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1/2016A Technical Customer Magazine of MAN Diesel & Turbo
Catamaran Specialist in Repeat Order28/33D STC package for Incat ferry
> Page 3
Largest Ethane Carriers Ever ConstructedJHW orders multiple VLECs with ME-GI units
> Page 4
Alternative fuels for an LR1 product tankerJoint new technical paper with DNV GL
> Pages 6-7
Giant, Offshore-Installa-tion Ship features Tier-III Dual-Fuel Package12 × 51/60DF + SCR
> Page 8
Japanese Engine Manufacturer Signs Cooperation AgreementJFE to build series of MAN four-stroke units for marine newbuilds
Starting in April, Waterfront Shipping Company Ltd. (WFS), Mitsui O.S.K. Lines, Ltd. (MOL), Westfal-Larsen Management (WL), and Marinvest/Skagerack Invest (Marinvest) wel-come innovative, clean-burning, fu-el-ef cient vessels to the sea.
These 7 × 50,000 dwt vessels are built with the rst of its ind MAN
& M two stro e dual fuel engines that can run on methanol, fuel oil, marine diesel oil, or gas oil.
This groundbrea ing shi technolog will signi cantl reduce emissions while giving shi owners a viable, ef cient and convenient fuel alternative. ith the grow
ing demand for cleaner marine fuel to meet environmental regulations, methanol is a romising alternative fuel for shi s that can meet the industr s stringent emissions regulations. Methanol is a biodegradable, clean burning marine fuel that reduces smog causing emissions such as articulates, sul hur oides and nitrogen o ides.
or ing with our artners to advance new, clean technology is an im ortant and innovative ste in the right direction. nvesting in methanol based marine fuel reinforces our commitment to invest in sustainable technology that not only rovides environmental ben
e ts but also an economically viable alternative marine fuel. The cost to build new and convert eisting vessels to run on methanol is signi cantly less than alternate fuel conversions,” stated Jone Hognestad, President, Waterfront
hi ing.Waterfront hi ing will charter
the seven vessels to re lace older vessels and e and its eet Two of the vessels are owned by W , two vessels are jointly owned by Marinvest and W , and the remaining three vessels are owned by M . The shi s were built by...
Continued on page 2
Methanol-Powered Ships in World FirstMethanol carriers powered by ME-LGI (Liquid Gas Injection) engines make market debut
Supply of German Manufacturer’s energy-ef cient marine engines to Japanese Market complies with stringent, environmental regulations.
J , the Ja anese engine manufacturer, has entered a new cooeration agreement with MAN Diesel & Turbo for MAN’s 32/44CR, 35/44DF, 48/60CR and 51/60DF modern four stro e engine ty es.
The agreement a lies to marine newbuild rojects for shi s to be de loyed on Ja anese domestic trade routes, and where the shi yards and shi owners involved are located in Ja an. JF has roduced and su lied medium
s eed diesel engines since 1 64 under the MT Pielstic license, which was acquired by the MAN
rou bac in 2006.The aforementioned MAN Die
sel & Turbo common rail engines cover a ower range of 3,600 to 21,600 W and their well roven, state of the art, fully electronicallycontrolled, common rail injection system is suitable for both heavy fuel oil and distillate fuels. This technology, develo ed in house by MAN Diesel & Turbo and fully o timised for its engines, rovides su erior erformance in terms...
Continued on page 2
Powered by Methanol: the ‘Lindanger’, one of thenew ME-LGI-powered methanol carriers chartered byWaterfront Shipping (picture courtesy Methanex)
PA 2 D FACT 1/2016
Continued from front page
...Hyundai Mi o Doc yard and Minamini on hi building Co., td. The rst three vessels are being delivered in A ril, with the remaining four to be delivered by October 2016.
MAN develo ed these twostro e engines in res onse to interest from the shi ing world to oerate on alternatives to heavy fuel oil and meet increasingly stringent emissions regulations. To hedge the ris of fuel rice volatility, the vessels can switch between fuels, and o erate cost effectively,” states Ole r ne, enior ice President, Head of Mar eting and Sales, MAN Diesel & Turbo.
The traditional shi naming ceremony for two of the dual fuel vessels, owned by W with the second as a joint venture with WFS/Marinvest, was scheduled to ta e
lace in orea at the end of A ril 2016 with of cial delivery occurring shortly afterwards.
“This investment is very much aligned with our vision and leadershi to su ly safe and environmentally friendly trans orts. The ability to run on a sul hur free fuel offers great otential and rovides innovative solutions for the world’s energy needs,” states Patri Mossberg, Chairman, Marinvest.
“To be one of the shi ing comanies hel ing to lead this effort
ma es sense for our business. t’s great to be art of an innovative solution,” added Rolf Westfal arsen, President and C O, Westfal arsen Management.
MO too delivery of its dual fuel vessel in Ja an on A ril 22. “We are e cited and roud of the delivery of our rst vessel, installed with the rst dual fuel engine in Ja an. We are leased that our technical e ertise has been utilized for this commemorative occasion. Having these vessels o erating on methanol marine fuel rovides shi ers and ort facilities with a ractical and diversi ed fuel solution that meets today’s and tomorrow’s
emission requirements”, states oshi azu awagoe, Managing
ecutive Of cer Technical , Mitsui O.S. . ines, td.
About the MAN B&W ME-LGI engine type
MAN Diesel & Turbo has develo ed the M dual fuel engine for o eration on methanol, heavy fuel oil HFO , marine diesel oil MDO , or marine gas oil M O .
The engine is based on the comany’s roven M series, with its
a ro imately 5,000 engines in service, and wor s according to the Diesel rinci le as methanol is a low ash oint, liquid fuel. When o erating on methanol, the M
uses HFO, MDO, or M O as a ilot fuel, signi cantly reduces emissions of CO2, NOX and SOX, and eliminates methanol sli . Additionally, any o erational switch between methanol and other fuels is seamless. Tests on the two stro e MAN &W M engine, when running on methanol, have record
ed the same or a slightly better ef ciency com ared to conventional HFO burning engines.
About Waterfront Shipping
Waterfront Shi ing, a wholly owned subsidiary of Methane Cor oration, is a global marine trans ortation com any s ecializing in the safe, res onsible and reliable trans ort of bul chemicals and clean etroleum roducts to major international mar ets in North America, Asia Paci c, uro e and atin America.
Waterfront Shi ing o erates the world’s largest methanol ocean tan er eet with its eet com rising vessels from 3,000 to 50,000 dwt. ts eet of 22 modern, dee sea tan ers forms a seamless trans ortation networ dedicated to ee ing an uninterru ted ow of methanol moving to storage terminals and customers’ lant sites around the world. For more information on this to ic, lease visit www.wfs cl.com.
About Methanex Corporation
Methane Cor oration is a ancouver based, ublicly traded com any and is the world’s largest roducer and su lier of methanol to major international mar ets in North America, Asia Paci c, uro e and South America. Methane ’s global roduction hubs are strategically ositioned to su ly every major global mar et.
