Dieselfacts_2007_3

DIESELFACTSMAN Diesel

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

MAN Diesel Sets New World StandardSuperlative order based on 115,000 bhp from the most powerful diesel engine ever seen

Predictable Customers Key to Exciting ResultsThe optimal conditions for the Mobile Power Agreementpage 3

Record Contracts the Order of the DayWorld’s largest vessel and largest Australian catamaran ever seenpage 4

Doosan Engine Continues its Proud TraditionKorean highlightspage 5

Marine Emissions – The FactsShipping is environment-ally friendlypage 6

Reducing Two-Stroke EmissionsR&D will protectenvironmentpage 7

Four-Stroke Technology and a Better EnvironmentMAN Diesel obligation to reduce emissionspage 8

Scottish Trawler Back in Shipshapepage 9

PGI Gas Engine Delivers on its Potentialpage 10

Copenhagen Test Centre Brings NOx to its Kneespage 11

Customers Convert Seamlessly to New Common-Rail Diesel32/44CR introduction starts to gain pacepage 13

S50ME-B9’s Potential for Fuel Savingspage 14 New Luxury Liner Powered by MAN Dieselpage 15

Largest Non-Governmental Hospital Ship to AfricaOverhauled B&W engines to power the “Africa Mercy”page 16

APL, the global container-trans-portation company, has ordered eight MAN B&W 14K98ME-C7 engines, each generating a mas-sive 84,280 kW or 115,000 bhp at 104 rpm, to power eight 10,000 TEU ships from Korean builders. When built, the diesel engines will qualify as the most powerful ever built in shipping history.

In placing this ambitious order, APL aligns itself with other significant container-ship owners such as Hapag Lloyd, NVA, OOCL, NYK and K-Line who have also selected MAN B&W K98ME-C engines with electronic controls. The 14-cylinder

engine has been specially devel-oped to meet APL’s demanding operational and environmental requirements.

Commenting on the engines, Goh Teik Poh, APL’s Senior Vice President, Operations & Network, said: “When we made the decision to build a new generation of large container vessels that will combine high-speed performance with the most advanced environmental features, we naturally looked to MAN Diesel. After working with them for many years, we have the utmost confidence in their ability to provide engines of the very highest quality. The 14K98ME-C7 will allow

3-D technical drawing of the new MAN B&W 14K98ME-C7 engine with human silhouette

juxtaposed for scale

The Pioneer’s View The Mobile Power Agreement, based upon the Engine Management Concept (EMC), is destined for a successful future

DieselFacts visited the offices of Carsten Rehder in Hamburg to talk to Max E. Warnecke of its management staff and get the customer’s view of the Mobile Power Agreement.

We went for the Mobile Power Agreement for a number of rea-sons, says Max E. Warnecke, but primarily because of the increas-ing complexity of providing a thorough maintenance and repair service. This is the key factor for reliable ship operation and avoid-ing failures that put your ships out of commission and into the repair yard.

We are delighted to see how well our crews have adapted to the MPA and, more importantly, how they understand what sense it makes. Who better to support our crews in maintaining our engines than the engine-designers? The MPA gives us a direct link to MAN Diesel’s knowledge and experience, which is essential for preventive maintenance.

Furthermore, since all Carsten Rehder vessels are deployed in the feeder trade, the timing of mainte-nance and repair to cause minimal disruption to daily operations

is a delicate issue. For example, the shortest port call in 2006 lasted only 15 minutes, while the average port visit lasts less than 12 hours. Therefore, there is hardly

any time for a crew to undertake maintenance and repair works on its own. However, the MPA provides crews with a great degree of relief because MAN Diesel PrimeServ

can travel with a vessel and service the engines in transit with support from our crews. Our crews then benefit from this direct exchange of experience and knowledge, and we save valuable time.

Last, but not least, spare-part avail-ability was another deciding factor in our signing the agreement. The MPA guarantees that all necessary spare parts are available when required.

DieselFacts: What has the agree-ment meant economically for your company?

Max E. Warnecke: When the MPA framework was developed some 18 months ago, we compared our budget figures for 2006 with those of MAN Diesel PrimeServ. There wasn’t much of a difference between them, which meant that we agreed the relevant flat-rates quickly. The next, economical step now is to convince the underwrit-ers that a maintenance programme run by the engine-designer requires reassessment of the underwriting risk, while demonstrating to the time charterers that the MPA is of value to them too, when it comes to service reliability.

Continued on page 2 »


Max E. Warnecke pictured at the offices of Carsten Rehder in Hamburg

• 2007 • 3 •

DIESELFACTS

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DIESELFACTSDIESELFACTS

DieselFacts: When did you sign a contract with MAN Diesel PrimeServ and when did it begin?

Max E. Warnecke: We’ve just had its first anniversary. The MPA was signed in May 2006 and commenced August 1st. The two months in between were used to get the venture up and running.

DieselFacts: What has your experi-ence of the MPA been thus far?

Max E. Warnecke: The first 12 months were a trial period, during which both parties had to fine-tune operations. Overall, things have gone well and we are determined to continue the good start.

DieselFacts: Since you signed the agreement, has its terms changed in any way?

Max E. Warnecke: No, not signifi-cantly. Of course, our experience over the past 12 months has meant that some adjustments were nec-

essary, mostly in the shape of operational changes to make the system better.

DieselFacts: How many of your ships are involved in the agreement?

Max E. Warnecke: Eight vessels in all, comprising eight main engines and 20 auxiliaries. Over the next few years, we plan to add all our newbuildings to the agreement too,

The Pioneer’s View

Continued from front page

piece of machinery in a workshop or at a yard when a vessel has pulled into port, compared to accomplishing the same task at sea under the time-pressure inherent in operating a liner service. That learning process is not finished yet and our superintendents can still pass their experience onto PrimeServ in this respect.

