DieselFacts 2008-1.pdf

DIESELFACTSMAN Diesel

• SERVICE • ENGINES • TURBOCHARGERS • PROPULSION SYSTEMS • MARINE • STATIONARY •

Versatile ME/ME-C Engines Facilitate Low Container-Ship Speedspage 4

Timmermann on Spares Policypage 5

51/60DF Achieves Type Approvalpage 6

Renewable In, Renewable Out CO

2-neutral fuels create CO

2

-neutral fuelspage 7

Significant Diesel LNG MilestoneFirst carriers with two-stroke MAN B&W enginespage 8

MAN Diesel to Power Emerging African MarketsV28/32S gensets at heart of new power conceptpage 9

MAN Diesel Announces First 51/60DF Orderpage 9

Mitsui Partnership Delivers the Goodspage 10

PrimeServ Makes it Four out of FourEMC contract covers entire ATC shuttle-tanker fleetpage 11

Two-Stroke Propulsion Trends in LNG CarriersNew technical paper page 12

MAN Diesel and Burckhardt Compression in Strategic Partnershippage 13

The First Steps on a 1,000 Mile Chinese JourneyGrowing Oriental marketpage 14

TORM Group First to Order S50ME-Bpage 15

Lightning Strikes Twice in the Far-EastM A N Diesel Pr imeSer v answers unusual callpage 16

• 2008 • 1 •

MAN Diesel has heralded a new era in two-stroke diesel engines with the production of the first MAN B&W S40ME-B engine.

The new engine has been built by stx Heavy Industries Co., Ltd. at its Changwon works to the south of the Korean peninsula, and successfully passed its Type Approval Test on the 11th of December last.

The 6S40ME-B is the first in a series of 25,000-dwt multipurpose vessels being built in China by Shandong Huanghai Shipbuilding Co. Ltd., and ordered by InterShip Navigation of Cyprus. The engine delivers 6,810 kW at 146 rpm with an MEP of 21 bar.

The ME-B design is based on the experience gathered from MAN Diesel’s existing MC-C and ME-C engine ranges, among the most popular engines available on today’s market. To suit the small-bore segment, the economical ME-B design utilises a camshaft-

First ME-B sees Light of DaySTX kickstarts new, two-stroke generation

The MAN B&W 6S40ME-B engine pictured at stx in Changwon

Turbocharged DevelopmentAdvanced 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 flexible setting of engine operating parameters. On the fuel management (injection) side, the advent of microprocessor-control-led common rail fuel injection technology has given the designer the scope to optimise injection pressure and timing at any point on the operating profile of a large, four-stroke diesel engine. Parallel-ing this development, the Business Unit Turbocharger at MAN Diesel in Augsburg, Germany, is pursu-ing 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 Busi-ness Unit Turbocharger gave an exposé of its current development activities in the area of advanced turbocharging for large two- and

four-stroke diesel engines. A tradi-tional turbocharging pioneer, MAN Diesel has never relinquished tech-nological 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, lubri-cated from the engine lubricating system. This concept was – sooner or later – adopted by all major manufacturers.

Emissions and fuel consumptionPlanned legislation lies at the centre of present development activity to further limit emissions of oxides of nitrogen (NO

x) from large diesel

engines, as exemplified by the sec-ond Tier of emissions regulations from the International Maritime Organisation (IMO) and similar limits for stationary engines. This includes efforts to reduce specific fuel oil consumption (SFOC), both for economic reasons and as a route to reduced emissions of the greenhouse gas carbon dioxide (CO

2). Indeed, the link between fuel

efficiency and emissions has gained new importance as emissions of CO

2 have come to share equal focus

with noxious emissions like NOx

and oxides of sulphur.While, essentially, exhaust emis-sions are in direct proportion to fuel consumption, a special chal-lenge in reciprocating engines is the so-called “trade-off” between specific fuel consumption and NO

x

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

Continued on page 2 »

operated exhaust valve and an electronically controlled fuel-injection 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

DIESELFACTS

�

DIESELFACTSDIESELFACTS

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 Diesel’s 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, con-sisting 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 systemThe VTA system consists of a nozzle ring, equipped with adjustable vanes which replaces the fixed-vane rings used in MAN Diesel’s stand-ard 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 specific fuel consumption and emissions, in combination with improved dynamic behaviour of the engine-turbocharger system. In detail, the VTA system consists of a nozzle ring equipped with adjustable vanes, which replaces the fixed vane nozzle rings fitted in MAN Diesel’s standard TCA tur-

bochargers. In this way, VTA technology can be readily retrofitting to turbochargers already in the field. By adjusting the pitch of the vanes,

SFOC

NOx

– i.e. the fact that reducing NOx

formation in diesel or gas engines is normally bought at the expense of fuel efficiency.

This trade-off was, hence, a recur-ring 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 optimisa-tion of the SFOC/NO

x trade-off is

achieved by advanced turbocharg-ing as a method of simultaneously reducing specific fuel consumption and NO

x formation via reduced

combustion temperature com-bined with increased thermal efficiency.

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 cur-rently developing STC Sequential Turbocharging for its high power density 28/33D marine engine, initially for application in naval vessels.

The STC systemThe STC system offers optimum engine-turbocharger matching for special requirements and gives the type 28/33D engines an extended torque envelope, resulting in economical operat-ing modes and improved engine acceleration characteristics. These modes are especially useful in

First ME-B sees Light of Day

» Continued from front page

Specific Fuel Oil Consumption versus mono-nitrogen oxide emissions

Turbocharged Development

» Continued from front page

improved fuel consumption that is 2 g/kWh lower than existing, small-bore engines. Thanks to the electronic control of the engine’s parameters, the ME-B is also well equipped to meet the new IMO Tier2 emission requirements.

Market reception for the new series has been very positive to date with a significant 65 orders already received, spread among the 35ME-B, 40ME-B and 50ME-B types.

The 6S40ME-B engine has under-gone a successful, comprehensive, test programme at Changwon to optimise its performance and verify the correlation between calculated and measured results.

M A N D ie s el i nt r o duc e d t he ME-B concept in mid-2006 with the sma l l-bore S35M E-B and S 4 0M E - B M A N B &W en g i n e designs. It subsequently expanded the series in early 2007 with the launch of the S50ME-B MAN B&W engine design, with the result that the entire ME-B programme now boasts a total output range from 2,975 kW to 16,020 kW. In summary, the ME-B series offers optimal engine performance in powerful, economic, weight-sav-ing and future-oriented diesel engines, ensuring that they will remain market leaders for decades to come. 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

More details on the ME-B engine can be found in the “MAN B&W Low-Speed, Small Bore Engines – Now with Electronic Control” paper, which is freely available from MAN Diesel upon request, or can be downloaded from the MAN Diesel website at: http://www.mandiesel.com/category_000390.html n

View of the VTA system showing the positional motor arrangement for adjustment of nozzle ring vane pitch

the pressure of the exhaust gases can be regulated and the output of the compressor optimised at all points on the engine’s performance

The MAN B&W 6S40ME-B engine during construction

�


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 Diesel’s 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 condi-tions 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 specific application, including both mechanically controlled engines and engines with electronic man-agement. For retrofit applications, MAN Diesel will offer complete packages including the VTA nozzle

ring, the actuator and the associ-ated control system.

