<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=1">08-01 Repowering THE ROYAL BARGE 1 ● Ocean researc</a> h ● Brazilian power ● Advanced harvester RepoweringTHE ROYAL BARGE ●Ocean research ●Brazilian power ●Advanced harvester No. 1, 2008 RepoweringTHE ROYAL BARGE Power_08_02_15:Layout 1 08-02-21 15.39 Sida 1
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=2">08-01 Repowering THE ROYAL BARGE Sida 2 1 – 20082 </a> Scania Power is a customer magazine issued four times a year by Scania Engines. You are welcome to quote Scania Power. Publisher Robert Sobocki robert.sobocki@scania.com Editor Ann-Helen Rova ann-helen.rova@scania.com Editorial, production and layout Greenwood Communications www.greenwood.se Print Modintryckoffset www.modintryckoffset.com Distribution Sign up for a free subscription by contacting us via phone, fax or e-mail. Scaniais one of the world's leading manu- facturers of trucks and buses for heavy transport applications, and of industrial and marine engines. Scania Engines manufactures, markets and sells engines for industrial, genset, marine and defence applications. Scania Engines SE-151 87 Södertälje Sweden Phone: +46 8 553 810 00 Fax: +46 8 553 829 93 E-mail: engines@scania.com www.scania.com No. 1, 2008 Ann-Helen Rova Communications Officer Quality and service I am proud to present 2008’s first edition of Scania Power. In this issue we have gathered stories about Scania engines at work in diverse applications. Read about a new research vessel in Norway with its three V8 engines, a generator installation in Argentina and a very interesting New Zealand fish- ing trawler that is pioneering in that it uses 100% biofuel. These stories cover different industries and vary- ing applications but each highlights the enduring qualities of a Scania engine; reliability, fuel effi- ciency and an ability to perform consistently, often in challenging environments. Another reason that motivated some of the cus- tomers featured in this edition to choose a Scania engine was our comprehensive service network. This was a key requirement for Metalfor SA of Argentina, whose advanced Scania-powered crop harvesters are used through that country. Whether you work with industrial or marine engines, I am sure that you will find something of interest in this edition of Scania Power. Power_08_02_15:Layout 1 08-02-21 15.40 Sida 2
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=3">08-01 Repowering THE ROYAL BARGE Sida 3 T he FV Ju</a> bilee was designed and built by Stark Bros at their Lyttelton Ship Building facility for Ocean Fisheries Ltd. This is the first fishing vessel to be constructed at Lyttelton since the company launched the 19-metre FV Frontier in 2004 and has been named “Jubilee” in order to mark the company’s 50th anniver- sary. The ship is equipped with a variable pitch pro- peller, onboard salt water ice maker and comput- er controlled split hydraulic winches with auto scrolling. It will operate off the East Coast South Island of New Zealand, fishing in depths from 10 m to about 500 m. Careful selection of the main engine resulted in the inclusion of a fuel-efficient Scania 12-litre engine, which, combined with the variable pitch propeller, new light-weight, high-strength nets and new generation trawl doors, adds up to a very capa- ble vessel that will be extremely fuel efficient. In conjunction with Ocean Fisheries, Stark Bros have been trialling the use of bio-diesel, with the FV Frontier currently running on a B60 blend – 60% biodiesel with 40% petroleum diesel. And now that the FV Jubilee has been commissioned, it will go a step further, running on 100% biodiesel (B100). Pioneering biodiesel The Jubilee is believed to be the first commercial vessel in New Zealand to run on B100 biodiesel, and possibly the first commercial engine on either land or sea commissioned in that country to run on the fuel. The opportunity arose for Stark Bros and Ocean Fisheries to be closely involved with Paul Quinn from Biodiesel New Zealand, a local company pro- cessing Canola Oil into biodiesel which meets the high specifications of European Standard EN14214. The processing of Canola from both recycled and virgin oil into a high specification diesel fuel, for use in the marine environment, results in a number of advantages. These include a reduced carbon footprint on the environment, reduced harmful effects on the environment if fuel is spilled and less harmful particulate emissions being released into the environment. “Through our trials to date with the B60 blend, we have not experienced any problems and we are not expecting any problems on this vessel running B100,” says Andrew Stark of Stark Bros. “The design and construction of the vessel has gone very well, with a diversified and dedicated team of staff, combining in the later stages with spe- cialist sub-contractors to produce the final result – a magnificent vessel.”