DieselFacts: Finally, would you recommend the Mobile Power Agreement to other shipping com-panies?

Max E. Warnecke: Yes I would, but always with the qualification that to achieve its goal, the scope of the MPA must be tailored to the requirements of the individual shipping company, which can differ an awful lot. We don’t con-sider the MPA as an outsourcing of ship-management tasks. On the contrary, for Carsten Rehder, the MPA is an insourcing of intelligence and service experience. n

The »Victoria Strait » (1,118 TEU), one of the eight Carsten Rehder ships covered by the MPA

us to fulfil our customers’ needs for speed and reliability as well as paying attention to the quality of life of the global community.”

The advantages of the MAN B&W ME-C range of engines are com-prehensive:

appropriate fuel-injection pres-sure and rate-shaping at any loadoperating mode easily changed during operationa simple mechanical system with well-proven, traditional fuel-injection technology famil-iar to any crew

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IMO limits if necessary due to local emission regulations. Smoke values for the most recent generation of MAN B&W engines are so low that exhaust plumes are typically invisible. The Alpha Lubricator also comes as standard, ensuring a very low lube-oil consumption that in turn reduces particulate emissions.

The giant order follows on the heels of that for the gigantic MAN Diesel engine that entered service early last year. Rated at over 100,000 bhp, it was the largest engine ever designed by the company at the time. On that occasion, Hyundai Heavy Industries in Korea built an MAN B&W 12K98MC engine with 101,640 BHP for one of a series of container ships of over 9,000 TEU capacity.

The new order illustrates how the current demand for container vessels globally has continued into 2007 with the construction of newbuildings remaining at a high level, particularly in Korea. Hyundai Heavy Industries (HHI) and Daewoo Shipbuilding and Marine Engineering Co., Ltd. (DSME) will both construct four of the new ships, with delivery scheduled for 2011.

a control system with precise timing that gives good engine balance with equalised thermal-load in and between cylinderscomprehensive monitoring and engine diagnostics contribute to longer time between overhaulslower rpm possible for manoeu-vringaccomplished acceleration, astern and crash-stop perform-ancesoftware upgrades available over engine lifetime

Importantly, MAN B&W ME-C engines are also very environ-mentally friendly. Their advanced, electronic user-interface is intuitive and monitors engine performance, allowing precise adjustment of the economy-vital variables of lubricating oil and fuel. This elec-tronic control of fuel injection and exhaust valves, which is optimal at all steady and transient loads, leads to lower fuel consumption, lower cylinder-oil consumption and improved emission characteristics with smokeless operation at any load, and low NO

x and soot values.

The new engine can optionally be changed over to different low-emis-sion modes where its NO

x exhaust

emission can be reduced below

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APL’s Senior Vice President, Goh Teik Poh

With the addition of the eight new engines, MAN Diesel ’s 98-bore programme can now claim some impressive figures with a total number of 460 engines built or ordered to date, comprising 28,699

MW. Of this number, MAN Diesel has received orders for an incred-ible 87 (5,823 MW) just this year to August. n

14K98ME-C – TECHNICAL DATA

No. of cylinders 14

Cylinder bore 98 cm

Output 84,280 kW

Speed 104 r/min

mep 19.2 bar

SFOC 171 g/kWh

Height 14.55 m

Width 4.37 m

Length 29.00 m

Weight 2,219 dry mass tons

MAN Diesel Sets New World Standard

» Continued from front page

meaning the MPA will cover 10 or 11 vessels by the end of 2008.

DieselFacts: How do you communi-cate with MAN Diesel PrimeServ? Is it a good arrangement?

Max E. Warnecke: It is better than that – the designated MPA-engineer from MAN Diesel PrimeServ is almost fully integrated into our ship-management department.

He can therefore talk directly to our superintendents and has direct access to our Planned Maintenance System and our communica-tion system. We have just three PrimeServ contacts who handle virtually every aspect of the MPA, which, in comparison to previous experiences we have had, is a very lean organisation that allows our superintendents to concentrate on more pressing matters.

DieselFacts: What points of the MPA could be better?

Max E. Warnecke: It is not neces-sarily the wording of the contract that needs improvement, but in the longer run we would like to get classification societies and underwriters on board to possibly extend the MPA’s impact. In terms of the MPA’s operational aspects, Carsten Rehder and MAN Diesel PrimeServ have had to embark on a steep learning curve together. There is of course a huge difference between servicing/overhauling a

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DieselFacts visited Dr. Tilmann Greiner, head of MAN Diesel PrimeServ’s Hamburg service centre, to discuss the Mobile Power Agreement. The MPA is based upon the Engine Management Concept (see DieselFacts-1 from earlier this year), the revolution-ary maintenance principle that has started to deliver excellent results.

Dr. Tilmann Greiner: The principle of the Mobile Power Agreement is that the customer pays a flat rate per month or year, and then leaves all engine-maintenance issues to us. That’s a big weight off their shoulders. Any MPA contract needs to be for a relatively long period of five to ten years because it is also

a sizable undertaking for us and not a short-term arrangement by nature.

DieselFacts: How are the Mobile Power Agreement and the Engine Management Concept related?

Greiner: The EMC is the concept that describes the general rules and regulations for drawing up a particular type of service contract; the MPA then is the first, concrete result.

DieselFacts: Is there a particular customer group you’re targeting with this?

Greiner: Yes, customers that run shipping lines and who operate according to very tight schedules. They don’t deal on the spot market but instead serve regular routes.

DieselFacts: So there is an element of predictability in their schedule?

