DieselFacts 2013/02

2/2013A Technical Customer Magazine of MAN Diesel & Turbo

Comprehensive Chinese Quality Initiative Guarantees Engines/Page 4

Recognised Major Chooses G-type Engine for Product Tankers

> Page 3

Japan Warms to ME-GI ConceptMitsui Demonstrates 6S70ME-GI engine

> Page 5

Hamburg-Copenhagen Initiative Spurs GrowthPrimeServ link-up creates extra value

> Pages 6-7

MAN 48/60 Engines Clock up 500th SaleSignificant milestone for four-stroke workhorse

> Page 8

7G80ME-C9.2 passes shop test suc-cessfully; new VLCC trend continues on course.

HHI-EMD, the engine and machin-ery division of Hyundai Heavy In-dustries, has reported that the world’s first MAN B&W 7G80ME-C9.2 passed its official shop test on January 16th, 2013 in Korea.

The MAN Diesel & Turbo licen-see reported that the shop test proceeded as expected and was a success. Engineers from MAN Diesel & Turbo took part in the en-tire prototype process, culminating with the very first engine start on 10th January, the official shop test on 16th January and an overhaul inspection the following day.

The engine is bound for a Greek customer – Almi Tankers – and will power a VLCC due for delivery by the Daewoo yard in May of this year with sea trials taking place later. The new engine is the first of two

in an identical package ordered by Almi with a second VLCC sched-uled for delivery in December of this year.

Speaking at the time of the initial announcement of the Almi order, Ole Grøne – Senior Vice President Low Speed Promotion & Sales – MAN Diesel & Turbo said: “Tradi-tionally, super-long-stroke S-type engines, with relatively low en-gine speeds, have been applied as prime movers in tankers. Following the efficiency optimisation trends in the market, the possibility of us-ing even larger propellers has been thoroughly evaluated with a view to using engines with even lower speeds for propulsion of particu-larly VLCCs. We also see a clear trend with focus on fuel optimisa-tion. We now have around 100 G-type engines on order, including the container and bulker…

Continued on page 2

Ultra-Long-Stroke Unit Passes First Test

MAN Diesel & Turbo recently show-cased its new range of gas en-gines and turbines at its Augsburg, Germany facility with the company’s 35/44G engine, the latest addition to its four-stroke power portfolio, fea-turing prominently.

Martin Kalter – Vice President Sales Power Plants – MAN Diesel & Turbo, said: “Essentially, the MAN 35/44G offers customers a compact, clean and flexible power solution for baseload, peaking and cogeneration plants and meets re-quirements for total cost of own-ership for energy production with fast ramp-up times and long times between overhauls.”

The newly developed Otto gas engine has an electrical efficiency

of 47.2%, and is available for Com-bined Heat & Power (CHP) and/or jointly with an MAN steam turbine of the MARC series – in a com-bined cycle mode reaching high total plant efficiencies with low emissions. It also features a sin-gle-stage turbocharger with vari-able turbine area (VTA) technology and many innovative technological elements. The spark-ignited unit, which is ideal for combined cycle and combined-heat and power configuration with waste-heat uti-lisation, complies with all current emission limits solely by in-engine measures.

Power density

The 35/44G is offered in a V-type version with 20 cylinders and an

output of 10,600 kWm at 50 Hz

(10,200 kWm at 60 Hz). Its rated outputs – 530 kW per cylinder for 50 Hz power generation and 510 kW for 60 Hz power generation – give the 35/44G best-in-class pow-er density among gas engines.

Fuel

In addition to a high supply relia-bility and the potential for savings in terms of operating and procure-ment costs, the advantage of gas-fired power plants lies chiefly in extremely low emissions coupled with a high level of efficiency. Due to the lower carbon content of the fuel, gas engines emit around 25% less CO2 than diesel engines.

Continued on page 2

MAN 35/44G Makes Successful DébutNew gas engine offers best-in-class power density

PAGE 2 DIESELFACTS 2/2013

Continued from front page

…segments, which is a success-ful introduction”. He continued: “VLCCs may be compatible with propellers with larger propeller di-ameters than current designs ac-commodate, and thus higher effi-ciencies can be achieved following an adaptation of the aft hull design to accommodate the larger pro-peller. The new, ultra-long-stroke G80ME-C9 engine type meets this trend in the VLCC market.”

It is estimated that such new de-signs offer potential fuel-consump-tion savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the engine itself can achieve a high thermal efficien-cy using the latest engine process parameters and design features.

The G-type programme

The G-type programme was intro-duced to the market in October 2010 with the G80ME-C9 model. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9 and G50ME-B9 models. The G-types have designs that follow the principles of the large-bore Mk 9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high efficiency.

Continued from front page

Nitrogen oxide (NOx) emissions are roughly 80% lower, while emis-sions of sulfphur oxides, soot, and particles are virtually non-existent.

Lean-burn concept

In a lean-burn gas engine, the mix-

ture of air and gas in the cylinder is lean, that is, more air is present in the cylinder than is needed for complete combustion. With lean-er combustion, the peak temper-ature is reduced and less NOx is produced. Higher output can be reached while avoiding knocking and increasing efficiency.

Advanced ignition technology

The ignition system comprises a capacitive discharge system and an ignition coil, which delivers the necessary high voltage via an igni-tion lead to the spark plug. To im-prove combustion, the spark plug is located in the pre-chamber.

Gas is precisely metered to the

pre-chamber by means of a sepa-rate valve. In conjunction with the lean mixture from the main chamber, which is fed into the prechamber by the compression cycle, this creates a highly efficient, almost stoichio-metric mixture. This is ignited using the spark plug, providing an ignition amplifier for the main chamber.

SaCoSone

The 35/44G engine is equipped with MAN Diesel & Turbo’s pro-prietary safety and control system, SaCoSone, which guarantees relia-ble engine operation with an opti-mum operation range that steers a safe course between knocking and misfiring. All cylinders are regulat-ed individually.

Cogeneration or combined cycle

In addition to using thermal ener-gy recovered from engine sources for heating or cooling in cogenera-tion or tri-generation applications, the exhaust heat deriving from the MAN 35/44G engine can also be used to produce a volume of steam that is capable of driving a steam turbine generator. As a re-sult of this, the overall output and efficiency of the power plant can be increased without additional fuel costs.

Further major benefits Heat utilisation: > 90% total ef-

ficiency under general ISO con-ditions

Short power ramp up time: 100% load within 8 minutes

Ambient temperature compen-sation: ∆Tair = 40 Kelvin without power de-rating

Easy maintenance and high availability

High safety standards Excellent load response.

The 20V35/44G engine on the MAN Diesel & Turbo test bed in Augsburg, Germany

MAN 35/44G Makes Successful Début

Ultra-Long-Stroke Unit Passes First Test

View of the new 7G80ME-C9.2 engine on the testbed in Korea

PAGE 3DIESELFACTS 2/2013

Recognised Major Chooses G-type Engine for Product TankersUltra-long-stroke units play leading role in major Teekay fuel-effi cient tanker project

STX Offshore & Shipbuilding an-nounced on April 8th, 2013 that it had signed a contract to build four 113,000-dwt Long Range 2 (LR2) product tankers for Teekay Tankers Ltd. (Teekay Tankers), with an option for up to an additional 12 vessels. Each newbuilding will be powered by an MAN B&W G60ME-C engine and will satisfy IMO environmental standards as well as the shipowners’ demand for fuel effi ciency.

