El complejo negocio marítimo

El puerto de Valencia mantendrá su estatus interoceánico entre los grandes recintos del Mediterráneo al incluirse en los planes de escalas que manejan los tres principales operadores de mercancías del mundo

31.03.2014 | 16:53    LEVANTE

Terminal de contenedores del puerto de Valencia.Fernando Bustamante

José Luis Zaragozá | ValenciaEl puerto de Valencia afronta una difícil papeleta en la dura competencia por atraer las principales rutas marítimas del mundo, debido a las privilegiadas posiciones geoestratégicas de recintos como los de Algeciras y Tánger; enclaves marítimos situados entre el Mediterráneo y el Atlántico con gran atractivo para los tráficos de transbordo de mercancías entre las compañías internacionales. En medio de la batalla del contenedor y de acuerdos entre

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A step closer to hybrid power for large ships

 motor ship

  19 Feb 2014



Impression of a large cargo ship employing the Aquarius hybrid concept from Eco Marine Power

Eco Marine Power (EMP) of Japan says that its rigid sail technology for ships, known as EnergySail, has successfully concluded function testing at the Aquarius Innovation Lab in Osaka, supported by JSMEA (Japan Ship Machinery & Equipment Association).

EnergySail is intended to meet demands for renewable energy onboard ships, and is a rigid structure that can be used to convet both wind and light power into energy. It can be used as a stand-alone device or as part of a larger array of eight or more units.

It has been designed primarily as part of EMP’s Aquarius MRE system, a true hybrid power system for ships,

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More power for MTU 20V8000 engine


22 Oct 2012

The MTU 20V8000 engine, now available with increased power rating

Tognum company MTU Friedrichshafen has announced that higher power ratings are to be made available for its large high speed engine, the series 8000. The maximum output has been raised from 9,100kW to 10MW.

The uprated V20-cylinder engine has, says MTU, unit demonstrated its increased power and reliability during a project-specific endurance run over 1,500 hours under tropical conditions. The series 8000 now covers a power range from 7,200kW to 10,000kW, MTU says enables it to offer economically efficient, diesel-based propulsion solutions producing up to 40MW per vessel. The new high power rating is initially being launched in the naval market.

Since their appearance in 2000, more than 130 MTU 8000 engines are currently in operation and 40 more are on order, which the company claims makes the series 8000 the top seller in its performance class

MAN chosen for cruise power and hybrid installation

                26 Mar 2014



View of the ‘Herøyhav’s’ engine room featuring an MAN 9L27/38 main engine

MAN Diesel & Turbo says that its large four-stroke engines are continuing to be a popular choice for newbuild cruise ships.

A significant recent order came from German shipyard Meyer Werft in Papenburg, which is building new cruise vessels for Norwegian Cruise Line, and which will be powered by diesel-electric systems based on V48/60CR engines.

NCL is an established MAN customer with most of its fleet powered by 48/60 and 58/64 engines. The new ships – accorded the project name‘Breakaway Plus’ – will be the largest in Norwegian’s fleet. At 163,000gt and accommodating about 4,200 passengers, they are larger, enhanced versions of the previous 146,000gt‘Breakaway’ class also

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Feature: LNG vessel manning - the new challenge

Feature: LNG vessel manning - the new challenge

By Mike Corkhill The LNG shipping industry is under great pressure to secure the crews necessary to accommodate a major expansion in fleet size. In terms of numbers the current orderbook of 125 vessels represents 32% of the existing world fleet of 393 LNG carriers. Over 90% of this orderbook is due for delivery over the 2014-2016 period and the total orderbook is likely to require an additional 2,000 LNGC officers.

Operators of LNG carriers have been faced with such a fleet size growth spurt only once before, in 2007-09 when 120 such ships were delivered over the three-year period. On that occasion, LNG carrier operators and managers were pushed to the limit of what was possible as

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