the results of a cost/perform ance study, relating
overall piston deposit merit rating to the formulation cost when
varying certain components between two levels. Components A
and D have a negative effect: with increasing concentration
the merit is degraded, consequently they have a negative
cost/performance. Components B and C have a positive effect and
in particular com ponent C has a good cost/performance. Minor
formulation changes can significantly change these results be
cause of the effect of the component itself and/or its interaction with
other components. When using component E instead of D the
effect of component A turns positive and the effect of component C
is increased (positive interactions of component E with com po
nents A and C) and also com ponent E itself has a positive effect and
associated positive cost/performance.
For the Caterpillar, laboratory engine test correlations with full
scale engines in service have been established. Correlating a
TPEO test engine with a full scale engine is difficult. Unlike the
crosshead engine, which can use two or more different cylinder
lubricants at the sam e time, a medium speed diesel engine cannot
be lubricated with two different lubricants. Vessels with two or more
engines and a suitable sen/ice are relatively rare, and to compli-
P l e l d test hours
__________ i__________
24
48
72
L a b o r a t o r y e n g i n e test hours
Fig. 10. Correlation betw een laboratory engine test and field test
cate matters the two engines sometim es have different severity
levels. Comparing oils sequentially in the same engine adds
changes in service over time (speed, route, etc.) and changing fuel
quality as variables to the lube oil performance comparison.
186
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Nevertheless, correlations between Caterpillar engines and full
scale engines have been established. Figure 10 shows a correla
tion between engine test and full scale engine in terms of alkalinity
(TBN) depletion. The 72-hour test is representative of 3000 hours
full scale engine operation. In Figure 11 tw o pistons are shown run
with different oils in two full scale engines at the same time. The
difference in deposit formation on these pistons compares well
with the difference in merit rating of the piston deposits obtained
with the laboratory engine test. These results demonstrate good
correlation between bench engine test and full scale engine with
respect to piston deposits.
In Figure 12 wear rates are shown for the Caterpillar engine and a
Pielstick PC-3 engine. The results were obtained with two levels of
lubricant alkalinity, two fuel sulfur levels and two engine load levels.
Again a good correlation between the laboratory engine and the full
scale engine was obtained. Also for TPEO field evaluation an
extensive field test fleet is maintained. In Table VIII the field tests of
the last 10 years are summarized, the current test fleet is shown in
Table IX.
Table VIII Trunk piston engine oil field tests
Tests over last 10 years
• Test cylinder hours
• Cylinders inspected
• Number of tests
oil J
oil K
Fig. 11. Direct com parison oil J and oil K in field test
2 140 695
83
18
COMPARISON
or
WEAR RATS8
Table IX Trunk piston engine oil test vessels
Engine types:
MaK
6M 453AK
Pielstick
18 PC 2-5
16 PC 2-6
SWD
6TM 620
W artsila
V8 R32
Test Vessels:
6
Table X Perform ance requirements of a marine system oil
• Lubricate bearings and crossheads
• Cool bearings and pistons
• Control bearing corrosion
• Prevent rust formation
• Control piston underhead deposits, sludge and varnish
throughout engine
• Provide good water shedding and water tolerance
• Neutralize acidic contaminants
• Provide good contam inants release (liquid and solid)
• Resist oxidation
Marine system oil (MSO) development
The requirements for a marine system oil are shown in Table X.
Important for the developm ent of a MSO, and also of a TPEO, are
the centrifuge tests. Both the system oil and the trunk piston engine
oil are cleaned in the centrifuge by removal of liquid and solid
contaminants.
In crosshead and medium speed diesel engines condensation of
water occurs and also w ater leakage can occur. In the centrifuge
water shedding test, the ability of the oil to separate water effective
ly from the oil is evaluated. While removing the water from the oil,
additives can be removed at the same time, causing centrifuge
deposits and possibly reduced efficiency. This additive removal is
undesirable as it reduces the effective compounding of the oil. This
phenomenon is studied in the water tolerance test, with the objec
tive of minimizing additive loss and centrifuge deposit formation.
Both the water shedding test and the water tolerance test are
carried out with fresh and used oil. The used TPEO is obtained from
the engine tests. Used system oil is obtained by the addition of
cylinder drip oil. The stand used for the centrifuge tests is shown in
Figure 13.
Test fuel storage and treatment
For the various tests different fuels are used and for certain
WEAK HATE P C -3 ENGINE, m ( P « / h r
Fig. 12. Caterpillar versus lull scale engine
programs special fuels may be required. Therefore, adequate
tankage is required to store enough fuel for the individual pro
grams. By obtaining fuel in large batches, and by minimizing supply
sources, fluctuations in fuel quality during a matrix or program are
minimized.
Clean test fuels are required for the engine tests and therefore test
fuels are carefully centrifuged and subsequently extensively fil
tered at the engine. An Alfa Laval 'ALCAP' centrifuge is used
for the initial fuel treatment. This centrifuge has been in operation
for approximately one year and has given excellent service, even
with fuels with a density over 1.
Fig. 13. Centrifuge stands
187
THE BOLNES MOTORENFABRIEK
HUNDRED YEARS OF POWER IN STEEL
1885-1985
BOLNES
by C. B. den Hartog* and G. de Bie**
Introduction
Bolnes Motorenfabriek B. V. have a long and wide experience in designing, developing and building o f ship diesel engines. A century ago,
to be exact on M ay 13th, 1885 the C om pany started with the m anufacturing o f parts for the shipbuilding industry.
The absolutely independent C om pany with a total labour strength o f 220 is established at Krimpen aan de Lek.
Bolnes Motorenfabriek B. V. is the only C om pany in the world that are m anufacturing the so-called 2-stroke crosshead diesel engines in a
pow er output range from 500 to 3800 hp at a speed o f 600 rpm. Engines, having worldwide found their way to custom ers in the field of
fishing, offshore, coastal shipping and dredging industry. Here the engines are being applicated for driving o f pumps, generators and
propulsion.
In shore installations the engine finds its application in a. o. draining machines, electricity works, laboratories and educational institutions.
History
Te Company was founded in 1885 by Mr, J, H. van Cappellen,
owner of a timber-yard at Vlaardingen.
In the village of Bolnes (m unicipality Ridderkerk) he set up a
foundry, where bollards, mooring bits and other castings were
manufactured for the shipbuilding yards in the Rotterdam area.
Before long there followed the developm ent into an engineering
works with own articles such as guillotine shears, bending ben
ches, punching machines etc. also destined for the shipbuilding
industry.
At the turn of the century the then called 'Fabriek voor Stoom- en
andere W erktuigen' at Bolnes already m anufactured propulsion
installations for tugboats and ferry-boats. The limited extension
possibilities at Bolnes and the ever increasing demand for steam
installations resulted in 1908 into the present establishm ent at
Krimpen aan de Lek as the N.V. M achinefabriek Bolnes'. The
Bolnes name continued to live in the product. At Krimpen aan de
Lek a steam engine was developed. It was followed by a diesel
engine provided with a so-called crosshead. Owing to this the
reliability and the working life of the product were considerably
improved. This crosshead is still applied in the present Bolnes12stroke diesel engine.