First VTA applicationsThe first application for an axial turbocharger with VTA technology is a two-stroke, low-speed marine engine, while a radial turbocharger with VTA technology is being tested on MAN Diesel’s revolution-ary 32/40 PGI gas engine. In the stationary 32/40 PGI application with radial turbocharger, MAN Diesel’s VTA technology has been verified 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 blow-ing off excess compressor output into the atmosphere, resulting in improved engine efficiency.

The VTA system on an axial turbo-charger is under test on a six cylin-der, 46 cm bore 6S46MC-C engine built by MAN Diesel’s Croatian licensee, Brodosplit. The HFO-burn-ing 6S46MC-C features mechani-cally 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 compres-sor output pressure at part load. Overall results show the expected improvements at part load in terms of fuel consumption, as well as con-siderable 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 turbo-charging.

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 tem-peratures and the exacted savings in electrical energy to drive the auxiliary blowers, depending on the engine load-profile.

High-pressure turbochargingOn a slightly longer time frame, MAN Diesel is also pursuing single and two-stage high-pressure turbo-charging. In its single stage, high-pressure turbocharging concept, MAN Diesel employs optimised series compressor wheels to achieve pressure ratios up to 6 bar at 80% turbocharger efficiency.

The MAN Diesel two-stage concept consists of two turbochargers in tandem with an intermediate charge air cooler and is presently capable of producing scavenging-pressure ratios of 6.5 to 7. The second, smaller turbocharger is fitted 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 improve-ments to engine performance data, especially by enabling strong Miller valve timing to improve the trade-off between SFOC and low NO

x emissions. As the comparative

table shows, mean cylinder pres-sures over 30 bar are possible while the strong Miller process allows NO

x 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 efficiency combined with a 2% improvement in fuel efficiency, while future potential for SFOC and NO

x savings is also consid-

ered substantial. These improved efficiencies are expected to be of special value in the stationary applications of engines from MAN Diesel, i.e. electrical power genera-tion 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 Diesel’s 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

Comparative operating data, 1- and 2-stage high-press. turbocharging6L32/44CR with: 1-stage

TC-system2-stage TC-system

Cylinder output (kW) 560 640

Nominal engine speed (rpm) 720 720

Mean effective pressure (bar) 25.3 30.1

Max. firing pressure (bar) 230 245

Charge air pressure (bar) 4.0 6.4

Savings in fuel consumption (%) 0 Max. 8

Savings in NOx (%) 0 Max. 35

6L32/44CR

Engine By-pass

TCR 20 VTA

HP-T/C Bypass

Ambient air

TCR22

Charge-airCooler

InterstageCooler

OptionalWastegate

ExhaustGas

Prototype arrangement of a turbocharged MAN Diesel four-stroke engine type 32/44CR

The MAN Diesel VTA system is under test on a six-cylinder, 46-cm bore 6S46MC-C engine built by

MAN Diesel’s Croatian licensee, Brodosplit, powering the shallow-draught tanker Stena President.

Here the engine is seen during shop testing

�


The recent rise in fuel-oil prices to unprecedented levels has brought the fuel-oil consumption of diesel engines into focus for the first time in many years. At the same time, exhaust-gas emissions in general, and CO2-emissions in particular, have become top priorities.

One way of reducing fuel con-sumption and CO

2-emissions is to

reduce ship speed. Fig. 1 shows the relationship between power and speed for a typical, modern, large post-panamax container vessel.

From this, it is obvious that reducing ship speed reduces the power requirement substantially. Reducing ship speed by, for exam-ple, 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 able to operate at low loads for long periods. This is the scenario that vessels in service are exposed to and must comply with. Typically, a round trip that normally would last eight weeks is allocated nine,

leaving more time and a reduced ship-speed demand.

Two very important issues must be considered:1) Main-engine ability to operate at low loads for long periods of time.2) Fuel-oil consumption at such low loads.For newbuilding projects, opera-tors must decide whether the vessel should be laid out for high ship-speeds, as has been the case for a number of years, or whether they should choose an alternative design for lower ship-speed, that is, choose a smaller main-engine. A further, third option is to keep the full-size engine in the specification, but to optimise it for lower loads. So far, shipowners have chosen to maintain service flexibility by retaining the existing, high ship-speed.

Electronically controlled ME/ME-C engines have an inherent, major advantage with respect to operat-ing at even very low loads for indefinite periods of time. They also offer a substantial reduction in fuel-oil consumption compared

Versatile ME/ME-C EnginesFacilitate the need for lower container-ship speeds

Ship speedknot21

Relative fuel consumption/costs per n mile

23 251940

%

50

60

70

80

Reduced Fuel Consumption at Low Load Operation forLarge Container Vessels with MC/MC-C and ME/ME-C Engines

17

90

100

18 20 22 24

MC/MC-C

ME/ME-C

26Ship speed

knot25242322212019

Relative propulsion power needed

120%

110

100

90

80

70

60

50

40

Relative propulsion power needed for a large container vessel and shown

as function of ship speed

1830

MC/MC-C 100% SMCR optimisedME/ME-C 100% SMCR optimisedME/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

1-2g/kWh

3-4g/kWh

Engine shaft power

20 30 40 50 60 70 80 90 100 110 % SMCR

1-2g/kWh

to conventional engines at such low loads.

In terms of fuel-oil consumption, it is important to note that with the emission legislation (Tier 2) coming into force for vessels with keels laid after 1/1/2011, ME/ME-C engines comply with the legislation with a minimal fuel-oil consumption penalty.

ConclusionElectronically controlled ME/ME-C engines offer better possibilities for long-term operation at low loads while, at the same time, giving an improved fuel-oil consumption.This is due to their better, part-load fuel consumption and the ability of ME-engines to run at low load with less frequent high-load periods to clean the gas ways.

ME/ME-C engines also comply with IMO Tier 2 legislation with a lower SFOC, that is, a lower CO

2-emission

than their mechanical counter-parts. Operators are welcome to contact MAN Diesel regarding low-load operation to obtain rec-ommendations tailor-made to their

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-C6LowLoadrunn.

75.01

30.0165.1174.0

216.291.2

14+154

168

126.1+585.0

711.1

23.8 Is18.518.52

included in

3108

low-load operation

229

assuming no

114

speed increase

52.1

12K98ME-C6LowLoadrunn.

