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MAN Diesel
operated exhaust valve and an electronically controlled fuelinjection system as seen with the ME-C range.
The market requirement for the lowest possible propeller speed in relation to bore size has led to the new ME-B engine having a stroke/
bore ratio of 4.4. In turn, the new engine has an increased maximum cylinder pressure, giving rise to an
Continued on page 2
Turbocharged Development
Advanced technology central to turbocharger future
The next phase of diesel engine development is set to be dominated by advanced digital electronics as the enabling technology of the highly exible setting of engine operating parameters. On the fuel management (injection) side, the advent of microprocessor-controlled common rail fuel injection technology has given the designer the scope to optimise injection pressure and timing at any point on the operating prole of a large, four-stroke diesel engine. Paralleling this development, the Business Unit Turbocharger at MAN Diesel in Augsburg, Germany, is pursuing projects aimed at achieving a similar level of parameter control on the air management side. At the Turbocharger Technical Update event held in Augsburg in mid December 2007, the Business Unit Turbocharger gave an expos of its current development activities in the area of advanced turbocharging for large two- and Emissions and fuel consumption Planned legislation lies at the centre of present development activity to further limit emissions of oxides of nitrogen (NOx) from large diesel engines, as exemplied by the second Tier of emissions regulations from the International Maritime Organisation (IMO) and similar limits for stationary engines. This includes efforts to reduce specic fuel oil consumption (SFOC), both for economic reasons and as a route to reduced emissions of the greenhouse gas carbon dioxide (CO2). Indeed, the link between fuel efciency and emissions has gained new importance as emissions of CO2 have come to share equal focus with noxious emissions like NOx and oxides of sulphur. While, essentially, exhaust emissions are in direct proportion to fuel consumption, a special challenge in reciprocating engines is the so-called trade-off between specic fuel consumption and NOx
Continued on page 2
In contrast to other sequential turbocharging systems, the MAN Diesel STC system is intentionally simple, consisting of two identical, standard MAN Diesel high efficiency turbochargers
four-stroke diesel engines. A traditional turbocharging pioneer, MAN Diesel has never relinquished technological leadership since it began turbocharger manufacturing in 1934. For example, only a few years later, in 1940, MAN Diesel devised the basic rotating group concept that would come to predominate in
all sizes of turbocharger i.e. a core group consisting of the turbine and compressor mounted either end of a shaft supported in a central inboard plain bearing, lubricated from the engine lubricating system. This concept was sooner or later adopted by all major manufacturers.
DIESELFACTS
Turbocharged Development
i.e. the fact that reducing NO x formation in diesel or gas engines is normally bought at the expense of fuel efciency. This trade-off was, hence, a recurring theme in the presentations of the MAN Diesel Turbocharger event and is illustrated by the embedded graph. As shown in the example, the aim of the latest MAN Diesel turbocharger developments is to move this curve towards the origin of the graph. The optimisation of the SFOC/NOx trade-off is achieved by advanced turbocharging as a method of simultaneously reducing specic fuel consumption and NO x formation via reduced combustion temperature combined with increased thermal efciency. Advanced air management In the recent past, MAN Diesel announced its VTA (Variable Turbine Area) technology on its axial turbochargers in a two-stroke marine engine application and on radial turbochargers employed on its four-stroke type 32/40 PGI gas engine with Otto combustion process. The company is also currently developing STC Sequential Turbocharging for its high power density 28/33D marine engine, initially for application in naval vessels. The STC system The STC system offers optimum engine-turbocharger matching for special requirements and gives the type 28/33D engines an extended torque envelope, resulting in economical operating modes and improved engine acceleration characteristics. These modes are especially useful in
View of the VTA system showing the positional motor arrangement for adjustment of nozzle ring vane pitch
naval applications and include cruising with a controllable pitch propeller set at optimum pitch for noise while still retaining high acceleration capability; operating a single engine at twice the propeller law in multi-engine systems (e.g. twin-input/single-output gears, CODOG etc). MAN Diesels STC system is derived from well-proven equipment used on the Pielstick PA6 engine and in contrast to other sequential turbocharging systems, the MAN Diesel STC system is essentially and intentionally simple, consisting of two identical, standard turbochargers, one providing copious charge-air at low and medium speeds with the second cutting in at higher speeds.