Greiner: Exactly. Because their unique selling point is that they can say: “I’ll spend exactly six weeks travelling from Hong Kong, and on January 21st at exactly four o’clock, I’ll be in Hamburg.” The big stores, like Otto Versand here in Germany and Macey’s in America, have to be certain that their goods arrive on exact dates, and the shipping lines serving them are our customers. So, initially at least, we’re not targeting customers for whom quality is not a priority. By quality, I mean meeting

schedules, obeying the very many marine regulations for emissions, IMO, etc.

The MPA represents the first time an engine supplier can guarantee maintenance costs. If an MPA contract is drawn up for five or ten

years, then ship managers can tell potential investors: “Look, we have a five-year charter contract, and a five-year maintenance contract with MAN Diesel PrimeServ, and costs are guaranteed to remain at the same level for the duration,” which is a huge advantage when

looking for investment. It also increases our ability to forecast turnover, which is a big advantage for us.

DieselFacts: What does an MPA package offer? Greiner: It includes all technical services in regard to the main-tenance of main and auxiliary propulsion systems, and turbo-chargers as set out in the contract. Clients benefit from our efficiency – because an operator can never maintain an engine as well as the manufacturer – resulting in reduced operating costs and improved maintenance quality.

The substance of a ship is also an important issue here. You can operate a ship in such a way that its components are always at their wear-limit, and cut back on

maintenance, but then you will never really save a lot of money because the ship’s value will have depreciated so much. The MPA ensures that a ship’s substance is kept at a high level so that if it is subsequently sold, it goes for the highest price.

DieselFacts: Is there such a thing as a standard MPA agreement?

Greiner: We always listen to the customer. In this business, you cannot make a standard agreement – every MPA will be different. Some people want a chief engineer stationed aboard their vessel, or insurance to cover more sizable damage – anything goes!

Again, the main principle is the lump-sum/flat-rate idea where the customer hands over the mainte-nance tasks so he can concentrate on running his business. But this doesn’t include components like separators and heaters which we have no competence in – there is still a system border, outside of which we have to hold our hands up and say we can’t take responsibility for this.

DieselFacts: You’ve recently signed the first MPA contract with Carsten Rehder, the Hamburg-based ship-ping company. What in particular can MAN Diesel PrimeServ Hamburg offer Carsten Rehder?

Greiner: In this particular instance, the MPA offers Carsten Rehder a number of unique selling points: we are located very close to the cus-tomer; we speak the same language; we use the same currency; we have the same time zone; and most importantly, we have a long-term relationship that is built on mutual trust and confidence. We are also familiar with all the ships in the Carsten Rehder group and our initial agreement is based on eight ships from the group. They are very significant as the pilot, the first MPA customer. Carsten Rehder is a very well-respected name, not just in Hamburg but also internationally. When people see how well the MPA works, then we will attract more business as a result. In fact, we are already in negotiations with other interested parties. n

Predictable Customers Key to Exciting ResultsPredictable schedules create the optimal conditions for MAN Diesel PrimeServ to deliver the Mobile Power Agreement

Dr. Tilmann Greiner, head of MAN DIesel PrimeServ, Hamburg, pictured in the service centre’s halls

Hamburg is one of the world’s busiest ports and a perfect location for MAN Diesel PrimeServ

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A recent flurry of activity has resulted in MAN Diesel signing two “contracts of superlatives”, thus sealing its involvement in the building of, respectively, the largest vessel in existence and the largest Australian-built catama-rans ever seen.

The world’s largest vesselThe first contract was recently announced by MAN Diesel’s Off-shore Division, based in Frederik-shavn, Denmark, in the form of a new order for the supply of generator sets to what will be, dimensionally (360 × 117 m), the largest vessel in existence. The contract involves the first vee-configuration engines to be produced in MAN Diesel’s new, four-stroke, medium-speed engine series – the 560-kW per cylinder 32/44CR with common-rail, fuel-injection technology.

The new mega-vessel has been ordered by the Swiss-based Allseas Group S.A., an offshore-installation contractor, and will be used for various hydrocarbon exploration and production functions such as platform installation/decommis-sioning/removal and pipe laying. The vessel will have a topside lift capacity of 48,000 tons plus the world’s largest pipelay tension capacity of 1,500 tons. The vessel will be named the »Pieter Schelte«, after the offshore, heavy lifting pioneer, and is to be primarily built in the Far East.

A ltogether, nine M A N Diesel 32/44CR engines, with a total of 169 cylinders and a massive combined output of 94.6 MW, will power the generator sets. Of the nine genera-tor sets, eight will be based on the 20-cylinder vee-configuration 20V32/44 CR engine and one on the inline configuration, nine-cylinder 9L32/44CR. These include the ves-sel ’s diesel-electric propulsion and dynamic-positioning system, based on 12 thrusters with 360° azimuthing capability that give the vessel a speed of 12 knots when fully laden. The gensets will also cater for a considerable hotel load that provides for the large crew of 450.

The engines are due for delivery in December 2009 to meet a schedule which calls for vessel completion in 2010.

Record-breaking catamaransThe second contract involves eight engines to power two giant catamarans.

The catamarans are the latest in a series of fast, multihull ferries from leading Australian catamaran exponent Incat, Australia. At 112 × 30 m in dimension, the new cata-marans are the largest ever built in

Record Contracts the Order of the DayMAN Diesel interest in world’s largest vessel and largest catamaran ever seen Down Under

Australia, an acknowledged centre of excellence in this shipbuilding sector.

The contract covers eight of the largest, 20-cylinder versions of MAN Diesel’s four-stroke, 52°, vee-configuration 28/33D engines, each rated 9,000 kW at 1,000 rpm.

The first catamaran in the series, the »Natchan Rera«, was ordered by Higashinihon Ferry, a Japanese operator, and launched in early July 2007 and can carry up to 355 cars or 450 lane-metres of trucks and 193 cars. Two of the 20-cylinder engines are installed in each of the Natchan Rera’s twin aluminium hulls giving a total installed power of 36 MW. This gives a loaded speed of 40 knots that is expected to approximately halve the current sailing time between Honshu and Hokkaido, Japan’s two largest islands.