Since 1950 a series of completely welded engines is being built
188
with a standard bore of 190 mm and a stroke of 350 mm, which are
being built up of cylinder units.
Because of this, the engine with its standard cylinder diam eter of
190 mm, is the smallest 2-stroke crosshead diesel engine in the
world.
Design philosphy
The starting-point of Bolnes is the building of an engine with the
following properties:
- a simple robust e ngine, the relatively low toad of which ensures a
high reliability, w hereas the engine is suited for qualitatively bad
fuel oils.
- a great part of the maintenance of the engines can be carried out
by own engine room personnel, owing to which loss of time and
costs remain at their lowest.
- most of the parts of the various types of engines are mutually
interchangeable and are series-manufactured.
- a low fuel oil and lubrication oil consumption, resulting into low
working costs.
* Marketing manager.
** Head development department.
Bolnes Motorenfabriek, Krimpen aan de Lek, The Netherlands.
Development
With a power output range of 100 unto 1500 hp, Bolnes, during the
years of 1 9 5 0 -1 9 6 0 , could cover an interesting part of the market
for tugboats, fishing cutters, dredging vessels a.s.
But the developm ent of the Bolnes engine did not stop. By the
application of new techniques and materials excellent results were
obtained in the field of the saving of fuel oil, power output increase
and the application of bad fuel oil qualities.
With the arrival on the market of superchargers giving approx. 6%
higher efficiency, scope was created for reducing fuel consum pti
on substantially. As soon as this was possible, Bolnes began to use
the so-called HR (high-efficiency) superchargers which resulted in
5% lower consumption compared with the 170/600 type. Con
sumption is even 10 - 11% lower compared with the 150/600
engine.
The first engines fitted with HR superchargers were delivered and
commissioned early in 1984. Various existing installations were
also converted with the aim of reducing consumption and in a
number of cases increasing engine power as well. The reasons
behind the reduced consumption are explained underneath.
The gas exchange or scavenging of the cylinder, the process of
replacing spent gas by fresh air, is only possible in a two-stroke
engine if there is a pressure difference in the cylinder i.e. the
pressure upstream of the inlet port must be greater than that
downstream of the exhaust valve.
As a result of this pressure difference, scavenging air will enter the
cylinder at the end of the power stroke, as soon as the exhaust
valve and the scavenging ports are opened, and clean the cylinder
by driving out the spent gas. At the end of the scavenging process,
the cylinder is again filled with fresh air in which the injected fuel can
be burned.
In Bolnes engines the cross-head takes the form of a scavenging
pump. In engines w ithout superchargers the required scavenging
pressure is obtained by means of this scavenging pump. In engi
nes with superchargers the com pressor of the supercharger ope
rates in series with the scavenging pump. This is shown diagramatically in Fig. 1.
First diesei engine 1928.
The welded unit ’B olnes' diesel engine 1949.
com pressor wheel
Fig. 1. Diagram a ir distribution
The operation is as follows:
The scavenging pump (3) determines the volume of air drawn in
with each piston stroke. This volume, of course, also passes
through the com pressor (1) of the supercharger. The contribution
from the latter is that it compresses the air and then delivers it to the
scavenging pump. During the com pression stroke the scavenging
pump causes the pressure to increase still further to bring it up to
the desired scavenging pressure. The supercharger and the sca
venging pumps therefore both provide part of the scavenging
pressure, but the pumps determine the total volume of air made
available to the cylinders.
There is a major difference between the scavenging pump and the
supercharger as regards the source from which the drive energy is
obtained. With the supercharger the energy is obtained from the
spent exhaust gases and in the scavenging pump from the crank
shaft. The power used for the scavenging pump therefore reduces
the engine power. As a result, the specific fuel consumption - the
consumption per effective kilowatt or HP available to the drive
flange of the crankshaft - rises by the same percentage as that
taken from the crankshaft by the scavenging pump.
It therefore makes sense to keep the power absorbed by the
scavenging pump to a minimum, in other words to ensure that this
plays a minimal part in increasing the pressure of the scavenging
air.
As, however, the scavenging pressure is fixed, since it must
comply with the cylinder capacity, the supercharger will have to
play a major role in increasing this pressure. This shows the
importance of a high supercharger efficiency; the energy available
for driving (such as is present in the exhaust gases) is constant at
189
Table I
Technical data
Type
Cylinder bore
Piston stroke
Stroke volume
Speed
Average piston speed
Mean effective pressure
Power output
Max. continuous power
output according to
ISO 3046/1
Overload
Energy consumption
Fuel consumption at
ISO standard power
output.
Tolerance 5%
Lowest heat
content 42.7 MJ/kg
W ithout built-on pumps
Lubricating oil
consumption
DNL 190/600 (in-line type)
V-DNL 190/600 (V-type)
190 mm
350 mm
9.92 dm3
600 rpm
7.00 m/s
14.1 bar
Miscellaneous
Scavenging-air pressure
Air consumption
Compression ratio
Maximum
combustion pressure
Crankcase oil
change averages
2.1 bar
9.2 kg/kW .h (6.8 kg/hp.h)
14.0
130 bar
16,000 h
Lubricating oil centrifuge
not required
140 kW /cylinder
(190 hp/cylinder)
ISO conditions
Barom eter position
1000 mbar
Air tem perature 27°C
Relative humidity 60%
Cooling-water
tem perature 27°C
Recommended fuel
quality
A1, A2, B1 and B2 distillate
Heavy fuel oil meeting CIMAC
specifications 1 , 3 , 4 and 6
(consult the factory for
definitive specification).
10% during testing
on the test bench
199 g/kW.h. (146.5 g/hp.h)
195 g/kW.h. (143.5 g/hp.h)
0.7 g/kW.h. (0,5 g/hp.h)
constant engine power, and only a higher conversion yield of
exhaust gas energy Into mechanical energy enables the super
charger to play a greater part by increasing the pressure of the
scavenging air.
As a result of the fact that when a HR supercharger is used the
scavenging pumps play only a very small part in the increase in
pressure, there is a substantial increase in the volume processed
at each stroke. But as the total volume of air supplied to the engine
does not need to increase - for the engine swept volume does not
change - a smaller number of scavenging pumps will suffice.
There are therefore two reasons for the reduction in scavenging
pump capacity: a sm aller pressure difference across each scaven
ging pump individually and a smaller number of pumps per engine
that effectively contribute to the air supply. A 5% lower consum p
tion is a result of this lower scavenging pump capacity.
With a fuel oil consum ption of 146.5 g/hp.h the engine is among the
most economical of its kind.