The VTA system The VTA system consists of a nozzle ring, equipped with adjustable vanes which replaces the xed-vane rings used in MAN Diesels standard TCA and TCR turbochargers. Adjusting the vane pitch regulates the pressure of the exhaust gases impinging on the turbine to vary compressor output. The quantity of charge air can be more precisely matched to the quantity of injected fuel, resulting in reduced specic fuel consumption and emissions, in combination with improved dynamic behaviour of the engineturbocharger system. In detail, the VTA system consists of a nozzle ring equipped with adjustable vanes, which replaces the xed vane nozzle rings tted in MAN Diesels standard TCA tur-
bochargers. In this way, VTA technology can be readily retrotting to turbochargers already in the eld. By adjusting the pitch of the vanes,
the pressure of the exhaust gases can be regulated and the output of the compressor optimised at all points on the engines performance
SFOC
NOx
Specific Fuel Oil Consumption versus mono-nitrogen oxide emissions
DIESELFACTS
ring, the actuator and the associated control system. First VTA applications The rst application for an axial turbocharger with VTA technology is a two-stroke, low-speed marine engine, while a radial turbocharger with V TA technology is being tested on MAN Diesels revolutionary 32/40 PGI gas engine. In the stationary 32/40 PGI application with radial turbocharger, MAN Diesels VTA technology has been veried as an effective alternative to a charge-air by-pass system for the precise control of air: fuel ratio. With the VTA system, turbocharger output can be precisely matched to engine air demand instead of blowing off excess compressor output into the atmosphere, resulting in improved engine efciency. The VTA system on an axial turbocharger is under test on a six cylinder, 46 cm bore 6S46MC-C engine built by MAN Diesels Croatian licensee, Brodosplit. The HFO-burning 6S46MC-C features mechanically controlled fuel injection and exhaust valve actuation and is one of two engines installed in a twin engine propulsion system aboard a 70,000 ton, shallow draught tanker. The vessel, the Stena President, was built at the Brodosplit shipyard for the Stena Concordia Maritime shipping line. Inclusion of VTA technology on the axial TCA55 turbocharger allows up to 0.5 bar variation in compressor output pressure at part load. Overall results show the expected improvements at part load in terms of fuel consumption, as well as considerable reductions in emissions of soot and unburnt hydrocarbons, as well as improved engine response under load changes. It was also demonstrated that VTA technology gave a useful new dimension to the mechanically controlled engine. The effects are comparable to the use of variable valve timing and electronic engine control. To attain the best possible comparison the engine with VTA turbocharger runs alongside a second 6S46MC-C engine with conventional turbocharging.
Specifically the benefits of the higher scavenging pressures in part-load operation provided by the VTA turbocharger include lower SFOC at part load, improved torque and engine acceleration, lower combustion chamber temperatures and the exacted savings in electrical energy to drive the auxiliary blowers, depending on the engine load-prole. High-pressure turbocharging On a slightly longer time frame, MAN Diesel is also pursuing single and two-stage high-pressure turbocharging. In its single stage, highpressure turbocharging concept, MAN Diesel employs optimised series compressor wheels to achieve pressure ratios up to 6 bar at 80% turbocharger efciency. The MAN Diesel two-stage concept consists of two turbochargers in tandem with an intermediate charge air cooler and is presently capable of producing scavengingpressure ratios of 6.5 to 7. The second, smaller turbocharger is tted with the VTA control system to increase control of charge air output. The system has already been tested in prototype form on a four stroke 32/44CR engine with common rail fuel injection and
the MAN Diesel VVT variable valve timing system. By employing the inter-stage cooler between the two turbocharging stages, the energy required to compress the intake air to high pressure is considerably reduced compared to a system without this feature. These high-end turbocharging techniques offer decisive improvements to engine performance data, especially by enabling strong Miller valve timing to improve the trade-off between SFOC and low NOx emissions. As the comparative table shows, mean cylinder pressures over 30 bar are possible while the strong Miller process allows NOx reductions in excess of 30% savings with no SFOC penalty. At the same time an increase of up to 8% is possible in thermal engine efciency combined with a 2% improvement in fuel efciency, while future potential for SFOC and NO x savings is also considered substantial. These improved efciencies are expected to be of special value in the stationary applications of engines from MAN Diesel, i.e. electrical power generation and cogeneration. n
Prototype of the MAN Diesel high-pressure two-stage turbocharging system. It consists of a radial TCR22 turbocharger in tandem with a radial -TCR20 model equipped with the VTA variable turbine area control system for control of charge-air output. An intermediate heat exchanger cools the charge air to reduce the amount of work required to achieve the high overall pressure ratio
The variable nozzle ring arrangement for the radial TCR turbocharger. The technology has been verified on MAN Diesels 32/40PGI gas engine as an effective alternative to a charge-air by-pass system for the precise control of air: fuel ratio. With the VTA system, turbocharger output can be precisely matched to engine air demand instead of blowing off excess compressor output into the atmosphere
6L32/44CR
Charge-air Cooler
Engine By-pass
Optional Wastegate
HP-T/C Bypass
The MAN Diesel VTA system is under test on a six-cylinder, 46-cm bore 6S46MC-C engine built by MAN Diesels Croatian licensee, Brodosplit, powering the shallow-draught tanker Stena President. Here the engine is seen during shop testing
map. In order to minimise thermal hysteresis and improve adjustment accuracy, each vane has a lever, which is directly connected to a control ring. The control ring is actuated by an electric positional motor with integrated reduction gear whose development was an integral part of MAN Diesels VTA solution. The adjustable vanes are manufactured in heat and erosion resistant steel alloy, and careful selection of fits and materials ensures operation under all conditions without sticking, especially in applications on engines burning heavy fuel oil (HFO).
