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1/2012 A Technical Customer Magazine of MAN Diesel & Turbo

Copenhagen Welcomes

Holeby GenSets to

Low-Speed Family

Adopts business model

> Page 3

Two-Stroke Adds

Mexican Power Reference

Expansion of Baja

Californian power facility

> Page 5

The Basic Principles

of Ship Propulsion

Extracts from new

technical paper

> Pages 6-8

Australian Dual-Fuel

Power Plant Complete

12V51/60DF engines to

drive power facility

> Pages 10-11

Service agreement with Norwegian

Cruise Line covers Florida-based

vessels.

MAN Diesel & Turbo has received

an order from the US-based cruise

liner company Norwegian Cruise

Line for the maintenance of the en-

gines on nine of the fleet’s cruise

liners. The service agreement runsfor four years and is being han-

dled by the MAN PrimeServ serv-

ice office in Fort Lauderdale, Flor-

ida, USA. During the term of the

agreement, two further Norwegian

cruise ships will be put into service,

which will then also be incorporat-

ed into the contract. The order is

worth USD 30 million.

“MAN Diesel & Turbo has been

a partner to Norwegian for many

years,” said Brian Swensen, Senior

Vice President of Technical Opera-

tions & Refurbishment for Norwe-

gian Cruise Line. “We are pleased

to enter into this service agreement

for the maintenance of the engines

on nine of our vessels.”

“The order from Norwegian

Cruise Line represents a milestone

for MAN Diesel & Turbo and for our

service brand MAN PrimeServ,”

says Dr. Stephan Timmermann,

Executive Board Member of MAN

Diesel & Turbo, responsible for theEngines & Marine Systems and Af-

ter-Sales Strategic Business Units.

“It is one of the first service agree-

ments of its kind with one of our

major customers and constitutes

a key after-sales success in a very

exciting cruise liner business.”

To date, 52 engines with 542 cyl-

inders from various series have

been produced for Norwegian

Cruise Line’s vessels, including the

world’s first common-rail conver-

sion. The company’s next ship,

“Norwegian Breakaway”, will be

launched in April 2013.

PrimeServ ClinchesMajor AmericanMaintenance Contract

In separate announcements at MAN

Diesel & Turbo’s second ME-GI test

demonstration for customers in

Copenhagen on 6 March, HHI-EMD –

the Engine and Machinery Division

of Hyundai Heavy Industries – andMitsui Engineering and Shipbuild-

ing Co., Ltd. stated that they intend

to build prototypes of MAN Diesel &

Turbo’s gas engine.

The situation effectively means that

the MAN B&W ME-GI engine has

edged even closer to commercial

production.

Both companies intend to carry

out full-scale demonstrations of the

ME-GI principle based on the tem-

porary conversion of existing pro-

duction engines to ME-GI units.

Accord ingly, Hyundai intends to

convert an 8S70ME-GI unit in No-

vember 2012, while Mitsui will con-

vert a 6S70ME-GI unit in the sec-

ond quarter of 2013.

MAN Diesel & Turbo sees the

announcement of the demonstra-tions as stemming from customer

requests to employ the ME-GI en-

gine in new projects and states that

production capability for the ME-

GI is already available. Similarly,

the company also reports that test

beds and ancillary gas-supply sys-

tems will also be available in time

for ME-GI delivery.

Ole Grøne, Senior Vice President

Low Speed Promotion & Sales,

MAN Diesel & Turbo said: “We view

this latest development in the ME-

GI project as very positive. It is im-

mensely encouraging that some of

our biggest licensees, based in the

greatest shipbuilding countries in

the world, are showing such tan-

gible interest in this gas engine.”

Grøne attributed the licensee an-

nouncements of full-scale ME-GIdemonstrations to customer inter-

est and said: “Over the years, MAN

Diesel & Turbo has staged tests in

Copenhagen with excellent results

where we have improved efficien-

cy and lowered pilot injection vol-

umes, but these full-scale demon-

strations mark the most significant

milestone yet for the ME-GI.”

The ME-GI engine

Unveiled at a major event at MAN

Diesel & Turbo’s Copenhagen…

Continued on page 2

Market Entry Beckonsfor ME-GI Gas EngineMajor players push technology toward commercialmaturity with customer interest growing

View of the Fort Lauderdale coast. The local MAN PrimeServ centre will service NCL ships in nearby Port Everglades according to the terms of a new contract (Picture copyright Ft. Lauderdale CVB)

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PAGE 2 DIESELFACTS 1/2012

Market Entry Beckons for ME-GI Gas Engine

PrimeServ New Zealand was re-

cently contacted by Reederei Gebr.

Winter of Hamburg and advised of a

fuel cam damaged on board the MV

Yellow Moon on route to Auckland.

The MV Yellow Moon is a 13,760

DWT General Cargo vessel with a

1,118 TEU container capacity built

in 2008 and fitted with an MAN

B&W 6S50MC-C engine. Prime-

Serv Australia in support respond-

ed to the call and assisted to or-

ganise spare parts and technical

assistance for the vessel as soon

as it berthed.

Our Superintendent Engineer

Mikael Kristensen was surprised to

find that the cam had slipped on

the shaft, bending the shaft, with

consequential damage to the fuel

pump base plate. The camshafthad slipped inside the chain wheel,

which had resulted in mistiming

and a consequential scavenge fire.

In addition to this, water had heavilycontaminated the LO system with

the LO filter and bearing suffering

some damage.

A repai r programme was de-

vised by PrimeServ Australia and

agreed to by the vessel manag-ers, insurance representatives and

classification society and a skilled

team was assembled for the work.

All crosshea d, crankpin and

main bearings were inspected and

renewed as required by our super-

intendents and the specialist serv-

ices of Metalock Denmark were

engaged for crankshaft journal sur-

face restoration. The camshaft and

base plate had to be renewed, and

all pistons, liners and exhaust

valves were overhauled. The turbo-

charger was overhauled, re-bladed

and balanced by MAN in New Zea-

land and the fuel equipment was

serviced in MAN PrimeServ Syd-ney’s specialised workshop.

MV Yellow Moon pictured alongside in Auckland during repairs (source Reederei Gebr. Winter)

Installation of the new camshaft by Allan Valdaris and Mikael Kristensen of MANPrimeServ Australia

The ME-GI engine pictured at Copenhagen’s Diesel Research Centre

Continued from page 1

…Diesel Research Centre in May

2011, the ME-GI engine represents

the culmination of many years’

work that began in the 1990s with

the company’s prototype MC-GI

dual-fuel engine. The first two-

stroke GI engine, a 12K80MC-GI-S, entered service at a power

plant in Chiba, near Tokyo, Japan

in 1994.

The ME-GI engine is a gas-in-

jection, dual-fuel, low-speed die-

sel engine that, when acting as

main propulsion in LNG carriers or

any other type of merchant marine

vessel, can burn gas or fuel oil at

any ratio, depending on the ener-

gy source available on board and

dictated by relative cost and owner

preference. Indeed, Mitsui reports

introducing an ME-GI engine as

prime mover aboard the LNG carri-

er ‘Double Eco MAX’ in July 2011, a

move that realised a 30% reductionin fuel costs and CO2 emissions.

Depending on relative price and

availability, as well as environmen-

tal considerations, the ME-GI en-

gine gives shipowners and opera-

tors the option of using either gas

or HFO.