Methane has an e tensive global su ly chain and distribution networ of terminals and storage facilities throughout North America, Asia Paci c, uro e and South America. Methane shares are listed for trading on the Toronto Stoc change in Canada under the trading symbol “MX” and on the NASDA lobal Mar et in the nited States under the trading symbol “M OH”. For more information on this to ic, lease visit www.methane .com.
About Mitsui O.S.K. Lines, Ltd.
Mitsui O.S. . ines, td., founded
in 1884, is one of the world’s leading shi ing com anies headquartered in To yo, Ja an. The com
any o erates more than 00 of various ty es of vessels, including tan ers, dry bul ers such as iron ore carriers, coal carriers and woodchi carriers, lique ed natural gas N carriers, car carriers and containershi s.
MO and its grou com anies also rovide business other than international shi ing, including terminal and logistics services, cruise shi s, ferries, coastal liners and other vessel ty es. For more information on this to ic, lease visit www.mol.co.j /en/.
About Westfal-Larsen & Co A/S
Westfal arsen & Co AS is the Norwegian shi owning entity of the Westfal arsen rou . The com any dates its origin as shi owners to 1 05, and is headquartered in Bergen, Norway. The grou is involved in various business activities such as chemical tan ers and s ecialized dry bul shi ing, ro erty investments, trade and industry. The com any is well established in the Commodity Chemicals tan er mar ets, and o erates a eet of modern vessels built between 200 and 2012. All tan ers are zinc coated and fully MO . Westchart, a wholly owned subsidiary of W CO, is res onsible for the commercial management. Westfal arsen Management acts as technical manager for the chemical tan er eet. For more information, lease visit www.wlco.no.
About Marinvest/SkagerackInvest
Marinvest is a rivate shi ing and investment grou , art owners and managers of roduct and chemical tan ers. Holdings include investments in tan ers of about 80,000 dwt, chemical tan ers between 20,000 to 50,000 dwt, a develoing coastal shi ing com any and real estate. For more information,
lease visit www.marinvest.se.
Industry Welcomes World’s First Ocean-Going Vessels Capable of Running on Methanol
MAN Diesel & Turbo and Japanese Engine Manufacturer Conclude Cooperation Agreement
Continued from front page
...of fuel consum tion and smo e emissions, es ecially at art load, com ared to the same engines’ MO Tier versions that feature a conventional injection system.
on customer request, the common rail engines can be rovided with COMAP ca ability, an innovative feature for the MAN 32/44CR and 48/60CR engines: the e ibility of the CR system ermits the engine to be rogrammed to follow different SFOC/ ower characteristics, with each having an o timal ef ciency at different load oints. Hence, the customer is rovided with the otential to re
alize a better fuel economy through changing the engine’s o erating
ro les. s ecially aboard vessels with multi engine installations, the combination of such CR engines with an intelligent ower management system enables the ma imal e loitation of the engines’ e ibility otential.
The dual fuel engines covering the ower range of 3,180 to 18,000 W can be o erated in the Otto
gas mode or Diesel diesel mode cycles from N in the former to more traditional HFO, MDO or M O in the latter mode. Signi cantly, the dual fuel engines can switch between these fuels at any engine load between 15% to 100%
ma imum continuous rating MCR without disru tion to the ower su ly. tremely environmentally friendly o eration is achieved in gas mode when using N as fuel with negligible sul hur SO and
article emissions, while carbon dio ide CO2 and nitrogen o ide NOX emissions are res ectively reduced by 20 and 85% com ared to diesel mode. Accordingly, running the engines in gas mode com
lies even with the stringent MO Tier levels without the need for any e haust gas after treatment.
Library picture of the dual-fuel engine type 8L51/60DF
The ‘Lindanger’, the second of the ME-LGI-powered newbuildings (picture courtesy Methanex)
PA 3D S FACTS 1/2016
Catamaran Specialist Selects MAN Engines in Repeat Order28/33D STC package for state-of-the-art, high-speed ferry propulsion
Incat, the Australian shipyard, has awarded MAN Diesel & Turbo the contract to supply the engines for the ‘KatExpress 3’, a high-speed ferry newbuilding. In total, 4 × 20V28/33D STC engines, each de-livering 9,100kW, will drive the four waterjets that will power the 109-m, wave-piercing catamaran for Mols-Linien, the Danish ferry operator.
e Nijsen Head of Four Stro e Marine MAN Diesel & Turbo, said:
“This is an im ortant order for us and a welcome addition to our eisting references in the high s eed ferry segment. t is a technicallyenhanced, re eat order with our newest, state of the art engine a success that builds on our ability to deliver engines with unrivalled fuel consum tion in their class within a
tight, customer de ned schedule. m ortantly, it also builds on our e isting good relationshi s with both ncat and Mols inien.”
Engine delivery is due over two shi ments in Se tember and October, 2016. atE ress 3, which is scheduled for com letion by March 2017, will have 1,000 tonnes deadweight, with seating ca acity for 1,000 ersons and u to 411 car s aces, or a combination of cars, truc s and other vehicles. The newbuilding’s near sistershi s
atE ress 1’ and atE ress 2’ are both currently in service for Mols inien and were also built by ncat.
The MAN 28/33D STC engine
The MAN 28/33D STC is a comact, owerful engine with a high
ower to weight ratio. t is fully com liant with current environmental standards and em loys an advanced SaCoS
one enginecontrol system. The engine has been installed in several ferry a
lications and is also regularly emloyed by naval segments.Particular characteristics of the
engine include: most owerful engine in its
class and roven in service high ower to weight ratio best in class SFOC low maintenance costs due to
long service intervals and onboard maintenance
a robust design ma ing for high availability
ca able of continuous, lowload o eration
high torque that delivers fast acceleration
unrestricted o eration com lies with MO Tier and
EPA Tier regulations.
About Incat
ncat is an Australian manufacturer of large HSC high s eed craft catamarans and is based in Hobart, Tasmania. The com any builds large and medium sized commercial and military vessels
that use aluminium construction, wave iercing and water jet technology.
ncat develo s lightweight, environmentally friendly, fuel ef cient shi s designed to carry heavy loads at the lowest o erational costs.
ncat’s facility in Hobart, the Tasmanian state ca ital, incor orates more than 70,000 m2 of undercover roduction halls that, together with two sizable dry doc areas, are ca able of concurrently accommodating u to si vessels under construction.
Graphical rendering of the ‘KatExpress 3’ (picture courtesy Incat)
(Left) Library photo of the MAN V28/33D STC engine; (right) the newbuilding’s near-sister, the ‘KatExpress 2,’ pictured in Denmark (picture courtesy MOLS-Linien)
PA E 4 DIESELFACTS 1/2016
JHW has ordered 5 × 85,000 m3 Very Large Ethane Carriers (VLECs) for a JACCAR/Hartmann Reederei joint venture, called UEC (United Ethane Carriers); each vessel will be pow-ered by a single MAN B&W 6G60ME-GI main engine.
Dalian Shi building ndustry Offshore Co. td. DS C will construct the vessels in China, while Hyundai Heavy ndustries HH will build the engines in orea. Delivery of the rst carrier is scheduled for the middle of 2017.