Control of the vane position is fully electronic with feedback or open-loop control with mapped vane adjustment. A comprehensive range of control signals can be used, including charge air pressure after the compressor and exhaust gas temperature before and after the turbocharger. In this way, MAN Diesel states, it can offer control packages precisely tailored to a specic application, including both mechanically controlled engines and engines with electronic management. For retrot applications, MAN Diesel will offer complete packages including the VTA nozzle
DIESELFACTS
From th is, it is obv ious that reducing ship speed reduces the power requirement substantially. Reducing ship speed by, for example, 4 knots, reduces the power requirement by some 50%. This means that in situations where the main engine has been chosen with sufficient power to handle high ship-speeds, it must also be Electronically controlled ME/ME-C able to operate at low loads for long engines have an inherent, major periods. This is the scenario that advantage with respect to operatvessels in service are exposed to ing at even very low loads for and must comply with. Typically, indefinite periods of time. They a round trip that normally would also offer a substantial reduction Reduced Fuel Consumption at Low Load Operation for last eight weeks is allocated nine, in fuel-oil consumption compared Large Container Vessels with MC/MC-C and ME/ME-C Engines
Fig. 1: Relative propulsion power needed for a large container vessel as a function of ship speed
MC/MC-C 100% SMCR optimised ME/ME-C 100% SMCR optimised ME/ME-C Low load mode 100% SMCR optimised ME/ME-C Part load optimised ME/ME-C Low load mode part load optimised
1-2g/kWh
3-4g/kWh
MC/MC-C ME/ME-C
1-2g/kWh
1-2g/kWh
17
18
19
20
21
22
23
24
20
30
40
50
60
70
80
90
100
110 % SMCR
Fig. 2: Red. consumption at low load for container vessels with MC/MC-C & ME/ME-C engines
Fig. 3: Reduced SFOC for part-load optimisation with low-load mode, and 100% SMCR optimised with low-load mode for ME/ME-C engines
Reduced fuel consumption at low-load operation for large container vessels with 12K98ME/C-C6, SMCR = 68,520 kW at 104 r/min
Parameters: Engine power % SMCR SFOC g/kWh Fuel consumpt. t/24h Operating time h/week Fuel consumpt. t/week Ship speed knot Sailed distance n mile/week Fuel consumpt. per n mile kg/n mile Fuel costs per n mile USD/n mile Relative fuel cost per n mile %
Basic
90
167.5
263.3
168
1843.3
25.0
4200
439
219
100.0
12K98MC-C6
Low Load runn. 75.0 30.0
1
165.1 174.0
216.2 91.2
14 +154 168
Is
included in
low-load operation
assuming no
speed increase
3108
229
114
52.1
12K98ME-C6
Low Load runn. 75.0 30.0
1
163.6 172.8
214.4 90.6
2 +166 168
Is
included in
low-load operation
assuming no
speed increase
3108
207
103.6
47.3
1. Including temporary load increase of up to 75% SMCR at low-load operation. Ref. service letter SL07-480/SBE, June 2007 2. During 75% running load, the ship will often sail a longer path. Therefore, no ship speed increase is assumed when calculating sailed distance. SFOC refers to LCV = 42,700 kJ/kg; Fuel consumption refers to LCV = 40,200 kJ/kg; Fuel price used is 500 USD/t
DIESELFACTS
Above, Dr. Stephan Timmermann. Below left: the MAN Diesel PrimeServ Academy at Augsburg; MAN Diesel PrimeServ has recently concluded its fourth EMC contract with Alaska Tanker Company (see story, page 11). Below right: a PrimeServ spare-parts kit; parts reconditioning will be carried out at strategic locations around the world; a PrimeServ seals kit
MAN Diesels works in Augsburg. This measure has also included handing over warehousing to the new partner. Spares kits MAN Diesel PrimeServ also reports an excellent market response to the spare parts kits it has recently introduced. The kits are rationally and attractively packaged and comprise all the parts specic to a given service or repair job. They aim to both simplify the customers ordering tasks and ensure that components essential to a job are not omitted from an order.