MAN Diesel & Turbo sees sig-

nificant opportunities arising for

gas-fuelled tonnage as fuel prices

rise and modern exhaust-emissionlimits tighten. Indeed, previous re-

search indicates that the ME-GI en-

gine, when combined with exhaust

gas recirculation (EGR) and waste

heat recovery (WHR) technologies,

delivers significant reductions in

CO2, NO X and SO X emissions ful-

filling Tier II and Tier III regulations.

MAN Diesel & Turbo predicts a

broad, potential market for its

ME-GI engine, extending from LNG

and LPG carriers to other ocean-

going vessel segments such as

container ships as well as ships

plying a fixed trade. As such, the

ME-GI engine represents a highly

efficient, flexible, propulsion-plantsolution.

Antipodean Repair of Lunar ProportionNew Zealand and Australia PrimeServ outfits take joint care of the Yellow Moon

“It is amazing what we can achieve

when we work as ‘One Company’…

Customer satisfaction is guaranteed.”

Jeffrey Moloney – PrimeServ Austra lia

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PAGE 3DIESELFACTS 1/2012

In connection with MAN Diesel &

Turbo’s recent repositioning of the

Holeby GenSet portfolio to within its

Copenhagen-based two-stroke or-

ganisation, DieselFacts interviewed

Mikael C. Jensen, Vice President

and Head of Engineering for the Low

Speed Business Unit.

It’s a bright sunny morning in the

Danish capital when DieselFacts

steps inside Mikael Jensen’s of-

fice with its panorama view of

Copenhagen’s lower harbour. A

company veteran, Jensen has

worked for MAN Diesel & Turbo

for nearly 28 years and took up

his current position in the sum-mer of 2008. Since the summer

of 2011, he has also become offi-

cially responsible for the engineer-

ing of Holeby GenSets – namely

Holeby GenSets, headquartered

in the eponymous, Danish town

some two hours’ drive from the big

smoke – which has significantly

increased the size of the Low

Speed organisation.

The rationale behind the reposi-

tioning is that the engines involved

are exclusively produced by licen-

sees and can therefore logically be

aligned with the similar, two-stroke

business model. This leaves MAN

Diesel & Turbo’s headquarters in

Augsburg free to concentrate on itsown production of the larger-bore,

four-stroke units.

“Holeby GenSets have a good

reputation among customers as

very reliable workhorses,” states

Jensen. With Holeby joining the

Low Speed business unit, Copen-

hagen’s increased contact with thefour-stroke designer is giving it the

opportunity to see what this repu-

tation is based upon.

Fact finding

He hails the “great enthusiasm”

with which the Holeby workers

have met the project and says: “We

have travelled with them to China

and Korea to talk to licensees but,

first and foremost, to listen to the

licensees, to hear their opinions,

and to introduce our plans. Essen-

tially, we’re in a fact-finding phase.”

This fact-f inding phase aims

to gather as much information as

possible about Low Speed’s newareas of responsibility, bearing in

mind that Holeby four-stroke en-

gines are also used for propulsion

and not exclusively for electricity

production. Low Speed is trying to

establish the extent of any techni-

cal problems, known solutions andassociated costs. MAN Diesel &

Turbo has already written serv ice

letters to ship owners to this effect.

Low Speed is also looking at li-

censee sourcing patterns – to de-

termine where they get the parts

for their engines from and any

problems that might arise therein –

as well as the potential for stream-

lining production.

“We want to know what licen-

sees think – in the broadest mean-

ing of the word,” says Jensen.

“How the Holeby engines are man-

ufactured, how they get parts, how

they test them, how they think our

engines compare with the market,pricing, what their own customers

think. Everything!” Another objec-

tive is the benchmarking of the en-

gines to establish how competitive

they are.

One of the reasons for the initia-

tive is to raise MAN Diesel & Turbo’sshare of the four-stroke market.

Despite this, Jensen states: “We

still own a large share of the mar-

ket, which means that we are get-

ting a lot of things right and we are

in the process of identifying these.”

As such, the project is a start to re-

versing this negative trend.

Jensen reports a very favour-

able reaction from licensees and

ship owners up till now, but says

that the success of the fact-finding

mission is a double-edged sword

in that the Low-Speed organisa-

tion now has something to live up

to. He says: “We’ve been basking

in the glory of having started thisproject, but now people want to

see results.”

Organic growth

The new project is actively foster-

ing relationships between Hole-

by technicians and their licensee

counterparts. This corresponds

to the way Low Speed works with

its licensees where there is an in-

tense working relationship at all

levels. Jensen says: “There is di-

rect contact on a daily basis at all

organisational levels. We regularly

exchange visitors with our two-

stroke licensees and intend this to

be the case with four-stroke also.

We don’t want to live in a bubblehere in Copenhagen.”

He is also at pains to make clear

that it will take time before the

Holeby business is running just

like its two-stroke cousin and says:

“There are lots of commercial and

technical issues to be resolved.

This will take time but we had alsoreckoned on it. After all, if it was

as easy as this [clicks fingers], then

there would be nothing interesting

about the project.”

Many technical plans are already

in place with an adjustment to the

four-stroke programme the first of

these – the uprating of the classic

23/30 model. This particular en-

gine has been modernised many

times since its original introduction,

but MAN Diesel & Turbo is currently

increasing its output and introduc-

ing other developments that will al-

low for it to be manufactured at a

lower cost than before. The move

has had a positive response andincreased orders for a workhorse

that originally entered the market in

the 1960s.

Jensen underlines that the

Medium Speed Business Unit’s

sales teams in Augsburg & Fred-

erikshavn will continue to sell and

promote four-stroke marine diesel

mechanic and diesel electric pro-

pulsion packages.

As a fina l message, Mika el

Jensen wants to reassure custom-

ers and licensees that Low Speed’s

dedication to two-stroke remains

as strong as ever. He says: “We are

growing our organisation to inte-

grate Holeby as we could never ac-

cept a situation where a licensee orship owner approached us with a

query and we were forced to tell

them that we didn’t have time to

answer them because we had to

use our resources on Holeby

GenSets.”

Copenhagen Welcomes Holeby

GenSets to Low Speed FamilyAuxiliary engines join two-stroke business unit and adopt same business model

Library photo of the MAN L23/30H GenSet

Mikael C. Jensen, Vice President and Head of Engineering for the Low-Speed Business Unit, in his Copenhagen office. The HC Ørsted power plant, a neightbour to MAN Diesel & Turbo’s DieselHouse

museum, is pictured in the background

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Weihai Haida Ferry Co., operating in

NE China, has placed an order for a

2,200-passenger/1,100-lane-metre

Ropax ferry featuring an MAN Diesel

& Turbo propulsion package.

Weihai Haida is the exclusive oper-

ator on the route between the ma-

jor cities of Weihai and Dalian on

opposite sides of the Bohai strait inChina where it undertakes a Ropax

service. The company currently

has two vessels in its fleet oper-

ating on the route – the ‘Xin Shen

Shen’ and ‘Shen Shen 1’ – with the

former shortly due to exit service.

The newbu ilding will be con-

structed at local Huanghai ship-

yard and will be called ‘Shen Shen

2’. It will feature a twin-screw pro-

pulsion plant comprising two well-

proven MAN 9L32/40 (IMO Tier-

II compliant) four-stroke engines

manufactured by MAN Diesel & Turbo in Augsburg (Germany), two

Renk single-reduction gearboxes

with PTO shaft to drive alternators,

and two MAN CP propellers using

the new, high efficiency type Alpha

VBS1020 Mk 5 design. Additional-

ly, the Alphatronic 2000 has been

designated as propulsion control

system. MAN Diesel & Turbo Fre-

derikshavn (Denmark) will support

the integration of the full propulsion

package. The new ferry will be ca-

pable of carrying its 2,200 passen-

gers at a design speed of 18 knots. Along with the optimised propul-

sion package, Weihai Haida has also

ordered engine spare-parts from

MAN PrimeServ, MAN Diesel & Tur-

bo’s after-sales division.