Ca tain lrich Adami, Fleet Manager of Hartmann Schiffahrts
mbH & Co. , said: “The ME engine a ealed to us for sev
eral reasons, not least its environmental credentials with negligible sli of gas fuel, and its robust, stable combustion ro erties even in heavy seas. We also viewed its high fuel ef ciency and its e ibility of being able to run on HFO or ethane as luses when it came to selecting main engines for our newbuildings.”
The engines will meet Tier emission requirements with the aid of MAN Diesel & Turbo’s E R E haust as Recirculation technique. They will feature an injection
ressure of 400 bar and form the main art of a ro ulsion system that also features an MAN Diesel & Turbo Al ha controllable itch
ro eller.
The ME engines will drive BS1810 ro ellers, which are
the largest M 5 models diameter 7.6 m ordered from MAN Diesel & Turbo’s ro eller ortfolio to date. To ma imise ef ciency, the ro eller lant em loys ro eller blades of a el design, as well as a fairing cone/rudder bulb system. MAN Diesel & Turbo is also roviding each vessel’s shaft alternator system.
on construction, the vessels will be the largest ethane carriers ever constructed. MAN Diesel & Turbo also re orts that it currently has eight ethane engines on order. The JHW order stems from a letter of intent signed by Hartmann Schiffahrts mbh & Co. , Jaccar Holdings, HB Hunte Engineering and DN at the SMM 2014 trade fair.
New venture
The newbuilding ethane carriers form the basis for United Ethane Carriers, a new ethane venture that the Hartmann rou is develo ing with Jaccar Holdings of u emburg for which long term charters have already been secured.
The vessels will also feature another world rst in the form of their innovative Star Trilobe’ tan s that consist of three cylinders combined into one. Due to better utilisation of the s ace in the cargo holds, this results in higher ef
ciency and allows an increase in cargo ca acity of nearly 30% over similarly sized vessels with conventional tan s, reducing shi ing costs through greater economies of scale.
About the ME-GI engine
The ME engine re resents the culmination of many years’ wor for MAN Diesel & Turbo. De ending on relative rice and availability, as well as environmental considerations, the ME engine gives shi owners and o erators the otion of using either HFO or gas
redominantly natural gas. MAN Diesel & Turbo has also develo ed an ME version of the new technology that is ca able of o erating on methanol, and is currently develo ing an ME version ca able of running on P .
MAN Diesel & Turbo sees signi cant o ortunities arising for gas fuelled tonnage as fuel rices rise and modern e haust emission limits tighten. ndeed, research indicates that the ME engine delivers signi cant reductions in CO2, NOX and SOX emissions.
Furthermore, the ME engine has no methane sli and is therefore the most environmentally friendly technology available. Ultimately, the ME engine re resents a highly ef cient, e ible ro
ulsion lant solution.
High-resolution image of the Eco Star 85K Very Large Ethane Carrier (VLEC) with its overall length of 231.60 m; maximum breadth of 36.60 m; maximum deadweight of 50,000 mt; and scantling draught of 12.30 m (image courtesy Hartmann)
ME-GI Reference List Adds Largest Ethane Carriers Ever ConstructedJHW orders multiple VLECs featuring MAN Diesel & Turbo propulsion package
At a ceremony in Zhuhai, Guang-dong Province on 16 January 2016, local engine builder – Yuchai Marine Power Co., Ltd. (YCMP) – signed a new licence agreement with MAN Diesel & Turbo for the production of MAN B&W-branded, two-stroke diesel engines.
Jiang Shihong, Chairman of the Board and Hu Xuenan, CEO, re resented CMP, while MAN Diesel & Turbo was re resented by Thomas S. nudsen Head of Two Stro e, Ole r ne Senior ice President, TwoStro e Promotion & Sales, and
laus Engberg Senior ice President and Head of TwoStro e icensing.
Engberg said: “China is a vital mar et for MAN Diesel & Turbo and we are leased to welcome Yuchai to the MAN B&W licence family. YCMP is a wellestablished engine builder with modern roduction facilities in south east China and we loo forward to our future coo eration.”
About YCMP
A member of the uang i Machinery rou Co., td, YCMP is located in the Fushan ndustrial Zone, Zhuhai City where its core business is the roduction and sale of two stro e, marine diesel engines.
MAN Diesel & Turbo Continues Inroads into Chinese Two-Stroke MarketYCMP becomes latest Chinese licensee
PA E 5D ESE FACTS 1/2016
MAN Diesel & Turbo recently signed a Technical Cooperation Agreement with the China Classi cation Society (CCS) during Marintec China.
The Agreement rovides for the strengthening of the coo eration between the two com anies in ntelligent Shi research with regards to data e change, online monitoring and online service.
Wayne Jones recently a ointed as E ecutive Board Member for Sales from 1 January, 2016 MAN Diesel & Turbo, and Sun Feng,
ice President CCS, signed the agreement on behalf of their res ective com anies.
Jones said: “This signing re resents just the latest ste in our collaboration with CCS, one which am certain will last for many years to come. The Chinese mar et is of great im ortance to MAN Diesel & Turbo and, by allying ourselves with such an im ortant layer, we are ositioning our technology and leveraging our now how o timally.”
“MAN and CCS have established a strong and reliable relationshi throughout these recent years”, said Sun Feng at the ceremony.
“Meanwhile, we are loo ing forward to our coo eration in ntelli
gent Shi research and a successful outcome in the years to come.”
The Agreement is an im lementation agreement under the Framewor Agreement for Technical Coo eration signed by both arties bac in 2013. MAN Diesel & Turbo and CCS have since strengthened their coo eration within the elds of shi technology, shi ty e research and develo ment, and es ecially within environmentallyfriendly technologies.
n A ril 2015, CCS awarded MAN Diesel & Turbo’s entire fourstro e engine ortfolio the world’s rst SCR MO Tier A roval in Princi le, which re resented an im ortant milestone in their collaboration.
Online service and the Intelli-gent Ship concept
CCS also too the o ortunity at Marintec to resent MAN Diesel & Turbo with a class a roval for its PrimeServ Online Service, which is a further ste towards the ntelligent Shi conce t and more safety for shi owners.
This remote monitoring service ma es it ossible to diagnose machinery at any time and from any location and is a service MAN PrimeServ, MAN Diesel & Turbo’s
service division, has offered successfully for many years. Based on transferred and stored engine data, PrimeServ e erts analyse the data and rovide recommendations for the o eration, maintenance and re air of the engines.
Wayne Jones said: “This ty e of monitoring lays an increasingly signi cant role in our industry and is the cornerstone for further digital services such as electronic, condition based maintenance.”
The ntelligent Shi is set to be a major trend in the future within the shi ing industry where it is
redicted that the collection and usage of big data will hel to increase ef ciency, romote technological rogress, save costs, and offer new ty es of conditionbased maintenance ultimately leading to intensive research into unmanned vessels.
As the world’s leading rovider of large bore diesel engines, MAN Diesel & Turbo is already in the osition of being able to offer electronic, condition based maintenance solutions. n the coming years, it will wor more closely with CCS in this regard in order to leverage the o ortunities that digitalisation offers.