The four confi rmed vessels will be constructed at Jinhae shipyard in Changwon, South Korea, with de-livery scheduled from the second half of 2015.

“In recent times, the market has sought to optimise propulsion ef-fi ciency through using larger pro-pellers and lower-speed engines,” said Ole Grøne, Senior Vice Pres-ident Low Speed Promotion & Sales, MAN Diesel & Turbo. He continued: “Fuel optimisation has also become a priority. We fi nd that large merchant vessels are com-patible with larger-diameter propel-lers following an adaptation of the aft hull design, paving the way for higher effi ciencies. The ultra-long-stroke G-type engine ably satisfi es this trend.”

MAN Diesel & Turbo reports hav-

ing close to 200 G-type engines on order at this point in time. These are spread over a broad spectrum of applications, and the company states that it has the fastest mar-ket acceptance any engine series in the MAN B&W portfolio has ever received.

Reducing Fuel Consumption

With bunker prices having in-creased by over 500% since 1999, a rise that is set to continue, as well as the impending arrival of even stricter environmental legis-lation, the adoption of the G-type as prime mover for its tankers is a

deliberate move by Teekay Tank-ers. “With their fuel-effi cient de-sign, which is estimated to result in 20 to 30 percent fuel savings com-pared to current vessels in the ex-isting LR2 fl eet, we believe these newbuildings will be very attrac-tive to our customers,” commented Bruce Chan, Teekay Tankers’ Chief Executive Offi cer.

The G-type programme

MAN Diesel & Turbo’s G-type pro-gramme entered the market in Oc-tober 2010 with the entry of the G80ME-C9 model. The company subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9, G50ME-B9, G45ME-B9 and G40ME-B9 mod-els. The G-types have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprec-edented high effi ciency.

G-type effi ciency

The G80’s longer stroke results in a lower rpm for the engine driving the propeller: a reduction from 78 rpm for the S80 engine to 68 rpm

for the G80. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, signifi cantly more effi cient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consumption and re-duces CO2 emissions.

About Teekay Tankers

Teekay Tankers currently owns a fl eet of 31 double-hull vessels, in-cluding 11 Aframax tankers, 10 Su-ezmax tankers, seven Long Range 2 (LR2) product tankers (includ-ing four committed newbuildings), three Medium-Range (MR) product tankers, and has time-chartered in two Aframax tankers. Teekay Corporation (NYSE:TK) manages these vessels through a mix of short- or medium-term fi xed-rate time-charter contracts and spot tanker market trading. The compa-ny also owns a VLCC newbuilding through a 50% joint venture, which is scheduled for delivery in the sec-ond quarter of 2013. Teekay Tank-ers was formed in December 2007 by Teekay Corporation as part of its strategy to expand its conven-tional oil tanker business.

Teekay Tankers’ common stock trades on the New York Stock Ex-change under the symbol ‘TNK’.

Graphical rendering of the MAN B&W G60ME-C engine

Italian Visemar has placed an order with the Cantiere Navale Visentini yard for a RoRo ship. The new vessel will be powered by a complete MAN propulsion package that features 2 × 9L32/44 common-rail (CR) medium-speed engines.

The 9L32/44CR engines each de-velop 5,040 kW at 750 rpm and are complemented by 2 × Renk RSV 900C gearboxes and 2 × Alpha CPP propellers.

The engines fulfi ll IMO Tier II reg-ulations and will be built at MAN Diesel & Turbo’s Augsburg works in southern Germany from where they are scheduled for delivery in August 2013.

The newbuilding is scheduled to follow in April 2014 and, having already been granted a so-called ‘green passport’ and received green star certifi cation, will be able to boast of being one of the most effi cient and environmentally friendly vessels in its class.

Best in class

Visemar clearly wanted a ship that delivered the best effi ciency and fuel consumption in its class, and, accordingly, decided to choose an entire MAN Diesel & Turbo pack-age.

Sokrates Tolgos – MAN Diesel & Turbo – Head of Cruise & Ferry Sales said: “This MAN propulsion

system with common-rail engines gives the customer a perfectly syn-chronised, high-effi ciency solution. The engines’ common-rail fuel in-jection, with its high fl exibility, is central to their ability to meet Tier II exhaust-gas requirements at the lowest possible fuel-consumption, especially in part load.”

Tolgos continued: “Another im-

portant benefi t is the engines’ un-matched performance in terms of minimum smoke emissions, even with lower-quality fuels like HFO. We are very pleased that Cantie-ri Navali Visentini and shipowner Visemar, two long-standing cus-tomers of MAN Diesel & Turbo, expressed their confi dence in our company by asking us not only to

supply the engines but, additionally this time, the complete propulsion package including MAN Alpha CP propellers.”

Propulsion package

MAN Diesel & Turbo optimised the propulsion system in close cooper-ation with the Cantieri Navali Visen-tini shipyard and NAOS, the Italian RoPax/RoRo ship-design spe-cialist. Visentini, the family-owned shipbuilder, is based in Donada, near Venice and is the largest pri-vate shipbuilder in Italy.

The MAN Alpha CP propellers stem from the new HUB Mark 5 se-ries, which – courtesy of a project-specifi c special propeller-blade de-sign – deliver a very high propulsive effi ciency, that leads to substantial fuel-oil savings for the complete propulsion plant. Similarly, the gearboxes from Renk work with very low friction, in this way incur-ring fewer losses and delivering a higher effi ciency.

Ro-Ro Outfi t Chooses MAN Power Set-upCommon-rail 32/44 engine central to Italian operator’s propulsion package

Graphical rendering of the Visemar newbuilding


Based in Spain, the PEVASA Group recently ordered a complete propul-sion system from MAN Diesel & Turbo for a new tuna vessel.

The system is unique in that it comprises a package of three high-efficiency products, including a modern, medium-speed MAN 8L32/44CR engine with common-rail (CR) technology, a Renk RSVL-950 gear unit, and an innovative MAN Alpha VBS1100 CP propel-ler with Kappel propeller blade de-signs and rudder bulb.

This combination increases the propulsion system’s efficiency by up to at least 9%, thereby helping to decrease costs, fuel consump-tion and exhaust emissions.

PEVASA has a tradition for plac-

ing value on new technology: in 2009, the company purchased a structurally identical CR-engine that completed the upgrade of its six-boat tuna fishing fleet. It was thus one of the first customers to opt for MAN Diesel & Turbo’s CR technology, which controls the engine’s fuel-injection pressure and timing to reduce overall fuel consumption.

The Kappel propeller adds an-other enhancement to the overall package with its special design that reduces the power-consum-ing vortices formed at the propel-ler tip region. MAN Diesel & Turbo acquired Kappel Propeller Designs, including all rights, in early 2012 and is currently the sole provider of this cutting-edge technology.

Ship model test

The new updated propulsion con-figuration was recently model test-ed at CEHIPAR in Spain and the ø4500 Kappel propeller with MAN Diesel & Turbo’s CFD-optimised rudder bulb fitted on a Becker twisted rudder offered a 9.2% pro-pulsion efficiency improvement at 18.5 knots compared to the vessel configuration previously tested.

Follow-on orders

“This propulsion package is the most energy-efficient solution that we currently offer,” said MAN Die-sel & Turbo’s Frederik Carstens, Head of MSO and Sales Manag-er of the Medium Speed Business Unit. He believes that PEVASA’s or-der reveals a trend among marine

customers who are increasingly in-terested in fuel efficiency.

