October 20, 2010
World's largest ferry will use common rail technology
A RoPax ferry ordered by Tunisia's COTUNAV (Compagnie Tunisienne de Navigation) at Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) of Korea will have four common-rail 12V48/60CR Tier-II engines from MAN Diesel & Turbo as prime movers.
With a length of 210 m and breadth of 30 m, the ferry will be the world's largest. It will have a capacity of 3,200 passengers and 1,060 vehicles, and a top speed of 27.5 knots. Amenities will includes a shopping center, restaurants, swimming pool and multiple entertainment facilities. Delivery is due in the first half of 2012. The newbuilding will reinforce COTUNAV's existing main routes between Tunisia, Italy and France.
The common-rail engines have an output of 14,400 kW each.
The 48/60CR injection system uses the latest common-rail technology that allows independent setting of injection timing, duration and pressure for each cylinder. This flexibility allows optimization of the 48/60CR's fuel consumption, NOx and smoke emissions at any point on its operating profile, especially at part-load.
The common-rail system is based on a safety concept that features screened or double-wall high-pressure pipes, and flow-limiting valves to prevent uncontrolled injection. The system has redundant high-pressure pumps as well as twin-type pressure and speed sensors to ensure engine operation, even in the event of failures.
Electronics The 48/60CR is equipped with MAN Diesel & Turbo's SaCoSone engine-management system. SaCoSone is an innovative system that gathers all functions of modern engine management together. It offers:
integrated self-diagnosis functions
maximum reliability and availability
simple use and diagnosis
quick exchange of (plug-in) modules
trouble-free and time-saving commissioning
NOx-eliminating features of the 48/60CR: Retarded injection timing delays combustion-heat release, thus lowering combustion chamber temperature peaks and NOx emission. A new piston design provides a higher compression ratio and faster temperature reduction after ignition, further reducing NOx formation. Variable valve timing enables variations in the opening and closing of the inlet valves, thus providing an additional contribution to the minimization of the SFOC versus NOx emission trade-off.
The RoPax ferry is a twin-screw vessel. Its two CP propellers that will be type VBS1800-ODF MAN Alpha units twith a propeller diameter of 5,600 mm and a power density corresponding to 1,169 kW/m2. Each propeller is driven by a twin-in/single-out gearbox and will be powered by two of the 12V48/60CR main-engines.
The ferry is designed with two separate engine-rooms with the propeller shaft-lines having different lengths of well over 40 meters. The final propeller-blade design will be hydrodynamically optimized and carefully balanced with a special focus on propulsion efficiency, low noise, and cavitation levels.
The total weight of the propeller equipment amounts to almost 300 tons.
Propulsion control and maeuvering will be managed by MAN's Alphatronic PCS system courtesy of a complete setup with control consoles in the engine-control room, the forward bridge and the bridge wings.