CCS Signs Marintec AgreementTechnical Cooperation Agreement strengthens existing collaboration; PrimeServ’s Online Service also receives CCS class approval
Pictured at the signing of the Technical Cooperation Agreement at Marintec in Shanghai between CCS and MAN Diesel & Turbo: Back row, from left to right: Yan Zhao, Head of Operations, CCS; Zhongmin
Feng Sun, Vice President, CCS.
Image of the original Framework Agreement for Technical Cooperation signed by MAN Diesel & Turbo and CCS in 2013
PA E 6 DIESELFACTS 1/2016
Costs and Bene ts of Alternative Fuels for an LR1 Product TankerThe key results from a joint study by DNV GL and MAN Diesel & Turbo
Background
Sul hur Emission Control Areas SECAs in lace in North America and Northern Euro e, in combination with the u coming global 0.5% limit on sul hur in 2020 or 2025 and similar EU limits in 2020, call for alternative fuels as a means for com liance. Several alternative fuels are available and new fueloil roducts with very low sul hur content have also been introduced.
n June 2015, the MO’s Maritime Safety Committee MSC ado ted the nternational Code of Safety for Shi s using ases or other lowash oint Fuels F Code .
Objective of the study
The goal of this study was to analyze costs and bene ts of various fuel o tions for a articular shi /o erating attern. The alternative fuels were N , P , methanol and a new ultra low sul hur fuel oil, a so called hybrid fuel. Costs and bene ts for a newbuild were determined by loo ing at its additional investment and o erating costs com ared to a standard fuel variant using HFO and M O.
A 225 m R1 roduct tan er on a ed route was selected for analysis. For the various fuels, the machinery setu was the same, ece t for the fuel system. Product tan er is a mar et segment where DN e ects an annual growth to 2020 in tonnage demand of 3 to 3.5%.
Operating pattern
The shi ’s route is ta en as Houston Rotterdam ents ils Houston, a total distance of about 11,700 nautical miles with a ro imately 37% inside a SECA.
12.5 nots was used as the ed transit s eed of the shi . With 360 o erating days a year this corres onds to about 8 roundtri s er year with 87% of the time s ent in transit, 3% in a roach and 10% in ort.
Fuel variants
The reference fuel case consists of HFO outside of SECA and M O inside. The reduction in global sul
hur ca has in this study been assumed to be enforced from 2020, and hence SFO with 0.5% S is the reference fuel outside of SECA from 2020.
Table 1 shows the fuel variants considered in this study. For the alternative fuels considered N ,
P , and methanol , one variant includes use of the alternative fuel for the entire round tri one fuel variant, e.g. denoted “ N ” , while a second variant assumes use of the alternative fuel in the SECAs only and HFO/ SFO outside mi ed fuel variant, e.g. denoted
“ N /HFO” .N and P can reduce the
carbon foot rint with u to about 20%, de ending on how the fuel is roduced. Methanol offer otential future reductions by roduction
from renewable sources, ossibly at a lower cost remium than N and P .
Machinery
A MAN B&W 6 60ME C .5 was selected as the main engine, which can give the shi a design s eed at 0% engine load of 15 nots, including a 15% sea margin. The calculated ower for ro ulsion to reach 12.5 nots is 5.3 MW. S eci c fuel oil consum tions for this engine for each fuel at various engine loads were used in the calculations, for ef ciency see Figure 3. The 6 60ME C .5 engine is available as a standard oil fuelled diesel engine, but also in dual fuel versions ca able of burning N or methanol or P ME and ME ty es, res ectively .
The ro ulsion system is equi ed with a ed ratio ower ta e off PTO with a 778 W ca
acity offering a sim le and costeffective way to su ly all the electric ower from an alternative fuel when in transit. A art from the reduced investment in equi ing au iliary engines for alternative fuel o eration, the PTO also minimizes the maintenance cost on the gensets.
The main engine is for the three alternative fuel o tions equi ed with a second fuel system enabling the engine to wor as a dual fuel engine. This engine con guration offers full fuel e ibility with same
available ower in both fuel oil and second fuel mode. Fuel oil mode or M O mode in SECAs acts as fallbac mode in case of unintended interru tion of the second fuel mode. Also for this reason the original fuel oil tan ca acity is e t unchanged in this study.
The tan size for the alternative fuels was selected to give the vessel half round tri endurance with a 20% margin. This limits the investment costs, but increases e
osure to volatile fuel rices.
Fuel price scenarios
The fuel rice scenario is im ortant for the nancial viability of the various fuel o tions. Historic fuel rices are shown in Figure 4 for the last 5 years.
Two rice scenarios were develo ed: a high rice scenario based on the fuel rices in mid 2014, at a time when the Brent oil rices were 100 110 /barrel, and a low rice scenario based on mid 2015 when the Brent oil rices were about 50
/barrel.Distribution costs for N were
estimated, based on the costs of
o erating a N bun ering barge, to 100 /t or about 2 /mmbtu. Similarly, the distribution costs of
P were considered to be half the distribution cost of N , i.e. 50 /t.
The two rice scenarios are illustrated in Figure 5, based on the historic rices shown in Figure 4.
For each fuel variant the investment cost difference and the annual cost differences have been determined, see Figure 6.
n the high rice scenario, N and P for both variants deliver a cost advantage during oeration com ared to the reference although substantial investment is required for these alternatives, es
ecially related to the tan s.For the one fuel variants, the
cost advantage im roves signicantly after the global 0.5% sul hur ca enters into force. However, for the mi ed fuel variant, where the alternative fuel is only used in the SECA, the annual cost difference does not change by the global sul
hur ca since both the reference case and the roject case change in the same way from HFO to
Figure 1: General arrangement of the selected 75 000 D.W.T. Panamax tanker. The tanks of LNG/LPG are shown in principle
10
8
6
4
2
0
CA
PE
X (m
illio
n U
SD
)
LNG
LNG/H
FOLP
G
LPG/H
FO
Met
hano
l
Met
hano
l/HFO
ULSFO
Capex costs:- Engine upgrades- Fuel supply system- Fuel storageEngineering and installation costs included
Figure 2: Incremental investment costs for the alternative fuel variants
engine loads
Engine load (%)
49%
50%
51%
52%
53%
54%
55%
56%
30% 40% 50% 60% 70% 80% 90% 100%
Eci
enc
(%)
LNG/LPG/MethanolHFO/MGO
Variant Inside ECA Outside ECA, 2018-2019 Outside ECA, 2020
Reference M O HFO SFO 0.5%
N N N N
P P P P
Methanol Methanol Methanol Methanol
N /HFO N HFO SFO 0.5%
P /HFO P HFO SFO 0.5%
Methanol/HFO Methanol HFO U SFO 0.1%
Source: MAN Diesel & Turbo
0.0
V
Pump roomMethanol
service tank
Methanol tank
LNG/LPG tank
PA E 7DIESELFACTS 1/2016
SFO outside SECA. However, since the fuel rice is lower for
N and P than for SFO, the one fuel variant becomes nancially more attractive after the global sul hur ca .
n the low rice scenarios, both N and P become less attrac
tive. The cost difference for P stays ositive for all o erational years, whereas N is estimated to be negative rior to the global sul hur ca and ositive afterwards.