Another new order that supports this assessment is that from Italian shipyard, Visentini, which has re-cently ordered a complete propul-

sion package from MAN Diesel & Turbo consisting of two new 9L32/44CR engines with CR tech-nology, smooth-running Renk gearboxes, and innovative MAN Alpha propellers.

Boat Fishes for Propulsion SolutionSpanish tuna vessel opts for extremely fuel-efficient propulsion package

Energy efficient solution with 8L32/44CR with reduction gearbox, Alpha Kappel

design propeller and rudder bulb

Comprehensive Chinese Quality Initiative Guarantees EnginesEngines for oil and chemical tankers carefully tracked through manufacturing process

MAN Diesel & Turbo has overseen the delivery of a series of MAN 8L32/40 engines bound for three tankers or-dered by Odfjell, the well-known Nor-wegian shipping line.

The engines are notable for be-ing covered by a comprehensive quality agreement – a so-called Production Supervision Contract – where their production was moni-tored along the entire supply chain at licensee, Shaanxi Diesel Engine Heavy Industry Co., Ltd. (SxD).

The quality agreement is a new initiative for MAN Diesel & Turbo in China and is the first of its kind. Jens Lange – Head of ELS China, Licensing Medium Speed – Large Bore – MAN Diesel & Turbo, said:

“This is a highly successful exam-ple of how a multiple-party quality agreement – in this instance involv-ing shipowner, shipyard, engine builder and MAN Diesel & Turbo – can produce real benefits for the customer. Not only that, the con-cept is as valid for two-stroke as it is for four-stroke engines.”

The quality agreement covered the prime movers for three identi-cal, 9,000-dwt, oil and chemical tankers for Odfjell, the specialist in the transportation and storage of bulk chemicals, acids, vegeta-ble oils and petroleum products. The vessels – named ‘Bow Fuling’, ‘Bow Dalian’ and ‘Bow Nangang’ – are all double-hulled with stainless-

steel cargo tanks, and the final one covered under the agreement was delivered in March 2013.

The agreement

The signed Production Supervision Contract for this project covers:

Engine room layout support Engine production supervision

– including component inspec-tions, engine assembly, electri-cal installation support, shop test and overhaul

Mechanical commissioning su-pervision on board

SaCoS (MAN Diesel & Turbo’s engine control system) support

Final electrical commission-ing (herein including parameter setting, mooring test and sea trials).

Goetz Kassing, Managing Direc-tor of MAN Diesel & Turbo in Chi-na said from his office in Shanghai:

“China is a very competitive market and one which we strive to bring added value to. We do this in sev-eral, different ways, both in terms of a modern product portfolio and the additional customer services we offer.”

Kassing concluded: “We see the Production Supervision Contract as an exciting innovation that will enable customers to reap the ben-efit of our vast diesel knowledge so they, in turn, get the maximum re-turn on their investment.”

One of the MAN 32/40 engines aboard Odfjell’s ‘Bow Fuling’


MAN Diesel & Turbo’s oldest licen-see held a successful demonstration of the ME-GI concept on April 17th, 2013 at its Tamano works.

A large crowd of guests attended the demonstration and the follow-ing reception where, among oth-ers, MAN Diesel & Turbo’s Dr. René Umlauft, CEO, and Thomas Knud-sen, Head of the Low Speed busi-ness unit, held commemorative speeches.

In his speech, Dr. Umlauft de-scribed the ME-GI engine as rep-resenting a milestone in a shipping era where stricter emission regula-tions and rising fuel costs are call-ing for environmentally friendly and economic solutions.

He said: “Dual-fuel engines are tailored perfectly to these de-mands. When operated in gas mode, CO2 and nitric oxide emis-sions are markedly reduced, while sulphur oxides, soot and particle emissions are virtually non-exist-ent. Additionally, dual-fuel engines give ship owners and operators tremendous flexibility and cost-efficiency, since the fuel can be changed based on its availability and price.”

Umlauft stated that gas, as a fuel, was on the rise, and that hur-dles like infrastructure and refuel-ling were now being resolved. In this respect, he gave the recent ex-ample of Jurong Port in Singapore, one of the biggest trans-shipment centres between Southeast Asia and Europe, where a new LNG terminal is now being established.

He concluded by referring back to Mitsui’s building of the world’s first commercial high-pressure gas injection two-stroke engine, a 12K80MC-GI-S delivered to the power station at Chiba in 1994 and said: “As we are only now begin-ning to receive orders for marine ME-GI engines, this early order bears witness to Mitsui’s readi-ness and commitment to enter into new and daring projects. I would like to thank Mitsui for our long-

term successful cooperation and especially congratulate it today for the achievement of producing and demonstrating the first Mitsui MAN B&W 6S70ME-C-GI engine. I am looking forward to further exciting and promising projects that we will realise together in the future.”

A natural choice

In his speech, Thomas Knudsen spoke of his pride in the result of many years of joint effort between Mitsui and MAN Diesel & Turbo and also referenced the first GI engine that was developed in Ta-mano and later entered service, producing electricity for the Tokyo area. He called the demonstration of the 6S70ME-C-GI engine anoth-er visible sign of the high entrepre-neurship and innovative capability of Mitsui.

He continued: “With this tech-

nology, Mitsui and MAN Diesel & Turbo will be able to supply the most environmentally friendly and most economical propulsion plants for not only LNG carriers but also VLCCs, container ships, RoRo ships, bulkers and other ship types. These will all, in the near future, be able to harvest the benefit of utilis-ing natural gas as a fuel.” Knudsen pointed to the large attendance of global shipowners as recognition of the benefits ME-GI technology would bring, including its compli-ance with future emission limits well in advance of their introduc-tion.

He went on to describe ME-GI technology as traditional two-stroke engine technology that can be maintained and overhauled by chief engineers already capable of maintaining existing two-stroke en-gines and called the ME-GI engine

“a natural choice of technology for merchant ships where the goal is to provide ship owners and ship-yards with environmentally friendly engines at a competitive price.”

The ME-GI engine

Unveiled at a major event at MAN Diesel & Turbo’s Copenhagen Die-sel Research Centre in May 2011, the ME-GI engine represents the culmination of many years’ work. 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 HFO or gas – predominantly natural gas but also LPG and methane.

Mitsui is the second MAN Die-sel & Turbo two-stroke licensee to demonstrate the ME-GI concept after Hyundai did so in Korea in No-vember 2012. Shortly afterwards,

TOTE – the American shipping company – ordered two 8L70ME-GI engines to power two 3,100 teu newbuilding container ships, with an option for three additional ves-sels. That announcement repre-sented the first commercial order for the engine type, officially des-ignated as ME-C-GI (M-type, Elec-tronically Controlled, GI for Gas In-jection) in the MAN Diesel & Turbo low-speed portfolio.

The following month, the com-pany was able to confirm the suc-cessful introduction of the ME-GI to the market with the announce-ment of another order when Tee-kay LNG Partners L.P. (Teekay LNG), an offshoot of Teekay Cor-poration, the international shipping group, placed an order for two LNG carriers, each powered by two 5G70ME-GI engines, including an option for three further ships.