Weihai Haida is a new custom-

er for MAN Diesel & Turbo, but

the company has a long-term re-

lationship with Huanghai shipyard

that has seen the construction of

eight Ropax ferries with MAN four-

stroke propulsion systems to date.

The shipyard has also ordered 34

MAN Diesel & Turbo licence-built,

two-stroke engines in this time.

The regional increase in tourism

is an important driver for the order

of the ferry. The city of Weihai andits hinterland has a fast-developing

and attractive seaside location and

is currently experiencing growing

numbers of tourists from northern

China, especially from around the

Dalian area.

Global energy giant Shell recent-

ly chose MAN Diesel & Turbo to

supply it with rotating equipment

and services under the terms of

a number of enterprise frame-

work agreements (EFAs).

One EFA, covering a period of

six years, was signed for the sup-

ply of new compression equip-

ment at different Shell locations

worldwide, while another five-

year agreement was signed for

the supply of aftermarket parts

and services for existing rotating

equipment.

The agreement for new com-pression units covers a wide

range of centrifugal compressors

for sweet and sour gas services

that will be used in both onshore

and offshore applications.

MAN Diesel & Turbo and Shell

have enjoyed a close business

relationship for many decades

and cooperated in major up- and

downstream projects around the

globe, including the world´s larg-

est Gas-to-Liquid (GTL) Project

in Qatar.

“We appreciate this opportu-

nity to continue our long lasting

relationship. These EFAs demon-

strate Shell’s level of confidence

in our equipment and servic-

es”, emphasised Dr. Uwe Lau-

ber, Managing Director of MAN

Diesel & Turbo Switzerland and

Head of the Oil & Gas BusinessUnit.

With these agreements in

place, MAN will continue to

strongly promote its high-quality

compressor equipment and

services around the world.

MAN Signs Significant

Enterprise Framework

Agreements with Shell

Library photo of a 7L32/40 engine, from the same family as the Weihai engine

Chinese Ferry GroupOrders Complete

Propulsion PackageTwo MAN 9L32/40 engines to power Ropax ferry

New PossibilitiesWith Parallel RunningFor many years, it has generally been

accepted that parallel operation of

the main-engine constant-speed

shaft and auxiliary-engine-driven

generators is only briefly possible

for load transfer, while continuous

parallel operation is not possible in

practice. Certainly, with the control

equipment commercially available

up till now, this has been the case.

From time to time, ship owners

have held a dialogue with MAN

Diesel & Turbo as to the possibility

of parallel running. This led to a re-

evaluation of the problem, driven

by a fruitful cooperation between

MAN Diesel & Turbo’s Low-Speed

organisation in Copenhagen andits small-bore GenSet organisa-

tion in Holeby. Stemming from this

successful initiative, MAN Diesel

& Turbo proposed a new control

concept that has now been tested

with positive results.

To facilit ate paral lel operat ion,

the auxiliary engine generator must

be operated as base load and the

shaft generator as a ‘swing’ ma-chine. This allows the auxiliary en-

gine to follow the frequency varia-

tions generated by the main engine

without a large power swing. As

such, the shaft-generator load

must be controlled so it has a suffi-

cient margin to accept random and

planned changes in the electrical

load. The load distribution is con-

trolled by direct fuel index control

of the auxiliary engine.

As previously stated, prelim inary

functional tests have shown very

promising results. However, to be

utilised commerciall y, the new con-

trol strategy must be implemented

in the PMS (Power ManagementSystem) system and the auxiliary-

engine governor software must be

adjusted to facilitate this type of

control. Over time, MAN Diesel &

Turbo expects PMS manufacturers

to implement the functionality

based on the company’s own

specifications.

Picture of a new fuel actuator mounted on one of the engines involved in testing

parallel running

Automatically updated soyou stay in the know.

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8/13/2019 DF_2012-1



Chinese licensee SXD has produced

two 32/40 gensets that will provide

power to offshore platforms operat-

ed by China’s national oil company.

Representatives from China Na-tional Offshore Oil Corporation

(CNOOC), classification societies,

local government officials and

MAN Diesel & Turbo gathered on

18 November to celebrate the de-

livery of two 12V32/40 gensets,

constructed by MAN Diesel &

Turbo licensee, Shaan xi Diesel

Heavy Industry Co., Ltd. (SXD).

The new engines will replace old-

er mode ls aboard ‘Liuhua 11-1’, a

working, offshore hydrocarbon

platform operated by CNOOC.

SXD is a company of the north-

ern Chinese CSIC Group of state-

owned factories and shipyards.

The company’s relationship with

MAN Diesel & Turbo originally be-gan more than 30 years ago with

the signing of a licence agree-

ment for Pielstick-type engines. In

later years, the licence agreement

was extended to include engines

from MAN Diesel & Turbo’s own

engine portfolio, since when SXD

has successfully delivered many

MAN 32/40 engines to Chinese

shipyards and owners.

For the project, MAN Diesel &

Turbo provided SXD with: a re-design of the 32/40

genset that could meet spe-

cial offshore requirements a Frame Auxiliary Box (FAB) the MAN engine automation

system – SaCoSone

.

China has a growing need for oil

and gas to continue its rapid eco-

nomic development. This, in turn,

increases the number of retrofit

and newbuilding projects involv-

ing offshore platforms, as well as

for offshore supply vessels.

In his speech at the ceremony

marking the handing over of the

two engines, Michael Filous –

Head of Medium Speed Licence

Support, MAN Diesel & TurboChina – emphasised the need for

cooperation at the early stages of

projects involving MAN Diesel &

Turbo and Chinese companies so

as to maximise the likelihood of

fulfilling the tough requirements

China has for local content. Filous

said: “Based on the success of

this particular project, MAN

Diesel & Turbo is looking forward

to continuing its close coopera-

tion with SXD in the future. While

operating in the Chinese market

brings with it some strict condi-

tions, we think it is a very exciting

market and one that our coopera-

tion with SXD has ultimately made

very rewarding.”

GenSet Delivery is Catalyst for Chinese Celebration

Michael N. Filous, Head of Medium Speed Licence Support, MAN Diesel & Turbo China, delivering his speech at the

ceremony in China. Since the event, Filous has been appointed as the new Head of Power Management (PM) within

MAN Diesel & Turbo’s Power Plant business unit.

Ay Caramba! Two-Stroke Division Addsto Existing Mexican Power ReferenceOrder covers expansion of Baja California power facility with 12K80MC-S engine

Comisión Federal de Electricidad

(CFE) – Mexico’s state-owned elec-

tricity provider – has awarded Span-

ish contractor ABENER – the engi-

neering and construction services

company – the contract for the ex-

tension of a diesel power plant at La

Paz, Baja California Sur.

The new order comes on the heels

of another two-stroke power refer-

ence in Panama where two low-

speed MAN B&W 12K80MC-S

engines have been ordered aspart of the expansion of the Mira-

flores power plant, adjacent to the

Panama Canal.

The Mexi can 43-MW power

plant, property of CFE, will feature

an MAN B&W 12K80MC-S prime

mover, and is an addition to two

existing 43-MW power plants –

Baja California Sur I and II, and the

internal-combustion power plant

Baja California Sur III, currently un-

der construction in La Paz, capi-

tal of Baja California Sur state. The

new engine will work in single-cycle

mode and produce 42.3 MW at site

ambient conditions.