Selecting methanol does not give a ositive cost difference com
ared to the reference case for any of the rices scenarios, and hence the investments needed for engine u grade, gas su ly system and tan s are not aid bac . The methanol can be made nancially attractive by reducing the methanol rice, ee ing the other fuel
rices constant. For such a scenario, the methanol rice needs to be reduced to 18 20% below the M O rice in the high rice scenario to have a aybac time similar to N and P . n the low
rice scenario, the methanol rice needs to be reduced even more. Such lower rices for methanol are more li ely to become a reality if a lower grade fuel methanol is introduced to the mar et.
Another o tion is to use U SFO hybrid fuel for the entire round tri .
The bene t of this is to avoid the com atibility issues related to fuel changes between hybrid fuel and HFO when entering/leaving SECAs. Nevertheless, even after the global sul hur ca , the annual fuel costs for this scenario are at the same level and hence not better from a nancial oint of view than the reference o tion.
n the high rice scenario, both N and P have aybac e
riods in the 5 10 years range. As e ected, the aybac time decreases at higher vessel s eeds since the investment costs are the same and the cost difference for each year of o eration becomes more favourable by a higher fuel consum tion. At 15 nots, the aybac times are less than 5 years for all four variants.
The aybac times are shorter for the one fuel variants than for the mi ed fuel variants. Hence the increased initial investments are more than com ensated for by the lower rices for N and P com ared to SFO in the high
rice scenario.One fuel variants show that N
and P loo attractive. Due to the lower added investment for Pca able installations, P offers shorter aybac eriods.
n the low rice scenario, the aybac time for N is more
than the 13 years considered in this study, whereas P has a
aybac time of a ro imately 6.5 years. Paybac times for P in both rice scenarios are shown in Figure 7. Based on the fuel rice scenarios resented in this wor ,
P can be understood as at least as good as N based on shorter aybac time, less sensitivity to
reasonable rice variations and less initial investments.
Sensitivity of fuel prices, LNG tank investment and bunkering choice
Fuel rices with their intrinsic uncertainty are critical for the outcome of the nancial analysis. Also, SFO is not a common fuel today and its rice level is unclear. A study assessed SFO’s rice at 120 170 /t higher than HFO. n order to ta e the uncertainty into account, a sensitivity analysis was carried out between SFO and the alternative fuels. A large rice s read indicates a larger driving force for a fuel switch to N or P .
As can be observed in Figure 8, P actually requires a smaller discount than is the case with N in order to be nancially attractive due to lower investment. Even though the e ected discount is less for P than N , the aybac time is shorter. Nevertheless, on the basis of reasonable rices for N and P in the high rice scenario, the additional investment due to the alternative fuel is aid bac within the roject eriod of 13 years.
This is an abridged version of the original te t, the full version of which is available from MAN Diesel & Turbo u on request.
Figure 4: Historic fuel prices on energy basis.
Fue
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Time
2010 2011 2012 2013 2014 2015
HFO (380 cSt) (Europe)MGO/MDO (Europe)Methanol (US)LPG (US)LNG (US)
Figure 6: Annual cost difference for the various fuel variants under the two price scenarios: high price scenario (left) and low price scenario (right)
High-price scenarioLNGLNG/HFOLPGLPG/HFOMethanolMethanol/HFOULSFO 0.1%
Year
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Globalsulfur cap:0.5% Low-price scenario
LNGLNG/HFOLPGLPG/HFOMethanolMethanol/HFOULSFO 0.1%
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Globalsulfur cap:0.5%
Figure 7: Payback time as a function of ship transit speed shown for LPG in both price scenarios. LPG is used both inside and outside SECA. Dashed line indicates reference speed
LPG: Low price scenarioLPG: High price scenario
Speed (knots)12
2
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8
13 14 15
Pay
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High price scenarioPayback time methanolPayback time LPGPayback time LNG
0% 10%-10%
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Time2012 2014 2016 2018 20222020
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HFO/LSFO: Low priceMGO: Low priceMethanol: Low priceLPG: Low priceLNG: Low price
HFO (380 cSt)MGO/MDOMethanolLNGLPG
HFO /LSFO: High priceMGO: High priceMethanol: High priceLNG: High priceLPG: High price
Time
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2012 2014 2016 2018 20222020
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Figure 5: Fuel price scenarios: high price scenario (left) and low price scenario (right)
PA E 8 DIESELFACTS 1/2016
MAN Diesel & Turbo has signed a contract with Sembcorp Marine in Singapore to supply the dual-fuel propulsion system – including ex-haust-gas after-treatment – for a New Semi-submersible Crane Vessel (NSCV) ordered by Heerema Offshore Services.
The sco e of the recently signed contract rovides for 12 × MAN 8 51/60DF four stro e engines 12 × MAN SCR Selective Catalytic Reduction systems.
MAN Diesel & Turbo states that the total ower out ut of the engines is some 6 MW and believes it with the e ce tion of ower barges to be one of the largest engine installations the world has ever seen aboard a single shi . Certainly, it is the rst vessel of this size to feature dual fuel technology and, u on com letion, will be the largest vessel of its ind globally. Engine delivery is scheduled for
Q1, 2017 with vessel delivery due in Q4, 2018.
This highly ef cient ac age ensures full fuel e ibility and still more than meets NOX Tier emission limits at all times whether within Tier zones or not both during o eration on N , as well as during o eration on M O with the hel of the SCR system. MAN Diesel & Turbo states that the engines maintain their high ef ciency also during SCR o eration through integrated and customised control strategies.
“The entire roject has s ecial requirements in all as ects it is absolutely a customised solution and a notable feather in our ca to have been selected as ro ulsion system su lier for this unique vessel”, commented e Nijsen Head of Four Stro e Marine MAN Diesel & Turbo. “This is not just the largest, dual fuel ro ulsion system ever featured on a single vessel, it
also ensures Tier com liance in all o erational scenarios, whether in gas or M O modes, and whether within or without NOX Tier
controlled areas. The solution MAN Diesel & Turbo is delivering to Sembcor Marine and Heerema is reliable, ef cient, e ible and meets the highest safety and environmental standards.”
51/60DF special characteristics
A ey determinant in the choosing of the 51/60DF engine was its ability to ful ll the articularly high load ram requirements demanded by the NSC ’s giant 2 × 10,000 tonne cranes in both diesel and gas modes, all the while maintaining its ef ciency.
Another ey characteristic of the four stro e unit is its ability to oerate at 100% MCR and above, in gas mode, and to switch smoothly and seamlessly from gas to liquidfuel o eration and vice versa at full
load without any uctuation in outut or s eed. These are all essen
tial features to satisfy the NSC ’s vital DP 3 dynamic osition ing station ee ing requirement.
Furthermore, with the aim of becoming the most environmentally friendly crane vessel ever built, oeration will be on ultra low sul hur fuel, a fuel ty e that the 51/60DF readily handles.
Perpetual green operation
The ros ect of individual countries and regions designating socalled Emission Control Areas ECAs in advance of the MO Tier starting date is now a reality with
the rst NOX ECA being the U.S. and Caribbean Sea from January 1, 2016 and more to follow.