The present engine includes the power output range up to 3800 hp.
The main data of the current engine designated type 190/600’ are
summarised in Table I.
Exploded view engine type 16 V-DNL 190/600.
Diesel engine type 14 V-DNL 190/600.
Service
W ithin the Bolnes organization much attention is paid to the
Service Department.
if a diesel engine faels, the production of the vessel or the installati
on is halting and this has to be quickly mended.
As a matter o f fact service is available 24-hours per day. Of the
service facilities are mentioned:
- a product information system by which the client or Bolnes user
is regularly informed about important modifications which can
be applied on the engine installations.
- the Bolnes diagnosis system, by which, without high costs or
drastic engine disassembling, the actual state of the engine can
be defined.
- service training courses, specifically based on Bolnes engines,
in order to fam iliarize the operating personnel with the product.
By means of these facilities the operating costs are being lowered
and the reliability of the installation will increase.
Section diesel engine type V-DNL 190/600.
TEST FACILITIES FOR MARINE DIESEL
ENGINE FUELS AND LUBRICANTS.
Research & development at Koninklijke/Shell-laboratorium,
Amsterdam (Shell Research B.V.)
by J. Hengeveld and W. de Bruijn
Shell have long been in the forefront of research on marine diesel
engine fuels and lubricants. By means of exceptional experimental
facilities they have been able to keep in step with the changes in
engine design and mode of operation. Shell may well consider
themselves pioneers in the developm ent of fuels and lubricants for
marine diesel engines. As early as 1928 Shell started, at the
'Proefstation Delft' in the Netherlands, the investigation of lubrica
tion and fuel combustion phenomena in diesel engines for ship
propulsion and inland diesel power stations. A number of test
engines have been employed in this: a W erkspoor320m m bore 4stroke trunk piston engine, a Bolnes 1L190 and a Bolnes super
charged 2 DKL engine. Also, a Stork 540 mm bore 2-stroke trunk
piston, a Bolnes HS 170 and a MAN 4-stroke engine once featured
on the test beds at Delft, Thornton (Shell Research, Ltd.) or
Amsterdam (Shell Research B.V.). For present-day’s R & D these
engines are obsolete, and they have been removed to serve as
demonstration model elsewhere or have been scrapped, in their
place a unique set of test engines is available today, at the
Koninklijke/Shell-Laboratorium, Amsterdam (KSLA), where all
S. en W. - 52sle jaargang - nr. 11 - 1985
R&D on marine diesel fuels and lubricants has been consolidated
since 1983. A short description is presented of these test facilities
and their purpose.
The table summ arises the main characteristics of the engines.
They are used both for research on combustion and ignition
properties of residual fuel, and for research and developm ent of
marine lubricants. For lubricant research, the Sulzer IT48 and the
large Sulzer 2 RNF 68M engine from the last phase in the labora
tory developm ent of a cylinder lubricant or a system oil for lowspeed crosshead diesels. The MaK 1M 282 AK and the directinjection, residual-fuelled Caterpillar engine play a similar role for
the medium-speed diesel crankcase oil.
Research to investigate basic properties and requirem ents of
lubricants (1) for future engines (increase in cylinder press
ure/temperature, changing fuel quality and m ode of operation) is
done in engine tests using special operating conditions. The MaK
engine has been adapted to perform such tests for medium-speed
engine oils (particularly wear studies), and for cylinder oils (studies
191
on both w ear and fouling) the Bolnes en
gine will be used.
An investigation of residual fuel has em
ployed the MaK engine for ignition quality
studies, which resulted in the well known
CCAI concept (2). The direct-injection Ca
terpillar and the Bolnes engine, too, can be
used for studies on small quantities of spe
cial (future) fuels. This type of work can be
characterized as fundam ental research.
As outlined above, the greater part of the
work on lubricants has a developm ent
character, in which the engine plays a role
as the vital link between the numerous
laboratory rig tests and the final proof in the
field. In this respect, the Am sterdam test
facilities are unique, in that on the one hand
ful-scale engines are operated under well
controlled and monitored conditions, yiel
ding very reproducible results that predict
field performance (3), whilst the daily
operation of 4 or 5 engines producing some
3000 kW and consuming yearly roughly
1400 tonnes of the heaviest residual fuel
(currently 700 cSt at 50 CC, 1,010 kg/m3,
380 ppm V, 3.6 % S and 22 % CCR) faces
R&D with the real shipboard operation and
associated problems.
Summarizing, we conclude that this set of
engines creates the possibility to investiFig. 1. The M aK engine
gate and solve a wide variety of fuel- and
lubricant-related engine problems. The hard life experienced by a References
cylinder lubricant in a loop-scavenged crosshead engine, although 1) R. E. Williams, P. J. Newbery, P. R. Belcher and J. Hengeveld,
its uniflows-cavenged counterpart is rapidly gaining more import- ’Future Marine Fuels - Prediction of Alleviation of Potential Comance, will continue to be a major subject for the next decade at bustion and Lubrication Problems', Paper presented at 7th Energy
least. The typical uniflow-scavenge system problems deserve Sources Technology Conference, February 1984, New Orleans,
careful study in the Bolnes engine. The versatile MaK engine (fig. Louisiana.
1) has built up a good record in producing extremely useful basic 2) A. P .Zeelenberg etal., T h e ignition Performance of Fuel Oils in
data and will continue to do so for som e tim e to come. Finally, the Marine Diesel Engines’, CIMAC 1983.
direct-injection C aterpillar engine operated under sooty conditions 3) W. de Bruijn et a l., T h e Establishment of the W ear and Fouling
wilt support the search for crankcase lubricants that com ply best Characteristics of a Modified Large Bore Laboratory Crosshead
with the requirements of the medium-speed engine running on Engine for Lubricant and Fuel Testing’, CIMAC 1983.
heavy residual fuel.
LABOARATORY ENGINES INSTALLED AT KSLA
Sulzer
1T48
Sulzer
2RNF 68M
MaK
1M 282 AK
Caterpillar 1G
(direct fuel
injection)
Bolnes
1 DNL
170/600
mm
mm
rpm
bar
1938
T.2
1
Cross
480
700
250
4.9
1968
C.2
2
Loop
680
1250
135
12.4
1979
T.4
1
240
280
1000
15.3
1967
T.4
1
130
165
1800
17.2
1985
C.2
1
Uniflow
190
350
600
12.6
Power (max),
kW
(bhp)
261
(350)
2500
(3400)
162
(220)
38
(51)
125
(170)
Test power,
kW
(bhp)
194/261
(260/350)
2350
(3190)
147
(200)
30
(40.5)
2)
-
-
0.5
First installed
Type1'
No. of cylinders
Scavenge system
Bore,
Stroke,
Speed (max),
B.m.e.p. (max),
Oil feed,
g .b h p 'T h '1
1.6
1) T = trunk; C = crosshead: 2 = 2-stroke; 4 = 4-stroke
2) Variable, dependent on investigation concerned.