know, global after-sales activities are a business where distance means expense and PrimeServ aims to offer its customers the great advantage of maximum possible spare parts proximity. With the same aim of improving the accessibility of spare parts and service to the customer, the PrimeServ organisation has rapidly increased its number of hubs 11 were established in 2006 alone and as many as 20 further locations are foreseen. On the logistics side, this is complemented by the appointment of a new partner to handle spare parts forwarding for fourstroke engines and axial and radial turbochargers manufactured at
Finally, MAN Diesel notes that rationally assessing engine and turbocharger spares needs will be an important theme in the tuition and qualication it provides at its network of PrimerServ Academies. The latest academy at the Augsburg works was ofcially opened in May 2007 and offers courses aimed at qualifying both personnel from MAN Diesels customers and MAN Diesel PrimeServ technicians. n
DIESELFACTS
The 51/60DF diesel fuel engine is based on the well-proven 48/60B heavy fuel engine and was launched in 2006
The development and test programme of MAN Diesels new 51/60 DF, four-stroke, medium-speed dual-fuel engine has reached a further, major milestone. At the end of September 2007, the new engine received Type Approval from the Classication Societies American Bureau of Shipping (ABS), Bureau Veritas (BV), Det Norske Veritas (DNV), Germanischer Lloyd (GL), Lloyds Register of Shipping (LR), Nippon Kaiji Kyokai, Registro Italiano Navale and the Russian Maritime Register of Shipping. The approval process begins early in the overall test programme of an engine with the submission of drawings and other data, including a thermal imaging camera scan to ensure surface temperatures are in compliance with the appropriate SOLAS regulations. In the case of the 51/60 DF dual fuel engine, Type Approval testing in the presence of all the relevant
Classification Societies was preceded by special testing specied by individual Societies. These were the extreme condition test specied by DNV and emergency operation testing without the turbocharger witnessed by ABS, BV, DNV, GL and LR. In the extreme condition test, the engine is run for
one hour at both 100% MCR and idling condition with its lube oil temperature and pressure close to their respective high and low alarm trigger limits. The Type Approval procedure itself involved two days of engine test runs in both gaseous and
liquid fuels modes according to a comprehensive set of pre-dened load profiles and including the extreme conditions 106% of rated speed and 110% of maximum continuous rating (MCR). In this regard, MAN Diesel emphasises that with the 51/60DF it was possible to demonstrate operation in the 110% MCR condition in both the gaseous fuel and liquid fuel modes. The engine test programme on the rst day was especially chosen to demonstrate the comprehensiveness of the MAN Diesel dual fuel safety concept, including operation at over 25 alarm conditions in the gas mode, emergency engine shut downs and rapid gas to diesel switchovers under conditions such as heavy combustion knocking. The third and nal day of the Type Approval process was dedicated to the inspection of one complete cylinder unit (cylinder head, liner, connecting rod and big-end bearing shell) and a crankshaft main bearing shell, both chosen by the
Classication Societies on the basis of relevant operating data. Likewise, injection tests were carried out on simulation rigs to ensure that both the micro-pilot and main fuel injectors from the cylinder unit were still injecting cleanly. I n tot a l , t he s even c yl i nder 7L51/60DF test engine has now achieved over 1500 operating hours at MAN Diesels Augsburg test facilities. With Type Approval achieved on schedule, the engines development and test programme is on target to provide propulsion and onboard electrical power for those LNG carriers presently at the project stage. Announced in 2006, the 51/60DF diesel fuel engine is based on the well-proven 48/60B heavy fuel engine and offers a market leading 1000 kW/cylinder output in both gaseous and liquid fuel operating modes. It will be offered in inline versions with 6, 7, 8 and 9 cylinders and vee configuration versions with 12, 14, 16, and 18 cylinders. n
See also: First 51/60DF Order story on page 9
The test programme was carried out at the MAN Diesel facility in Augsburg, Germany
DIESELFACTS
Section of the woodchip drying process at the Van Roje industrial cogeneration plant. Heat recovered from the engines surface radiations, charge air coolers, cylinder coolant and exhaust gases is used to heat air which is blown over the woodchips and pellets and used in the drying chamber of the adjacent sawmill
start up and shut down phases. Fuel conditioning involves heating and ltering of the palm oil. Using steam or electrical elements, the palm oil is conditioned to a booster pump entry viscosity matched to the 1800 bar injection pressure of the 32/40 engine. The palm oil is ltered in two ne-lter stages with elements changed at 2 week intervals. Lube oil conditioning comprises a standard full-flow filter augmented by a fine mesh by-pass lter. A special feature of the plant is the exploitation of heat radiations from the engines external surfaces. An extraction fan draws air from the powerhouse which is ducted to the works to support woodchip drying processes. With this feature and an advanced regenerative, multi-stage air and water heating system, the plant achieves overall energy utilisation levels of over 90%, MAN Diesel reports. A low temperature water heating stage employs heat from the oil cooler and one charge air cooler. In the high temperature stage the water