Scenes of the ME-GI engine and some of the attendance from the demonstration at Mitsui’s Tamano works in Japan

Japan Warms to ME-GI ConceptLocal licensee Mitsui demonstrates 6S70ME-GI dual-fuel, fuel-oil/gas engine

Bulkers receive energy efficiency approval ahead of time.

Chinese shipowner Centrans (Tianjing) Ocean Shipping has received EEDI compliance cer-tificates for two 180,000 dwt newbuildings, an achievement it reports as being a first in the Capesize segment globally. The bulk carriers are each powered by a single MAN B&W 6S70MC-C8.2 low-speed engine built by Dalian Marine Diesel, and the ves-sels were built at QingDao Beihai

Shipyard in Eastern China.The EEDI (Energy Efficiency De-

sign Index) specifies how many grams of CO2 a ship may emit, per transported ton and nautical mile travelled, that all newly built ships must meet from 2013. The EEDI aims to reduce fuel consump-tion and resultant CO2 emissions not only through engine technol-ogy measures, but also through changes in the ship’s geometry. The Centrans newbuildings saved more than 3 tons of fuel per day compared to the standard design

the company had previously used in designing its Capesizers. The resultant EEDI value was calculat-ed as being 5.38% lower than the reference value required by the In-ternational Maritime Organization in its EEDI legislation due to come into force next year, a result Cen-trans reported as being “very sat-isfied” with. The vessels received their EEDI compliance certificates from Lloyds Register in late 2012.

Ole Grøne, Senior Vice Presi-dent – Low Speed Promotion & Sales – MAN Diesel & Turbo said:

“This is an interesting project that shows that even our mechanical engines are capable of satisfying EEDI requirements. That said, I

would add that our electronic ME-C engines are capable of de-livering even better EEDI values.”

MAN B&W Engines Achieve EEDI Compliancy

About Centrans

The Centrans Ocean Shipping Logistics Group operates multiple do-mestic container trade routes within the People’s Republic of China, as well as internationally to Japan, Hong Kong, Singapore and other, Asian destinations employing a fleet of some 60 ships. The Group also operates other general cargo lines, including the transportation of a large amount of bulk and break-bulk cargo internationally to, among other countries, Japan, Korea and Russia, and has its own global ship-ping network.


Interview with Dr. Tilmann Greiner, Head of PrimeServ Hamburg, based on the EMC maintenance agreement signed with prominent German line Rörd Braren.

As a direct result of the successful cooperation between MAN Prime-Serv Hamburg and its Copen-hagen counterpart, MAN Diesel & Turbo has signed an important EMC (Engine Management Con-cept) agreement with German shipowner Rörd Braren.

The EMC provides tailor-made service solutions for all customers operating power plants or ships. The EMC means not just mainte-nance and spare parts, but espe-cially creates an open platform of knowledge, which can be shared between PrimeServ and the cus-tomer. This contributes to cost sav-ings in maintenance and fuel.

The company is pointing to the hard work behind the scenes that clinched the deal as an example for the entire MAN Diesel & Turbo or-ganisation, and one which points the way to decentralisation as a strategy for success.

MAN PrimeServ is MAN Diesel & Turbo’s after-sales service brand and its Hamburg and Copenhagen hubs recently agreed on a closer, mutual cooperation covering the EMC maintenance concept. The new arrangement between the two

locations immediately bore fruit with the signing of an EMC agree-ment with Rörd Braren regarding the servicing of electronically con-trolled MAN B&W 6S40ME-B two-stroke prime movers aboard three ships.

New thinking

The idea behind the German-Dan-ish link-up was to gather common resources and exchange knowl-edge in several, vital areas, which has now led to the creation of an open forum for technology, em-ployees and processes. As a re-sult, PrimeServ can offer custom-ers a substantially higher service level during the course of an EMC contract than any single PrimeServ service centre would have been able to offer by itself.

As an example, PrimeServ Co-penhagen offers expertise within the area of electronically-controlled ME-B engines as well as a com-prehensive understanding of main-tenance, for example, CBM (Con-dition Based Maintenance). For its own part, PrimeServ Hamburg offers comprehensive know-how within the area of refurbishment and has all necessary workshop facilities, is located close to Rörd Braren, speaks the same language as the customer and, not least, has a close client relationship.

What does the new EMC agree-ment with Rörd Braren mean for PrimeServ Hamburg?

Tilmann Greiner (TG): It is the first EMC order for us in quite a while since market activity ground to a halt back in 2008. Together with the many other EMC agreements we have underway here in Germa-ny, the new order shows that this concept is finally about to gain a foothold in what is a difficult mar-ket. With the help of this order, we can attract more customers when shipowners see how well the con-cept works under the current mar-ket conditions.

What is the background for Rörd Braren choosing to sign an EMC agreement with MAN Diesel & Turbo?

TG: As the EMC is a tailor-made service model that is customised to suit each individual customer’s special requirements, a shipown-er can have different reasons for choosing to draw up an agreement with us. In Rörd Brarens’ case, the shipowner has a very limited tech-nical organisation. Because of this, they can, for example, use us to increase their technical knowl-edge and, in this way, improve their fleet’s productivity and avail-ability. The EMC simply gives their organisation the opportunity to create better results. At the same

time, there is of course a range of convincing sales arguments for the EMC.

Why should other customers choose an EMC solution?

TG: When they first have discov-ered what the EMC can achieve from day to day, and how the EMC can contribute to optimising their equipment’s on-board perfor-mance, and what savings can be achieved in maintenance and fuel, they will certainly be interested!

What is the decisive factor that will ensure the EMC concept a promising future?

TG: First and foremost, it’s the con-cept itself with all the advantages it brings for customers. A close co-operation between locations in our

global organisation and our head-quarters is, of course, a prereq-uisite for the concept’s success. The EMC belongs to what we call a ‘concept sale’ as it can’t be com-pared with the sale of, for exam-ple, spare parts or retrofit products. Therefore, the form of the agree-ment requires more attention and time right from the day we start working with the customer until that point where an agreement is finally signed.

What role will the cooperation between Hamburg and Copen-hagen play in the EMC concept that Rörd Braren has bought into?

TG: As previously mentioned, a close cooperation between the two bodies is the essential prereq-uisite for success. This close rela-tionship means that we can pool common resources and exchange knowledge in several, crucial areas. By means of this teamwork, we are therefore in a position to offer cus-tomers a considerably higher level of service during the duration of an EMC agreement than we would have been able to individually.

How would you describe the EMC in relation to MAN Diesel & Tur-bo’s decentralisation strategy?

TG: Decentralisation is, without a doubt, key to success. It is ab-

Hamburg-Copenhagen Initiative Spurs Maintenance GrowthService centre link-up creates value that adds up to more than sum of individual parts

Automated welding of piston headCrankshaft overhaul at MAN PrimeServ Hamburg

Dr. Tilmann Greiner,

Head of PrimeServ Hamburg


Automated welding of piston head

solutely decisive that PrimeServ Hamburg is located close to the customer, speaks its language, cultivates a close relationship, and knows its needs. As the EMC is specifi cally tailored to meet individ-ual customer requirements, Prime-Serv Hamburg is an important gateway for landing EMC agree-ments. We become the custom-er’s preferred point of contact and a function such as Key Account Manager is a strength of – and a decisive element in – an EMC man-aged by our Hamburg staff. It’s therefore an obvious step to de-centralise.

How did the EMC concept come into being?