■ 1 – 20083 Stark Bros of Lyttelton, New Zealand started the year by launching a ship with a difference. The fishing trawler, FV Jubilee, not only boasts the latest equipment, it also runs on a very different type of fuel. Story: Rob Naylor Photo: Stark Bros The road to RENEWABLE FUELThe road to RENEWABLE FUEL Power_08_02_15:Layout 1 08-02-21 15.40 Sida 3
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=4">08-01 Repowering THE ROYAL BARGE Sida 4 T he role </a> of the Royal Nore is steeped in tra- dition. Until the mid-1800s the River Thames was one of the capital’s main routes through which the Sovereign would regularly trav- el on the state barge manned by Royal Watermen, whose members were drawn from the Company of Watermen and Lightermen – an organisation which remains in existence today. Today, the Royal Nore sees fewer royal passen- gers, as members of the UK’s royal family take to the water less frequently than their predecessors. But the Royal Nore’s importance has not diminished and on ceremonial occasions, she plays just as important a role as ever; one recent addition to her guest list, for example, being Russia's President Putin. Built in 1971 by Tough Brothers of Teddington, West London, the Royal Nore succeeded the Nore, a vessel of many years service which first welcomed the new Queen Elizabeth II aboard just ten days after her coronation in 1953. The current-day launch was originally also called Nore, (the name is taken from the Nore anchorage, which lies between the Rivers Thames and Medway). The ‘Royal’ being added with the Queen's permission following the Silver Jubilee celebrations of 1977. Thirty-five years after entering service, the time came to refit the Royal Nore. “As a much-loved vessel of considerable signifi- cance, we decided that it was necessary to give Royal Nore a new lease of life,” says Alan Cartwright, Marine Engineer for the Port of London Authority. “That involved removing and reconstructing the 1 – 20084 On Her Majesty's Service Of all the vessels on London's River Thames, none enjoy a higher status than the Royal Nore. That's because this 61- foot Scania-powered launch, owned by the Port of London Authority and operated by Woods River Cruises, enjoys the privilege of serving as the Queen's barge whenever state duties call. Story and photos: Phil Sampson Power_08_02_15:Layout 1 08-02-21 15.40 Sida 4
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=5">08-01 Repowering THE ROYAL BARGE Sida 5 superstruc</a> ture, completely renovating the hull, replacing her two diesel engines and all the other machinery and electrical systems. “We took the decision to re-equip with Scania engines because we have many years experience of running them within our fleet and know them to have the best reliability and longevity of all the engines we operate. It goes without saying that for the Royal barge, nothing less than the very best in terms of reliability will do! “We selected two 12 litre units rated at 400 horsepower (294kW). These give the Royal Nore a speed of 15 knots – slightly more than her pre- vious engines. Also important to us is that fuel-burn and emissions are significantly lower and cleaner than the original engines.” In addition to her state role, the Royal Nore fulfils two other functions. Firstly, she is used as an inspection launch by Port of London Authority board members when visiting the new investment locations on the river that are being developed for improving port activity. Secondly, she is used for VIP entertaining, which is where Woods River Cruises’ expertise is so important. Formed in 1947, Woods River Cruises is one of the River Thames' leading catering and hospi- tality companies with its own fleet of prestige river cruisers. As such, the firm was ideally placed to pro- vide a service from the Port of London Authority's point-of-view. And then, there’s the Waterman con- nection. Fifth generation Waterman Woods River Cruises is