75.01

30.0163.6172.8

214.490.6

2+166

168

17.9+626.4

644.3

23.8 Is18.518.52

included in

3108

low-load operation

207

assuming no

103.6

speed increase

47.3

1. Including temporary load increase of up to 75% SMCR at low-load operation. Ref. service letter SL07-480/SBE, June 20072. 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

specific mode of operation – both for vessels already in service and newbuilding projects.

This article is a summary of a paper written by Mikael C. Jensen, Senior

Manager of Large-bore Design at MAN Diesel A/S, Copenhagen, which is available upon request or can be downloaded from www.mandiesel.com n

Fig. 1: Relative propulsion power needed for a large container vessel as a function of ship speed

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

�


ReconditioningA further new emphasis at Prime-Serv is spare part refurbishment. “This is both a method of easing the pressure on component suppliers in a situation where demand is rising sharply for both components for new products on the one hand, and for spares and service for an increasing global population of MAN Diesel engines, turbochargers and propulsion systems on the other,” Timmermann says. “Hence, where previously remanufactur-ing and reconditioning was the preserve of the Hamburg service centre in Germany, these activities will be carried out at a number of locations around the world, includ-ing Dubai, Singapore, and Houston and New Jersey in the USA.”

E-commercePrimeServ is also taking major steps in information technology with wide implications for spares availability. The E-commerce solution used at MAN Diesel in Copenhagen is to be implemented group-wide, while the spread of electronically controlled engines is having a noticeable effect on spares procurement. An increase in online engine monitoring allows more components to be replaced on an “on-condition” basis while the procurement of spares for an approaching service event can be better timed and coordinated to get parts to the right location at the right time.

Single point of contact On the global communications side, PrimeServ has started the process of installing a single, global service telephone number which will be manned around the clock by staff with full access to all the engine, turbocharger and propulsion system customer data required for prompt order input and fulfilment.

Finally, MAN Diesel notes that rationally assessing engine and turbocharger spares needs will be an important theme in the tuition and qualification it provides at its network of “PrimerServ Academies”. The latest academy at the Augsburg works was officially opened in May 2007 and offers courses aimed at qualifying both personnel from MAN Diesel’s customers and MAN Diesel PrimeServ technicians. n

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 appoint-ment of a new partner to handle spare parts forwarding for four-stroke engines and axial and radial turbochargers manufactured at

MAN Diesel’s 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 ration-ally and attractively packaged and comprise all the parts specific to a given service or repair job. They aim to both simplify the customer’s ordering tasks and ensure that components essential to a job are not omitted from an order.

In early 2006, MAN Diesel reor-ganised its after-sales activities, creating MAN Diesel PrimeServ, a new integrated, company-wide organisation combining the after-sales activities of all the products of the whole MAN Diesel group.

Headed by Dr. Stephan Timmer-mann, executive board member with PrimeServ responsibility at MAN Diesel in Augsburg, Germany, the new after-sales organisation has rapidly taken steps to develop all aspects of its activities.

In the area of spare parts sup-ply, measures have been taken to respond to a continuing boom in engine sales which is already noticeably increasing spares demand, Timmermann notes. “One of the most far reaching steps we have taken is a programme to sever the link between the production of original equipment and after-market components to reflect the differing quantities involved, and that original equipment and after-sales activity are on completely different business cycles.”

Inventories and LogisticsAt the same time, MAN Diesel Prime-Serv has increased and optimised its spares inventories on the basis of delivery statistics. “Our spares stocks now more precisely reflect actual ordering patterns, especially of major customers,” Timmermann continues. “Simultaneously, stocks have been substantially increased and globalised - as our network of local PrimeServ hubs and service centres expands we are building spares inventories at strategic locations around the world. As we

Timmermann on Spares PolicyMAN Diesel PrimeServ addresses availability in a booming market

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

Versatile ME/ME-C Engines

�


The development and test pro-gramme of MAN Diesel’s 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 Classification Societies American Bureau of Shipping (ABS), Bureau Veritas (BV), Det Norske Veritas (DNV), Germanischer Lloyd (GL), Lloyd’s 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 pre-ceded by special testing specified by individual Societies. These were the extreme condition test specified 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

51/60DF Achieves Type ApprovalMajor classification societies put engine to the test

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-defined load profiles and including the extreme conditions 106% of rated speed and 110% of maximum con-tinuous 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 first day was especially chosen to demonstrate the comprehensive-ness 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 final day of the Type Approval process was dedicated to the inspection of one complete cylinder unit (cylinder head, liner, connecting rod and big-end bear-ing shell) and a crankshaft main bearing shell, both chosen by the

Classification 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 tota l , t he seven c yl i nder 7L51/60DF test engine has now achieved over 1500 operating hours at MAN Diesel’s Augsburg test facilities. With Type Approval achieved on schedule, the engine’s 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

The 51/60DF diesel fuel engine is based on the well-proven 48/60B heavy fuel engine and was launched in 2006

The test programme was carried out at the MAN Diesel facility in Augsburg, Germany

See also: First 51/60DF Order story on page 9 »

�


Renewable In – Renewable Out MAN Diesel Engines Use CO2-neutral fuels to create CO2-neutral fuels

Based on their favourable emis-sions, lean burn gas engines domi-nated the European market for municipal and industrial cogen-eration plants for many years. However, efforts to reduce emis-sions of carbon dioxide have led to an increasing number of projects usi ng mediu m-speed diesel 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 ren-aissance, 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 CO

2 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 applica-tion at a wood processing works in Germany.

The cogeneration plant at the Van Roje sawmill and woodchip fac-tory 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 effi-ciency, CO

2-neutral cogeneration

system is instrumental in the production of a further CO

2-neutral,

renewable fuel. The fuel employed in the 32/40 engine is palm oil with soya oil used for the engine’s

start up and shut down phases. Fuel conditioning involves heating and filtering 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 filtered in two fine-filter stages with elements changed at 2 week intervals. Lube oil conditioning comprises a standard full-f low filter augmented by a fine mesh by-pass filter.

A special feature of the plant is the exploitation of heat radiations from the engine’s 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 recov-ery sources is used in both the woodchip drying process, in which heated air is blown over the wood-chips 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 support 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 oxida-tion catalyst for the removal of ammonia slip. The majority of the project’s plant engineering work was carried out by MANN Engineer-ing, 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

Section of the woodchip drying process at the Van Roje industrial cogeneration plant. Heat

recovered from the engine’s 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

General view of the van Roje wood processing site from the top of a palm oil storage tank

DIESELFACTSDIESELFACTS�


Three of the world’s 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 impres-sive 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 dif-ferent 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 fitted 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.

Significant Diesel LNG MilestoneFirst carriers produced with two-stroke MAN B&W engines

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 injec-tion 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 inte-grated tank pressure and gas-flow control system. The ME-GI range

of low-speed, dual-fuel engines complements MAN Diesel’s engine programme that also includes the 51/60DF dual-fuel, medium-speed engine, which is targeted at LNG carriers with electric-propulsion configurations.