More e licitly, the Tier zone entering into force on 1 January 2016 encom asses the US and Canada, including the French islands of St. Pierre and Miquelon,
but e cluding the Arctic Sea and seas towards reenland. Similarly, the new Tier zone includes that
art of the Caribbean Sea that encircles USA territory, that is, the islands of Puerto Rico and the US
irgin slands. All other US/Caribbean areas remain under Tier limits.
MAN Diesel & Turbo’s SCR system rovides an integrated solution for its entire ortfolio of fourstro e engines and serves as a standard solution to meet Tier emission limits.
The SCR system is available in fourteen different sizes, in this way fully covering its entire ortfolio of medium s eed engines. For the design and develo ment of the MAN SCR system, MAN Diesel & Turbo brought together a diverse range of com etences. S ecial system features include:
communication with the engine control system that o timises the tem erature for the SCR system at individual load
oints integration of the SCR control
system into the overall engine control system
ada tation of injection control from MAN with electronic fuel injection
general system reliability.The MAN SCR solution is a modular system, with the built in e ibility to adjust to the NSC ’s articular requirements such as its long e haust gas lines, the distance between the SCR and engine. Nor does the SCR system negatively affect load ram requirements. n this res ect, MAN’s SCR is very much a customised solution.
Onboard layout
With a length of 220 metres and a width of 102 metres, the NSC will be the world’s largest crane vessel. Des ite these im ressive dimensions, o timally locating the engines and SCR systems aboard
roved a challenge, one which MAN Diesel & Turbo and the eibility of the SCR system hel s resolve. The vessel features four engine rooms, each with 3 × MAN 8 51/60DF engines.
The integration of SCR and engine control system enables the SCR to be o erated at a relatively low e haust gas tem erature, which is the basis for a high engine ef ciency, and enables the
Giant, Offshore-Installation Vessel Gets Powerful MAN Tier III Dual-Fuel Propulsion Package12 × 51/60DF engines + SCR perform better than mandated emission requirements
Library picture of the MAN 8L51/60DF four-stroke engine
PA E D ESE FACTS 1/2016
SCR to be ositioned further away from engines. n this way, no com
romises have to be made with the vessel layout and the SCR sys
tems will be ositioned under the shi ’s funnel in a vertical arrangement, some 80 metres away from the engines.
Vessel applications
The dual cranes will rovide the heavy lifting ca acity to install and remove offshore facilities and be
utilised for the installation of subsea structures, foundations, moorings and oating structures in dee water. Each crane will be ca able
of lifting 10,000 tonnes in revolving mode, ma ing them the largest offshore cranes in the world.
When the new vessel enters oeration, MAN Diesel & Turbo will be able to lay claim to owering several of the largest vessels in the offshore segment.
About Heerema
Heerema Offshore Services is a subsidiary of Heerema Marine Contractors HMC , a world leading marine contractor in the international offshore oil and gas industry. HMC e cels at trans orting, installing and removing offshore facilities. These include ed and oating structures, subsea i elines and infrastructures in shallow waters, dee and ultra dee waters. The com any is headquartered in eiden, the Netherlands.
About Sembcorp Marine
Sembcor Marine rovides innovative engineering solutions to the global marine and offshore industry, drawing u on more than 50 years of trac record. t focuses on four ey ca abilities, namely, rigs & oaters re airs & u grades offshore latforms and s ecialised shi building.
Graphical rendering of Heerema’s NSCV and its prominent cranes
Hyundai’s Ship Building Division (HHI-SBD) has nalised a contract for 2 × Sue max tankers for Turkish shipowner, Ditas Shipping.
The 158,000 m3 crude oil tan ers will each be owered by an MAN B&W 6 70MEC .5 two stro e main engines that feature integrated E haust as Recirculation E R systems. While there are already MO Tier com liant vessels with E R systems in service, the Suezma newbuildings will be the rst vessels with eel laying after 1 January, 2016 to be of cially certi ed as com lying with Tier emission restrictions within e isting North American NOX Emission Control Areas NECAs and the United States Caribbean Sea NECA.
Exhaust Gas Recirculation (EGR)
E R is a NOX emissions control technology that wor s by recirculating a ortion of an engine’s e haust gas bac to the engine cylinders. MAN Diesel & Turbo originally develo ed, designed, and manufactured the rst E R system for a two stro e marine diesel engine for o eration on a container vessel in service in 2010.
Operating Principle
A art of the e haust gas is drawn through a scrubber, cooler, and water mist catcher by suction created from an electrically driven, s ecially designed blower. The blower raises the ressure of the e haust gas,
which is then mi ed with the charge air via a unique charge air i e, before entering the main engine coolers.
Within the scrubber, the e haust gas is washed with water, which consequently becomes acidic de ending on the sul hur from the fuel in the e haust gas dissolving in the water. Sodium hydro ide dosing is therefore required to neutralise the acidic scrubber water. n addition, the scrubber washes out articulate matter PM that becomes sus ended in the scrubber water, and it is therefore necessary to have a Water Treatment System WTS to remove PM from the scrubber water, and discharge the PM as concentrated sludge into the sludge tan on the vessel. The WTS is designed for cleaning the scrubber water to such an e tent that it can be discharged into o en sea.
A fully automated control system rovides for easy o eration for the shi ’s crew and correct and swift reactions to engine load variations.
Rationale behind G-type introduction
Following ef ciency o timisation trends in the mar et, MAN Diesel & Turbo thoroughly evaluated the ossibility of using even larger ro ellers and thereby engines with even lower s eeds for the ro ulsion of tan ers and bul carriers.
Such vessels may be more com atible with ro ellers with larger diameters than
designs so far used, and therefore able to facilitate higher ef ciencies following ada tation of the aft hull design to accommodate a larger ro eller. t is estimated that such u dated aft shi designs with the series of engines offer otential fuel
consum tion savings of some 4 7%, with a similar reduction in CO2 emissions.
Simultaneously, the engine itself can achieve a high thermal ef ciency using the latest engine rocess arameters and design features.
MAN Diesel & Turbo Delivers World’s First Two-Stroke Engine that Possesses IMO-Certi cationFeatures Tier III NOX control, Exhaust Gas Recirculation systems
PA E 10 D ESE FACTS 1/2016
MAN Diesel & Turbo marked the sale of its 60,000th turbocharger after 80 years of turbocharger business, dur-ing the Marintec marine trade fair in Shanghai, by making a presentation to turbocharger customer, China Merchants Energy Shipping Co. Ltd. (CMES).
The milestone has been reached with the coming delivery of 2 × TCA66 21 turbochargers, bound for an MAN B&W 7 80ME C two stro e engine owering a
CC.The ceremony too lace at the
MAN stand at the trade fair where MAN Diesel & Turbo’s CEO, Dr Uwe auber, resented re resentatives from CMES with to ens of the com any’s a reciation.
At the resentation, auber said: “Understanding mar ets starts by listening to the customer. We have enjoyed an outstanding coo eration with CMES over many years, and are delighted to be able to celebrate this milestone with such a valued artner.”