temperature is raised further by heat from the second charge air cooler, the engine coolant and the engine exhaust gases. Air heated from these heat recovery sources is used in both the woodchip drying process, in which heated air is blown over the woodchips on a conveyor belt, and the drying chamber of the sawmill. In a further exhaust gas heat recovery stage, dry steam is generated and used to soften the dried woodchips prior to pelletisation and for fuel conditioning. In the regenerative stage, the steam condensate from the softening process is used to suppor t the low temperature energy recovery process. Exhaust aftertreatment at the Van Roje cogeneration plant consists of an SCR system using urea as the reducing agent and an oxidation catalyst for the removal of ammonia slip. The majority of the projects plant engineering work was carried out by MANN Engineering, the German cogeneration specialist, MAN Diesel reports. n
MAN Diesel type 12V 32/40 engine adapted for operation on palm oil at the cogeneration plant in the van Roje wood processing works
Based on their favourable emissions, lean burn gas engines dominated the European market for municipal and industrial cogeneration plants for many years. However, efforts to reduce emissions of carbon dioxide have led to an increasing number of projects usi ng me d iu m-sp e e d d ie s e l engines burning plant oils, animal fats or blends of the two. Designed for heavy fuel oils, medium and low speed engines from MAN Diesel can be readily adapted to run on treated and untreated organic fuels which would cause considerable problems in high speed diesels with more sensitive fuel injection equipment. Within this diesel co-gen renaissance, MAN Diesel has been involved in a series of contracts where recovered heat from the
engine of a generator-set operating on liquid renewable fuels is used to produce further sources of CO2 neutral energy. A prominent example is the generator-set that operates on waste cooking oil at the Fritzens sewage plant near Innsbruck, Austria. There, since 2004, heat recovered from the inline six cylinder MAN Diesel 6L21/31 engine of an 1130 kWe gen-set has been used to accelerate sewage and waste digestion to product gas for gas engine gensets and dried sludge for use as fuel in cement works furnaces. Van Roje In 2006 MAN Diesel supplied a genset based on its type 32/40 diesel engine adapted to run on plant oil for a comparable application at a wood processing works in Germany.
The cogeneration plant at the Van Roje sawmill and woodchip factory in Oberhonnefeld, Germany is based on a twelve cylinder, vee configuration 12V 32/40 engine (bore 320 x stroke 400) and entered commercial service in the Spring of 2007. It supplies 5.5 MWe of electrical energy to the local grid (grid parallel) and a roughly similar amount of recovered heat for the production of wood pellets formed from sawdust and small wood waste accruing in sawing and woodchip production processes. The pellets are then sold as a fuel for domestic stoves and boilers. Hence, as at Fritzens, a high efciency, CO2-neutral cogeneration system is instrumental in the production of a further CO2-neutral, renewable fuel. The fuel employed in the 32/40 engine is palm oil with soya oil used for the engines
General view of the van Roje wood processing site from the top of a palm oil storage tank
DIESEL
The new ships are part of a Qatargas package of 45 LNG carriers with MAN B&W two-stroke prime movers
Three of the worlds largest LNG carriers successfully tested their propulsion packages at the end of September. Each vessel is powered by two 6S70ME-C electronically controlled, two-stroke, low-speed diesel engines, and this event marks a first for MAN Diesel in the LNG sector. The engines will operate on HFO. The vessels are part of a Qatargas project that comprises an impressive 45 vessels, each fitted with two MAN B&W low-speed prime movers, making for a grand total of 90 electronically controlled two-stroke engines. Of these, 31 Q-Flex carriers will receive two MAN B&W 6S70ME-C engines, each developing 18,660 kW, while the 14 larger Q-Max carriers will employ two MAN B&W 7S70ME-C engines, each rated at 21,770 kW at 91 rpm. The three ships in question have been delivered from three different shipyards. The Al Ruwais comes from Daewoo Shipbuilding and Marine Engineering and is owned by German PRONAV. The Tembek is from Samsung Heavy Industries and is owned by the U.S. Overseas Shipholding Group. The third, the Al Gattara, is also owned by the Overseas Shipholding Group and built by Hyundai Heavy Industries. Doosan Engine Co. Ltd built the engines for the Daewoo and Samsung-built vessels, while HHI-EMD built the engines for the Hyundai-built vessel. The vessels have also been tted with four MAN Diesel 9L32/40 gensets each. The stx Corporation built those for the DSME and Samsung vessels, while those on the Hyundai vessel were built by Hyundai itself.