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 ter-minal is now nearing completion. The size of the ships will enable both the gas buyers and sellers to realise unprecedented economy of scale benefits in the transport of LNG. n

The engine room aboard one of the Q-Flex LNG carriers

The new ships are part of a Qatargas package of 45 LNG carriers with MAN B&W two-stroke prime movers

DIESELFACTSDIESELFACTSDIESELFACTSDIESELFACTS�

MAN Diesel has signed a contract with Empower Ltd. for the supply of 15 × 18V28/32S MAN Diesel four-stroke generating sets (gensets).

Empower is a new company, established to develop a fleet of generating equipment for leasing to utility and industrial customers in emerging markets (initially Africa) on a short-term, f lexible basis. Empower will operate the units on behalf of its customers, who will then purchase power under a standardised PPA (Power Purchase Agreement). The company is wholly owned by Actis Infrastructure 2 LP, a fund established and managed by Actis, a leading private-equity investor in emerging markets.

The 18V28/32S engine is a turbo-charged, single-acting, four-stroke diesel engine of the trunk piston type with a cylinder bore of 280 mm, a stroke of 320 mm, and a

MAN Diesel to Power Emerging African MarketsV28/32S gensets at heart of new power concept

Augsburg-based MAN Diesel SE has announced the first order for its new, 1,000-kW-per-cylinder, 51/60DF dual-fuel, four-stroke engine for liquefied natural gas (LNG) carriers.

The order covers five engines for the largest LNG carrier ever to be commisioned with electric propul-sion based on dual-fuel engines. The 174,000 cubic-metre carrier is being built by stx Shipbuilding of Korea for a Spanish owner, and features an innovative propul-sion arrangement, employing five inline, eight-cylinder, type 8L51/60DF engines, each rated 8,000 kW at 514 rpm.

MAN Diesel states that the new propulsion system is designed to give the vessel a higher degree of redundancy in terms of main-tenance while sailing, and takes advantage of the 51/60DF engine’s multiple fuelling options. These comprise its gaseous fuel mode, in which LNG boil-off gas is ignited by pilot injection of marine diesel-oil (MDO), plus two liquid-fuel modes in which the 51/60DF engine can operate on either 100% MDO or 100% heavy fuel oil (HFO) main injection.

The engines will be built in Augs-burg and are scheduled for delivery in early 2009. Vessel delivery is subsequently planned for mid 2010. n

MAN Diesel Announces First 51/60DF OrderSales success for new, dual-fuel engine

MAN Diesel’s 51/60DF dual-fuel engine for LNG carriers under test at the company’s Augsburg works

Archive photo of the V28/32S genset

crankshaft speed of 720/750 rpm. Each genset has an output of 4,230 kW with delivery due on a staggered basis over the summer of 2008.

The 15 gensets will be deployed at one or more locations in sub-Saha-ran Africa, most likely in batches of three. The gensets will be packaged for Empower Ltd. by East African Industrial Development Ltd. (EAID), the MAN Diesel representative for East Africa. EAID was closely involved in the original design of the generation concept.

V28/32S engines are well-known for their ability to run on HFO, their high reliability, the long time between overhauls, and their lifetime of over 20 years if prop-erly maintained. Units are used worldwide by power plants, and as auxilary engines aboard ships. A total of over 5,000 such engines are currently in service. n

See also: 51/60DF Achieves Type Approval story on page 6 »

10


Mitsui Engineering & Shipbuild-ing Co., Ltd. (MES) is a Japanese company, initially established in 1917, and which originally was a division of the Mitsui industrial conglomerate before reforming as an independent company in 1937.

The company focuses upon a variety of areas including:

Energy Systems Logistic Systems Plant Construction IT and Software Service Advanced Machinery Systems Construction of Social Infra-structure Environment-Related Recycling and, of course,Ships and Oceans

With 90 years’ experience in ship-building, MES covers all require-ments from design to production to meet the modern market’s multifaceted demands.

MES also builds for niche markets including such vessels as naval destroyers, transport ships, patrol vessels, oceanographic research vessels and other survey vessels,

••••••

•

•

Mitsui Partnership Delivers the GoodsMAN Diesel looks back on its long, successful, Japanese partnership

many of which demand outfitting to high technological specifica-tion. Globally, MES is recognised as one of the most experienced shipyards in the world at building LNG (Liquefied Natural Gas) carri-

Mitsui Engineering and Shipbuilding Company – selected highlights

1917 Established as the Shipbuilding Division of Mitsui & Co., Ltd. and first ship launched

1926 Entered a technical license agreement with Burmeister & Wain of Denmark for marine diesel-engine production

1937 Started trading independently

1942 Company name changed to Mitsui Shipbuilding & Engineering Co., Ltd.

1961 Launched the world's first large-size, automated vessel, Kinkasan Maru, with an engine room operated entirely from the bridge

1962 Chiba Works commenced operation

1968 Completed the 500,000 dwt building dock at Chiba Works

1973 The Yura Dockyard commenced operation

1975 Built the Berge Emperor, a 400,000 dwt class oil tanker, the largest of its kind ever built by the company

1981 Oita Works commenced operation

1984 Completed the LNG carrier Senshu Maru

1992 A state-of-the-art diesel engine assembly shop completed at the Tamano Works

1993 Completed an advanced steel-structure plant, one of the largest in the industry, at Oita Works

1994Completed a stationery gas-injection diesel plant at Chiba Works, technology jointly developed with MAN Diesel and aimed at the LNG carrier market

1999 Became the world’s first engine manufacturer to produce an aggregate total of 35 million bhp in the (continuous) production of MAN B&W diesel engines

2002 Became the first in the world to attain an aggregated production total of 40 million bhp with a single brand (MAN B&W); Completed MES's first membrane-type LNG carrier (capacity 147,100m3)

2004 The first electronically controlled engine completed (an MAN B&W ME-engine)

2005 Achieved a world record of 50 million bhp accumulated produc-tion of diesel engines with the MAN B&W brand; New diesel-engine assembly and testing shop completed at Tamano Works

2007 110,000 DWT, 128,073 m3, double-hull tanker MV Mare Italicum finished at Chiba Works with an MAN B&W 7S60MC main engine

ers, double-hull tankers and other classes of cargo ship.

LNG carriersWhile LNG is currently being high-lighted as a clean energy source,

MES already has a long history of building LNG carriers with one of the main technical require-ments being to keep the cargo at a steady temperature of – 163°C. MES maintains a firm position in the

world shipbuilding field through its excellent delivery records and sophisticated technology.

Bulk carriersMES-built cargo ships carry essen-tial resources such as grain, ore, coal, lumber, etc. and the company enjoys a good reputation amongst domestic and overseas customers in bulk-carrier construction from 30,000 to 230,000 deadweight tons.

Oil tankersMES constructs various classes of oil tanker including the double-hull VLCC (Very Large Crude Oil Carrier).