The 112-m catamaran ferry design can accommodate up to 1,500 passengers, although the owners of the Natchan Rera have opted for luxury and specified a custom design and layout catering for 800 passengers, Incat reports. n

The launching of the »Natchan Rera«, the first vessel in the new, 112-metre Incat catamaran series

MAN Diesel has won orders for eight of its 20V 28/33 D engines to power two examples of the largest catamarans ever built in Australia. The

engines will be the first of the new type produced at MAN Diesel’s works in Augsburg, Germany

At 360 × 117 metres, the twin-hull »Pieter Schelte«, will be the world’s largest vessel. Propulsion and onboard power for working functions and the

needs of 450 crew members will be provided by nine MAN Diesel 32/44CR engines with a total output of 94.6 MW

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Doosan Engine Co., Ltd. is an integrated engine manufacturer based in Korea that specialises in producing diesel engines for large, ocean-going vessels and stationary power generation. With head offices in Changwon, and regional offices in Koje and Pusan (all Korea), it also has an international presence in Ger-many, Singapore and Shanghai. Over the course of its history, Doosan Engine has contributed to Korea’s current position as the world’s top shipbuilder, as well as becoming an important provider of diesel power for islands and other such remote communities and applications.

Doosan Engine is a product of the merger of the engine businesses of Doosan Heavy Industries & Construction (formerly known as Hanjung and originally launched in 1983) and Samsung Heav y Industries (originally launched in 1994). The new company was officially established on January 1st, 2000 and Daewoo Shipbuilding & Marine Engineering Co., Ltd. joined this new company as a major shareholder in 2001.

Doosan Engine’s core business involves the production and supply of low- and medium-speed, marine diesel engines in the 700 to 100,000 bhp power-range, as well as the construction and maintenance of diesel power plants up to 200 MW in capacity. Sales and after-sales service for engine parts are also

The Doosan Engine Co., Ltd. – selected highlights1983 August Hanjung starts its engine business

1983 September Licence contract signed with MAN B&W Diesel A/S for production of its two-stroke, low-speed diesel engines

1984 June Licence contract signed with S.E.M.T Pielstick (now part of the MAN Diesel Group) for production of its four-stroke, medium-speed diesel engines

1984 June Hanjung’s first engine shop constructed

1984 October Official shop test of the first engine produced: MAN B&W 6L60MC –12,480 bhp

1985 March World’s then-largest engine manufactured: 57,120 bhp

1995 September Accumulated production reaches 5 million bhp

1997 Samsung Heavy Industries signs a licence agree-ment with MAN B&W Diesel AG

1998 July Accumulated production reaches 10 million bhp

1999 November Doosan and Samsung enter into a joint venture for the establishment of an independent engine-manufacturer

2000 January HSD Engine Co.,Ltd. established

2001 May New licence contract signed between HSD and MAN B&W Diesel A/G for its four-stroke, medium-speed diesel engine

2001 June Expansion of Assembly Shop #2 completed

2002 June Official Shop Test of the 1,000th engine: MAN B&W 12K98MC-C

2003 July Official test of the electronically controlled MAN B&W 6S70ME-C engine

2004 December Accumulated production reaches 30 million bhp

2005 March Renamed Doosan Engine Co., Ltd.

2006 October Accumulated production reaches 40 million bhp with the testing of the MAN B&W 7K98MC-C type engine (54,300 bhp)

2007 February Doosan Engine decides to re-start the produc-tion of MAN Diesel four-stroke engines

2007 May Completion of Assembly Shop #3, annual production capacity reaches 9 million bhp

Doosan Engine Continues its Proud TraditionMAN Diesel reflects on the many highlights of its collaboration with the Korean builder

important revenue streams. With an annual production capacity of 9 million bhp, Doosan Engine has the second-largest production capacity and market-share (25%) globally.

Low-speedDoosan Engine produces low-speed engines for the propulsion of large

vessels such as container ships, bulk ships and VLCC and ULCC oil-carriers. Since signing a licence with MAN B&W Diesel A/S in 1983, the company has produced large engines ranging from L50MC to K98ME-C, amounting to a grand total of 883 engines (26,879,000 bhp) by December 2006.

Medium-speedDoosan Engine started manu-facturing medium-speed diesel engines with Hanjung’s signing of a technical licence agreement with S.E.M.T. Pielstick in 1983. Sub-sequently, in 1997, Samsung Heavy Industries took a licence with MAN B&W Diesel A/S covering its full range of medium-speed engines with the intention of strengthening its position within that market. For some years Doosan concen-trated only on the production of two-stroke propulsion engines and emergency gensets of SEMT Pielstick design for nuclear power plants. In 2007 Doosan decided to restart the medium-speed engine production for marine gensets and will start the construction of a new workshop for the production of four-stroke engines by the end of this year. Their plan is to start with 500 engines and to ramp up to 1,000 sets by the end of this decade.

Doosan Engine holds a licence to manufacture four-stroke gensets in the 550 – 4,500 kW power range, and four-stroke marine-propulsion engines in the 2,880 – 19,000 kW power range. n

MAN B&W 12K98ME-C crankshaft positioned in its bedplate

Doosan Engine recently completed this MAN B&W 12K98MC-C two-stroke, low-speed engine:

93,120 bhp/2,075 ton/25.5 (L) × 10.2 (B) × 14.6 m (H)

Aerial view of the Doosan Engine works at Changwon

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The greenhouse effect is the process in which the emission of infrared radiation by the atmosphere warms a planet’s surface. The name comes from an analogy with the warming of air inside a greenhouse compared to the air outside the greenhouse. The greenhouse effect was first discovered in 1829, while Mars and Venus also have greenhouse effects similar to Earth’s.