He continued: “Over the last two decades, the level of shi building activity in China has increased dramatically and China is of vital strategic im ortance for our turbocharger business. MAN Diesel & Turbo is one of the leading turbocharger su liers for marine dieselengine manufacturers in China and, with our localisation strategy in the sha e of our facility in Changzhou, we are able to su ort our Euro
ean roduction, shorten delivery
times and cut trans ortation costs for the bene t of our Chinese customers.”
CMES President Ca t. Xie Chunlin, acce ted a commemorative certi cate and ornamental turbocharger turbine blade on behalf of his com any. Also resent during the ceremony were re resentatives from Hoi Tung Marine Su liers, MAN Turbocharger business
artners in the Chinese mar et and re resentatives from CSSCMES Diesel Co., td.
Earlier this year, Associated Maritime Co. Hong ong td. AMC , the management com any of China Merchants Energy Shi ing Co., td. also too the o ortunity to
sign a remium maintenance contract with MAN Diesel & Turbo covering the service of 36 MAN turbochargers with effect from the start of 2016.
The TCA series
Also s ea ing at the Marintec ceremony, Dir Balthasar Head of
lobal Turbocharger Sales and Promotion MAN Diesel & Turbo, said: “Through continuous develo ment, TCA turbochargers have become the most reliable and
roven series in the mar et. Since its initial introduction, the TCA has im roved and undergone several technological develo ments, and the roduct we deliver today bears all the bene ts of these.”
Balthasar added: “Just to name one of them, we have re designed the TCA’s bearings to increase
their overall lifetime. As a result, we were able to announce last year that bearing ins ections are no longer required until the rst main overhaul. The direct bene t for customers is savings in both time and money. oing from drydoc to dry doc without any intermediate ins ection is now a reality.”
The CC will be delivered in 2016 from Shanghai Waigaoqiao Shi building Co., td. and China Merchant Energy Shi ing decided to source the engine and turbochargers from the same manufacturer. The CSSC MES Diesel CMD built MAN B&W 7 80MEC .2 main engine is art load otimised with e haust gas by ass tuning and integrated with the two MAN TCA66 turbochargers.
Turbocharger no. 60,000, with serial number 7037348, was assembled at the MAN Turbocharger factory in Changzhou where most Chinese turbocharger com onents are localised. Core com onents, such as bearings and rotors, are roduced at MAN Diesel & Turbo’s erman facilities.
The MAN TCA turbocharger series was introduced to the mar et in 2003 and has more than 7,000 references. lobally, TCA turbochargers are mainly em loyed in two stro e a lications, but also have multi le four stro e references.
About MAN Turbocharger
MAN Diesel & Turbo develo ed its rst turbochargers in 1 34. As an
industry leader, MAN Turbocharger was rst to set a standard for inboard, lain bearings for turbochargers with the T 624 ty e. n 2000, Czech turbocharger manufacturer PBS Turbo joined the MAN family and is today an af liate within MAN Diesel & Turbo. PBS Turbo roduces all TCR sizes from TCR10 u to TCR18, while larger sizes TCR18 to TCA88 are roduced by MAN Diesel & Turbo in Augsburg.
Furthermore, other, current turbocharger series MAN TCA and MAN TCR are licensed to three major, global engine builders: Mitsui Engineering and Shi building,
awasa i Heavy ndustries and STX Heavy ndustries.
Today, MAN is one of the leading su liers of modern turbocharging solutions such as two stage turbocharging or technologies tailormade for Tier a lications. ts
ortfolio com rises turbochargers for marine engines, ower generation, locomotive and other, mining a lications.
About China Merchants Energy Shipping Co., Ltd.
Af liated to the China Merchants rou , China Merchants Energy
Shi ing Co., td. CMES was jointly established by the Sino ec
rou , Sinochem rou , COSCO rou and CNOOC rou on 31
Dec 2004 based on the integrated ocean shi ing assets under Chi
na Merchants rou . CMES runs a modern and diverse eet of oceangoing tan ers, bul carriers and lique ed natural gas shi s, covering most commodities of energy trans
ortation.CMES o erates and manages
the earliest and most e erienced oil tan er and bul carrier eet and is one of the largest energy trans
ortation enter rises in China. The eet consists of 38 oil tan ers of about 10 million dwt, 13 bul carriers of 1.56 million dwt and 6 N shi s of 0. million cubic meters 0.5 million dwt , with a total ca acity of 11.28 million dwt at the end of Feburary,2015. An additional 20 vessels are on order with delivery due over 2015 to 2017. CMES is building u a well structured, highly com etitive and sustainable develo ing eet. CMES, jointly with COSCO rou , established the rst N eet in China and si N carriers are now fully engaged in the im ortation of N into China.
Owned by CMES, Associated Maritime Com any Hong ong td. and Hong ong Ming Wah
Shi ing Co. td. res ectively oerate and manage the tan er eet and bul cargo carrier eet. China
N Shi ing nternational Co. td., jointly owned by China N
Shi ing Holdings td and CNOOC China National Offshore Oil Cor oration , control the management of the N eet.
From left to right: Y.Q. Tan, Asst. President of CMES, Qian Deying, General Manager of CMD, Y.Q Huang, Deputy General
Shui, General Manager, Hoi Tung Marine Machinery Department
TCA66 on the MAN Turbocharger assembly line
MAN Diesel & Turbo Celebrates 60,000th Turbocharger SaleCeremony at Marintec notes successful market strategy
PA E 11D ESE FACTS 1/2016
MAN Diesel & Turbo showcases Tier III-friend-ly engine at major marine exhibition; aimed at workboat segment, among others
MAN Diesel & Turbo used its resence at the Marintec marine e hibition in Shanghai to launch its 175D high s eed engine in China.
Ran ed as one of the most im ortant marine industry events in China, and attended by hundreds of international com
anies, Marintec was an evident choice as showcase for the engine.
Dr Matthias Schli f 175D Project Manager MAN Diesel & Turbo, said: “ aunching the engine in China is an obvious ste as it is such an attractive and vast mar et. The MAN 175D is com act, reliable and ef cient essential ro erties that facilitate safe manoeuvrability in even the most challenging of weather conditions. Featuring the best ower to weight ratio in its class,
’m con dent it will nd a ready mar et in China, es ecially within the wor boat, atrol boat and yacht segments.”
Originally launched in Euro e towards the end of 2014, MAN Diesel & Turbo states that the 175D’s Chinese release was in great art due to local requests for a large, high s eed engine.
Schli f also noted: “The business case behind ordering such an engine also has to be right for the customer. And this is where the 175D sets standards in more than just fuel consum tion. Our as iration is to ma e the MAN 175D the most ef cient engine in this mar et.”
Customer focus
The 175D’s overall, develo mental rocess was heavily driven by customer focus. “Time and again, we were as ed to develo a high s eed engine with a true MAN character’, that is, a high s eed engine that wor s as reliably as a mediums eed engine and which has been tailor made for maritime use”, said MAN Diesel & Turbo’s Florian eiler, res onsible for the business develo ment and mar et launch of the MAN 175D. “Throughout the develo ment stage, we s o e to customers
around the whole world to get a detailed icture of their e ectations and rofes
sional requirements. This feedbac has been um ed directly bac into the engine’s develo ment rocess.”