TG: The EMC is somewhat of a par-adigm change within maintenance. Traditionally, shipowners have al-ways taken care of maintenance themselves. The shipping indus-try is generally very conservative by nature. But who knows bet-ter than the engine manufacturer and builder how an engine should be maintained and how to do it in the most effi cient way? Shipown-ers are slowly beginning to realise this but it will still take some time to convince them. Accordingly – and also because of the global fi nancial crisis – the EMC hasn’t received great attention until now.

How would you describe the EMC’s development from its be-ginning up until today?

TG: The EMC concept has devel-oped in the direction of increased adjustments between shipown-ers and PrimeServ. Today, it’s not just us but also the shipowners that are fi nding new opportunities where PrimeServ can contribute and take over responsibility in ar-eas that previously were handled internally by the shipping compa-

nies. This applies, for example, to purchasing functions and the plan-ning of maintenance work.

What advice would you give your colleagues around the world in relation to your experience with the EMC?

TG: To show patience! It takes time to sell the EMC. It’s necessary to fi nd the right people and to set the necessary time aside to visit cus-tomers. You require more than a single meeting before the contract can be signed. When you’ve land-ed one order, you discover that it was worth the effort as it paves the way for more orders. The EMC re-ally creates a snowball effect.

Why don’t your competitors develop a similar concept with greater success?

TG: The answer is knowledge! EMC means, in practice, knowl-edge. As all the locations in our global organisation have access to this, they all have the opportu-nity for EMC success. None of our rivals have the same opportunity and it’s yet another reason to cre-ate a closer cooperation.

Which threats do you consider as the most dangerous for the EMC concept?

TG: As previously mentioned, the shipping industry is rather conserv-ative by nature. Clearly, the great-est threat to the EMC concept is if we don’t continuously develop the concept, and if the shipping com-panies themselves could provide the same service as we offer. Therefore we have to prove that we can do it better and cheaper.

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The heart of the plant is a steam turbine from MAN Diesel & Turbo that will be used to drive a gen-erator. The eco-friendly electric-ity this produces would be enough to serve roughly 57,000 German households.

The dimensions realised at ‘Shams 1’ (Arabic for sun) have set new standards. Offering a gross output of 125 MW, the steam turbine is the largest ever built for a solar thermal power station. The custom-made ma-chinery weighs 220 tons and was constructed in Oberhausen, Germany, having arrived on site in May 2011.

“The only element in the plant that can convert energy is the turbine-generator train,” said Ole Hansen, Vice President Steam Turbines at MAN Diesel & Tur-bo. “It is therefore especially im-portant to use a highly-effi cient steam turbine in order to gener-ate as much electricity as possi-ble from the heat available.”

The underlying principle of so-lar thermics is essentially differ-ent from that of photovoltaics. Whereas solar cells convert the sun’s radiant energy directly into electricity, the parabolic mirrors used in solar thermal power sta-tions do not in themselves con-stitute electrical components, but form part of a trough tech-nology. By concentrating heat from direct sunlight onto oil-fi lled pipes, “Shams 1” produc-es steam, which drives a turbine and generates electricity.

In addition, the solar pro-ject uses a booster to heat the steam as it enters the turbine, enormously increasing the cy-cle’s effi ciency. The project also includes a dry-cooling system that signifi cantly reduces water consumption – a critical advan-tage in the desert of Western Abu Dhabi.

‘Shams 1’ features more than 258,000 mirrors mounted on 768 tracking parabolic trough collec-tors. It covers an area of 2.5 km²,

or 285 football fi elds and will displace approximately 175,000 tons of carbon dioxide (CO2) per year.

“In the case of solar thermal power plants, the energy effi -ciency from sunlight to electricity is at least three times higher than with photovoltaics,” confi rms Ole Hansen. Which is why steam tur-bine technology is particularly suited for larger plants.

The order from Shams Power Company – a joint venture be-tween Masdar, Total and Aben-goa Solar – has enabled MAN Diesel & Turbo to further expand its know-how in the fi eld of solar thermal applications. This is al-ready the fi fth solar thermal pow-er station to be equipped with the company’s turbine technol-ogy, the world’s very fi rst, solar thermal-biomass hybrid power plant having recently gone on stream in Les Borges Blanques (Spain) at the end of 2012.

100-Megawatt Plant Offi cially LaunchedWorld’s largest solar-thermal power plant ‘Shams 1’ opens in Abu Dhabi with MAN technology

View of the Shams 1 site

Offering a gross output of 125 megawatts, MAN´s steam turbine is the largest ever built for a solar thermal power station


At an event at the MAN PrimeServ premises in Hamburg at the be-ginning of March, two customers were awarded diplomas in rec-ognition of their naming as the fi rst members of the prestigious 100,000 Operating Hours Club.

MAN PrimeServ is responsi-ble for the initiative and the fi rst to achieve the impressive mile-stone were two shipping lines from Hamburg and Bremen with, respectively, L52/55 and L40/54B MAN engines.

MAN PrimeServ intends to nominate further club members annually.

View video statements from the fi rst members of this very exclu-sive club in DieselFacts online and the DieselFacts app.

First Members of 100,000 Hour Club

(From left) Dirk Lohmann – Board Member Sloman Neptun Schiffa-rths-Aktiegesellschaft, Manfred Taucke – Senior Sales Director, MAN PrimeServ Hamburg, and Dr. Bart Hoogerbrugge, Director Ship Man-agement, TUI Cruises.

MAN 48/60 Engines Clock up 500th SaleSignifi cant milestone bears testimony to enduring popularity of four-stroke workhorse

MAN Diesel & Turbo has announced the 500th sale of its MAN 48/60 medium-speed engine.

The milestone was reached with the order of two common-rail vari-ants of the engine by Huta Marine of Jeddah, Saudi Arabia as part of a diesel-electric system to pow-er a self-propelled cutter suction dredger.

Huta Marine is a specialist in marine infrastructure and its fl eet ranks among the largest in the Mid-dle East. The dredger will be built in the Netherlands by a shipyard be-longing to the IHC Merwede Group, the global market leader for dredg-ing, mining and other custom-built vessels.

The MAN 48/60 engine

Considered an invaluable unit, the 48/60B engine was introduced in

2003 in both L- and V- versions. Over its working history, it has proved itself a valuable, sturdy workhorse and all-round performer over a broad range of applications.

The 48/60B medium-speed en-gine is based on the successful 48/60 series fi rst launched in 1989. The B variant represented a ma-jor redevelopment of the concept

characterised by increased output, reduced engine weight/width, and an optimised combustion that re-duced both exhaust emissions and fuel consumption.

The 48/60 has been continuous-ly developed ever since, notably in-cluding an upgrade to common-rail fuel injection in 2008 and full Tier II compliance in 2011, and more

recently featuring a redesign of its cylinder head where a higher-pres-sure injection resulted in improved atomisation and better combus-tion, ultimately reducing both fuel consumption and emission levels.

Inherent benefi ts

The 48/60 engine derives several, extra advantages from forming an integral part of the MAN Diesel & Turbo portfolio. The engine has

many references where it has been integrated with the successful TCA turbocharger series, while SaCoS

one, MAN Diesel & Turbo’s proven en-gine-management system, has also become standard issue and offers huge scope for the control of operating parameters. As such, SaCoSone enables the full exploita-tion of the engine’s inherent econo-my and also meets future demands for ease of engine operation.