192
0.9
N
1
NEDERLANDSE VERENIGING VAN
TECHNICI OP SCHEEPVAARTGEBIED
(Netherlands Society of Marine Technologists)
Verenigingsnieuws
Clubnieuws
Na het Captain's Dinner en de eveneens
geslaagde Mosselavond, willen wij het sei
zoen afsluiten met een koude maaltijd en
wel op dinsdag 11 juni a.s. Ook nu weer de
borrel vooraf om streeks 17.30 uur en dan
om 19.00 uur aan tafel.
Op deze avond zal ook de prijsuitreiking
van het deze winter gehouden Biljart-Tournooi worden afgesloten.
Liefhebbers kunnen zich melden tot vrijdag
7 juni bij de clubcommissie of het algemeen
secretariaat tel. 010-76 23 33.
Voor de goede orde delen wij u mede, dat
Groot-W eena gesloten is in de periode van
20 juli tot 3 augustus.
De Clubcommissie.
In memoriam
J. A. de Boer
Op 1 mei jl. overleed onverwacht te Singa
pore tijdens de uitoefening van zijn beroep
als Scheepswerktuigkundige de heer J. A.
de Boer. Hij woonde in De Rijp, werd 47 jaar
oud en was 51/2 jaar lid van onze vereni
ging.
Personalia
Ir. J. G. E. de Haas
Ons juniorlid J. G. E. de Haas behaalde
onlangs het diploma voor scheepsbouw
kundig ingenieur bij de afdeling der Maritie
me Techniek aan de T H. Delft. Hij is thans
werkzaam als 'Trainee' bij de Kon. Nedlloyd Groep. Naast onze gelukwensen bij
het bereiken van deze mijlpaal heten wij
hem van harte welkom als gewoon lid van
onze vereniging.
100 jaar BOLNES’
Op 14 mei 1985 werd onder grote belang
stelling uit kringen van overheid, zakenre
laties en vrienden het feit herdacht, dat 100
jaar geleden door J. H. van Cappellen de
basis werd gelegd voor een machinefa
briek waaruit de thans wijd en zijd bekend
staande Bolnes Motorenfabriek BV is
voortgekomen.
In de feestelijk aangeklede montagehal
werd door de Commissaris der Koningin in
Zuid-Holland, mr. S. Patijn, aan het slot van
zijn feestrede op afstand een 10-cilinder
motor op de proefstand gestart, waarmede
symbolisch de tweede eeuw in het bestaan
van het bedrijf werd ingeluid.
Ook de Burgemeester van de onlangs ge
vormde gemeente Nederlek, mr. A. van 't
Laar, bood zijn gelukwensen aan en speld
de de beide Bolnes-directeuren J. Bode en
A. C. M. van Putte de eretekenen op van de
koninklijke onderscheiding, behorende bijde Orde van Oranje Nassau in goud.
Beide heren gaven uitdrukking aan hun
bewondering, dat Bolnes Motorenfabriek
BV er ondanks de moeilijke situatie in de
algemene economie en in het bijzonderde
scheepvaart, scheepsbouw en natte aannemerij nog steeds in geslaagd was zonder
overheidssteun de felle concurrentie het
hoofd te bieden en zelfs winst te maken. Ir.
T. P.de Jooden bood zijn gelukwensen aan
namens de bevriende industrieën uit de
regio en als President-directeur van de
grootste Bolnes-afnemer: IHC. Hij kon to e v a llig ? - mededeling doen van een nieu
we opdracht voor 3 stuks 6-cilinder moto
ren t.b.v. een sleepzuiger voor China.
Ook de heer Bode voerde uiteraard als
gastheer het woord, waarbij hij zijn grote
onvrede uitte over regelmatig geconsta
teerde achterstelling bij de verkrijging van
overheidsopdrachten ten opzichte van de 2
overgebleven Nederlandse motorenfabrieken SWD en Brons-MAN, die beide met
overheidssteun op de been worden gehou
den en voor een belangrijk deel in over
heidshanden zijn. Dat 'Bolnes' vennoot
schapsbelasting betaalt i.p.v. subsidie ont
vangt zou een andere houding bij W ater
staat, Marine of O ntwikkelingshulp recht
vaardigen! Desondanks gaat Bolnes Moto
renfabriek er in het begin van de nieuwe
eeuw fris en eendrachtig tegenaan, g e
sterkt door '100 jaar zelfstandigheid en
sterk in stuwkracht' en voortbouwend op
100 jaar innovatie en ervaring.
Ter gelegenheid van het jubileum is er een
speciale editie van het huisorgaan Stand
by’ verschenen, waarin de geschiedenis in
het kort en met vele foto’s geïllustreerd is
opgenomen. Het jubileum num m er geeft
een goed beeld van het bedrijf, dat steeds
getoond heeft met zijn tijd mee te gaan en
voor zijn bestaan te vechten door het leve
ren van een betrouwbaar produkt en een
goede service.
Aan de vele gelukwensen voegt de Redac
tie van Schip en W erf gaarne de hare toe,
vergezeld van die voor de verleende K o
ninklijke onderscheidingen, waarin wij de
verdiende waardering achten te zijn uitge
drukt voor het gehele personeel!
J. N. J.
Voorzitter Nederlandse Vereniging van
Kapiteins ter Koopvaardij
Onder grote belangstelling nam Kapitein C.
Bruin op 10 mei jl. afscheid als voorzitter
van de Nederlandse Vereniging van Kapi
teins ter Koopvaardij.
Hij werd voor zijn 12-jarig voorzitterschap
benoemd tot Officier in de Orde van Oranje
Nassau.
Zijn opvolger is Kapitein J. de Jager.
Tewaterlatingen
Pionier
Op 23 april 1985 is met goed gevolg te
water gelaten het motorschip 'PIONIER,
bouwnummer 240 van Scheepswerf Ferus
Smit B V. te Foxhol, bestemd voor Rederij
Waker te Delfzijl.
Hoofdafmetingen zijn: lengte 74,85 m;
breedte 11,00 m en holte 5,20 m.
In dit schip worden geïnstalleerd een Deutz
hoofdmotor, type SBV 6 M 628 met een
vermogen van 1285 pk bij 900 omw/m in en
twee Deutz hulpmotoren type F 5 L 413 FR
en een Deutz hulpm otortype F 4 L 812 FR
met een vermogen van 2 x 90 pk en 1 x 43 pk
bij 1500 omw/min.
Het schip wordt gebouwd onder toezicht
van Bureau Veritas vo o rd e klasse: 13/3 E +
Cargoship Deep sea Heavy cargo Ice III
Zuiderzee
Bij Barkmeijer Stroobos B.V., scheepswerf
en machinefabriek, is op 27 april met goed
gevolg te water gelaten het droge-ladingschip 'ZUIDERZEE'. Het schip wordt ge
bouwd voor rederij J. Sieberg te Maarssen.