today run by Managing Director Tom Woods, a fifth generation Thames Waterman. His father Alan, the company founder and Chairman, is a past Master of the Company of Watermen and Lightermen. To join this ancient organisation, candidates have to complete a five-year apprenticeship before applying to the Lord Chamberlain’s office for membership. The best way to help become a Waterman is by winning the annual Doggett’s Coat and Badge sculling race, the world's oldest rowing contest. Tom Woods achieved this in 1999, as did Paul Prentice, a Captain with Woods River Cruises who regularly skippers the Royal Nore, in 1976. After gaining his place in the Company of Watermen and Lightermen, Paul went on to become a Royal Waterman. “There are only 18 of us and as such it's a great honour,” he explains. “As a Royal Waterman, we wear the regalia and stand guard on the boat when the Queen comes aboard. For me, being a Waterman is an integral part of my long association with the River Thames and one of which I am extremely proud.” Below deck, Engineer Mick Hamblin, looks after the power units. “There's no problem there,” he says. “The Scania engines are robust, well-designed and very easy to work on. The reliability is excellent and main- taining them – even in the cramped conditions of the engine room – is a very straightforward process. I’ve no doubt that they are the right choice for this boat, they are engines we can depend upon.” Back in the wheelhouse, Paul Prentice adds: “She’s a delightful boat, a joy to operate. And from our passengers’ perspective, I'm sure that a jour- ney through the heart of London aboard her leaves no-one disappointed. “As I see it, the Royal Nore is carrying on a long and historic tradition on the Thames – she’s some- thing of a national treasure. What more can I say? – except that it's a great privilege and pleasure to captain her!”■ 1 – 20085 Tom Woods, Managing Director of Woods River Cruises, on the deck of the Royal Nore. In the wheel house: “She's a delightful boat, a joy to operate,” says Captain Paul Prentice. “The reliability of the engines is excellent,” says the ship’s Engineer Mick Hamblin. Power_08_02_15:Layout 1 08-02-21 15.40 Sida 5
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=6">08-01 Repowering THE ROYAL BARGE Sida 6 A successf</a> ul collaboration: From left, Captain Arve Knudsen, Svenn Ove Linde, Administration Manager, Arne Markussen, Polarkonsult and Jarle Gunnarsein of Larsnes Mek Verkstad AS. F rom it’s base in Trondheim, Norway, Gunnerus is used for oceanographic research, marine technology, marine geolo- gy, marine biology, marine archaeology and fish farming research. Commissioned in the spring of 2006 from Larsnes Mek Verksted AS in Møre, the ship was developed in a joint venture between the shipyard, The Norwegian University of Science and Technology, and naval architects Polarkonsult. Quiet operation Three Scania V8, 16-litre engines drive generators which, in turn, power two screws. In normal oper- ating conditions, just one of the Scania engines is enough to provide the necessary power. Electrically powered screws were selected in order to reduce noise – a key consideration when study- ing marine life and operating sensitive instru- mentation. Another consideration was that this type of propulsion system is more environmentally friend- ly. “Most of the time we can operate using only Story and photos: Torstein Magelssen F/F Gunnerus, is one of the most advanced research vessels in the world. In addition to a vast array of technologically advanced equipment, it is powered by a very special diesel-electric system. A boat-load of technologyPUTTING SCIENCE TO S Power_08_02_15:Layout 1 08-02-21 15.40 Sida 6
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=7">08-01 Repowering THE ROYAL BARGE Sida 7 1 – 20087 </a> one of the three Scania engines. By doing so, we use no more that 80 litres of fuel per hour,” says shipyard representative Svenn Ove Linde of NTNU. Each engine provides 450 kW at 1800 rev/m. The machinery is connected to a control system, and operates in stages. When the first engine reaches 80 percent of its maximum load, the next engine starts up. The third engine will not engage until the second engine has also reached 80 per- cent of its maximum load. The Scania engines also provide electricity for lighting and everything else onboard that requires power. “The machinery runs like clockwork,” says