MAN 48/60B engine – main data

Cylinder bore (mm) 480

Piston stroke (mm) 600

No. of cylinders 6, 7, 8, 9, 12, 14, 16, 18

Cylinder output (kW) 1,200

Speed (rpm) a 500

Mean piston speed (m/s) 10.0

Mean effective pressure (bar) 25.8 – 26.5

Source: MAN Diesel & Turbo

Spanish Ro-Ro ‘José María Entrecanales’ is powered by four MAN 9L48/60B main engines

The 48/60 has proved itself over a broad range of applications. Here, a panorama view of the ICE Garabito power plant in Costa Rica where 11 x 18V48/60B engines produce 200 MW of electrical power

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DieselFacts recently visited the thriving regional maritime cluster on Funen, one of Denmark’s major islands. FAYARD – a modern and effi -cient repair yard with four dry docks

– is situated outside Odense, the local capital, and is currently experiencing great activity.

This is also the case for MAN Die-sel & Turbo’s new PrimeServ Lindø offi ce, located right in the centre of the shipyard, as it is at the adja-cent Lindø Industripark, home of the former Lindø Odense Steel Shipyard.

Close to customers and ships

The purpose of establishing a PrimeServ centre at Lindø Indus-tripark was to move closer to ship and repair-yard customers and to be able to offer extended, on-site service. A location together with FAYARD also proved attractive. “Af-ter Fredericia Shipyard was estab-lished in Lindø, as FAYARD A/S, we noted their steadily growing activi-ties. Consequently, we decided to establish a sales/technical offi ce in the Industripark”, said project man-ager Per B. Rasmussen from the PrimeServ Lindø offi ce. “FAYARD has welcomed us very positively as a sub-supplier and we are looking forward to our future cooperation and business development. We believe our presence here is a win-win situation for both parties and that it will have a positive, knock-on effect for the other companies in the Industripark”, continued Ras-mussen, who is the daily Prime-Serv contact in Lindø.

Engine overhaul – M/T Clipper Bourgogne

Over the years, FAYARD has devel-oped a large customer portfolio for ship repairs and conversion jobs. One such example is Nordic Tank-ers A/S, who decided to dock its coastal chemical/oil tankers at the company’s facilities, starting with the ‘M/T Clipper Bricco’. Subse-quently, powered by a twin-screw MAN B&W Alpha 6L23/30A-DKV propulsion plant, the 3,557-dwt ‘M/T Clipper Bourgogne’ came into

dock. In connection with this, the ship’s 5-year classifi cation survey and some repair jobs were carried out, including an overhaul of the main engines after approximately 22,000 operating hours.

Superintendent for Nordic Tank-ers and Clipper Bourgogne, Mo-gens Pedersen, expressed his satisfaction with its status and a job well done: “We could have de-cided to go for a repair yard in the Benelux or Baltic regions, but the FAYARD quality level and its prox-imity to MAN Diesel & Turbo’s Fred-erikshavn facility (also Denmark) for the factory overhaul of engine components made the difference”.

Pedersen also appreciated hav-ing ready access to the Prime-

Serv centre at FAYARD – with its offi ce located directly at the ship’s gangway – where leader Per Bang Rasmussen was always ready to support, serve and discuss any outstanding matters face to face with owner representatives and engine crews. The PrimeServ ser-vice continued, even after Clipper Bourgogne left FAYARD with the decision to send a PrimeServ en-gineer on her fi rst voyage to Ros-tock for a fi nal tuning-in and per-formance control of the overhauled machinery.

More ships – more activity

FAYARD’s other dock facilities also indicated a fi ne level of PrimeServ activity onboard vessels with MAN

Diesel & Turbo machinery installed. The LPG-tanker Stella Kosan had a (MAN B&W S35MC) main engine turbocharger repair and the gen-erator shaft stuffi ng boxes of two L21/31 GenSets were replaced.

Onboard the (MAN B&W S46MC-C powered) Royal Arctic Lines container ship, Mary Arctica, the CP Propeller OD stuffi ng box and O-rings were replaced. The Royal Danish Navy’s (MAN Alpha propelled) naval command sup-port vessel HDMS Absalon was docked for the repair of a damaged stern tube strut bearing. Finally the brand new (9 x MAN L27/38 Gen-Set powered) wind farm installation heavy-lift jack-up vessel, Pacifi c Osprey, owned by Swire Pacifi c

Offshore and delivered from Sam-sung Heavy Industries was at quay before first deployment in the North Sea.

Cooperation with local partners

The cluster of various maritime companies and sub-suppliers around FAYARD ensure a very dy-namic business environment with fl exible service solutions for most of the major product brands in-stalled in modern ships. Sub-sup-pliers also exchange workshop and machine-tool capacity, in ad-dition to manpower. For exam-ple, the company PonPower/CAT

– with a staff of 20 – from time to time performs machining/fi tter jobs on MAN Diesel & Turbo equipment in cooperation with PrimeServ.

PrimeServ Lindø was estab-lished on October 1st, 2012 in a collaboration between the Danish PrimeServ locations in Copenha-gen, Holeby and Frederikshavn for the coordination and promotion of products and services from all MAN Diesel & Turbo PrimeServ headquarters.

PrimeServ Lindø at a GlanceEffi cient customer support delivered directly from the foot of the gangway

M/T Clipper Bourgogne (2 x 6L23/30A-DKV) at FAYARD’s quay

Overhaul of M/T Clipper Bourgogne’s port side propulsion engine LPG tanker Stella Kosan

Per Bang Rasmussen, PrimeServ Lindø (left) and Mogens Pedersen, Nordic Tankers

Container ship Mary Arctica’s propeller and rudder set-up

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Times are tough in the global ship-ping sector, and set to get even tougher over the next few years with innumerable shipowners currently struggling to gather the fi nance nec-essary for the many retrofi ts neces-sary for compliance with impending legislation.

New environmental regulations are prompting the introduction of such technologies as exhaust gas scrubbers and fuel-effi ciency sys-tems. However, reports from the market suggest that, generally speaking, many fi nancial institu-tions are not especially interested in facilitating the loans required to fi nance this latest initiative.

Trident

MAN PrimeServ, MAN Diesel & Turbo’s service division, identifi ed this trend early on and, already by 2009, had introduced its Trident fi nancing program to address the problem of fi nancing retrofi ts.

Trident facilitates customer in-vestment in PrimeServ retrofi ts and is a unique retrofi t-fi nancing pack-age where saved expenses cover the investment.

Trident supports shipowners looking to cut expenses through using particular retrofi t solutions, such as:

Alpha Lubricator – reduces cyl-inder-oil feed-rates by 20-30%

Turbocharger cut-out – this ret-rofi t improves main-engine per-

formance during all low-load operations

Engine derating – can signifi -cantly reduce fuel consumption and increase effi ciency at lower ship speeds

Propeller upgrading – com-pared to conventional designs, the portfolio of Kappel propel-lers offer fuel savings of up to 6%, a fi gure that increases when combined with other pro-pulsion improvements.

The investment required to pur-chase these retrofi t solutions is relatively low compared to the re-sultant savings, and the pay-back period can be two years or less.

New thinking

Christian Ludwig, Senior Manag-er – Head of Retrofi t & Upgrade

– MAN Diesel & Turbo, said: “We introduced Trident at a time when we could see that the retrofi t mar-ket was beginning to encounter dif-fi culties. Since its inception, Trident has proven to be a winning con-cept that many shipowners have used to create tailor-made solu-tions that suit their own situations and, of course, the pay-back time is very attractive.” Ludwig con-cluded: “As such, Trident’s rele-vance as a product has not yet di-minished, nor will it anytime in the foreseeable future.”