MAN Diesel & Turbo’s licensee

STX Heavy Industr ies Co., Ltd., Ko-

rea will supply the engine in coop-

eration with UTE Baja California SurIV – a subsidiary of ABENER – who

is responsible for leading the 235

CCI Baja California Sur IV Project

with the delivery and installation of

the engine and the integration of all

the power-plant equipment at site.

The contract initia tes STX’s role

in the stationary market for MANB&W two-stroke, low-speed diesel

engines.

The MAN B&W 12K80MC-S en-

gine will run on local, cost-effective

fuel with a viscosity around 1,100

cSt at 50˚C and a sulphur contentof maximum 4.32%. In order to

comply with local legislation, the

engine will be optimised to meet

the World Bank’s 1998 guideline,

complying with NO X emissions

guaranteed to CFE, and will featurean SCR unit. With this configura-

tion, CFE will be able to control the

overall running costs of the emis-

sion-control system.

View of the CFE power plant at La Paz, Baja California Sur, Mexico. The power plant’s Sur I, II and III phases already feature

MAN Diesel & Turbo engines in the form of an MAN B&W 10K90MC-S and two MAN B&W 12K80MC-S engines. The new,

Sur IV engine – another 12K80MC-S unit – will work in single-cycle mode and produce 42.3 MW at site ambient conditions

Archive photograph of MAN Di esel & Turbo’s MAN B&W 12K80MC-S engine

8/13/2019 DF_2012-1



Basic Principles of Ship PropulsionDieselFacts presents extracts from a newly updated MAN Diesel & Turbo technical paper

This updated paper has been writ-

ten by Birger Jacobsen, Senior Two-

Stroke Research Engineer, based in

Copenhagen.

Heavy Waves and Sea and Wind

Against

When sailing in heavy seas with

much wave resistance, the pro-

peller can be up to 7-8% heavier

running than in calm weather, i.e.

at the same propeller power, the

rate of revolution may be 7-8% low-

er. In order to avoid slamming of

the ship in bad weather conditions,

and thereby damage to the stemand racing of the propeller, the ship

speed will normally be reduced by

the navigating officer on watch.

A valid example for a smaller ship

based on calculations is shown in

Fig. 1. This example shows for a

given reduced ship speed of 14

knots the influence of increased re-

sistance caused by heavy weath-

er and fouling expressed as in-

creased sea margin.

Standard Engine Load Diagram

Definitions

The load diagram (Fig. 2) defines

the power and speed limits for

the continuous as well as over-

load operation of an installed en-gine, which has a specified MCR

point M that conforms to the ship’s

specification.

Normally, point M is equal to the

MCR propulsion point MP, but in

cases where a shaft generator is

installed, point M may incorporate

the engine power required for ship

propulsion MP and for the shaft

generator SG, if installed. Dur-

ing shop test running, the engine

will always operate along curve 1,with point M as 100% SMCR. If

CP-propeller and constant speed

operation is required, the delivery

test may be finished with a con-

stant speed test.

Limits to Continuous Operation

The continuous serv ice range is

limited by the four lines 4, 5, 7, 3

and, in extraordinary cases, 9. See

Fig. 2.

Line 3 and line 9:Line 3 represents the maximum

acceptable speed for continuous

operation, i.e. 105% of M. Dur-

ing sea-trial conditions the maxi-

mum speed may be extended to

107% of M, see line 9. The above

limits may, in general, be extended

to 105% and, during sea-trial con-

ditions, to 107% of the nominal L1

speed of the engine, provided tor-

sional vibration conditions permit.

The overspeed set-point is 109%of the speed in M, however, it may

be moved to 109% of the nominal

speed in L1, provided that torsional

vibration conditions permit.

Running at low load above 100%

of the nominal L1 speed of the

engine is, however, to be avoided

for extended periods of time.

Line 4:

Represents the limit at which an

ample air supply is available for

combustion and imposes a limita-

tion on the maximum combination

of torque and speed.

Line 5:

Represents the maximum mean

effective pressure level (mep)

which can be accepted for contin-

uous operation.

Line 7:

Represents the maximum power

for continuous operation.

Line 10:

Represents the mean effective

pressure (mep) lines. Line 5 is

equal to the 100% mep-line. The

mep-lines are also an expression

of the corresponding fuel index of

the engine.

Limits for Overload Operation

The overload serv ice range is lim-

ited as follows, see Fig. 2.

Line 8:

Represents the overload operationlimitations.

The area between lines 4, 5, 7 and

the dashed line 8 in Fig. 2 is avail-

able for overload running for limited

periods only (1 hour per 12 hours).

Fig. 1: Influence of sea margin on a small ship sailing at 14 knots

Fig. 2: Standard engine load diagram Fig. 3: Extended load diagram for speed derated engine with increased light running

4,000

5,000

6,000

7,000

8,000

9,000

10,000

11,000

100 105 110 115 120 125 130 135 r/min

Shaft powerkW

Propeller/Engine Speed

16.5 kn

7 5 %

SeaMargin

5 0 %

0 %

14.0 kn

SMCR = 9,960 kW × 127 r/min (M)

2 5 %

Line 1: Propeller curve through SMCR point (M) layout curve for engine

Line 2: Heavy propeller curve fouled hull and heavy seas

Line 3: Speed limit

Line 4: Torque/speed limit

Line 5: Mean effective pressure limit

Line 6: Light propeller curve clean hull and calm weather layout curve for propeller

Line 7: Power limit for continuous running

Line 8: Overload limit

Line 9: Sea trial speed limit

Line 10: Constant mean effective pressure (mep) lines

__

80 100 10585

50

70 7565 90 9560

60

70

80

90

mep

110%

Engine speed, % M

40

2

4

M

9

7

8

5100

Engine shaft power, % M

6100%

90%

80%

70%

60%

1

10

3

M Specified engine MCR

110

_

_

O

80 100 1058555 90 9560

Engine speed, % of M

Engine shaft power, % of M

Heavy running operation Normal

operation

50

70

80

90

100

40

110

60

110 115 120

L1

L1 M

L2

5%L

3

L4

70 7565

Standard load diagram area Extended light running area

2

1

5

6 3 3́

4

7

Line 1: Propeller curve through SMCR point (M), layout curve for engine

Line 2: Heavy propeller curve, fouled hull and heavy seas

Line 3: Normal speed limit

Line 3´: Extended speed limit, provided torsional vibration conditions permit

Line 4: Torque/speed limit

Line 5: Mean effective pressure limitLine 6: Increased light running propeller curve

- clean hull and calm weather

- layout curve for propeller

Line 7: Power limit for continuous running

M Specified engine MCR

8/13/2019 DF_2012-1



Recommendation

Continuous operation without a

time limitation is allowed only with-

in the area limited by lines 4, 5, 7

and 3 of the load diagram. For

fixed pitch propeller operation in

calm weather with loaded ship

and clean hull, the propeller/engine

may run along or close to the pro-peller design curve 6.

After some time in opera tion,

the ship’s hull and propeller will

become fouled, resulting in heav-

ier running of the propeller, i.e. the

propeller curve will move to the left

from line 6 towards line 2, and ex-

tra power will be required for pro-

pulsion in order to maintain the

ship speed. In calm weather condi-

tions the extent of heavy running of

the propeller will indicate the need

for cleaning the hull and, possibly,

polishing the propeller.

The a rea between lines 4 and 1

is available for operation in shallow

water, heavy weather and duringacceleration, i.e. for non-steady

operation without any actual time

limitation.