Chief Engineer Steinar Johansen. “These engines are as good as it gets! The Scania service shop is located here, in town, and when I order parts for servicing, the shop delivers them down at the pier- side.” Good co-operation Jarle Gunnarstein, Managing Director of Larsnes Mek Verksted adds: “We had previously delivered a comparable system for use in another vessel and the co-operation with Nogva and Scania was a great success. We have never had any issues with the engines.” In 2006, the shipyard could look back at 25 years in the business, and F/F Gunnerus became the “Anniversary vessel”. “The machinery runs like clockwork,” says Chief Engineer Steinar Johansen, alongside one of the ship’s three Scania V8 engines. ▲ SEA Highly advanced: The Gunnerus has an onboard laboratory, computer stations, two cranes and an electrical probulsion system. Power_08_02_15:Layout 1 08-02-21 15.41 Sida 7
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=8">08-01 Repowering THE ROYAL BARGE Sida 8 1 – 20088 </a> Even though the vessel itself is just above 31 metres long, it is equipped with an A-frame at the stern, two deck cranes, a diving platform, trawling- equipment and advanced equipment for dynam- ic positioning (DP) and ROV-operations. When the vessel was commissioned, it came with a Furuno-radar and depth sonar, Simrad gyro compass, Furuno VHF telephones and a TET dig- ital chart plotter. Floating laboratory There is both a dry and wet-laboratory on-board the Gunnerus allowing the ship to store samples of marine life and carry out scientific research. Onboard computers process information from instruments mounted on the vessel’s hull, deck and in equipment submerged in the sea. Mounted on the hull of the vessel is an interesting detail, an underwater antenna, called a Hipap. Driven by hydraulics, this antenna can be lowered as much as 3.5 meters below the keel. The captain, Arve Knudsen also has the ability to oversee activ- ities on the sea as well as on the boat’s 75 square metre deck, thanks to a set of surveillance cam- eras. Advanced positioning Another key technology fitted to the boat is a Dynamic Positioning (DP) system. Captain Arve Knudsen explains: “To manually keep the boat at a fixed location, I would be doing my job well if I kept the vessel within a five metres radius. “The DP-equipment uses the on-board com- puter to connect the propulsion engines, two rud- ders and the bow thrusters. It co-ordinates the force from these units to keep the vessel at a fixed position. To position her, we use both GPS, and a variety of land-based stations. Even in signifi- cant wind, the system is able to keep the vessel at an exact fixed location at all times.”■ Name:F/F Gunnerus Type of vessel:Research vessel Shipping company:NTNU, Trondheim Design:Polarkonsult AS Shipyard:Larsnes Mek. Verksted A/S Propulsion:Siemens Diesel- Electrical 2 x 500 kW Gear/Screw:Finnøy Gear og Propeller AS Auxiliary machinery:3 x 450 kW generator set Scania DI 16 (V8) Length:31.25 metres Beam:9.60 metres Speed:12.5 knots Commissioned:March 2006 Cost:42 million NOK (49.2 million EUR) The Gunnerus sets sail for a research mission from her home port of Trondheim, Norway. Power_08_02_15:Layout 1 08-02-21 15.41 Sida 8
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=9">08-01 Repowering THE ROYAL BARGE Sida 9 1 – 20089 </a> A ccording to Luis Ángel Dadomo, President of Metalfor SA, the company’s latest crop harvester is unique: “It is the only harvester in the world that uses both systems – axial and conventional.” The technology has been conceived and developed by his company and allows the new harvester to offer the flexibility to switch between systems according to field conditions. The axial flow system harvests by centrifugation, a method that preserves the grain. The conven- tional system on the other hand, has the advantage of being able to work longer, because it can better tolerate humidity in the crops. The Metalfor Araus Axial Mix 1510 DT Hidro is a Class VIII harvester – high-grade equipment designed according to strict quality standards. It is powered by a 12-litre Scania engine that produces 450 hp at 1900 rev/m. Network essential “Scania provides a next generation electronic engine, perfect for our harvester,” says Mr Dadomo. “Another factor in selecting Scania was the sales and service network, which extends across the coun- try.” A good service network is essential in a