The new fi nancing scheme is di-rectly linked to the two-year pay-back period, with 4 semi-annual

payments. The payment is spread out over the pay-back period and balanced by the savings created by the retrofi t itself. PrimeServ sees this distributed payment model as an incentive that will draw attention to its retrofi t solutions.

As such, Trident offers funding through bank-to-bank fi nancing using a documentary credit with deferred payment and standard documentation, which PrimeServ will provide.

PrimeServ Trident represents a non-cash investment and is a standard bank solution that will ap-peal to many shipowners. Prime-Serv has pinpointed essential, environmentally friendly retrofi ts where the opportunity for reduc-ing running expenses is great, and believes that it will appeal to many of the potential 4-5,000 shipown-ers globally that can benefi t from this package.

Trident customer benefi ts No tie-up of cash and a short

pay-back period Competitive interest rates and

costs An alternative source of fund-

ing at attractive rates in a mar-ket where investment funds are scarce

Implementation of standard documentation

All relevant documentation pre-pared in full by MAN Diesel & Turbo.

Tried and Tested TridentSelf-fi nancing retrofi t scheme takes sting out of meeting environmental regulations

New thinking leads to improved over-all cleaning effi ciency of fuel types.

Catalytic fi nes (or cat fi nes) are commonly found in residual fu-els containing blend components from catalytic crackers, and their abrasive nature is known to be re-sponsible for increased wear (as well as scuffi ng) in marine two-stroke engines.

Cat fi nes are small, very hard particles. During the combustion process, they are captured be-tween the cylinder liner surface and piston ring running surface and squeezed into the soft graph-ite lamellas causing wear.

To increase the effi ciency of fuel cleaning and thereby remove more cat fi nes from the heavy fuel oil, there are three main issues to attend:

Separation temperature Flow rate through the separator Operation and design of fuel

tanks.

Temperature

Increasing the temperature of the fuel oil going through the separa-

tor will result in a lower viscosity of the fuel oil, which will have a posi-tive infl uence on the separation ef-fi ciency.

Example: For a given heavy fuel oil with a viscosity of 37.5 mm2/s at 98°C, increasing the temperature to 120°C will result in a viscosity of 18.8 mm2/s.

This large decrease in viscosity will cause the particles (cat fi nes) to be separated much easier from the fuel oil.

Flow through the separator

Normally, a fuel oil separator has a layout for 100% fuel consumption of the engine plus constant values for different margins. However, for normal operation of ships today, it is rare that the engine is running 100% load. Decreasing the fl ow through the separator in relation to the engine consumption will result in better separator effi ciency, be-cause the fuel will stay in the sepa-rator for a longer time and thereby be separated for a longer period. Therefore, today where vessels mostly slow steam, there is a large potential for increasing the sepa-

ration effi ciency by automatic fl ow control in relation to the actual fuel consumption.

Operation and design of various fuel tanks

In all fl uids, a natural settling of particles (the cat fi nes) takes place. This results in a higher concentra-tion of particles at the bottom of tanks. Due to this phenomenon, it is important that the various fuel tanks are designed and operated correctly.

Tanks must be designed with a

sloped bottom for easy collection of the settled particles. The over-fl ow pipe in the day tank must go to the bottom of the tank to enable recirculation, which assists in lead-ing the highest particle concentra-tion back to the settling tank.

To ease the operation of tanks and the separator, MAN Diesel & Turbo has developed a recommen-dation for an automatic tank and separator system, with variable fl ow rate to secure optimal clean-ing effi ciency at all engine loads. This automatic system is called

“ATS”.The ATS system is designed to

give a constant but smallest pos-sible overfl ow of the service tank. The overflow amount is deter-mined by the desire of having the service tank fully round-circulated in 72 hours at 100% consump-tion. Thereby, the fl ow rate should at any time be 1/72 times the day tank volume.

The overfl ow is held constant by frequency control of the separa-tor supply pumps controlled by a fl ow meter in the return line from the day tank to the settling tank. This means that when the con-sumption of the engine goes down, the overfl ow has a tendency to in-crease and a signal is given to the separator supply pumps to slow down and thereby keep the over-fl ow constant.

The ATS system is fully fl exible and gives the opportunity to also separate and round-circulate the low-sulphur heavy fuel before use, and when running on low sulphur fuel there is an opportunity to do the same for high-sulphur heavy fuel oil.

Optimised Onboard Cleaning Systems Skin Cat Fines

Typical electron-microscope view

A Kappel 5-bladed propeller

The Alpha lubricator


Engines converted in the medium term for gas operation.

MAN Diesel & Turbo is supplying a total of 14 × 18V48/60 engines for two new power plants in Lebanon, which will in future produce elec-tricity for the state-owned supply company Électricité du Liban. The power plants, which will deliver an output of 194 MW and 78 MW respectively, are being built by a consortium comprising the Danish power plant specialist, Burmeister & Wain Scandinavian Contractor A/S (BWSC), and MAN Diesel & Turbo in the towns of Zouk and Ji-yeh, close to the capital, Beirut. In addition to the engines, the order received by MAN Diesel & Turbo also comprises kits for converting the engines to gas-powered oper-

ation. As soon as the region’s gas infrastructure is up and running, the engines will be switched to dual-fuel capability, allowing them to be operated both with liquid as well gaseous fuels. The order for the consortium is worth approxi-mately EUR 270 million.

The power plants will use the Diesel Combined Cycle product combination, in which the waste heat from the engines is utilised in order to power a further steam turbine. This achieves an excellent degree of electrical efficiency of more than 48% in total.

With a total output of 272 MW, the new power plants will play an important role in safeguarding a stable and reliable supply of elec-tricity to the region: “The two new power plants in Zouk and Jiyeh are

an important first step in the efforts to reform the Lebanon's energy sector, efforts which are aimed at markedly improving the entire country's power supply,” says Ge-bran Bassil, Lebanon’s Minister for Energy and Water.

“The power plants in Zouk and Ji-yeh are our first order of this size in Lebanon and are an important reference project in the Middle East,” said Dr. René Umlauft, CEO of MAN Diesel & Turbo. “There is a great need in Lebanon to expand energy production. This makes the country highly interesting for our Power Plants division.”

The two power plants are sched-uled to be handed over to the cli-ents Électricité du Liban and the Lebanese Ministry for Energy and Water in 2014.

MDT Supplies Engines for Power Plants in Lebanon

Identical to the engines bound for Lebanon, this MAN Diesel & Turbo library photo shows one of the 3 x 18V48/60 engines powering the ACP Miraflores power plant in Panama

Based in Augsburg, Germany, MAN Diesel & Turbo’s Turbocharger Ret-rofit team develops high-end retrofit solutions for marine, power and trac-tion applications.

Turbocharger retrofit solutions in-volve the replacement of existing turbochargers with new models, or the re-matching of MAN or third-party turbochargers in order to in-crease engine efficiency.

Since its inception, the Turbo-charger Retrofit Team has enjoyed considerable success, a more re-cent example being the installation and commissioning of 56 MAN Turbochargers at two non-MAN powered plants.