Global warming refers to the increase in the average temperature of the Earth’s near-surface air and oceans in recent decades and its projected continuation.

The global, average air temperature near the Earth’s surface has risen 0.74 ± 0.18 °C during the last 100 years. The Intergovernmental Panel on Cli-mate Change (IPCC) has concluded, »most of the observed increase in globally averaged temperatures

since the mid-20th century is very likely due to the observed increase in anthropogenic [human-derived] greenhouse-gas concentrations via the greenhouse effect.

Recent figures for global CO2 emis-

sions derived from the burning of fuel currently amount to 26,583 million tons annually. Of this, 521 million tons (approximately 2%) derive from marine transporta-tion.

Marine Emissions – The Facts

FiguresCurrently, MAN Diesel has approxi-mately 14,000 engines in service or on order, which equates to 165,000 MW. The associated fuel-oil consumption of the engines is 150 million tons.

Merchant MarineWorldwide, approx. 90,000 ships above 100 DW T are in opera-tion. Almost all of these ships are equipped with diesel engines.With the exception of 0.8% air trade, 3% steam ships and half of the truck trade utilising gasoline, world trading is basically “diesel engine-driven”, i.e. close to 94%, and still growing.

Result: 47% of the global trade, measured by tons × km, is powered by MAN Diesel. n

Shipping much more environmentally friendly than other transport methods

The current acceleration in the melting of Greenland’s ice cap (pictured here, centre) is attributed to the greenhouse effect

When taking all other, man-made, greenhouse gases, such as methane and hydrogen, into consideration, marine transportation’s contribu-tion drops to 1.3% of the total.

And taking just the figures for global goods transportation, of which marine transportation comprises >70%, total CO

2 emis-

sions of 6,214 million tons translate into marine transportation’s share of approximately 8%.

Global Shipping Statistics (2005)In 2005, there was a total of about 95,000 ships exceeding 100 gross tons in service, of which about 50,000 were involved in interna-tional trading. These ships carry out about 95% of inter-continental goods transport. The annual fuel consumption stemming from this totals approximately 300 million tons, of which some 250 million tons is HFO.

Diesel Engines and CO2 EmissionsCO2’s Effect on Climate ChangeCO

2 production per km and per ton

transported goodsTrucks: 0.1 - 0.3 kgRoRo: 0.02 - 0.06 kgVLCC: 0.0015 - 0.002 kg

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Market Shares Worldwide - Orders of Marine Diesel Engines

L o w - a n d m e d i u m -speed engi nes > 0.5 MW: MAN Diesel 67%; other 33%.

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MAN Diesel Contribution to Global Trade

Global Trade 2003: 60,000 × 109 tons × km

Seaborne trade 2003: 43,000 × 109 tons × km = 71%Global share of instal led ship power 2004 for MAN Diesel and their licensees (propulsion and auxiliar y power > 0.5 MW per unit) = 66%

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In modern times, the shipping industry has been one of the pr imar y factors behind the grow ing prosper it y of bot h the developed and developing worlds, primarily through goods transport. Of all such transport, including pipelines, air trans-port, ships and lorries, 70% is by sea. Nonetheless, large-scale marine transport accounts only for a minor percentage of all greenhouse gases emitted due to human activity. The transport sector itself accounts for 8% of this, with the shipping sector’s share amounting to a minuscule 1.3%. As a result, any efforts to reduce fuel consumption and thus preserve the planet’s resources and reduce the greenhouse effect, should concentrate on moving the emphasis on transport away from energy-guzzling transport forms such as air freight and over to shipping.

However, even though shipping is responsible for such a small amount of CO

2 emission, this

doesn’t mean that MAN Diesel can relax its engines’ CO

2 emissions. In

fact, the company is heading in the opposite direction and has a long list of proposals to further reduce CO

2 emissions.

As Thomas S. Knudsen, M A N Diesel’s Senior Vice President of Research and Development puts it: “If we accept that shipping accounts for approximately 70% of the world’s goods transport, and take MAN Diesel’s market share into account, then we calculate that approximately half is powered by our two-stroke engines. Accord-ingly, this means that MAN Diesel has a moral responsibility to do something about emissions – a responsibility we take seriously and are taking steps to address.” In fact, MAN Diesel spends 30m Euro of its total 110m Euro R&D budget on emissions research.

“MAN Diesel has a moral respon-sibility to do something about emissions – a responsibility we take seriously and are taking steps to address” – Thomas S. Knudsen, Senior Vice President R&D for Two-stroke Engines

He continues, “We have further-more invested heavily in the development of our test systems, in the electronic ME-engine series that reduces fuel consumption, in VTA turbochargers, in the SAM

[Scavenge Air Moistening] and TES [ThermoEfficiency System] sys-tems, as well as in engine layouts to provide engines that can be bought in a low-emissions/fuel version. Furthermore, MAN Diesel is always working on its engines’s mechanics and making refinements such as with slide fuel-valves, the Alpha Lubricator, etc.”

The Thermo Efficiency System (TES)As mentioned by Knudsen, the TES system for the reduction of fuel

Reducing Two-Stroke Emissions Investment in research and development way forward in protecting environment

consumption and CO2 emissions

is one initiative adopted by MAN Diesel to counter emissions. As a result of the 1973 oil crisis, main-engine efficiency increased to about 50%, leading, in turn, to a correspondingly lower, exhaust-gas temperature. A main engine’s primary source of waste heat is exhaust-gas heat dissipation, which accounts for about 25% of the total fuel energy. Typically, the exhaust-gas temperature is just high enough to produce the steam necessary to heat a ship by means of the exhaust gas-fired boiler.