The HFO-fuelled, ME-C engines chosen to propel the 45 ships comprise a part of the MAN B&W two-stroke engine programme that also includes a range of dual-fuel ME-GI engines. The GI-system, comprising a high-pressure injection system of natural gas, has proved commercially viable since 1994 when a 12K80MC-GI-S engine was employed by a Japanese power
plant. Conversion to dual-fuel operation, in the form of ME-GI, is an option currently being discussed for both the Qatargas and other LNG carrier projects. The ME-GI system is offered in a package based on Burckhardt compressors with a fully integrated tank pressure and gas-ow control system. The ME-GI range
of low-speed, dual-fuel engines complements MAN Diesels engine programme that also includes the 51/60DF dual-fuel, medium-speed engine, which is targeted at LNG carriers with electric-propulsion congurations. The three ships will carry LNG produced by the new Qatargas II Train 4 plant at Ras Laffan in Qatar
to European customers, including Milford Haven in the UK where the new South Hook LNG-receiving terminal is now nearing completion. The size of the ships will enable both the gas buyers and sellers to realise unprecedented economy of scale benets in the transport of LNG. n
LFACTS
MAN Diesels 51/60DF dual-fuel engine for LNG carriers under test at the companys Augsburg works
10
DIESELFACTS
many of which demand outtting to high technological specification. Globally, MES is recognised as one of the most experienced shipyards in the world at building LNG (Liqueed Natural Gas) carri-
ers, double-hull tankers and other classes of cargo ship. LNG carriers While LNG is currently being highlighted as a clean energy source,
MES already has a long history of building LNG carriers with one of the main technical requirements being to keep the cargo at a steady temperature of 163C. MES maintains a rm position in the
2007
DIESELFACTS
11
With the conclusion of an EMC (Engine Management Concept) contract for engine maintenance aboard the Alaskan Legend, MAN Diesel PrimeServ now has maintenance responsibility for all four shuttle tankers in the Alaska Tanker Company fleet
data transfer will be implemented when an economical, high capacity telecommunications link becomes available. Supervision of work is provided by the MAN Diesel PrimeServ hub in Fort Lauderdale, Florida, while
the PrimeServ headquarters in Augsburg is responsible for logistical planning, including timely delivery of spare parts and technical support of the supervisor. The first maintenance contract signed in 2005 for the tanker
Alaskan Frontier was seen as a trial to verify whether PrimeServ was capable of meeting ATCs high expectations, notes Rudolf Zeltner, Vice President Service Agreements at MAN Diesel PrimeServ in Augsburg. We were able to demonstrate the added-value of OEM-standard
service and, having proved our worth, the rst contract served as the model for identical subsequent agreements. The contracts represent an innovation in terms of how they are being conducted, Zeltner continues. They reect a clear desire by ATC to have an engineer constantly accessible for consultations. The PrimeServ hub in Fort Lauderdale is acting as an extended arm of the PrimeServ home base in Augsburg, with one of its highly qualied superintendents covering daily business and overseeing the overhauls. In fact, the scope of supply of an EMC agreement can address issues as diverse as environmental compliance, class compliance, safety, reliability, operating efficiency, maintenance planning/control/cost, resource allocation and spare-parts management. These elements can even include the administration of, and compliance with, the IMO NOx Technical Code and the IMO Safety Management (ISM) Code to facilitate Port State Controls. Accordingly, building on the maintenance contracts, MAN Diesel PrimeServ is also assisting ATC in an intensive study of emissions-reduction methods for the shuttle tanker engines, including aftertreatment. n
PrimeServs maintenance contracts with the Alaska Tanker Company centre on the diesel-electric propulsion systems of four shuttle tankers. Each is powered by four gensets based on MAN Diesel inline six-cylinder type 6L48/60 engines feeding two electric motors connected to controllable pitch propellers
12
DIESELFACTS
Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type) Small and Small Conventional - Single Screw
SMCR power kW
40,000
Small Conventional
7K90ME9/ME-C9
30,000
Small
20,000
7S60ME-C8 5L70ME-C7 6S60ME-C8 5S60ME-C7 7S40ME-B9 6S40ME-B9 5S40ME-B9 5S35ME-B9 6L70ME-C8
8L70ME-C8 7L70ME-C8
19.0 kn
6K80ME-C9 8S70ME-C8
si de ge era peed Av s ip sh
16.5 kn
gn
18.0 kn 17.5 kn
6S65ME-C8
18.5 kn 7S70ME-C8
6K80ME-C6
17.0 kn 16.0 kn
5S65ME-C8
10,000
14.5 kn 14.0 kn
15.0 kn
15.5 kn
50,000
100,000
Figure 1: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Small and Small Conventional - Single Screw
Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane Type) Large Conventional, Q-flex and Q-max - Single Screw
SMCR power kW 70,000