The recommended use of a rel-

atively high light running factor for

design of the propeller will involve

that a relatively higher propeller

speed will be used for layout de-

sign of the propeller. This, in turn,

may involve a minor reduction of

the propeller efficiency, and may

possibly cause the propeller man-

ufacturer to abstain from using a

large light running margin. How-

ever, this reduction of the propel-

ler efficiency caused by the large

light running factor is actually rela-

tively insignificant compared withthe improved engine performance

obtained when sailing in heavy

weather and/or with fouled hull and

propeller.

Extended Engine Load Diagram

When a ship with fixed pitch pro-

peller is operating in normal sea

service, it will in general be oper-

ating around the design propeller

curve 6, as shown on the standard

load diagram in Fig. 2. Sometimes,

when operating in heavy weather,

the fixed pitch propeller perform-

ance will be more heavy running,

i.e. for equal power absorption of

the propeller, the propeller speedwill be lower and the propeller

curve will move to the left.

As the two-stroke ma in engines

are directly coupled to the propel-

ler, the engine has to follow the

propeller performance, i.e. also in

heavy running propeller situations.

For this type of operation, there is

normally enough margin in the load

area between line 6 and the nor-

mal torque/speed limitation line 4,

see Fig. 2. To the left of line 4 in

torque-rich operation, the engine

will lack air from the turbocharger

to the combustion process, i.e. the

heat load limits may be exceeded

and bearing loads might also be-

come too high.For some special ships and op-

erating conditions, it would be an

advantage - when occasionally

needed - to be able to operate the

propeller/main engine as much as

possible to the left of line 6, but in-

side the torque/speed limit, line 4.

Such cases could be for: ships sailing in areas with very

heavy weather ships operating in ice ships with two fixed pitch

propellers/two main engines,

where one propeller/one en-

gine is declutched for one or

the other reason. Thus, meas-urements show an approxi-

mate 8-10% heavy running of

the remaining propeller in op-

eration for a twin-skeg ship.

The incr ease of the operating

speed range between line 6 and

line 4 of the standard load diagram

may be carried out as shown in Fig.

3 for the extended load diagram

for speed derated engine with in-

creased light running. The maxi-

mum speed limit (line 3) of the en-

gines is 105% of the SMCR speed,

as shown in Fig. 2.

However, for speed and, thereby,

power derated engines it is possi-

ble to extend the maximum speedlimit to 105% of the engine’s nomi-

nal L1 speed, line 3’, but only pro-

vided that the torsional vibration

conditions permit this. Thus, the

shafting, with regard to torsional

vibrations, has to be approved by

the classification society in ques-

tion, based on the extended maxi-

mum speed limit.

When choosing an increased

light running to be used for the de-

sign of the propeller, the load dia-

gram area may be extended from

line 3 to line 3’, as shown in Fig. 3,

and the propeller/main engine op-

erating curve 6 may have a corre-

spondingly increased heavy run-

ning margin before exceeding thetorque/speed limit, line 4. A cor-

responding slight reduction of the

propeller efficiency may be the re-

sult, due to the higher propeller de-

sign speed used.

Constant ship speed line for

increased propeller diameter

The larger the propelle r diameter,

the higher the propeller efficiency

and the lower the optimum propel-

ler speed. A more technically ad-

vanced development drive, there-

fore, is to optimise the aftbody and

hull lines of the ship – including bul-

bous bow, also considering opera-

tion in ballast condition – making it

possible to install propellers with a

larger propeller diameter.

The constant ship speed line α

shown in Fig. 4 indicate the pow-

er required at various propeller

speeds to keep the same ship

speed provided that the optimum

propeller diameter with an opti-

mum pitch diameter ratio is used

at any given speed, taking into

consideration the total propulsion

efficiency.Normally, for a given ship with

the same number of propeller

blades, but different propeller di-

ameter, the following relation be-

tween necessary power and pro-

peller speed can be assumed:

P2 = P

1 × (n

2 /n

1 ) α

where:

P = Propulsion power

n = Propeller speed, and

α = the constant ship speed coef-

ficient.

For any combination of pow-

er and speed, each point on the

constant ship speed line gives the

same ship speed.

When such a constant ship

speed line is drawn into the layout

diagram through a specified pro-

pulsion MCR point ‘M1’, selected in

the layout area, another specified

propulsion MCR point ‘M2’ upon

this line can be chosen to give the

ship the same speed for the new

combination of engine power and

speed.

Provided the optimum pitch/di-

ameter ratio is used for a given pro-peller diameter the following data

applies when changing the propel-

ler diameter:

For general cargo, bulk carriers

and tankers α = 0.25 - 0.30, and

for reefers and container vessels α

= 0.15 - 0.25.

Fig. 4 shows an example of the

required power and speed point

M1, through which a constant ship

speed curve α = 0.28 is drawn, ob-

taining point M2 with a lower en-

gine power and a lower engine

speed but achieving the same ship

speed.

Thus, when for a handyma x

tanker increasing the propeller

diameter, and going for example

from the SMCR propeller speed of

nM1

= 127 r/min to nM2

= 100 r/min,

the propulsion power needed will

be PM2

= PM1

x (100/127)0.28 = 0.935

x PM1

, i.e. involving a power reduc-

tion of about 6.5%. In this example,

another main engine has been ap-

plied, verifying the fuel savings po-

tential of this ultra low speed type

engine. When changing the propel-

ler speed by changing the pitch di-ameter ratio, the constant will be

different.

Estimations of engine/propel-

ler speed at SMCR for different

single screw FP-propeller diam-

eters and number of propeller

blades

Based on theory and experience,

the connections between main

engine SMCR power PM, SMCR

speed nM

and propeller diameter d

= Dprop

can as guidance be estimat-

ed as follows:

3 _____

nM = C x P

M

√ (D prop )5

nM in r/min

D prop

in m

P M in kW

C is a constant depending

on the number of propeller

blades, see below.

Number of

Propeller

Blades

3

4

5

6

Contant (C) 125 115 104 93

Source: MAN Diesel & Turbo

In the constant C, a light running

propeller factor of 4-5% is includ-

ed. The above formula is valid for

standard single screw FP-propellertypes.

The constant C is an average val-

ue found for existing ships (before

2011) and reflects the design ship

speed applied in the past.

Continued on next pageFig. 5: Selection of number of propeller blades for a ship with main engine with SMCR = 20,000 kW x 105 rpm

Fig. 4: Layout diagram and constant ship speed lines. Example for a Handymax tanker with different propeller diameters

Engine/propeller SMCR speed nM

PropulsionSMCR power

PM

Increased propeller diameter 4-bladed FP-propellers

Dprop=6.3 mDprop=6.8 m Dprop=5.8 m

7 G 5 0 M

E - B 9 . 2

16.0 kn

15.5 kn

15.0 kn15.1 kn

14.5 kn

14.0 kn

13.5 kn

∝

∝

∝

∝

∝

∝

∝

100 r/min

∝ = 0.28

M1 = 9,960 kW × 127 r/min

M2 = 9,310 kW × 100 r/min117 r/min 127 r/min

7 S 5 0 M

E - B 9 . 2

6 S 5 0 M E

- B 9 . 2

7 S 5 0 M E

- C 8 . 2

6 S 5 0 M E

- C 8. 2

6 G 5 0 M E

- B 9 . 2

M1

M2

51.0%

51.5%

52.0%

52.5%

53.0%

53.5%

54.0%

54.5%

55.0%

55.5%

6.6 6.8 7.0 7.2 7.4 7.6 7.8 8.0 8.2 8.4 m

Propeller Efficiency

ηo

Propeller Diameter

6 blades

5 blades

4 blades3 blades

Main engine SMCR = 20,000 kW × 105 r/minSingle screw fixed pitch propeller

105 r/min

105 r/min

105 r/min

105 r/min

8/13/2019 DF_2012-1



Continued from previous page

For lower design ship speed which

seems to be the coming tendency

due to EEDI (Energy Efficiency De-

sign Index) and fuel costs, the con-

stant C will be higher. For an NPT

propeller (New Propeller Technol-

ogy), the estimated, claimed en-gine/propeller speed n

M might be

approx. 10% lower.