However, a main engine with changed timing and exhaust-

gas bypass – which redistributes the exhaust-gas heat from high amou nt/ low temperat u re to low amount/high temperature – increases the effect of the exhaust-gas heat, while slightly reducing the efficiency of the main engine itself. Such a system is called a Thermo Efficiency System (TES).

Exhaust gas recirculationThis is another promising NO

x-

reduction technique. It is based on the premise that the partial pressure of oxygen and nitrogen reagents can only be influenced by changing the pressure of air entering an engine, or by changing the oxygen/nitrogen ratio. This can be changed by exhaust gas recirculation (EGR). If 15 per cent of the exhaust gas is recirculated, the resulting oxygen concentration in the intake air is reduced from about 21 to 18%, reducing NO

x

formation significantly. Because of the inherent potential of the EGR method, the concept is still being studied for shipboard use.

Other emission-reduction techniquesDuring the last few decades, several alternative methods for controlling gas emissions from large, two-stroke diesel engines have been developed, tested in service and evaluated. NO

x emission can be

reduced by Fuel Water Emulsion (FWE), High-pressure Water Injec-tion, Exhaust Gas Recirculation (EGR), Scavenge Air Moistening (SAM), Low NO

x Fuel Injectors and

the Emission Mode of MAN Diesel’s ME-engine.

As early as the 1980s, MAN Diesel thoroughly tested both emulsion injection and direct water-injection (DWI) on their engines. Because of the significant advantages of fuel-water emulsion, MAN Diesel opted to further develop that, while rivals invested a lot of time and money in DWI. Despite initial, positive reports on DWI, FWE has since prevailed and MAN Diesel now leads in this area of expertise.n

The two-stroke MAN B&W MC-C engine, MAN Diesel’s most successful engine over the past few decades

The two-stroke MAN B&W ME-B engine, based on the MC-C series but upgraded with electronic controls Relative emissions of goods-transport methods

DIESELFACTSDIESELFACTS�


The reduction of fuel consumption and noxious exhaust emissions has been the major consideration in the development of large diesel engines for marine propulsion and onboard electrical power since the late 1980’s and is expected to remain so for the foreseeable future.

Over this period great strides have been made in improving the diesel combustion process with the focus firmly on reducing emissions “at source” i.e. in the engine com-bustion chamber. Reducing fuel consumption is a prime method of reducing emissions and here, also, the focus is on optimising the diesel combustion process. Quality reduces quantity “We still feel an obligation to keep working on minimising the creation of harmful emissions during combustion,” notes Dr. Ralf Marquard, Senior Vice President of R&D / Engineering for four-stroke engines at MAN Diesel’s headquar-ters in Augsburg, Germany. “Our aim is to achieve the optimum quality of combustion to reduce the quantity of both emissions and fuel consumption. Since the inception of regulations governing noxious engine exhaust emissions, greenhouse gas emissions have become a major global issue, and hence the focus has intensified on achieving reduced noxious emis-sions without fuel consumption penalties – or better still at reduced specific fuel consumption.“

“Our aim is to achieve the optimum quality of combustion to reduce the quantity of both emissions and fuel consumption” – Dr. Ralf Marquard, Senior Vice President R&D/Engineering for Four-stroke Engines

Currently, a major target is achiev-ing the “Tier 2” exhaust emis-sions values of the International Maritime Organisation’s MARPOL regulations for marine engines (due to be implemented in 2010/2011) using only internal measures. A crucial factor in this task is the flexibility of engine control which is possible with the latest fuel injection and turbocharging technologies.

On the fuel-injection side, the desired flexibility in the case of four-stroke engines is achieved using common-rail injection tech-nology. Accordingly, MAN Diesel is progressively introducing its own, in-house developed common-rail fuel injection equipment (FIE) on its range of four-stroke medium-speed engines. This process started in 2003 with the introduction of the 32/40CR engine and followed by the 32/44CR in September 2006.

With fuel injection f lexibility achieved, MAN Diesel is addressing other areas of engine control where the free selection of operating parameters will have a positive effect on both emissions and fuel consumption. Paralleling the fuel management flexibility achiev-able with common rail injection

is the air management flexibility offered by advanced turbocharg-ing techniques. In this area MAN Diesel recently announced its “VTA” variable turbine area turbochargers and is currently in the process of developing a sequential turbo-charging system for its type 28/33 D engines.

Variable valve timing is another, efficiency-boosting, emissions-reducing techniques where MAN Diesel is in the process of develop-ing its own solution.

Further technologies MAN Diesel has already supplied engines adapted for operation on

fuel-water-emulsion (FWE), while its Humid Air Motor (HAM) works with charge-air. Both methods introduce water vapour to the combustion process to eliminate the areas of high combustion temperature where nitrogen oxides most readily form.

In the future, catalytic aftertreat-ment using SCR will probably be necessary. The favoured method employs urea, which decomposes in the hot exhaust stream to form the reducing agent ammonia. However, SCR dictates the use of low-sulphur fuels and the onus is on the oil industry to provide the quality required. Alternative fuels Further possible emissions reduc-tion strategies involve marine gas-engines and liquid biofuels.

Gaseous fuels MAN Diesel recently introduced two four-stroke engines with, potentially, wide implications for emissions reduction at sea.

Its new 51/60DF engine is the most powerful dual-fuel, marine engine available, having a cylinder output of 1,000 kW. Initially aimed at LNG carriers, the engine offers three operating modes: one gaseous and two liquid fuel modes.

As well as high thermal efficiency and high power output in all modes, the engine achieves very low NO

x

emissions in the gas mode and complies with the latest IMO NO

x

limits on liquid fuel.