FPSOs (Floating Production, Storage and Offloading units)FPSOs are floating facilities for the production, storage and offloading of oil. The oil is drawn from res-ervoirs and transported between the seafloor and FPSO through riser pipes. It is then stored in tanks located in its hull after pri-mary processing in oil-treatment facilities on deck. This crude oil is periodically offloaded onto shuttle tankers. n

Aerial view of the Chiba Works

The MAN B&W 12K98ME engine is the largest produced by Mitsui to date (top), and a MAN B&W

6S70MC-C engine being prepared for delivery within one of the assembly halls

11


MAN Diesel PrimeServ, the after-sales arm of the MAN Diesel Group, has recently announced a new contract under its “EMC” Engine Management Concept for marine engines aboard a shuttle tanker operated by the Alaska Tanker Company (ATC).

The contract with the ship manage-ment and marine transportation specialist based in Beaverton, Oregon, USA, covers the vessel Alaskan Legend and gives Prime-Serv delegated engine maintenance responsibility for all four shuttle tankers in the ATC fleet. The tankers have a payload of 1.3 million barrels of oil and feature a double-hull con-struction. They are registered under the U.S. flag, classified by ABS and were all built by the National Steel & Shipbuilding Company (NASSCO) of San Diego, USA, between 2004 and 2006. They operate a shuttle service between the seaward end of the Trans Alaska Pipeline at Port Valdez, Alaska and Puget Sound, Washington, San Francisco and Long Beach, California, and occasionally Barber’s Point, Hawaii, ATC states.

The contracts centre on the vessels’ diesel-electric propulsion systems which are each based on four generator sets powered by inline six-cylinder type 6L48/60 engines from the MAN Diesel works in Augsburg. The gen-sets power two electric motors driving controllable pitch propellers, as well as covering the vessels’ other onboard electri-cal consumers. They are equipped to run on both heavy fuel oil (HFO) and low sulphur marine diesel oil when in coastal or inland waters.

The Engine Management Concept, MAN Diesel PrimeServ’s EMC agree-ments, encompasses a series of delegated service and maintenance arrangements with various scopes of supply. Reflecting a worldwide trend toward corporate specialisa-tion and concentration on core competences, the EMC represents a new departure in maintenance programmes, which have tradi-tionally been conducted by ship owners/operators themselves.

As the specifics of ships’ mainte-nance programmes vary, each EMC agreement is tailor-made in close collaboration with the customer and can cover all needs. In the case of the ATC vessels, the contracts encompass delivery of all spare parts for scheduled maintenance and supervision by PrimeServ technicians during major over-hauls at 6,000-hour intervals, including turbocharger overhauls. In addition, the contract specifies that PrimeServ provides assistance on technical and operational mat-ters, and contains the provision that online service via remote

PrimeServ Makes it Four out of FourEMC contract covers entire ATC shuttle-tanker 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 logisti-cal planning, including timely delivery of spare parts and techni-cal support of the supervisor.

“The first maintenance contract signed in 2005 for the tanker

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

Alaskan Frontier was seen as a trial to verify whether PrimeServ was capable of meeting ATC’s high expectations,” notes Rudolf Zeltner, Vice President Service Agreements at MAN Diesel PrimeServ in Augs-burg. “We were able to demonstrate the added-value of OEM-standard

service and, having proved our worth, the first contract served as the model for identical subsequent agreements.”

The contracts represent an innova-tion in terms of how they are being conducted, Zeltner continues. “They reflect 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 qualified 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 effi-ciency, maintenance planning/con-trol/cost, resource allocation and spare-parts management. These elements can even include the administration of, and compliance with, the IMO NO

x 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 emis-sions-reduction methods for the shuttle tanker engines, including aftertreatment. n

PrimeServ’s 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

1�


Natural gas is a “clean” fuel com-pared to diesel and heavy fuel oil and is experiencing a rising demand worldwide. Where it is not possible to transport natural gas by pipeline, LNG (Liquid Natural Gas) carriers are used based on the principle that LNG occupies just 1/600th of the volume of natural gas. LNG is transported in liquid form at atmospheric pressure and at about -163°C.

In the LNG segment, the steam turbine has almost exclusively been used for main propulsion due to the simplicity of utilising the boil-off gas to power steam turbines. This is despite a low efficiency of c. 28% compared to the 50% of a conventional, two-stroke, diesel propulsion system.

A s n at u r a l ga s is r e lat ively expensive, it may be cheaper to utilise boil-off gas in a dual-fuel diesel engine for main propulsion, thereby negating the need for forced boil-off.

Another possibility is to re-liquefy the boil-off gas and to use an ordi-nary HFO-driven diesel engine. High-efficiency prime movers cut fuel costs and preserve 100% of the LNG cargo.

Market DevelopmentLNG carrier typesLNG tankers are double-hulled with a cargo containment system that makes their tanks independent of the ship’s structure.

Today’s LNG carriers normally use spherical (Moss) or membrane tanks. Spherical tanks are self-sup-porting and connected to the main hull structure, while membrane tanks are rectangular and fully integrated into the hull.

Membrane tanks are most popular because of their relatively higher utilisation of hull volume for cargo capacity. About 55% of LNG carriers in service and 80% of those on order are membrane-based.

LNG carrier sizeThe size of an LNG carrier is nor-mally based on its obtainable volumetric capacity in m3.Depending on LNG density and ship size, volumetric LNG capacity cor-responds to a certain deadweight tonnage (ref. design draught), normally 0.47-0.52 times the cor-responding size in m3.

Ship classesLNG carriers have no classes as such since they are normally designed for specific purposes/routes and terminals in large series of the same size. The most common size is 120 –180,000 m3, often referred to as conventional. Lower transporta-tion costs are most effectively met by increasing carrier capacity.

kW

TotalSMCRpower

300,000150,000Size of ship, LNG capacity

0

10,000

30,000

200,000

20,000

100,000 m3

Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane Type)Large Conventional, Q-flex and Q-max - Twin Screw

40,000

All above engines canalso be delivered inME-GI version(gas injected)

21.0 kn

Including:15% sea margin10% engine margin

250,000

50,000

60,000

Average design ship speed

20.5 kn

20.0 kn

19.5 kn

19.0 kn

2 x 8S70ME-C8LargeConventional

Q-flex

Q-max

2 x 8S70ME-C7

2 x 8S65ME-C82 x 7S70ME-C82 x 7S70ME-C7

2 x 7S65ME-C82 x 6S70ME-C8

2 x 5S70ME-C82 x 5S70ME-C7

2 x 5S65ME-C8

2 x 6S70ME-C7

2 x 6S65ME-C8

kWSMCR power


0

10,000

30,000

100,000

20,000

0 m3

Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type)Small and Small Conventional - Single Screw

