50 YEARS AGO
THE GAS TURBINE COMETH
MOTORSHIP
THE
INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS
The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight
A question asked in the September 1970 issue of The Motor Ship was: “Are American gas turbines to dominate the marine market?”. The idea may seem fanciful now, but the writers noted that the prospect of gas turbine ship propulsion had been the subject of speculation for over 12 months. The proposal had gained momentum with a large investment by the US authorities into the development of large industrial gas turbines for marine use. Previously, aero-derivative engines had been marinised for naval vessel propulsion, but the latest joint venture with General Electric was looking at 12,000 to 60,000 hp engines for large container ships capable of travelling at 30 knots-plus. Gas turbines, the article said, lent themselves to automatic and pollution-free operation, though the fuel consumption hurdle still needed to be overcome. In the combustion engine world, the focus of attention was Pielstick’s new high-speed PA 6-280 engine, rated at 350bhp/cylinder at 1050rpm. With cylinder numbers from six to 18, in both in-line and vee configurations, it was intended for main and auxiliary power in merchant and naval vessels as well as a range of land-based and industrial applications. Compact and light in weight, with a clean external appearance, it looked suitably up to date. The main ship description looked at a new breed of cross-Channel ferry, Townsend’s Free Enterprise V, built for service between Dover and Zeebrugge. Powered by a triple-screw plant with MAN RBL 6612 medium speed engines, the ship was capable of 21 knots, offering a capacity increase of 14% over its predecessors. Built with doors and ramps at both ends, the vessel was designed for rapid turn-round of a wide variety of vehicles and cargo in each port. Each of the three engines was rated 4,080 bhp at 285 rpm and drove a Kamewa CP propeller, burning 40s marine diesel oil at a rate of 23t/day. The two outer engines were reversing, but the centre engine, arranged to drive an alternator at constant speed, was uni-directional. Nevertheless, all three engines could be used together for manoeuvring - with an astern speed of 15 knots available if needed - thanks to a clever arrangement of clutches and couplings. Electrical power for domestic services was supplied through three separate Allen-powered gensets. The machinery was controlled from a “small but neat”
52 | SEPTEMBER 2020
8 Townsend’s latest ferry, Free Enterprise V
control room sited between the main engines and auxiliary systems. Another novel feature was an oil-filled passive tank stabilising system to provide improved passenger comfort. A recent development in cargo carrying was reported in the September 1970 issue. A French company, Technigaz, had scored notable success in transportation of liquefied gases, and had supplied specially-designed containment systems for 40 ships from 600m3 capacity up to a new class of 75,000m3 methane carriers being built at Saint-Nazaire. The membrane tanks with corrugated stainless steel linings looked remarkably similar to the products of the company’s successor, GTT, which supplies most of today’s much larger gas tanker fleet. Shipbuilding was expected to be shaken up by a system, developed and patented by Blohm & Voss of Germany, in which the accommodation in cargo vessels would be provided by pre-fabricated unitised modules. These would be supplied to standard dimensions, fully fitted out, and intended to reduce the cost of building and installing living quarters onboard, as well as improving comfort and safety thanks to the use of soundproofed, fire-resistant materials. To date, the system had been ordered for some 18 ships of varying types. It was reported that one of the first applications of the system had allowed a ship with accommodation for 37 personnel to be delivered just four weeks from launch.
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8 The Technigaz membrane-type gas tank from 1970
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