In 2006 MAN Diesel also presented a revolutionary ignition system for “Otto” gas engines, that is, gas engines with “extraneous” ignition of the fuel:air mixture. The 32/40PGI “performance gas igni-tion” engine has taken advantage of the new system and has the low emissions typical of a lean-burn gas engine operating on the Otto principle.

Liquid biofuelsIn the same way that PGI engine technology is proven in stationary applications before being trans-ferred to marine engines, MAN Diesel is currently investigating the use of non-esterified biofuels like palm oil, rapeseed oil, used cooking oils and animal fats in the electrical-power generation sector. Renewable fuels of vegetable or animal origin often prove problematic in smaller, high speed engines with sensitive injection systems designed for distillate fuels. However, large-bore, medium and low-speed engines designed for operation on heavy fuel oils of the type MAN Diesel produces can be readily adapted to run reliably on these fuel types. n

Four-Stroke Technology and a Better EnvironmentMAN Diesel feels an obligation to reduce emissions

The MAN Diesel 32/44CR engine showing the positions of the pumps and rails in the MAN Diesel common-rail system

The new 51/60DF engine is the most powerful dual-fuel, marine engine available, and aimed initially at LNG carriers

DIESELFACTSDIESELFACTSDIESELFACTSDIESELFACTS�

MAN Diesel PrimeServ’s Fred-erikshavn Service Center has successfully completed a major re-engining job aboard the Scottish fishing vessel, the Ocean Venture II. On July 5th last, sea trials were held off Frederikshavn for final tuning and adjustments to the main engine, propulsion equip-ment and engine-room auxiliary systems. These were followed by a short test-fishing operation to check that all fishing gear was functional, including all winches and hydraulics, before the vessel proceeded to the deep-sea fishing banks in the North Sea’s waters between Norway and Scotland.

Four months ago, skipper John Buchan decided to have his Peter-head-based vessel towed to Den-mark after a severe main-engine breakdown. Repair and replace-ment options were considered and evaluated with regard to avail-ability, timing and overall costs before, ultimately, a reconditioned, second-hand, complete propulsion unit was decided upon. The engine chosen is an MAN Diesel eight-cylinder L23/30-KV type engine, close-coupled reduction gearbox (to be fitted to drive the existing shaft line), propeller and power take-off installation. The Ocean Venture II is also due to change its existing four propeller blades to an updated design – optimised for operation with the ship’s existing propeller nozzle – at its next dry-docking.

The actual, physical replacement of the engine proved challenging in that it was necessary to cut out a section of the port-side hull plates and the tank section around the engine compartment. The original engine was then detached from all internal connections and lifted, turned and manoeuvred out on rails through the port side of the vessel for removal by crane, its replacement then following the same route in reverse (see picture).

The new engine has been hooked up to the vessel’s original auxiliary circuits and control systems, which were slightly modified to fit. The original seawater cooling system was, however, completely rebuilt to fresh water cooling via a newly installed central cooling system.

Other major overhaul and conversion tasks

Stern tube seals - overhauled with new sealing rings by IHC Lagersmit BV. Electrical connections from engine to ships systems - fin-ished by Frederikshavn Marine Electrical generators - over-hauled by Frederikshavn El-motor Service.

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Scottish Trawler Back in ShipshapeThe »Ocean Venture II« is back deep-sea fishing after a period out of commission

Bow thruster - overhauled by Power Works ApS. Refrigeration plant - overhauled by Victor Industries, Frederiks-havn. Tan ks and piping systems c lea ned by Freder i k shav n Rengøring Consortie. Insulation works finished by Norisol A/S. F o u n d a t i o n d r a w i n g s b y Hauschildt Marine A/S. Sandblasting and painting by DOF ApS.

Born of a historic tradition, and now a starThe Ocean Venture II is a 1992-newbuilding from the defunct UK yard James N. Miller & Sons of St. Monans, Scotland. When the yard closed in November 1992, the Ocean Venture II was one of the last vessels it delivered after a proud boatbuilding tradition that lasted 250 years.

However, today the vessel, skipper and crew are all media stars. The Ocean Venture II is part of BBC’s highly popular ‘Trawlermen’ televi-sion series that has drawn millions of viewers with its thrilling, real-life images of fishermen in action in harsh seas, coping with such dramatic events as freeing nets caught on the seabed in the middle of the night. The tough skipper and his crew perform one of Britain’s most dangerous jobs in fighting 50-knot winds and spectacular waves in the race to land valuable haddock and cod. The next series of Trawlermen, titled ‘Pick of the Catch’, has already been filmed. n

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With its new engine in place, the Ocean Venture II is pictured here on June 5th last at the quayside in Frederikshavn, ready for sea-trials

Here, the original engine and gearbox are manoeuvred out

The hull of the Ocean Venture II had to be cut open for the engine-replacement operation

Four-Stroke Technology and a Better Environment

10


This article is a synopsis of a paper produced by Dr. Axel Hanenkamp, Product Line Manager Gas Engines, MAN Diesel SE, Augsburg, for the recent PowerGen conference and trade show in Madrid. The paper was voted one of the best contribu-tions to the conference.

In mid 2006, MAN Diesel unveiled its revolutionary 32/40 PGI pure gas engine. The new engine is offered in 12 and 18 cylinder vee configuration versions in a power range of approximately 5 to 8 MW and is primarily aimed at applica-tions in electrical power generation and co-generation plants. Accord-ingly, the first order for the 32/40 PGI is a cogeneration plant near Moscow, Russia, to be operated by MOSOBLENERGOGAS, part of the Gazprom group.

With these target markets, a major development emphasis of the 32/40 PGI was proving its long term performance of the 32/40 PGI in a cogeneration context. For this purpose, since mid 2006 MAN Diesel has operated a generator set based on the twelve cylinder, vee configuration V12 32/40 PGI in grid parallel mode at its works in Augsburg, Germany. The gen-set supplies heat and power to both the MAN Diesel works and adjacent industrial sites and the decision to follow this development route was influenced strongly by the range of consumers and connections at the sites and their strong similarities to those of both industrial and municipal cogeneration plants.