60,000
50,000
9K90ME9 8K90ME9
40,000
7K90ME9
ge Avera
design
ship s
peed
19.5 kn 19.0 kn
7K98ME7 7K98ME6
6K90ME9
6K98ME6
30,000
20,000
10,000
All above engines can also be delivered in ME-GI version (gas injected)
100,000
150,000
200,000
250,000
Figure 2: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Large Conventional, Q-flex and Q-max - Single Screw
Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane Type) Large Conventional, Q-flex and Q-max - Twin Screw
50,000
20.0 kn 2 x 7S70ME-C7
40,000
ge Avera
design
ship s
peed
19.5 kn 19.0 kn
2 x 7S65ME-C8
30,000
20,000
10,000
All above engines can also be delivered in ME-GI version (gas injected)
100,000
150,000
200,000
250,000
Figure 3: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Large Conventional, Q-flex and Q-max - Twin Screw
DIESELFACTS
13
Mr. Ole Grne, Senior Vice President of MAN Diesel (left) pictured sealing the agreement with Burckhardt Compression CEO, Mr. Valentin Vogt
14
DIESELFACTS
In 2006, MAN Diesel delivered its 100th type 7L58/64 engine for 1100 TEU container feeder ships built at Chinese shipyards. Overall, since 1995, MAN Diesels Augsburg works has produced engines with a total output of 2,600 MW for Chinese customers, or the equivalent of 3.5 years of full production capacity.
Century, 2003 saw the founding of a WFOE on the turbocharger side, 2004 the conclusion of an additional licence for four-stroke engines with SXD and the renewal of the existing two-stroke licence agreement with CSIC/CSOC and 2006 the conclusion of a licence agreement with WMMP for the production of controllable pitch propellers. It is one of our major goals in China to become a top-class licensor for two-stroke engines, gensets and controllable pitch CP Propellers, providing factories located in China
of MAN Diesel are the mainstay. This reects the fact that production of larger four-stroke medium speed diesels has not kept, and is not expected to keep, pace with the expansion of shipbuilding capacity in China, MAN Diesel reports. As a result, the medium speed marine sales department at MAN Diesel can point to signicant successes. In 2006 four-stroke exports to China totalled over 800 MW while four-strokes produced under licence or subcontracted - i.e. engines produced by a licensee for sale via MAN Diesel - totalled
The MAN Diesel Turbocharger Plant Shanghai Co. Ltd, and the major PrimeServ hub in China share a site in the Wai Gao Qiao Free Trade Zone in Shanghai. Altogether, MAN Diesel employs over 120 staff in China and the trend is upwards
with state-of-the-art technology, Brenner notes. In this way we allow these China-based factories to pursue protable business in the engine and propeller markets. Routes to Market In fact, MAN Diesel can point to a full range of business modes in China starting with direct exports of four-stroke engines from Augsburg, Germany, Frederikshavn, Denmark and St. Nazaire, France, gears, propellers and complete propulsion systems from Frederikshavn and axial and radial turbochargers from Augsburg. Within these pure exports, larger bore four-stroke main propulsion engines from the Augsburg works
almost 460 MW. To put this success into perspective, since 1995, MAN Diesel s Augsburg works has produced engines with a total output of 2,600 MW for Chinese customers, or the equivalent of 3.5 years of full production capacity at Augsburg. On the two-stroke, low speed engine side, MAN Diesel in Copenhagen calculates that, with a volume of almost 6100 MW, its two-stroke MAN B&W brand engines produced by Chinese licensees take over 85% of the available market. The company has long standing licence agreements with Dalian Marine Diesel Works, Hudong Heav y Machinery Co., Ltd. and Yichang Marine Diesel Works, whose deliv-
Chinas rapidly growing economy and the predicted expansion of shipbuilding activity point to a busy time ahead for MAN Diesel
in China are Brigantine Services which operates engine repair shops in Shanghai, Hong Kong and Shenzhen and a turbocharger repair shop operated by Kemklen Technical Services in Wanchai, Hong Kong. Taking account of the
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TORM is the worlds premier carrier of refined products such as gasoline, jet fuel, naphtha and diesel oil, and a leading carrier of other clean products. The TORM Gotland is one such TORM tanker, built by Mitsui in 1995, and powered by a MAN B&W 6S50MC engine
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engine series. This added to the existing, small-bore MAN B&W S35ME-B and S40ME-B engines that were introduced in mid-2006. The new S50ME-B engine strengthens the proven and popular 50-bore range that also includes the S50 ME-C/MC-C/MC engine series, and which have a combined total of over 3,000 engines in service. MAN Diesel is using the ME-B series to broaden the application of the ME-concept in its small-bore and medium-sized, two-stroke engines using the electronic, fuel-injection control already introduced in its large-bore engines.