De doopplechtigheid van het m.s. ’Z U I
DERZEE’ is verricht door Mevrouw H,
W erkhoven-Schouten.
De hoofdafmetingen van deze coaster zijn
als volgt:
lengte o.a. 63,30 meter
lengte l.l. 59,15 meter
breedte 9,80 meter
holte 3,80 meter
diepgang 3,16 meter
deadweight ca. 1000 ton
De graaninhoud van het ruim is ca. 55.000
c ft, de baalinhoud ca. 51.000 cft.
Ten behoeve van de voortstuwing is het
schip voorzien van een Bolnes hoofdm o
tor, type DNL 160/600, met een vermogen
van 551 kW bij 600 omw./min., een tand
wielkast van het merk Lohman & Stolterfoht, met een reductie van 2,03:1 en een
vaste schroef.
Voor de navigatie is het schip voorzien van
een magnetisch peilkompas, een stuurkompas, een gyrokom pas, een autom ati
sche piloot, een radar, een echolood, een
VHF, een navigator, een zend- en ontvanginstallatie, een rivierradar, een bochtaanwijzer en een rivierpiloot.
Het schip is gebouwd onder klasse Bureau
Veritas I 3/3 + E Cargoship Deep Sea,
alsmede onder de Nederlandse Scheep
vaartinspectie voor onbeperkte vaart met
een 0-mans wachtbezetting.
Het schip zal eind mei 1985 aan de reder
overgedragen worden.
DB
193
Proeftochten
C onstance
Op 10 mei jl. werd na een geslaagde proef
tocht het gladdek vrachtschip Constance'
door E. J. Smit & Zoon s Scheepswerven
B.V. overgedragen aan Wijnne en Barends
Cargadoors- & Agentuurkantoren B.V. te
Delfzijl. Het schip is de laatste van een serie
van 3 gladdek coasters.
De voornaamste gegevens zijn:
Lente o.a. 81,88 mtr.
Lengte N.S.I. 74,99 mtr.
Breedte op spant 15,00 mtr.
Holte 8,10 mtr.
Diepgang 6,68 mtr.
D.W. ca. 4.450 ton.
Graaninhoud ca. 218.000 cbft.
Bale inhoud ca. 210.000 cbft.
Hoofdmotor: W ërtsilë 6R32. 1849 kW. bij
750 omw/min. Brandstof HFO 180 centistokes.
2 stuks 15 tons 18 mtr. elektrisch hydrauli
sche dekkranen, opgesteld in SB gang
boord.
Class: Lloyd's 100 A1, Ice class 1C.
Hr. Ms. Makkum
Na een geslaagde proefvaartperiode werd
het m ijnenbestrijdingsvaartuig ’Makkum'
op 13 mei jl. in Makkum door de scheeps
werf Van der Giessen-de Noord aan de
Koninklijke Marine overgedragen en in
dienst gesteld. De Makkum ' is het achtste
schip uit een serie van vijftien die door de
scheepswerf Van der Giessen-de Noord
M arinebouw in Albiasserdam wordt g e
bouwd.
De kiel van dit met glasvezel versterkte
polyester gebouwde schip werd in februari
1983 gelegd. Op 23 februari 1985 werd het
schip gedoopt.
Sier
Op 11 mei 1985 heeft met goed gevolg
proefgevaren het motorschip 'SIER',
bouwnum mer 227 van Scheepswerf Hoogezand B.V. te Hoogezand, bestemd voor
Wagenborg Passagiersdiensten B.V. te
Delfzijl, voor de veerdienst naar Ameland,
Hoofdafmetingen zijn: lengte 52,46 m;
breedte 13,00 m en holte 5,40 m.
In dit schip zijn geïnstalleerd twee MAK
hoofdmoteren, type 6 M 281 met een ver
mogen van elk 816 pk bij 750 omw/m in en
twee Scania hulpmotoren, type 2-DS-11
met een vermogen van elk 190 pk en een
Valmet hulpmoter, type 1-311 CG met een
vermogen van 40 pk, alle bij 1500
omw/min.
Het schip werd gebouwd onder toezicht
van Bureau Veritas vo o rd e klasse: 13/3 E 4Roll on-roll off vessel, Sheltererd waters.
Overdrachten
Samsun Glory
Op 26 april 1985 heeft, in de haven van
Harlingen, de officiële overdracht plaats
194
gevonden van het containerschip SAMSUN GLORY'. Dit schip is gebouwd door
scheepswerf Barkm eijer Stroobos B.V, te
Stroobos in samenwerking met scheeps
werf Amels te Makkum.
Het m anagement van het schip zal ge
schieden door Holtrade Shipping B.V. te
Heerenveen, een onderdeel van Holwerda
scheepvaart B.V. Het financieringsarragement voor dit project is verzorgd door
N.M.B. Lease te Amsterdam.
Voorafgaande aan deze overdracht vond
de naamgevingsceremonie plaats, welke
plechtigheid werd verricht door Mevrouw
E. Holwerda-Veenstra.
De hoofdafmetingen van m.s. Samsun
Glory zijn de volgende:
lengte o.a., 106,60 m, breedte op spant
17,90 m, holte 8,50 m, diepgang 6,50 m,
deadweight 6025 ton, gross tonnage
(conv. 1969) 4000 GT, graan capaciteit
288000 cft.
Het schip is gebouwd volgens de voor
schriften van Lloyd's Register of Shipping
met de notatie + 100A1 - I C E IC -U M S e n
volgens de regels van de Nederlandse
Scheepvaartinspectie voor onbemande
vaart met 0-m answachtbezetting.
De maximum container capaciteit be
draagt 420TEU , 142 in het ruim en 278 aan
dek. Voor 30 koelcontainers zijn aansluitin
gen voorzien.
Voor laden en lossen zijn 2 elektrisch hy
draulische kranen geïnstalleerd met een
hijscapaciteit van 63 ton elk. Zware stukken
tot 120 ton kunnen worden behandeld.
Het schip wordt voortgestuwd door een
Lips verstelbare schroef. Deze schroef
wordt via een verlragingskast aangedre
ven door een Stork-W erkspoor-Diesel van
4000 pk. De dienstsnelheid bedraagt 14,5
knoop.
Voor de elektriciteitsvoorziening zijn aan
boord 3 Caterpillar hulpmotoren, welke ge
neratoren van 290 kVA aandrijven. Voorts
is er een asdynamo geïnstalleerd van 600
kVA.
V oorde navigatie kan het schip beschikken
over een magnetisch kompas, een gyrokompas, een autom atische piloot, twee ra
dars, een radiorichtingzoeker, twee VHF
installaties, een satelliet navigator, een
echolood, een snelheidslog, een weerkaartschrijver, een brandstofcom puter en
een radio zend- en ontvanginstallatie.