Number of propeller blades

Propellers can be manufactured

with 2, 3, 4, 5 or 6 blades. The few-

er the number of blades, the high-

er the propeller efficiency will be.

However, for reasons of strength,

propellers which are to be subject-

ed to heavy loads cannot be man-

ufactured with only two or three

blades.

Normally 4-, 5- and 6-bladed

propellers are used on merchant

ships. In the future maybe 3-blad-

ed propellers may be used due toreduced design ship speed. Ships

using the MAN B&W two-stroke

engines are normally large-type

vessels which, so far, use at least

4-bladed propellers. Ships with a

relatively large power requirement

and heavily loaded propellers, e.g.

container ships, may need 5 or

6-bladed propellers.

The optimum prope ller speed

depends on the number of pro-

peller blades. Thus, for the same

propeller diameter, a 6-bladed

propeller has an about 10% lower

optimum propeller speed than a

5-bladed. For vibrational reasons,

propellers with certain numbers of

blades may be avoided in individ-ual cases in order not to give rise

to the excitation of natural frequen-

cies in either the ship’s hull or its

superstructure.

The infl uence of a sele cted

number of propeller blades is

shown as an example in Fig. 5 for

a ship installed with a main engine

with SMCR = 20,000 kW x 105 r/

min. For each number of propeller

blades, the corresponding applied

propeller diameter according to

the previous formulae is shown too.

A more comprehensive propel-

ler diameter example, based on

the mentioned formulae, is shown

in Fig. 6 and is valid for 4-bladedFP-propeller types. By means of

a given propulsion SMCR (power

and speed) point, it is possible to

estimate the corresponding FP-

propeller diameter.

However, in the upper power

and propeller diameter range, it

is, for technical reasons, probably

necessary to select a 5-bladed

or 6-bladed propeller type with a

reduced propeller diameter and

lower pressure pulses (vibrations).

Some examples of main engine

types (layout diagrams) to be se-

lected are shown too.

The tex t for this ar ticle is based

on extracts from the newly updat-

ed MAN Diesel & Turbo paper “Ba-

sic Principles of Ship Propulsion”,

written by Birger Jacobsen, Senior

Two-Stroke Research Engineer in

Copenhagen. An M.Sc. graduate

of the Technical University of Den-

mark, Jacobsen joined the com-

pany back in 1969 and since 1979

has worked in the Marine Installa-

tion Department. He has since be-

come the prolific author of varied

technical papers on engine appli-

cations and propulsion trends in

different vessel segments. The

original paper is freely available in

its entirety upon request from MAN

Diesel & Turbo.

International Shipping Group Chooses

Medium-Speed MAN Propulsion PackageTwo L27/38 engines to power 7,000-dwt asphalt and oil-products tanker

Spanish concern Empresa Naviera

Elcano, S.A., the international ship-

ping group, has placed an order for

two medium-speed MAN L27/38 en-

gines as part of a propulsion package

for a new vessel. The units will be de-

signed by MAN Diesel & Turbo, and

will power a 7,000-dwt asphalt and

oil-products tanker to be built at Se-

def Shipyard in Turkey. The 6-cylin-der main engines each deliver 2,040

kW at 800 rpm.

Elcano has chosen the engines

as part of an MAN Diesel & Turbo

propulsion package that also com-

prises an Alphatronic 2000 propul-

sion control system, an MAN Al-

pha VBS Mk 5 CP propeller, and

a double-reduction gearbox with

multiple PTO clutches operating at

1,200 kW at 1,200 rpm.

The MAN L27/38 engine

Characterised by its heavy-duty

propulsion and manoeuvring pow-

er performance, the robust L27/38

engine series performs well overthe entire load range, offering an

immediate load response and

quick acceleration. The L27/38

is smokeless at idling, part-load

and full-load, is optimised for high-

torque layout, and emits low lev-

els of NO X while minimising fuel-oil

consumption.

About Sedef Shipyard

With roots dating back to 1972, the

Sedef Shipyard is located on the

Bay of Tuzla, near Istanbul and is

part of the Turkon Holding Group,

a large international enterprise with

interests in shipping, tourism and

shipbuilding, among others. Se-def is a diversified shipbuilder that

builds all types of ships for both

naval and commercial clients with

Germany and the Netherlands par-

ticularly prominent as markets.

About Empresa Naviera Elcano,

Based in Madrid, Spain, the com-

pany was founded back in 1942

and is primarily engaged in the

shipping of bulk products. These

include both solids, such as coal,

ores and grain, and liquids such as

LNG, LPG, oil, oil products and

chemical products. Including its

global subsidiaries, Elcano is the

parent company of a substantial,

international shipping group thatmanages its own fleet of 27 ves-

sels. These have a total tonnage of

over 2.2 million dwt and include

LNG vessels, oil and chemical/

product tankers and LPG ships as

well as bulk carriers.

Elcano Project – main particulars

Ship type 7,000 dwt asphalt and oil tanker

Yard Sedef Shipya rd, Turkey

Length oa (m) 110.0

Length bp (m) 105.7

Breadth (m) 10.6

Design draft (m) 6.9

dwt at operating draf t In seawater approx. 7,150 at design draught, 8,450 at scantling draf t

Trial speed (k n) 14.0 at 80% of M CR (ma ximum c ontinu ous rati ng)

Propulsion package

Engines 2 × MAN 6L27/38

Output (kW) 2 × 2,040 at 800 r/min

Propulsion control system Alphatronic 2000

Engine safety, control and monitoring SaCoSone

Source: Elcano

Graphical rendering of the new tanker

Fig. 6: Example of selection of 4-bladed Fixed Pitch propeller diameter (All figures source MAN Diesel & Turbo)

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

50 60 70 80 90 100 110 120 130 140 150 160 170 r/minEngine/propeller SMCR speed

45,000

PropulsionSMCR power

kW12.0 m 11.0 m

9 Cyl.

8 Cyl.

8 Cyl.

8 Cyl. L3 - L

1

8 Cyl.

9 Cyl.

9 Cyl.

5 Cyl. L4 - L

2

10.0 m 9.0 m 8.0 m 7.0 m Propellerdiameter

6.0 m

5.0 m

4.0 m

4-bladed Fixed Pitch propellers

G 8 0 M

E - C 9

. 2

G 7 0 M

E - C 9 . 2

G 5 0 M E - B 9.

2

G 6 0 M E -

C 9 . 2

S 5 0 M E - B 8.

2

S 4 0 M E- B 9. 2

S 35MC-C 9. 2 / ME-B 9. 2

8/13/2019 DF_2012-1



First Marine Application for New Generation TCS-PTGReederei Horst Zeppenfeld recently

ordered two TCS-PTG units for 2 ×

4,700 TEU container vessels.

MAN Diesel & Turbo has receiveda firm order for two Turbo Com-

pound Systems including Power

Turbine and Generator (TCS-PTG)

from Samjin Shipbuilding in Weihai,

China.