40,00021.0 kn

20.5 kn

20.0 kn

19.5 kn

19.0 kn

18.5 kn

18.0 kn

17.5 kn

17.0 kn

16.5 kn

16.0 kn15.5 kn

15.0 kn14.5 kn

14.0 kn

Average design

ship speed

7K90ME9/ME-C9

8K80ME-C9

6K90ME9/ME-C9

7K80ME-C9

6K80ME-C98S70ME-C8

7S70ME-C86K80ME-C6

6S65ME-C8

5S65ME-C8

8L70ME-C8

7L70ME-C8

6L70ME-C8

7S60ME-C8

Small

SmallConventional

5L70ME-C76S60ME-C8

5S60ME-C7

7S40ME-B96S40ME-B95S40ME-B9


5S35ME-B9

kWSMCR power


0

10,000

30,000

200,000

20,000

100,000 m3

Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane Type)Large Conventional, Q-flex and Q-max - Single Screw

40,000

All above engines canalso be delivered inME-GI version(gas injected)

21.0 kn

10K98ME7


250,000

60,000

50,000

70,000

Average design ship speed

20.5 kn

20.0 kn

19.5 kn

19.0 kn

9K98ME7

8K98ME7

7K98ME7

7K98ME6

6K98ME6

9K90ME9

8K90ME9

7K90ME9

6K90ME9

7K80ME-C9

5K90ME9

8S70ME-C8

7S70ME-C8

LargeConventional

Q-flex

Q-max

Two-Stroke Propulsion Trends in LNG CarriersNew technical paper by Birger Jacobsen, Sr. Research Engineer, MAN Diesel, Copenhagen

LNG carrier market Since the mid-70s, the maximum and commonly used LNG carrier size has been approx. 125 – 140,000 m3. As of July 31st 2007, 136 LNG carriers were on order, correspond-ing to about 57% of the existing fleet in service. The current fleet

is dominated by relatively small ships of the "small" and "small conventional" classes with only 2% of carriers larger than 150,000 m3 (large conventional).

H o w e v e r , c a r r i e r s i z e h a s recently increased dramatically to

266,000 m3 (Qatargas class Q-max), while carriers as large as 300,000 m3 are now planned. LNG plants and terminals will accordingly need modification as the maximum, loaded draught in service today is approx. 12 m due to the limitations of existing harbour facilities.

33% of LNG carriers on order per July 31st 2007, employ two-stroke diesel engines and reliquefaction, 26% employ diesel-electric propul-sion, and 40% use steam-turbine propulsion. The curent trend is moving from steam turbine to diesel. The larger the LNG capacity of a ship, the higher the ship speed, and today the average design ship speed is about 20 knots for ships larger than 150,000 m3.

Propulsion Power Demand as a Function of Ship Size - Average LNG CarriersA power prediction calculation for membrane-type LNG carriers in various sizes from 19,000 m3 to 265,000 m3 was made. Further-more, propeller-diameter size is assumed to be as high as up to approx. 76% of the design draught as ships normally sail with a big draught.

If the maximum design draught for large LNG carriers is limited to c. 12 m, this results in beam/design-draught ratios being relatively high. Therefore, a twin-screw solution is an attractive alternative to the standard single-screw solution, as a potential reduction of propulsion power up to 9% is possible.

A twin-screw LNG carrier would also meet future safety demands to install at least double propulsion drives to enhance prime-mover redundancy. In fact, the Qatargas Q-flex and Q-max ships have exclu-sively been ordered in twin-screw versions.

Propulsion Power Demand of Average LNG Carriers as a Function of Ship SpeedWhen the required ship speed is changed, the required SMCR power changes too and other main engine options can be selected. This trend – with the average ship particulars and average ship speed as the basis – is shown in detail in Figures 1 and 2 for single-screw vessels, and in Figure 3 for large twin-skeg/twin-screw vessels.

It is possible to derate the engine if the nominal MCR power needed for a given main engine is too high for a required ship speed. This would also result in lower engine SFOC.Whatever the choice, MAN Diesel is able to meet the engine power needs of any size carrier in the modern LNG fleet.

Thiss article is a summary of a paper written by Birger Jacobsen, Senior Research Engineer, MAN Diesel, Copenhagen, which is available upon request, or can be downloaded from http://www.mandiesel.com/article_008074.html n

Figure 1: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Small and Small Conventional - Single Screw

Figure 2: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Large Conventional, Q-flex and Q-max - Single Screw

Figure 3: Propulsion SMCR Power Demand of an Average LNG Carrier (Membrane type): Large Conventional, Q-flex and Q-max - Twin Screw

1�


M AN Diesel and Burckhardt Compression have concluded an agreement on a strategic partner-ship. The agreement was signed by the Senior Vice President of MAN Diesel, Ole Grøne, and the CEO of Burckhardt Compression, Valentin Vogt. The aim of the cooperation is to achieve a significant market share for the ME-GI propulsion system for LNG vessels.

The philosophy behind the ME-GI system is that it can alternatively be operated with ecological natural gas or heavy fuel oil. The ME-GI propulsion system is the most f lexible propulsion solution in the LNG vessel market operating with low emissions. Increasing fuel oil prices and environmental constraints demand such new propulsion solutions.

The fuel gas compressor system, developed by Burckhardt Compres-sion, will deliver boil-off gas (BOG) to the MAN Diesel ME-GI engines for injection. MAN Diesel has built up a strong relationship with the Swiss reciprocating compressor manufacturer Burckhardt Com-pression over the past four years to fine-tune the engine and fuel gas compressor system. Burckhardt Compression's fuel gas compressor therefore ideally meets the require-

MAN Diesel and Burckhardt Compression in Strategic Partnership

ments for the ME-GI propulsion system.

Operators will benefit from the proven and well-known MAN Diesel two stroke engines that are strong prime movers in the LNG market and the broad experience of Burckhardt Compression in the LNG and LPG applications. Burck-hardt Compression provides an outstanding and unique technical solution with proven benefits. Ole Grøne states: “To maintain high efficiency, safety and reliability when operating the ME as an ME-GI engine, it is vital that the LNG sys-tem for providing gas to the engine is based on top-quality products and state-of-the-art technology. MAN Diesel values Burckhardt’s long experience, its ability to tailor its designs, and its high quality end-products as recognised within the industry.

"The market for LNG ship propulsion systems represents a significant market opportunity for Burckhardt Compression. With MAN Diesel, we have found the ideal partner to commonly explore this new application," adds Valentin Vogt.The latest developments in the LNG transportation sector show good prospects for further substantial growth. n

The LNG market is currently devel-oping rapidly, and the demand for LNG carriers has never been greater. As ship sizes continue to grow, the biggest carriers cur-rently on order can accommodate up to 265,000 m3 of LNG, and it seems that only depth restrictions at the receiving terminals limit potential sizes.