DB.
Offshore
Statoil gets first operator assignm ent
abroad
The Norwegian state oil com pany Statoil
has been awarded operator responsibility
and an ownership share of 60% in a block
allocated in the fifth concession round on
the Netherlands continental shelf. This will
be Statoil's first operator assignment out
side Norway. Statoil has a small ownership
share in two Dutch oil fields, Kotter and
Logger and runs its own office in the
Netherlands with a staff of 10.
Statoil gives high priority to the block in
question which it considers to be prom is
ing. It will carry out seismic investigations
on the block this year. These will form the
basis for the first exploratory drilling in
1986. On account of the shallow water
depths and the m ilder clim atic conditions
the find need to be so large in order to be
declared commercial, as it would need to
be on Norway’s continental shelf, (norinform)
Possible drilling starts on Svalbard
next year
Norway's national oil com pany Statoil is
negotiating with the Store Norske Spits
bergen concern on Svalbard on an ex
tended cooperation agreement. This deal
will give Statoil the right to prospect for oil
and gas on Store Norske’s claim on Sval
bard. Statoil is planning seism ic investiga
tions in May this year, with a view to a
possible drilling start in 1986.
Statoil has previously dispatched a number
of geological expeditions to Svalbard, but
the area now selected is said to be one of
the most interesting. The claims in question
border on the areas where the Soviet Union
already is working on an exploratory well,
though the actual distance away is con
siderable.
Two other companies, British Petroleum
and Norsk Polarnavigasjon have concen
trated on oil and gas prospecting in other
areas on Svalbard, (norinform)
Britain becomes fifth largest oil
producer
Britain has moved into fifth place in the
league table of the world's largest oil pro
ducers.
With the exception of Saudi Arabia, Brit
ain's output is now greater than that of any
single mem ber of the organisation of Pe
troleum exporting countries.
The monthly indices published by the Bank
of Scotland show that UK production in
1984 totalled some 127,000,000 to n n e s more than 10 per cent on 1983 and nearly
60 per cent higher than in 1980.
The leading oil producers are currently the
Soviet Union, the United States, Saudi Ara
bia and Mexico - the latter being only slight
ly ahead of the UK.
UK output is approaching one-sixth of that
of all the OPEC countries combined - in
1980 the comparable figure was one-six
teenth. (LPS)
Troll gas negotiations
The Norwegian state oil companiy, Statoil,
expects to start the first round of negotia
tions with potential purchasers of gas from
the huge Troll field in the North Sea which
will be delivered to the Continent. The aim is
to negotiate to realise Norway's largest
export contract to date. The sum involved
for the Troll west gas, which is now on offer,
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is estimated to 55.5 million USD while the
reserves of the entire field are estimated to
be worth an aggregate 133.3 million USD.
The negotiations are important for other
reasons, i.e. the price of gas, the tem po of
deliveries and the quantities that the many
interested gas purchasers desire, all of
which can have a decisive influence on the
choice of developm ent method for this field
which is sited 100 kilometres northwest of
Bergen.
In a report prepared by the international
energy bureau (IEA) regarding the Norwe
gian oil and energy situation, it is stated that
the developm ent of the Troll field as sup
plier of gas to west Europe should be put in
hand as soon as possible. If not, west Euro
pean energy purchasers can be obliged to
increase oil imports or against their will buy
large amounts of gas from other suppliers,
which in practice means the Soviet Union.
Without saying so directly, the IEA plainly
desires that European governm ents be
come involved in some way with the de
velopment of the Troll field, although the
Norwegian governm ent believes that the
licence-holders on the continental shelf
should themselves negotiate on gas sales.
Here, the IEA points out it has already
advised that the governm ents in question
should encourage oil companies to start
negotiations on Troll gas as soon as possi
ble with a view to obtaining supplies at
competitive prices in the m id-1990's (norinform).
Fresh perspectives analysis for
oil activities
If Norway bases its continued oil activity
mainly on the developm ent of oil fields it will
have more and more difficulty in maintain
ing its level of activities, the Petroleum Di
rectorate warns in a recently submitted
perspectives analysis. The warning stems
from the fear that the oil resources will be
exhausted in a period when it will be im
possible to sell so much gas that the aggre
gate Norwegian petroleum earnings can be
kept at a desirable level.
The following figures provide an illustra
tion: While oil accounts for 62.1% of re
sources in the fields that are either in pro
duction or under development, gas
accounts for 80.5% of the remaining re
sources. Only 20% of the total proven re
coverable reserves of gas (2 800 billion m3)
have been sold. The unsold gas represents
about 32 year's production at a production
rate of about 70 billion m3 of gas per year, or
85 years' production at present levels.
Future activity will therefore be dependent
on being able to sell the gas from the
Norwegian shelf. After the year 2 000 it will
be very difficult to uphold an investment
level of 2.2 billion USD per year without
signing contracts for major sales of gas.
Norway will thus be facing a long-term chal
lenge to sell its gas on a market where it will
meet competition from other gas exporting
countries. The Petroleum Directorate still
counts on the Continent and the UK as its
primary potential markets, where a need for
fresh agreements on gas import will arise
around the mid 1990s. The export of LNG
gas to the USA is also a possibility, but not
until about the turn of the century.
If the market conditions for Norwegian gas
continue to be difficult, competition be
tween the various gas projects on the
Norwegian continental shelf can easily
arise. Therefore the Directorate has stress
ed the necessity of coordinating interests
on the selling side for the purpose of achiev
ing necessary flexibility with regard to
volume, reliability of supply etc.
At the moment it is the Troll field, the biggest
offshore gas field in the world, that will give
Norway this flexibility. Also, much will de
pend on the outcom e of the sales negotia
tions that started this month. Their results
will be important not only for the develop
ment of the Troll field itself, but also for the
national petroleum interests for many
years to come.
In its analysis the Directorate also states
that gas prospecting has to a noticeable
degree moved north on the Norwegian
shelf. 31 % of the area accessible for ex
ploratory drilling (i.e. areas where this kind
of drilling is permitted) lies north of the 62nd
parallel, and 25% of the total drilling of
exploratory and step-out wells in 1984 was
carried out in this area.
On the shelf as a whole 25 exploratory wells
were commenced last year, as well as 12
step-out wells, all in all 47 wells. In 1983 the
figure was 40.
At the same time as the Petroleum Directo
rate has presented its perspectives analy
sis, the governm ent proposes in a white
paper that seven new areas gradually be
opened for exploratory activity. All these
areas lie north of the 62nd parallel. Further,
the governm ent proposes that the 11th
round of concessions be opened early in
1986. This too will mostly cover areas north
of the 62nd parallel. The governm ent
stresses that exploration in the next few
years must be concentrated on areas and
blocks where the potential for commercial
finds is greatest, (norinform)
New platform concept
Norwegian oil com pany Saga Petroleum
has developed a new steel platform type for
use in especially deep waters, which can be
built at half the price of conventional steel
platforms. Saga considers it imperative to
cut the costs of developm ent on the Norwe
gian continental shelf. It asserts that untraditional methods must be used if fields in
deep water, with difficult seabed conditions
and large am ounts of gas/condensate in
relation to oil are to be profitably developed.