The TCS-PTGs will be employed

aboard two 4,700 TEU container

vessels currently under construc-

tion, operated by German ship-

owner Reederei Horst Zeppenfeld,

each powered by individual MAN

B&W 6S80ME-C9.2 low-speed en-

gines. The order includes an option

for two extra vessels.

The order represents the first

such instance for a marine applica-

tion for MAN Diesel & Turbo’s newgeneration of TCS-PTG after previ-

ous applications at stationary pow-

er plants in London and Panama.

Along with the 2 + 2 × TCS-

PTG20s, MAN Diesel & Turbo

will supply 2 + 2 × TCA88 turbo-

chargers at a total project volume

of some 4 million euro. Delivery is

scheduled to begin by the end of

2012.

Throu gh using the TCS-PTG

units, Zeppenfeld will not only

save fuel, but will also reduce the

operating costs of their gensets

as these can be run on part-load

when the TCS-PTG unit takes

over. During sea passage, if no

reefer containers are carried, the

TCS-PTG may even full y replace a

genset. In many cases, the instal-

lation of a TCS-PTG unit also al-lows the user to minimise the in-

stalled genset power output and to

reduce corresponding investment

costs accordingly.

MAN Diesel & Turbo sees a

growing potential for waste-heat-

recovery systems, such as the

TCS-PTG, which can recover up to

5% of the energy from a main-en-

gine’s exhaust gases. As an alter-

native, the company offers an STG

(Steam Turbine and Generator)

system that recovers energy from

an exhaust-gas steam boiler. MAN

Diesel & Turbo also offers a solu-

tion in the form of the MARC_

HRSTM system, which is a combi-nation of STG and TCS-PTG that

recovers up to 10% of the energy

from a main-engine’s waste heat.

Diagram of MAN Diesel & Turbo’s new generation TCS-PTG waste-heat recovery system

Jiangnan Shipyard, part of the Chi-

na State Shipbuilding Corporation

(CSSC) Group, recently signed a ship-

building contract with China Satellite

Maritime Tracking and Controlling

Department (CSMTCD) for two spe-cial transportation vessels.

Each newbuilding will feature a

complete twin-screw MAN Diesel

& Turbo propulsion package in the

form of two 6L32/40 four-stroke

engines, gear boxes, propellers

and a propulsion control system.

The MAN 6L32/40 engines will

be manufactured by Chinese li-

censee Zhenjiang CME Co. Ltd

(ZJ CME), with each unit develop-

ing 3,000 kW at 750 rpm. The twoengines aboard each vessel will be

connected to type 41VO30 MAN

Alpha AMG28 gear boxes, type

VBS860 CP propel lers with water-

lubricated sterntubes, and the Al-

phatronic 2000 Propulsion Control

System – supplied by MAN Diesel

& Turbo, Frederikshavn (Denmark).

Both vessels will be launched in

January 2013 with delivery to CS-

MTCD scheduled for the following

June. CSMTCD is a part of the Chi-

na Military General Armament De-partment and provides a vessel re-

search and space-satellite tracking

and controlling service.

The project represents the first

instance of a Chinese MAN Diesel

& Turbo licensee acting as suppli-

er for a complete propulsion sys-

tem, including the propulsion train.

To bet ter facilit ate the integration

and optimisation of the propulsion

system and project management,

Frederikshavn will provide on-site

support for the technical interfacecoordination, based on a coopera-

tion agreement made with ZJ CME.

MAN Diesel & Turbo in Frederik-

shavn plans to continue promoting

this propulsion concept in the fu-

ture to Chinese licensees and the

Chinese market in general, with a

view to increasing MAN Diesel &

Turbo’s propeller market share.

About Jiangnan Shipyard

Jiangnan Shipyard is a historic

shipyard located in Shanghai, Chi-

na that was located to the south of

the city until 2009 when it moved to

Changxing Island, in the mouth of

the Yangtze River and to the north

of urban Shanghai. State-owned

since its founding in 1865, it is now

operated by Jiangnan Shipyard

(Group) Co. Ltd. The new shipyardis equipped with several super dry-

docks, capable of housing the con-

struction of aircraft carriers for the

PLA Navy, if so required. The ship-

yard builds, repairs and converts

both civilian and military ships.

Other activities include the manu-

facture of machinery and electrical

equipment, pressure vessels and

steel works for various, land-based

products.

About ZJ CME

Part of the CSSC Group, ZJ CME

owes its origins to an asset reor-

ganisation by Zhenjiang Marine

Diesel Works and other enterprises

of CSSC in 2001. Based in the cityof Zhenjiang in Jiangsu Province,

Eastern China, ZJ CME produces

marine diesel engines, turbocharg-

ers, auxiliary marine machinery, lift-

ing machinery, and marine propel-

lers, among other industrial lines.

China Gives Endorsement toComplete Propulsion ConceptMAN Diesel & Turbo propulsion solution chosen for special transportation vessels

Photograph from the signing ceremony for the main propulsion systems with: (front row, left to right) Torben Johansen – MAN Diesel & Turbo Frederikshavn, Chen

Yibing – Chief Superintendent CSMTCD, Huang Chengsui – Vice President Jiangnan Shipyard (Group) Co., Ltd., Zhang Haisen, President ZJ CME; (back row, left

to right) Bao Dongming – Vice General Manager ZJ CME, Sha Jin – Sales Manager MAN Diesel & Turbo Shanghai, Hu Weiguo – Director Newbuilding Division

CSMTCD, Zhang Zhibing – Officer CSMTCD, Gu Jixiang – Officer CSMTCD, Wu Qiang – Vice President CSSC Group, Karsten Borneman – MAN Diesel & Turbo

Frederikshavn, Shen Weiping – Vice General Manager Marine Design & Research Institute of China, Li Cheng – Vice General Manager ZJ CME, Li Jun – Project

Manager ZJCME.

8/13/2019 DF_2012-1



MAN Diesel & Turbo Australia’s 33-

MW Owen Springs project, located

near Alice Springs in Australia’s

Northern Territory, was built for Pow-

er and Water Corporation (PWC), a

major Australian public utility.

It features three of the new MAN

51/60DF dual-fuel engines and

was completed and handed over

to PWC in 2011. The dual-fuel ca-

pability provides a high level of fuelsecurity for this important power

plant with the engines able to run,

not only on natural gas from vari-

ous suppliers, but also on diesel

should there be an issue with the

gas supply.

Larry Silva, MAN Diesel & Turbo

Australia’s Managing Director, ob-

served: “Long before we formed a

contract, it was clear our customer

(PWC) wanted a world-class solu-

tion requiring the very best tech-

nology, design, workmanship and

project execution skills. The MAN

team took up this challenge and

the superb quality of the completed

power station sets a new bench-

mark for remote power plants.”

At the time of signing the contract

in 2008, PWC said: “MAN Diesel &

Turbo Aust ralia is an experienced

company in power-station con-

struction and its parent company

in Germany specialises in dual-fuel

engines in the size range required

for this project. The contract speci-

fications were technically complexas Power and Water was seeking

world’s best practice in fuel effi-

ciency and the lowest emissions of

carbon dioxide per unit of electric-

ity generated.”

Construction of the new utility

started in October 2009 with the

construction of the power house

utilising an innovative concrete-

panel design to form the exterior

and interior walls. These panels

were formed onsite and are char-

acterised by their excellent sound

attenuation properties, low con-

struction costs and fast installation.

Once installed, a supporting steel

framework was then erected and

fastened, and the exterior painted

to complete the building.