The change in LNG-ship design, combined with state-of-the-art diesel engine know-how and, especially, the high efficiency of diesel and dual-fuel engines have made them the preferred prime movers for new projects. MAN Diesel currently has 90 S70ME-C two-stroke MAN B&W engines on order for a total of 45 LNG ships bound for various parties involved in the giant Qatar gas project.

The ordered engines are configured for operation on HFO, DO and GO, that is, on liquid fuels, as are more than 13,000 MC/ME-engines world-wide for different applications in the marine market.

Evolving LNG Market Poses Prime-Mover Questions

An alternative for LNG ships is to burn boil-off gas instead of reliq-uefying the gas. Any such decision is of course the prerogative of the operator and/or charterer, on the basis of knowledge and expecta-tions of future prices of gas and fuel oil, as well as consideration to the future emission control regulations.

Kjeld Aabo, Director of Customer Support, and Rene S. Laursen, Senior Research Engineer, of MAN Diesel, Copenhagen, have combined with John Linwood and Rainer Dübi of Burckhardt Compression to write a topical paper. The paper was recently presented at the 6th Doha Conference on Natural Gas in Qatar and is entitled “The Use of Boil-off Gas on Low-speed, Two-stroke MAN B&W Main Engines for Newbuild-ings and Retrofit of Existing LNG Carriers.”

In the paper, different comparisons of relevant MAN B&W two-stroke, prime-mover configurations and comparisons of fuel-oil and dual-

fuel engine solutions are described from these perspectives. While the future is difficult to predict, the purpose of the paper is to give customers knowledge so they can make their own calculations.

The paper, which is available on request from MAN Diesel, also explains the scope of the instal-lation of an ME-GI engine on a newbuilding and as a retrofit.

MAN Diesel and Burckhardt Com-pression AG have made a strategic partnership agreement (see story above), knowing the importance of close cooperation between compressor manufacturers and prime-mover designers to ensure maximum safety, reliability and availability of the entire ME-GI propulsion system. The paper therefore is also concerned with the installation of compressors in both new and retrofit ME-GI engine plants. n

Mr. Ole Grøne, Senior Vice President of MAN Diesel (left) pictured sealing the agreement with Burckhardt Compression CEO, Mr. Valentin Vogt

Summary of a new paper from MAN Diesel, Copenhagen

Rapid growth in the market is driving demand for LNG carriers

1�


Citing the famous wisdom of Taoist philosopher Lau Tzu, Hans-Jürgen Brenner, head of MAN Diesel’s representative office in Shanghai likens the company’s involvement in China since the early 1980s to the first steps on a 1,000 mile journey.

This parallel is undoubtedly influ-enced by the fact that MAN Diesel already does considerable business in China, but with that country’s aim to lead world shipbuilding by 2020 and its potential for power generation using diesel and gas engines, there is still a long way to go.

At the 1979-80 merger of Maschinen-fabrik Augsburg Nürnberg and Burmeister & Wain, the two parts of the newly formed MAN B&W had both recently taken their first steps in establishing themselves as suppliers of engines, engine technology and propulsion equip-ment to the Chinese market. For its part, MAN had begun building its relationship with ship building, ship owning conglomerate COSCO in 1978, while B&W signed its first licence agreements for two-stroke and small four-stroke engines with the state-owned CSSC and CSTC engine factories in 1980.

Subsequent business development milestones include production of the first large bore MC engine 5L80MC at Dalian Marine Diesel in 1984 and the capture of a major share of electrical power generation capacity installed during the 1980’s. At that time China invested heavily in diesel power stations to cover growing demand for electrical power as its economic development began to accelerate. The boom in sales of engines for power generation in South China Guangdong Province lead, in part, to the establishment of MAN B&W (Hong Kong) Limited in 1981. With the support of MAN Diesel in Augsburg and until the founding of MAN Diesel PrimeServ in early 2006, MAN B&W (HK) Ltd. acted as engine and spare parts sales agent, providing technical service to 25 Power Stations with 120 Diesel-Generators.

In 1993, MAN Diesel established a representative office in Shanghai China, resulting in increased promotion of four-stroke engines for marine propulsion and in 1999 established a service centre on a WFOE (“Wholly Foreign-Owned Enterprise”) basis in Shanghai. This is now the major location of the MAN Diesel PrimeServ after-sales organisation in China. As a result of this recent expansion, MAN Diesel currently has a staff of over 120 employees in China.

Responding to China’s rapid eco-nomic growth at the start of the 21st

The First Steps on a 1,000 Mile Chinese JourneyMAN Diesel enjoys growing market in the Orient

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

with state-of-the-art technology,” Brenner notes. “In this way we allow these China-based factories to pursue profitable 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 Augs-burg, Germany, Frederikshavn, Denmark and St. Nazaire, France, gears, propellers and complete propulsion systems from Fred-erikshavn and axial and radial turbochargers from Augsburg.

Within these pure exports, larger bore four-stroke main propulsion engines from the Augsburg works

of MAN Diesel are the mainstay. This reflects the fact that produc-tion 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 significant 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

almost 460 MW. To put this suc-cess 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-

eries in 2006 were 25 engines (292 MW), 72 engines (1020 MW) and 25 engines (166 MW) respectively. Furthermore, CSSC Mitsui Diesel Co., Ltd. (a cooperation between CSSC of China and Mitsui of Japan that commenced engine building in late-2007), Wuxi Antai, ZJCME and stx Dalian have also become MAN Diesel licensees. With 69 MW of engine power on order, CSSC Mitsui Diesel has thus attained a high position in the engine power league table of licences for MAN B&W brand two-stroke engines at the very start of its operations.On the four-stroke medium speed engine side, MAN Diesel calculates that enlargements of production capacity at the licence partners Zhenjiang CME, Shaanxi Diesel Engine Heavy Industry and Shang-hai Xinzhong Power Machine Plant will allow licence-built MAN Diesel four-stroke engines to continue to achieve a major market share in spite of rapid growth in demand for gensets.

MAN Diesel is also involved in local production at the MAN Diesel Tur-bocharger Plant Shanghai Co. Ltd, a wholly-owned subsidiary located at the Wai Gao Qiao Free Trade Zone in Shanghai. Here turbocharger components are produced and complete turbochargers assembled. With exports and local production, the Turbocharger Business Unit at MAN Diesel in Augsburg estimates that it takes well over 50% of the available market in China. In 2006, deliveries included axial TCA tur-bochargers for two-stroke engines with a combined output of 800 MW, as well as around 300 radial turbochargers for licence-built four-stroke engines.

After-Sales The MAN Diesel PrimeServ after-sales hubs and service centres around China are also wholly-owned. The Wai Gao Qiao Free Trade Zone site is also home to the major MAN Diesel PrimeServ hub in China. PrimeServ also maintains a further service centre in Hong Kong and a permanent presence in Dalian. PrimeServ partners

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

resulting increase in demand for after-sales products and services (spare parts, repair, maintenance, overhaul), since February 2006, MAN Diesel PrimeServ Hong Kong and PrimeServ Guangzhou have also started to provide technical service for two- and four-stroke engines and turbochargers to marine customers in the region.