Engine characteristics
The MAN 175D scores highly in terms of eco friendliness. ts com act and modular e haust gas after treatment system uses the Selective Catalytic Reduction SCR method and is based on the MAN
Ad Blue® technology that has undergone many thousands of hours of testing. The engine therefore already satis es the strict MO Tier environmental standards before it hits the mar et.
The 175D’s straightforward design also ma es it quic and uncom licated for customers to initially start u the engine and carry out maintenance wor .
Finally, MAN Diesel & Turbo has also geared the MAN 175D as art of a highs eed ro ulsion ac age with a gearbo as well as MAN ro ellers and shafts in order to o timise ef ciency.
MAN Diesel & Turbo’s G50 engine has successfully passed its Type Ap-proval Test at Mitsui in Japan.
U on entering service, the engine will ower the world’s rst ethanefuelled eco friendly E ique ed Ethane as carrier the rst of three such vessels to be built in China by SinoPaci c Shi yard for the erman shi owner, Hartmann Reederei.
Besides o erating on ethane, the e ible ME engine will be able to o erate on HFO, MDO and gas oil. Pro ulsion ef ciency will be further im roved by em loying an MAN a el ro eller with rudderbulb system.
The 50 ty e has been develo ed with an eye on reducing roduction costs and accordingly features a lower weight and shorter length than its redecessor, while still being able to boast the same
ower out ut.The DN classi cation so
ciety oversaw roceedings in Jaan where the engine was tested
as an ME C ty e running on M O but its gas system also successfully com leted a ressure and function test. The rst test and o eration on ethane gas will ta e
lace after loading in Te as aboard the 36,000 m3 E carrier once ethane gas has been bun ered, after which the engine will of cially be named a 7 50ME E as njection Ethane ty e.
The news of the successful TAT follows the announcement by a
JACCAR/Hartmann Reederei joint venture that has ordered another 5 × 85,000 m3 Eco Star 85 ’ ery
arge Ethane Carriers ECs with each vessel to be owered by a single MAN B&W 6 60ME
E main engine. n addition these latest 5 vessels will be MO Tier NOX com liant through the use of MDT’s ro rietary E R, E haust
as Recirculation System.This latest order brings the total
of ethane burning ME E engines on order with MAN Diesel & Turbo to eight with, the com any re orts, more in the i eline.
About the ME-GI engine
The ME dual fuel, low s eed diesel engine re resents the culmination of many years’ of develo ment wor . De ending on relative rice and availability, as well as environmental considerations, the ME engine gives shi owners and o erators the o tion of using either HFO or gas redominantly natural gas. MAN Diesel & Turbo has also develo ed an ME version of the new technology that is ca able of o erating on methanol, and is currently develo ing an ME
version ca able of running on P , the latter being deliverable
from Q2, 2018.MAN Diesel & Turbo sees signi
cant o ortunities arising for gasfuelled tonnage as concerns about both CO2 and SOX emission increase. ndeed, research indicates that the ME engine delivers signi cant reductions in CO2, NOX
and SOX emissions. Furthermore, the ME engine in contrast to com eting engines has only a negligible, unburnt gas sli , consequently adding very little to the greenhouse effects of such sli s. n addition, the Diesel combustion rinci le leaves no formaldehyde
emissions. All together, this ma es the ME engine series the most environmentally friendly technology available for marine ro ulsion.
The vessel
Hartmann develo ed the so called Ethylene Carrier Eco Star 36 ’ in
coo eration with engineering consultants HB Hunte Engineering and has already concluded a long term agreement for the newbuilding and its sisters with Saudi Arabian etrochemical com any, SAB C.
The new vessel ty e differs fundamentally from conventional gas carriers with its su erstructures located at the bow, giving an otimised distribution of weight and a concomitant reduced demand for ballast water, leading to reduced fuel consum tion and emissions. The new ‘Svelte’ bow design enables the vessel to im
rove sea ee ing at higher transit s eeds and also im roves fuel ef ciency. Another signi cant feature is the carrier’s innovative ‘Star Trilobe’ tan that allows an increase in cargo ca acity by nearly 30%, reducing shi ing costs through economies of scale.
The new vessels offer a cargo ca acity of 36,000 m3 each for liquefied gas cargoes down to 104 C. Presently, these vessels are the largest E carriers worldwide, only to be sur assed by the larger vessels in the new 5 vessel series
reviously mentioned.
G50ME-C9 Engine Successfully Passes TATME-GI version will power world’s rst ethane-powered Liquid Ethane Gas Carrier
Graphical rendering of the Eco Star 36K LEG Carrier (courtesy Hartmann Reederei and HB Hunte Engineering)
High-Speed MAN 175D Launched in China
Library photo of the MAN 175D engine
DIESELFACTS 1/2016
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 tablet or smartphone.
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 Engine to Complement Propulsion Aboard Classic Sailing VesselNewbuilding Cadet Training Ship bound for service with Indonesian Navy
MAN Diesel & Turbo has received an order for an MAN 6L21/31 engine to power a newbuilding cadet training sailing ship for the Defence Ministry of the Republic of Indonesia.
The engine will be used to ower the 110 m ‘ ri Bima Suci’ and u to 200 ersons on board when not
ro elled by sail ower. The shi is currently under construction at the Freire Shi yard in igo, S ain.
e Nijsen Head of FourStro e Marine MAN Diesel & Turbo, said: “We’re very ha y to have won this unusual order, unusual in the sense that orders anywhere in the world for the building of such a large sailing vessel of 100 m and over are few and far between.”
He continued: “ n this articular case, we enjoy a long and fruitful relationshi with the ndonesian Navy, which already uses MAN engine ty es in its eet, and in this res ect an MAN engine was
the natural choice for such a ne vessel. also feel that ful lling the demands for such an unusual a
lication bears testament to the strength of our medium s eed
rogramme.”
Previous experience
MAN Diesel & Turbo has rior e
erience with sailing shi orders and has reviously re engined the 113 m ‘Esmeralda’, a 4 mast barquentine, for the Chilean Navy. Similarly, in 2006, the com any reengined the 104 m ‘Fregata ibertad’ for the Argentinean Navy.
Such tall shi s often have a dual ur ose where, besides training
new recruits, they are often used in courtesy visits to other countries as, by nature, their resence can be viewed as more di lomatic than that of a modern, naval vessel.
The com any has had many dealings with the ndonesian Navy in the ast and recently signed a contract for the delivery of MAN
20 28/33D STC engines for two frigates due to enter service in 2017. These engines re resent a generation change within the ndonesian eet that has been owered for many years by MAN Diesel & Turbo 28/33D and Pielstic branded engines.
As with the 20 28/33D STC engines, the new 6 21/31 engine will also be built by MAN Diesel & Turbo.
The Indonesian Navy
The ndonesian Navy is the largest in South East Asia with some 74,000 active ersonnel and more than 150 shi s in active service, including attac submarines. ts current, stated aim is to become the most technologically advanced navy in the region. To this end, it has established a building rogramme with a target of increasing its eet to 250 vessels by 2024.
Graphical representation of the ‘Kri Bima Suci’
Library photo of the MAN 6L21/31 engine