large country like Argentina (3.8 million km2), and the Pampas region, where cereal production extends to 60 million hectares. Flexible system The Axial Mix 1510 harvester can separate the crops conventionally and clean them axially, or vice versa, and benefits from eight programmable options that can be selected according to the con- ditions. “It has been good to work with Scania Argentina,” adds Mr Dadomo. “Not only have they provided us with the engines but they have worked with us during the project, giving us their full sup- port.” In addition to harvesters, Metafor also man- ufactures tractors, trailers for fertilizer transporta- tion, tanks, hoppers, self-propelled and pulled-type sprayers and other agricultural machinery. The company, founded by Mr Dadamo, has grown to produce 1,500 agricultural products per year, owns three production plants (two are in Argentina, the other is in Brazil), and employ 550 people. It also has a nationwide sales network and succesfully competes with some of the world’s biggest companies. ■ LEADING THE FIELD Along with the growth of cereal production in Argentina, demand for agricultural machinery has also risen. This has been good news for Metalfor, a company dedicated to manufacturing agricultural equipment and the first Latin American company to produce an ‘axial’ harvester. Story: Daniel Jatimliansky Photos: Silvio Serber Working side by side: From left, Luis Ángel Dadomo, President of Metalfor SA and Sven Antonsson, Managing Director of Scania Argentina. A first for Latin America: Metalfor’s crop harvester combines two techologies that allows optimum harvesting according to the prevailng conditions. Power_08_02_15:Layout 1 08-02-21 15.41 Sida 9
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=10">08-01 Repowering THE ROYAL BARGE Sida 10 1 – 20081</a> 0 M anufactured by Stemac Grupos Geradores, that is based in the State of Rio Grande do Sul, Brazil, the three groups of electrical generators installed in parallel for Medabil are equipped with 16-litre Scania engines, each delivering 650 kVA of power. More and more companies in Brazil are choos- ing the “Green Tariff” – one of the pricing models created by the Brazilian National Agency for Electric Energy in which electricity is priced differently, according to the time of day and demand. Initially, Medabil had purchased the power plant for use only in emergencies, but they found that the discount for the contracted supply of electric- ity made it possible for them to expand the instal- lation. The 16-litre engines are backed up by a dealer network, complete with workshops and a spare parts store. In common with other engines in the Scania range, these engines benefit from the EMS fuel injection control system. Low fuel consumption “The very high pressure and timing of the fuel injection system are regulated with extreme preci- sion, under all operating conditions. This results in low fuel consumption and reduced emissions,” explains Mauro Costenaro of Scania Engines, Latin America. Stemac was responsible for the project that cov- ered both the electrical installation and construction of the power generation plant in Nova Bassano. Today the entire Medabil site is served by the power plant during the peak tariff hours and during the power failures that can affect the local electricity sup- ply. “The result has been satisfactory and because we were careful enough to acquire a system capable of handling future expansion, we plan to install two additional group generators,” says Moacyr Reginatto, Maintenance Co-ordinator at Medabil, who is responsible for the project. Jorge Luiz Buneder, President of Medabil adds: “As Brazil’s economy rapidly expands, there is an increasing awareness of the need to save energy and safeguard against power cuts. The demand for group generators has, therefore, increased in all sectors, from industrial to residential.”■ Guaranteed return Story: Helen Faquinetti Photo: Henrique Amaral Brazil’s Medabil, a leading manufacturer of metal structures for civil construction projects, has invested in the installation of a power plant with generators driven by Scania 16-litre engines. Fuel-efficient Scania 16-litre engines were selected for Medabil’s on-site power generation plant. Power_08_02_15:Layout 1 08-02-21 15.41 Sida 10