PAVANA III in Honduras

The first of these was Pavana III in Honduras. The impressive 280 MW powerplant was built in 2004 and fitted with 16 non-MAN engines and 32 non-MAN turbochargers. However, some time after the be-

ginning of commercial operation, the power plant encountered sig-nificant difficulties with high ex-haust-gas temperatures, which prevented its engines from running at full load.

Close to 50,000 running hours, the Augsburg turbocharger retro-fit team submitted a proposal to rectify the problem and eventual-ly won the bid, after a satisfactory test of 6,000 hours, with a retro-fit solution based on MAN TCA 55 turbochargers. Due to their better thermodynamic efficiency, the TCA 55s achieved a drop of 30°C in ex-haust-gas temperature, meaning the plant could finally achieve its full operational power of 17.5 MW.

TAPAL Energy in Pakistan

The technical management of Ta-pal Energy in Pakistan, a 135 MW power plant featuring 12 non-MAN engines and 24 non-MAN turbo-chargers, also encountered tech-nical difficulties with too high ex-

haust-gas temperatures. After a test period of three months, where they used MAN turbochargers on a number of engines, they ordered 24 MAN TCA 44 turbochargers and are now able to run the en-gines on nominal load.

An additional benefit, highlight-ed by both the Honduran and Pa-kistani case studies, is the saving of 2.5 g/kWh fuel oil, a saving that significantly reduces the lifecycle cost of the engines.

Saudi Arabia

The most recent success story comes from Saudi Arabia, where Yanbu Cement recently ordered 7 × TCA 66 turbochargers via the lo-cal PrimeServ hub – MAN Diesel &

Turbo, Jeddah. The main issue for the customer

here was generating the maximum power possible from the engines for cement-grinding requirements, to which end the highly efficient MAN TCA 66 turbocharger ena-bles the reduction of the exhaust-gas temperature. Another chal-lenge in this particular instance was to advance the installation and commissioning ahead of the upcoming hot season. As a result, installation work has already been scheduled.

Alexander Schäfer, Head of Tur-bocharger Retrofit in Augsburg, said: “All of these success stories are only possible due to our very close cooperation with local offic-

es. We are of the view that MAN PrimeServ’s global sales organisa-tion is the gate to the customer and must play an active role in the mar-ket place. Generally speaking, cus-tomers are not aware of the oppor-tunities an MAN turbocharger retrofit creates, especially if they are not already using an MAN en-gine. To increase customer aware-ness in this respect, we have strengthened the sales and techni-cal support we offer our local or-ganisation and constantly strive to improve the cooperation between us. This is with the aim of improv-ing the service we offer customers, and of gaining more market share

– also, subsequently, within the spare-parts business.”

Turbocharger Retrofits Continue On Certain CourseHonduran, Pakistani and Saudi power-plant successes augur well for future

Panoramic view of the PAVANA III power plant in Honduras

MAN Diesel & Turbo’s TCA 66 turbocharger

DIESELFACTS 2/2013

For further information

MAN Diesel & [email protected] www.mandieselturbo.com

See DieselFacts online with video clips: www.mandieselturbo.com/dieselfactsor download the app to your iPad or Android tablet.

Publisher: Peter Dan Petersen, MAN Diesel & Turbo

All data provided in this document is non-binding. This data serves informational purpo-

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.

MAN Diesel & Turbo’s medium-speed propulsion packages have gained another foothold in Middle Eastern offshore operations.

After successfully completed sea trials, Abu Dhabi-based Adyard has earlier delivered the ‘Topaz Dignity’ – which is now followed by the ‘Topaz Triumph’ AHTS.

Topaz Energy and Marine, a sub-sidiary of Oman-based Renais-sance Services SAOG and a re-gional leader in providing offshore support vessels and engineering services, has passed yet another milestone in its 35-year history by building two Anchor Handling Tug Supply vessels.

The two 67-metre, ’80-ton bol-lard pull’ vessels are ready for an-chor handling tug supply services and the transportation of dry and liquid cargo to and from pipe-lay-ing barges, drilling platforms and production platforms for offshore operations. The Topaz Dignity will

operate on behalf of BP, the oil and gas major, on a long-term-contract basis in the Caspian Sea – whilst Topaz Triumph may remain in the Middle East and be operated by Topaz Marine MENA. The state-of-the-art vessels are equipped with the latest technical equipment and are custom-built for Fi-Fi Class I and DP2 operations.

Propulsion package

The twin-screw propulsion pack-age for each vessel consists of 8-cylinder, medium-speed MAN L27/38 engines of 2,720 kW each,

horizontal offset reduction gear-boxes with a CPP servo oil distribu-tion unit, and a 1,500 kW shaft al-ternator PTO. The gearboxes drive approximately 18-metre intermedi-ate shafting, and 13 metre propel-ler tailshafts in oil-lubricated stern tubes. The MAN Alpha CP Propel-lers are 2,800 mm diameter ducted, turning 198 r/min at MCR.The propeller thrust and pulling power are boosted by Alpha High Thrust nozzles, customised to hull integration with a length/diameter ratio (L/D) of 0.6. In the same vein, the Alphatronic 2000 Propulsion

Control System is configured with twin control stations on both main bridge, aft bridge and in the engine control room – including interfaces to joystick and dynamic position-ing systems.

Performance

Upon completing seatrials for the Topaz Triumph – Topaz Marine Project Manager, Stewart Smith, expressed his satisfaction with the propulsion system and vessel per-formance in general: “Everything fulfilled our expectations. Com-pared to the estimated design speed of 13.5 knots for the ves-sel, we even achieved a radically increased top speed of 15 knots”. Additionally, a bollard pull test verified the vessels’ pulling power specification by achieving a test re-sult of 87 tons.

About Topaz Energy and Marine

Topaz is a leading oilfield services company providing marine and en-gineering solutions to the global energy industry with a primary fo-cus on MENA and the Caspian Sea. Headquartered in Dubai and with more than 35 years of experi-ence in the Middle East, Topaz op-erates 98 offshore support vessels, and Topaz Engineering engage in shipbuilding, ship repair, and off-shore construction and mainte-nance activities. Topaz is a wholly owned subsidiary of Renaissance Services SAOG, a publicly traded company on the Muscat Securities Market, Oman.

M/V Topaz Dignity and M/V Topaz Triumph – Main Particulars

L oa (m) 67.4

L pp (m) 59.4

Breadth mld (m) 16.0

Depth main deck (m) 6.8

Design draught (m) 4.8

Max. draught (m) 5.7

Cargo deck area (m2) 400

Accommodation (persons) 42

Propulsion power (kW) 5,440

Bollard pull (t) 80

Source: MAN Diesel & Turbo

BP and Topaz Marine AHTS Vessels Choose L27/38 Power80-ton bollard pull vessels ready for anchor handling tug supply services

Aft ship view: Topaz Dignity on the slipway just prior to launching, with the Topaz Triumph underway to the right. The 2.8-metre MAN Alpha CP Propellers operate in AHT nozzles – delivering a bollard pull in excess of 80 tons

Drawing of the 67.4-metre Topaz FiFi Class I and DP 2 newbuildings from Adyard, Abu Dhabi

The 8-cylinder 2,720-kW version of the MAN L27/38 engine has good operation-al characteristics for offshore supply vessels and tugs and has been selected for the twin-engine, twin-screw Topaz vessels. Pictured here is the 7-cylinder version

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DieselFacts 2013/02