In summary, based on well-proven diesel technology, the ME-B series provides engines geared to market requirements for: electronic fuel-injection control fuel economy higher power reliability longer time between overhauls lower propeller speed better vessel manoeuvrability very low life-cycle costs n
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Figure 1: VTA technology facilitates the control of the scavenging-air pressure, and thereby compression and cylinder maximum pressure
DIESELFACTS
As the saying goes, sometimes you spend a long time waiting for a bus, and then two come along at the same time. MAN Diesel PrimeServ Hamburg had a similar experience in Hong Kong recently where two major, identical repairs of an unusual nature kept their team busy for six months. The story involves two engines of the same type 5S50MC- C installed respectively on the MV Mol Accuracy (ex Cape Cook) and the MV Cape Charles. Both ships are operated by the same German company, and both engines suffered main-bearing damage through overheating. This happened after the 10,700-bhp engines had operated successfully on the sister container-ships for over 40,000 hours. MAN Diesel has designed a total of 3,000 type 50MC engines that have been in service for the past 25 years without such damage ever being recorded previously. The Hamburg office dispatched Service Engineer, Dietmar Weidler, a crankshaft specialist, to the Mol Accuracy who reported severe damage to crankshaft journal #3, and associated distortion to main-bearing saddle #3. A battle plan was quickly drawn up that
involved seven service engineers and the aid of the local shipyard, Hong Kong United Dockyards, as the crankshaft had to be taken ashore for repairs and the bed plate line-bored. Another PrimeServ engineer, Philipp Heine, then travelled to Hong Kong to supervise the complete job. In an unusual twist, just four weeks before successful engine repairs of the Mol Accuracy, were completed, main-bearing #1 of its sister ships engine suffered similar damage whilst leaving Hong Kong harbour. The MAN Diesel PrimeServ repair crew already present in Hong Kong were therefore swiftly reorganised and reinforcements sent to join them from Hamburg. Damage to main-bearing saddle #1 necessitated the removal of the engines bedplate so a new main-bearing saddle could be welded into place at Hudong Heav y Machiner y, Shanghai. With the conclusion of all repairs, successful sea-trials were subsequently carried out. Since the repairs, the main engines on both ships have performed well and MAN PrimeServ Hamburg has demonstrated once again its ability to resolve complicated crankshaft repairs. n
Busy scenes from Hong Kong including a portrait of MAN Diesel PrimeServ engineer, Philipp Heine
MAN Diesel SE
For further information Group Marketing Communication MAN Diesel A/S DK-2450 Copenhagen Denmark Tel.: (+45) 33 85 11 00 E-mail: dieselfacts@dk.manbw.com www.mandiesel.com
Teglholmsgade 41 Stadtbachstrasse 1 Bramhall Moor Lane Le Ronsard Paris Nord 2 DK-2450 Copenhagen SV D-86224 Augsburg Stockport 22 Avenue des Nations Denmark Germany SK7 5AQ BP 84013 Villepinte United Kingdom 95931 Roissy Ch de Gaulle Cedex France Tel.: (+45) 33 85 11 00 Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Fax: (+45) 33 85 10 30 Fax: (+49) 821 3 22 33 82 Fax: (+44) 161 487 1465 Phone: +33 1 48 17 63 00 Telefax: + 33 1 48 17 63 49 Publisher: Peter Dan Petersen, MAN Diesel A/S Copyright owned by MAN Diesel except where mentioned.