The com pany has therefore launched the
idea of forging the nodal points for the steel
pipes from the platform leg itself. This does
away with the need for seams which must
be constantly exam ined for fatigue frac
tures. The platform's lifetime will thus be
considerably increased. The strengthen
ing of the nodal points between the steel
pipes will also m ake it possible to cut down
on the amount of steel needed to make the
platform sufficiently solid. The platform
weight can be halved and the price prob
ably reduced to 50% of that of a conventio
nal steel platform. The savings would
amount to around 200 million USD per
platform.
The actual design of the platform will be
such that strain on the construction is slight,
even at water depths of more than 200 m.
The platform has seven legs positioned on
a solid concrete base. The production wells
can be drilled in advance, before the steel
jacket is lowered onto the base.
Saga believe that the platform can be built
in Norway. Construction time will be a good
year less than for traditional steel plat
forms. Initially it could be located on the
Troll or Snorre fields of the North Sea.
(norinform)
New Guide to North Sea platfoms
Oilfield Publications Ltd of Ledbury, Here
fordshire have published a new reference
book, the North Sea Platform Guide which,
it is claimed, provides the first complete
reference to all 370 fixed installations on 83
producing fields throughout the North Sea
area.
The new 1000 page book, costing E 140 Is
comprehensively illustrated with over 450
photographs and some 800 line drawings
and schematic diagrams.
Further inform ation is available from Oil
field Publications Ltd, Homend House, 15
The Homend, Ledbury, Herefordshire.
HR8 1BN. Engeland. Tel: 0531 4563.
1985 ABS MODU Rules
The 1985 ABS Rules for Building and
Classing Mobile Offshore Drilling Units’ are
now available from American Bureau of
Shipping, Book Order Department, 65
Broadway, New York, N Y. 10006. The new
Rules will go into effect on 6 May 1985, and
will apply to all MODU new building con
tracts signed on or after that date. Cost of
the Rules is U.S.S 30.00 in the United
Slates, Canada, Mexico, Central America,
Columbia, and Venezuela, and US$ 35.00
elsewhere.
The new Rules require ballast system s on
column-stabilized drilling units to operate
under normal or damage conditions by
adding sufficient redundancy and power
sources to insure that the system will func
tion after the loss of a pump or the main
power. Special requirem ents for a central
ballast control station have been added.
Also, the requirements for jacking systems
on self-elevating drilling units have been
revised to better define ABS practices for
the approval of such systems.
Appendix B, which was the Guide for Mate
195
rial Selection’, in the 1980 Rules, has been
incorporated into the body of the 1985
Rules. It covers the selection of material for
a unit expected to operate in temperatures
to minus 30C. Guidelines have been in
cluded for the selection of material for units
operating at minus 50C.
Requirements for reinforcing the hulls of
mobile offshore drilling units for transitting
in first-year broken ice are covered in
Appendix D in the new Rules. The hull area
required to be reinforced is given in the
guide defined as the ice belt. Four different
ice classes are given; Class 1AA, 1A, 1B,
and 1C. A general relationship is given in
the Guide between the ice class, the thick
ness of the first-year broken ice, and the
concentration of the broken ice in terms of
sea surface area. The owner selects the ice
class for the broken ice thickness and ice
concentration likely to be encountered by
the MODU in transit. This Guide will appear
as an Appendix in the new MODU Rules.
Agenda
Oceanology and dredging
The Oceanology International 86 Exhibi
tion and Conference and the Xlth World
Dredging C ongress are to be held concur
rently in Brighton from 4 tot 7 March 1986.
As in the past, Oceanology International
will be held at the Hotel Métropole while the
World Dredging Congress will, for the first
time, take place at the adjacent Brighton
Centre. The events are expected to bring to
Brighton decision makers from the ocean
science and applied technology industries
and the dredging, port developm ent and
coastal engineering industries.
The Society for Underwater Technology sponsors of O ceanology International 86 will be responsible for planning that event's
conference program m e and, as one of the
co-sponsors of the World Dredging Con
gress, will be involved in the co-ordination
of the programmes to ensure that the two
self-contained program m es are com
plementary and compatible.
Oceanology International attracted more
than 250 com panies to its 1984 exhibition
encompassing
oceanography,
hydro
graphy, geology, geophysics and man
underwater. A call for papers will be issued
early in 1985 for the 1986 event and ses
sions will include navigation and position
fixing, environmental data, hydrography
and seabed surveys, geophysics, geology
and geotechnics.
The World Dredging Congress is held
every three years and organized in rotation
by the Western, Central and Eastern Dred
ging Associations. The 1986 exhibition will
include examples of the technology of the
industry - dredging, earthmoving, sur
veying, foundation engineering, marine
works construction and port equipment.
The conference will include papers on all
aspects of dredging, both theoretical and
196
practical. More information from: Spear
head Exhibitions Ltd, 55 Fife Road, Kings
ton upon Thames, Surrey.
LPS
M a riC h e m 85
The 6th international conference on the
transportation, handling and storage of
bulk chemical MariChem 85 will be held in
the Kensington exhibition centre in London
from 25 - 27 June 1985.
With MARPOL Annex II due to come into
force on October 2, 1986 the Legislation
and Regulation session at the forthcoming
MariChem 85 Conference will provide a
vital forum for discussion of the many prob
lems facing the industry.
Robert E. Claypoole, Chairman of the Inde
pendent Liquid Term inals Association and
President of GATX Term inals Corporation,
Chicago, will address the meeting on the
response of U.S. terminals to MARPOL
Annex II proposals while from Japan,
Hisayasu Jin of Nippon Kaiji Kyokai will
present the views of the Shipbuilding Re
search Association of Japan on the
Japanese reaction to Annex II.
Operations and Safety, Session 2 at Mari
Chem 85 will be an all-day session with
presentations aimed at those responsible
for operating chemical carriers and term i
nals. European Community environmental
legislation and the impact of IMO require
ments on terminal facilities will be discus
sed by Peter Cooke, Managing Director of
Powell Duffryn Term inals Ltd., Captain
Alberto Allievi will give the International
Chamber of Shipping's view on the role
which industry should play in developing
operational and safety guidelines, and a
thought-provoking paper authored by Ro
bert J. Lakey, the internationally respected
consultant of Houston, Texas, and co-au
thor, K. J. Szallai, President of Troll Tank
ers Inc., asks 'Are the next generation of
chemical tankers becoming too sophisti
cated?’