Application Highlight Among a number of highlights in the vital large medium speed marine sector was the recent delivery of the 100th example of the 9800 kW-rated, inline seven-cylinder 7L58/64 type engine to a Chinese shipyard - itself one of over 150 inline seven and eight cylinder 58/64 heavy fuel engines delivered to China over the past six years. Together with type 48/60B engines, the large number of 58/64 engines are used in a range of standard container feeder ship types having payloads of 900, 1100, 1200, and 1500 TEU and built at a number of shipyards in China, mainly for German shipowners.

Future Development MAN Diesel is planning the neces-sar y investments in products and facilities to keep pace with demand from China for engines, turbochargers, gears, propellers and complete propulsion trains. This policy takes special account of the predicted expansion of shipbuilding in that country and the expected shortfall in local four-stroke engines. As mentioned, one result already taking effect is the new licence relationship with CSSC Mitsui Diesel Co. Ltd.

MAN Diesel PrimeServ is also set to rapidly expand in China to cope with increased after-sales demand from this ongoing boom, especially since a high percentage of the new-buildings concerned are scheduled to operate in the Far East and South East Asia regions. Accord-ingly, PrimeServ Hong Kong and Guangzhou are already recruiting further engineers to meet growing demand for technical services.

In line with the overall MAN Diesel PrimeServ philosophy of internal and external qualification - i.e. transferring know-how to both MAN Diesel and customer person-nel in the operation, maintenance and repair of MAN Diesel engines, turbochargers, gears, propellers and complete propulsion systems - a PrimeServ Academy opened in Shanghai in 2006. This paves the way for PrimeServ Hong Kong and Guangzhou to meet increasing demand by recruiting marine engineers locally and educating them as competent and reliable MAN Diesel engineers able to deal with mechanical as well as electron-ics-related engine issues. n

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

China’s rapidly growing economy and the

predicted expansion of shipbuilding activity

point to a busy time ahead for MAN Diesel

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 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.

1�


MAN Diesel has received an order for the MAN B&W 6S50ME-B8 engine, the very first from the new 50ME-B series.

TORM, the Copenhagen-based shipping company, and Guangzhou Shipyard Intl. Co. Ltd. (GSI) have signed a deal for seven 50,500 DWT chemical/product tankers to be built at GSI’s facilities in China. The 6S50ME-B engines for these vessels will be delivered by DMD Dalian Marine Diesel. MAN Diesel will supervise construction, shoptests, on-site installation and commis-sioning of the engines, as well as participate in subsequent sea-trials.

The MAN B&W S50ME-B8 engines are the first two-stroke engines to be delivered with TCA 66 turbo-chargers with variable nozzle rings technology (VTA), which facilitate the control of the scavenging-air pressure and thereby compression and cylinder maximum pressure as illustrated in figure 1 below. This gives a large degree of freedom to secure the optimal balance between NO

x-emission and fuel-oil

consumption.

The new order follows on from earlier this year when MAN Diesel enhanced its 50 cm-bore, low-speed engine programme with the launch of its MAN B&W S50ME-B type

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 strength-ens 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.

TORM Group First to Order S50ME-BNew MAN B&W engines to power tankers in extended fleet

All S50ME-B engines are available in five- to nine-cylinder variants. The ME-B design is based on that of the existing, mechanical MC-C range – the most popular two-stroke engines available on today’s market – and represents an upgrade with electronic controls that provide improved, operational economy and flexibility, and manoeuvrability.

The S50ME-B7/8 will have the same output and installation data as the corresponding S50MC-C/ME-C versions. Additionally, a lower-rpm version with a higher power concentration aimed at new ship designs has been added to the series under the S50ME-B9 designation.

The exhaust valve of the S50ME-B types is operated by a smaller cam-shaft than normal when compared with its MC-C counterpart.

The advanced, fuel-injection con-trol is an efficient way of managing current and future environmental-emission requirements, with a fuel economy that is second to none in its class. As with the larger MAN B&W ME-engines, the Alpha Lubri-cator comes as standard, ensuring a very low, cylinder lubricating-oil consumption as the advanced, electronic, user-friendly interface allows precise adjustment.

In summary, based on well-proven diesel technology, the ME-B series provides engines geared to market requirements for:

electronic fuel-injection control fuel economyhigher powerreliabilitylonger time between overhaulslower propeller speedbetter vessel manoeuvrabilityvery low life-cycle costs n

•••••••••

Principal engine data - MAN B&W S50ME-BData at L1 point (Units) Mark 7 Mark 8 Mark 9

Bore (mm) 500 500 500

Stroke (mm) 2000 2000 2214

MEP (Bar) 19 20 21

Speed (r/min) 127 127 117

Mean Piston Speed (m/s) 8.47 8.47 8.63

Power (kW/cyl.) 1580 1660 1780

SFOC (g/kWh) 170 170 169

180 6.5

5.5

3.5

2.5

2

3

4

6160

140

120

100

80

60

40

40 50 60 70 80 90 100

20

0

Engine Load %

bar absbar abs

Pscav

Pmax

Pcomp

Constant nozzle area

Variable nozzle area

TORM is the world’s 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

The 6S50ME-C engine is a member of MAN Diesel’s popular 50-bore range that has seen over 3,000 engines in service

Figure 1: VTA technology facilitates the control of the scavenging-air pressure, and thereby compression and cylinder maximum pressure


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 Ger-man 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

Lightning Strikes Twice in the Far-East

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 trav-elled 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 ship’s 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 neces-sitated the removal of the engine’s 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

MAN Diesel PrimeServ answers unusual call in Hong Kong

Busy scenes from Hong Kong including a portrait of MAN Diesel PrimeServ engineer, Philipp Heine

MAN Diesel A/S MAN Diesel SE MAN Diesel Ltd. MAN Diesel SAS For further information

Teglholmsgade 41 Stadtbachstrasse 1 Bramhall Moor Lane Le Ronsard Paris Nord 2 Group Marketing CommunicationDK-2450 Copenhagen SV D-86224 Augsburg Stockport 22 Avenue des Nations MAN Diesel A/SDenmark Germany SK7 5AQ BP 84013 Villepinte DK-2450 Copenhagen United Kingdom 95931 Roissy Ch de Gaulle Cedex Denmark FranceTel.: (+45) 33 85 11 00 Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Tel.: (+45) 33 85 11 00Fax: (+45) 33 85 10 30 Fax: (+49) 821 3 22 33 82 Fax: (+44) 161 487 1465 Phone: +33 1 48 17 63 00 E-mail: [email protected] Telefax: + 33 1 48 17 63 49 www.mandiesel.comPublisher: Peter Dan Petersen, MAN Diesel A/S – Copyright owned by MAN Diesel except where mentioned.

Documents

DieselFacts 2008-1.pdf