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=11">08-01 Repowering THE ROYAL BARGE Sida 11 11 Few ev</a> ents can be more colourful than the Rio Carnival. Held in Rio de Janeiro, Brazil, every year in February and lasting four days, the event draws thousand of spectators onto the streets to witness parades of competing samba dancers and themed floats. But is it not only the entertainers that are judged on their performance; the organizers are also under the spotlight. The company Poit has been in the generator rental business for nine years and works with carnivals in several of Brazil’s biggest cities. The company supplied seven gensets of 450 kVA, powered by Scania 11-litre engines with each operating for an average of 15 hours a day. Two of these were dedicated to supplying power for the live, televised broadcast of the festival to more than 100 countries with two others powering a giant outdoor screen showing the coverage to an audience. The rest of the generators were used to supply power to VIP areas, ensuring guests cool drinks, hot food and air conditioning. “The carnival cannot suffer from any faults,” says Wilson Poit, Manager Director of Poit gensets. “With the reliability of the gensets we contributed very much to the success of the carnival.” The power of Samba Making truckers trendy Scania Engines will be showing its latest engines at CeMAT 2008. The exhibition, which runs every three years, will be held between 27 and 31 May in Hannover, Germany and will focus on a wide range of logistics issues and include forums, work- shops, and a one day conference “The future of logistics”. For more information visit: www.cemat.de Scania will also be in attendance at the Samoter 2008 Earth-moving and Building Machinery Exhibition, held in Verona, Italy. Between 5 and 9 March a range of con- ferences will be held including a Scania Dealers Training day (trucks) on 7 March and demonstrations of the latest earth-mov- ing and building machinery. For more infor- mation visit: www.samoter.com Exhibition time x 2... A new television programme called ‘Trucker’ has been launched in the Netherlands. The aim of the programme is to highlight truck driving as a future-oriented profession – skilled drivers help to reduce fuel consumption, boost haulage firm’s profits and contribute to safer roads. Contestants will demonstrate their driving skills before a jury in a series of challenges. Drivers not making the grade will be eliminat- ed from the competition until a winner can be declared. Scania helped to develop the format in collaboration with TV production company Silverback. Power_08_02_15:Layout 1 08-02-21 15.41 Sida 11
<a href="/v5/viewer/files/Default_s.aspx?gKey=kxt88pgg&gInitPage=12">08-01 Repowering THE ROYAL BARGE Sida 12 T he loco</a> motives used at the Oxelösund steel- works were manufactured in the early 1960s. Each weighs more than 60 tonnes and is equipped with double bogies. The Scania engine in each locomotive powers a generator which, in turn, produces the electricity necessary to power the four traction engines on the bogies. “The bogies need separate propulsion to enable the locomotives to pull heavy loads round sharp bends,” says Sven-Erik Andersson, Technical Manager, SSAB’s transport depart- ment. Three of the four locomotives work con- stantly transporting molten crude iron from the blast furnace to the steel furnaces or hauling flush- ing slag. The fourth is always ready for action in case any of the others need service or repairing. As the production of steel is a continuous process, the engines work non-stop – on aver- age, 22,000 production hours per year for all the locomotives. Despite the fact that they look almost the same as when they first entered service 40 years ago, the locomotives have been successively mod- ernized. “We place very high demands on our engines as they are operate continuously. That’s why we demand reliable engines with optimum availability, low service costs and long service life,” says Mr Andersson. “If our locomotives stop, operations at the steelworks would very quickly be jeopardized.”■ Driving Swedish industry No. 1, 2008 They are at the production hub of one of Sweden’s largest industries and operate day and night throughout the year. And with the help of Scania engines, they help keep Swedish steel production rolling. A fault on any of the four locomotives used to ferry molten metal would quickly risk operations at SSAB’s steelworks at Oxelösund. Text and photo: Bernt Josephson Power_08_02_15:Layout 1 08-02-21 15.41 Sida 12