The Operations and Safety session will
conclude with a presentation many will
want to hear on the determ ination of chem i
cal/parcel tanker supply and demand, to be
given by R. L. T o lle n a a ro f the Netherlands
Maritime Research Institute, Rotterdam.
More than 90 international companies will
be displaying their technical expertise,
products and services at the MariChem 85
Exhibition which will be open from 09.00 hrs
on Tuesday, June 25 until 17.00 hrs on
Thursday June 27. The Exhibition will
occupy the entire display areas of the Ken
sington Exhibition Centre adjacent to the
Conference room, and it will be by far the
largest Exhibition of its kind in the world with
much to interest all Conference delegates
and all bulk chemical specialists.
Fuller details on the C onference and Ex
hibition are available from:
MariChem Secretariat, 2 Station Road,
Rickmansworth, Herts, WD3 1QP
England
Offshore Com puters Conference
Following the success of the exhibition
which accompanied the 1984 Offshore
Computers Conference (OCC) in Aber
deen, a second exhibition - on a wider scale
- will be part of OCC 85 from 8 to 10
October. OCC 85 will be held in the new
Aberdeen Exhibition and Conference Cen
tre which has an exhibition arena of 8000
m2 and a second hall of 1600 mz. There are
two conference halls, both equipped with a
full range of audio visual equipment and
catering facilities. The organiser expects
the exhibition to include computer hard
ware, software and services relating to de
sign and weight control systems, process
and production control systems, flow
measurement, telemetry, drilling systems,
CAD/CAM applications, com puter m odel
ling, simulation systems, inspection and
maintenance systems, database m anage
ment, data analysis systems, navigation
and positioning systems, drafting and m ap
ping movement systems, economic m od
elling and all other com puter related
technology required by the offshore oil and
gas industry. Those areas where there
have been significant technological ad
vances will be highlighted at the confer
ence. More information from: Offshore
Conferences and Exhibitions Ltd, Rowe
House, 55-59 Fife Road, Kingston upon
Thames, Surrey, Enqland KT1 1TA
(LPS)
Offshore Europe 85
Offshore Europe 85 - the biennial high
technology offshore oil/gas industry exhibi
tion and conference will be held from 10-13
September 1985 in the Aberdeen Exhibi
tion and Conference Centre, Bridge of Don,
Aberdeen. Patrons and sponsors are the
UK Offshore Operators Association and
the Society of Petroleum Engineers.
The Offshore Europe 85 exhibition occu
pies 19,000 square metres net and has
attracted approximately 1000 exhibitors
from 15 countries. The organizers help to
retain the high technology image of the
event by enforcing regulations concerning
the suitability of exhibitors/exhibits.
The Society of Petroleum Engineers is re
sponsible for developing the technical con
ference programme highlighting significant
areas of current technology that will prove
of major interest to the technical com m unity
involved in European offshore operations.
The provisional conference programme
will be available late-Spring 1985. Some 60
papers will be presented in sessions on
drilling, inspection and maintenance, re
servoir management, production opera
tions, fracturing, subsea systems, innova
tive field developm ent and safety and en
vironment.
For information: Spearhead Exhibitions
Ltd., Rowe House, 55/59 Fife Road, Kings
ton upon Thames, Surrey, KT1 1TA, Eng
land. Tel: 01-549 5831.
O nze aktiviteite n bestaan o.a. uit de voorbew erking van diverse m aterialen, als
staal, roestvaststaal en no n-ferro 's, t.b.v. d e sche ep sbo uw en vele
m dustriebranches.
Naast autogeen- en plasm asnijden, vervorm en w i j m iddels persen, buigen enz.
D oor toenam e van ons produktiepakket. exportvolum e en invoering van
geavanceerde produktietechnieken, hebben wij een interessante funktie vakant
voor een
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N.V., die uit zes vrijw el autonom e
w erkm aatschappijen bestaat.
Het totale personeelsbestand
bedraagt circa 450 te rw ijl de
om zet op m eer dan 100 m iljoen
gulden ligt.
Zijn taak zal .vanuit een bedrijfskundige bena de ring. voor het m erendeel gericht
zijn op de organisatie van de pro du ktie in sam enhang m et W erkvoorbereiding
en Bedrijfsbureau. Om aan deze nieuwe funktie inhoud te kunnen geven,
denken wij aan een energieke manager op niveau H.T.S. W.B./SCH.B.
Kandidaten kunnen bogen op leidinggevende kapaciteiten en ervaring bij
voorkeur in genoem de aktiviteiten. Een aanvullende bedrijfskundige en
m anagem en t-sch oling is van belang.
Belangstellenden (m/v) w o rd t verzocht hun sollicitatie te richten aan de afdeling
Personeelszaken.
Inform atie w o rd t gaarne verstrekt door de heer B. J. van der M eulen, direkteur,
050-183210, privé 05940-5764.
CENTRAALSTAAL B.V.
Postbus 204,
9700 AE Groningen,
>rÏ ' rM
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ata
• ELKE KLASSE
W IJ B O U W E N C O M P R E S S O R E N D IE
ONDER
M O E IL IJ K E O M S T A N D IG H E D E N H E T H O O F D
K O E L W E T E N T E H O U D E N .______________________
•
•
•
_
Overschiesestraat 28
fSCHiEDAMjLV^ 3112 HG Schiedam
telex 24186
telefax 010 - 26 42 98
I
A L T IJ D ELK O N D E R D E E L IN V O O R R A A D
L U C H T E N W ATERG EKO ELD
W E R E L D W IJ D E S E R V IC E
VAN DUkJVENDUK
ROTTERDAM b.v.
waalhaven pier 8, ophemertstraat 98,
3089 JE R O TTER DA M
Tel.: 010 29 39 55 Telex: 28260 deno nl
„Ik ken een bevoorradingsschip waarvan de
kapitein wel 5 handles moet bedienen om op
positie te blijven”
„De man houdt zeker van ambachtelijkheid,
of hij heeft nog nooit gehoord van het
’Thrust Remote Control System’ van AEGTELEFUNKEN Marine Service”
Het loon t du s altijd de
m oeite ko n ta kt o p te
nem en m et
AEG-TELEFUNKEN.
De A fdeling S ch e e p sb o u w
is w ereld w ijd to o n
aange ven d o p het gebied
van:
. S ysteem engineering
• E nergie
. Autom atisering
• C o m m unicatie
• D a ta -p ro cessin g
• M eettechnieken
. K a b e ld o o rvo e rin g e n m et A 60 - eert.
. T e ch n isch e se rvices
• T u rn -k e y -p ro je c te n
. D iversen
AEG-TELEFUNKEN Nederland N.V. Marine Service. Rijnhaven N.Z. 45. Postbus 5115. 3008 AC ROTTERDAM. Tel 010-855644 / 206611 (buiten kantoortijd) - Telex 28822

1 - SWZ Maritime

Transcription

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