The next phase covered the

construction of the control room,

switch room, administration centre,

tank farm, pump house and main-

tenance workshop buildings, and

was completed during 2010. This

was followed by the installation of

all mechanical and electrical sys-tems, piping and the installation of

lube-oil and fuel-oil modules.

The entire project was mode lled

using 3D CAD software, which in

turn generated the isometric draw-

ings necessary for pipework con-

struction, resulting in a greater de-

gree of accuracy and improved

site productivity. All the station

electrics, load sharing, control and

SCADA systems were designed

and provided by MAN’s local part-

ners. MAN Diesel & Turbo Austral-

ia formed partnerships with local

Australian suppl iers and stake -

holders as much of the equipment

for the Owen Springs project had

to comply with Australian stand-

ards. Niel Halvorsen, GM Power

Engineering of MAN Diesel & Tur-

bo Australia, said: “For many of

our clients, our local project man-

agement, design and engineering

capabilities and supplier relation-

ships are perceived as high-value

Panoramic view of the Owen Springs site, located west of Alice Springs in Central Australia

Principal Data: V51/60DF and L51/60DF four-stroke, dual-fuel engines

Engine cycle Four-stroke

Turbocha rging sy stem Consta nt pres sure

Number of cylinders, V-engines 12, 14, 18

Number of cylinders, L-engines 9Bore 510 mm

Stroke 600 mm

Swept volume per cylinder 122.6 dm3

Cylinder output (MCR)

at 514 r/min, 60 Hz 1,000 kWm

at 500 r/min, 50 Hz 975 kWm

Cooling

Cylinder cooling (single stage) Fresh water

Charge air cooler (two-stage) Fresh water

Fuel injector cooling Fresh water

Starting Compressed air

Source: MAN Diesel & Turbo

Australian Dual-Fuel Power Plant

Project Reaches CompletionThree high-efficiency 12V51/60DF engines to drive power facility in remote Outback

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DIESELFACTS 1/2012

For further information

MAN Diesel & Turbo

Group Marketing

[email protected]

www.mandieselturbo.com

See DieselFacts online

with video clips at:

www.mandieselturbo.com/dieselfacts

Publisher:

Peter Dan Petersen,

Group Marketing

MAN Diesel & Turbo

All data provided in this docum ent is non-binding. This data ser ves informational pur po-

ses only and is especially not guaranteed in any way. Depending on the subsequent spe-

cific individual projects, the relevant data may be subject to changes and will be assessed

and determined individually for each project. This will depend on the particular characteri-

stics of each individual project, especially specific site and operational conditions.

Historic Milestone: 100th Anniversary ofSelandia’s Launching CommemoratedGerman genius and Danish resourcefulness deliver first ocean-going, diesel-poweredvessel and create template for modern shipping

Steam power gave way to the diesel

engine revolution on February 17 th

1912 when Burmeister & Wain, now

MAN Diesel & Turbo, launched Selan-

dia – the world’s first ocean-going

ship powered by diesel engines.

Research turned to commercial

success when the Danish founder

of the East Asiatic Company saw

beyond the scepticism of the day

and placed an order for a diesel-powered bulk carrier in 1910. For

Burmeister & Wain of Copenhagen,

it was the justification for nearly 20

years of development work labelled

by some in the industry as ill-ad-

vised due to the huge effort and

capital expense being put into a vi-

sion that many others had failed to

realise.

Based on the original develop-

ment of German engineer, Rudolf

Diesel, it was Danish civil engineer

Ivar Knudsen who recognised the

commercial potential of the engine

and took it to Burmeister & Wain.

The new invention was capable of

using about 34 per cent of the cal-

orific value of its fuel where steamengines of the day used about 15

per cent and gas engines about 23

per cent.

Appointed to a special role with-

in the company, Knudsen was re-

sponsible for several key enhance-

ments including the use of oil ratherthan coal dust as fuel, and a system

to cool the engine’s cylinder walls.

The first stationary engine was put

into service in 1904 and, along with

engineer Olav E. Jørgensen, Knud-

sen went on to adapt the engine

design to make it suitable for thepropulsion of ships most notably

by the invention of a reversing gear.

H. N. Andersen, founder of the

East Asiatic Company, saw po-

tential in the engine and his confi-

dence, demonstrated by the order

of the 6,800 dwt bulk carrier Selan-dia, was later celebrated by lead-

ers around Europe when the ves-

sel left Copenhagen on February

22nd 1912, calling in to London en-

route to Bangkok for the first time.

In sea trials, Selandia had logged

a steady speed of 11-12 knots and

had successfully negotiated icy

waters.

“It will mean a revolution in ship-

ping,” said Andersen. “In future,

people will speak of the time be-

fore and after the Selandia.”

Selandia’s maiden voyage dem-

onstrated its seaworthiness and

manoeuvrability without mishap

through adverse wind and waveconditions and at slow speed in

heavy fog. The vessel had two

main engines, each 8-cylinder,

four-stroke engines operating at

140 revolutions per minute at nor-

mal speed. Electric motors were

used to start the engines from any

crank position via a 2 m-diame-

ter flywheel. Two air compressors

were normally used for fuel injec-

tion but an exhaust valve on one

of the cylinders could be replaced

with a delivery valve so that it oper-

ated as a backup to the compres-

sors and the engine could maintain

satisfactory performance running

on seven cylinders.

The switch between full ahead

and full astern could be achieved

in less than 20 seconds via a cam-

shaft arranged so that it could be

displaced lengthwise when the

rods and valves were cranked

away. Reversing was achieved

using two handles which corre-

sponded to the two levers on an

ordinary steam engine.Engine speed was controlled by

an Aspinall’s governor that regulat-

ed fuel supply. Fuel oil was stored

in the double-bottom of the vessel

and was sufficient for travelling a

distance of 26,000 nautical miles.

The settl ing tanks in the engine

room provided enough fuel for 12

hours of normal engine operation.

Twin auxilia ry engines were in-

stalled to provide redundancy

along with two sets of electrically-

driven lubricating pumps, circulat-

ing pumps and electricity trans-

formers. With the exception of a

small boiler used for heating the

accommodation, all equipment, in-

cluding deck machinery, was elec-trically driven.

Fuel oil was consumed during

Selandia’s eight-week maiden voy-

age at a rate of 0.165 kg per indi-

cated horse-power hour, including

consumption for both the main and

auxiliary engines.

After 12 years of operation, the

only noteworthy delay to service

was one 10-day stop in port due to

machinery problems. When asked

about the engines, the chief engi-

neer at the time stated: “It is evi-

dent that they will easily outlast the

hull, and there is actually no limit to

the lifetime of these or similar en-

gines.” The trip from Denmark to Bang-

kok was completed 55 times in Se-

landia’s first 25 years of operation

and the East Asiatic Company’s

entire fleet eventually consisted of

diesel-engine powered vessels.

Other shipowners followed and

Burmeister & Wain continued to

grow on the strength of new or-

ders. Their design was constantly

improved and, today, half of the

world’s merchant fleet is powered

by engines from MAN Diesel &

Turbo.Library photo of Selandia from B&W archives. MAN Diesel & Turbo’s DieselHouse museum in Copenhagen is hosting an

exhibition on this famous ship. Visit www.Selandia100.dk/diesel-2 for more details

Martin Dessau - Director, B&W, H.N. Andersen - East Asiatic Company, Lord Pirrie - Harland & Wolff, Belfast, Ivar Knudsen

- Technical Director, B&W, and I.L. Amundsen pictured by Selandia during its construction

Documents

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