Cruise Talk: Converting Steam to Diesel

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»	Cruise Talk » Technically Speaking » Converting Steam to Diesel

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Topic: Converting Steam to Diesel

desirod7
First Class Passenger
Member # 1626

posted 08-27-2002 04:25 PM

Many of the classic liners we love originally steam driven have been converted to diesel for economy.

I understand diesels need more maintainence, but require fewer engine room personnel. Diesels require less real estate since steam requires boilers and turbines.

Turbines are vibartion free since there are no reciprocating parts.

The QE2, Statendam4, Regal Empress, and Meridain
were converted, why were not more?

I am surprised NCL did not convert the Norway.
Rembrandterdam has split uptakes, and the only way to get a bus size engine in her is to break a hole in the hull

In most cases can they not get a return on investment?

Posts: 5727 | From: Philadelphia, Pa [home of the SS United States] | Registered: Oct 2000 | IP: Logged

cruiseny
First Class Passenger
Member # 2928

posted 08-27-2002 05:01 PM

Interesting topic...

Just a note - Meridian wasn't converted.

Posts: 4730 | From: New York, USA | Registered: Mar 2002 | IP: Logged

Britanis
First Class Passenger
Member # 2912

posted 08-27-2002 05:29 PM

The reason why ships aren't converted today is due to the simple fact that most of the remaining steamships are 30+ years old (except for Pacific Sky), and it really doesn't make sense to go through the expense of re-engining a ship that is already outdated and near the end of its comercial lifespan. In the 80's, when the cruise industry still relied on mostly converted liners, re-engining made much more sense. As I see it, the three main benefits of re-engining are 1. reduced operating costs 2. increased ammount of space for other uses, and 3. extended lifespan of the ship.
In today's throw-away society, it just doesn't make sense to spend money on extending a ship's service life, when you can just build a whole new one.

Often times the ships just aren't kept around long enough to really justify the cost of conversion. The container ships Sydney Star (ex ACT 5) America Star (ex ACT 3) Melbourne Star (ex ACT 4) and Queensland Star (ex ACT 6) were all built between 1972 and 1978, and all re-engined in the late 1980's. The ships are to be withdrawn from service in early 2003. Their engines will be just over a decade old. Queen Elizabeth 2 is believed to be on her way out, and her new engines are just as old as the Blue Star ships. Regent Star (ex Statendam) saw only 7 more years of service after re-engining and will likely head to the breakers next.

Out of all the passenger and cargo ships that have been converted from steam to diesel, Regal Empress is the only bona fide success story, as she is to remain in service for the forseeable future, and will likely have a full career on her new engines.

Another ship that was re-engined (but was already diesel-powered ) was Princesa Victoria (ex Dunnotar Castle) she has seen 42 years of service on her new engines, her owners have definitely gotten their money's worth. Sadly, she is currently out of service and a return in the near future seems rather unlikely.

Posts: 944 | From: Philadelphia, USA- former home of International Merchantile and Marine Co. | Registered: Mar 2002 | IP: Logged

CoBob
First Class Passenger
Member # 3271

posted 08-28-2002 10:22 AM

Hmmm
I'm surprised to see the Norway is not a diesel. I used to work on her back in 1981 and we used to spend the night in St Thomas just so the engineers could work on her engines. I was always told back then that it was because they wanted to convert from steam to diesel and by doing this particular work they could reduce the time in the yard by over a month when it came time to make the final transition. Perhaps they just replace the original engines?

I am surprised NCL did not convert the Norway.
Rembrandterdam has split uptakes, and the only way to get a bus size engine in her is to break a hole in the hull

In most cases can they not get a return on investment?[/QB][/QUOTE]

Posts: 43 | From: Colorado | Registered: Aug 2002 | IP: Logged

desirod7
First Class Passenger
Member # 1626

posted 08-28-2002 10:30 AM

Devon Scott told me that the parts for the Norway's steam powerplant are no longer made.
If anything breaks, they have to build new ones.
There is a full machine/fabrication shop on board the ship.

On a modern diesel plant, they just call Wartsila, FIAT, MAN, etc, and they are delivered.

quote:
Originally posted by CoBob:
[QB]Hmmm
I'm surprised to see the Norway is not a diesel. I used to work on her back in 1981 and we used to spend the night in St Thomas just so the engineers could work on her engines. I was always told back then that it was because they wanted to convert from steam to diesel and by doing this particular work they could reduce the time in the yard by over a month when it came time to make the final transition. Perhaps they just replace the original engines?
QB]

Posts: 5727 | From: Philadelphia, Pa [home of the SS United States] | Registered: Oct 2000 | IP: Logged

cruiseny
First Class Passenger
Member # 2928

posted 08-28-2002 10:48 AM

Well, in the early 1980s they did remove all of her turbo-electric generators for auxillary power and replace them with new diesels... However propulsion is still provided by the old Parsons steam turbines.

Posts: 4730 | From: New York, USA | Registered: Mar 2002 | IP: Logged

nzmike
First Class Passenger
Member # 1308

posted 09-14-2002 09:22 PM

Although steam turbines are costly in fuel, the maintenance is often signficantly less as they have fewer moving parts. If a ship is only used on shorter runs then conversion to diesel may not be worth it. Steam turbines are also very durable; it is generally the boilers that need more work. NCL converted Norway to a twin screw ship which cut her fuel consumption but only reduced top speed from 35 to 25 knots. Remember that in 1980 her engines were only 18 years old and were built to high standards and received good maintenance - a conversion probably didn't seem necessary then.

Posts: 186 | From: Auckland, New Zealand | Registered: May 2000 | IP: Logged

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