PGI technology The special suitability of the 32/40 PGI for power plants and cogen-eration plants derives from its combination of high efficiency, low emissions and reduced maintenance requirement compared to a spark-ignited gas engine of the same size. Indeed, the engine’s development was driven by the world’s growing reliance on natural gas and the commitment of the signatory nations to Kyoto Protocol to reduce greenhouse gas emissions.

In the 32/40 PGI engine, spark ignition is replaced by a system of pilot gas ignition producing far higher ignition energy than with an electrical system. A small quantity of gaseous fuel is injected under high pressure onto the hot surface of a glow plug. The high-pressure gas ignites to create a tongue of flame with between 10,000 and 100,000 times the ignition energy of a spark-plug spark. The flame then ignites the main air and fuel mixture in the main combustion chamber. The injection valve for the high-pressure gas and the glow plug are contained in a cooled pre-chamber module which resembles

PGI Gas Engine Delivers on its PotentialPure gas engine has high efficiency and low emissions as its hallmark

a normal diesel fuel injector unit and is located in the same cylinder head bore (see illustration page 11).

With this level of ignition energy, the PGI system can ignite consider-ably leaner mixtures than in spark ignited engines, overcoming the tendency of the air-gas mixture to pre-ignite. This allows the engine to operate at compression ratios far higher than possible with spark-ignition and at mean effective pressures comparable with diesel engines. The result is efficiency levels of 46% and above as well as very low emissions of both noxious and greenhouse gases.

Available consumers The PGI genset at the MAN Diesel

Augsburg cogeneration plant is rated at 5.2 MW (electrical) and around 4.5 MW of its 5.5 MW ther-mal output can be exploited by the available consumers.

The similarities between the Augsburg cogeneration plant and typical industrial and munici-pal cogeneration plants include operation in both baseload and peaking duty and demands for both process heat or steam and district heating of office accom-modation at three industrial works in a 3 kilometre radius. In a further typical cogeneration feature, the complex is connected to both the municipal district heating systems and electrical grids of the city of Augsburg. Thus very direct eco-

nomic comparisons can be made regarding savings of electrical and thermal energy.

On the electrical side, the genset operates in both grid-parallel and stand-alone modes - with a strong emphasis on grid parallel. It runs round-the-clock to supply the works, whose major electrical consumers are the four melting furnaces at the high capacity foun-dry where MAN Diesel produces engine frames, cylinder heads, cylinder liners and other iron components for engines built at Augsburg and elsewhere. They represent a total load of 13.5 MW and their circuit also comprises the major connection for excess power sold to the local grid.

On the thermal side priority is given to the central heating sys-tems of the three works complexes during colder weather, i.e. process heat is primarily supplied in the warmer months of the year. In this way savings of municipal district heating are maximised. The major industrial uses for thermal energy are for processes such as drying casting moulds, forms and cores at the foundry, hot water for component cleaning, and steam for various uses including the conditioning of heavy fuel oil at the works’ engine test stands.

Heat is recovered in stages accord-ing to input temperature, i.e. engine lube oil first, engine coolant second and then engine exhaust gases. Lower temperature heat is used for the central heating systems at the works. Due to lack of suitable further consumers, lower grade thermal energy cannot be fully exploited. Total energy usage in typical operation is thus between 81 to 83%.

Operating modesThe 32/40 PGI engine operates predominantly in heat priority mode. In electrical priority, opera-tion alternates between baseload operation and peaking opera-tions according to demand from the works and to ensure that the company fully exploits, but does not exceed, the 20 MW total elec-trical power consumption it is contracted to take from the local utility. Another agreement covers purchase of excess power by the utility from MAN Diesel so that, under appropriate conditions the PGI engine gen-set supplies power to the utility.

Operating resultsThe 32/40 PGI engine has logged several thousand hours operating in modes typical of a modern CHP (Combined Heat and Power) plant: i.e. baseload and peak shaving and heat and electrical power priority modes and the supply of both proc-ess heat and district heating.

Long term operation in the CHP plant has verified the reliability of the 32/40 PGI engine with its outstanding power density based on mean effective pressures in the range of modern diesel engines. Likewise, the expected longevity of the PGI ignition system vis-à-vis industrial spark plugs has been confirmed and its pre-chamber maintenance interval verified as comparable to that of a diesel injector.

The use of electrical and thermal energy produced from the high efficiency cogeneration plant has resulted in substantial savings

The 12V 32/40 PGI test engine installed in the MAN Diesel works co-gen plant

Continued on next page »

11


in thermal and electrical energy purchased from the local utilities for processes and district heating. As a result, the co-gen plant is well on target to fulfil its amortisation targets.

On the noise emissions side, the PGI complies with Germany’s strict TA-Luft clean air code by a wide margin. In terms of noise emissions, the soft combustion possible with PGI ignition system results in low noise operation. Airborne noise emissions are well contained within the co-gen plant building without major insulation of the structure.

The engine’s control, monitoring and diagnostic system, and the overall plant automation system have proven extremely reliable during unattended engine opera-tion. n

The PGI ignition components are a high-pressure admission valve for the pilot gas and a starting device which is electrically heated during the start-up phase. These components are integrated into

a cooled pre-chamber the same size as a diesel injector

Copenhagen Test Centre Brings NOx to its KneesEGR method reduces two-stroke, NOx emissions by 70%

MAN Diesel has recently achieved excellent NOx-reduction results with its 4T50ME-X low-speed, test engine in Copenhagen. Using the prototype EGR system, the maximum NOx-reduction was 70% at 75%-load and 60% NOx reduction at MCR with a marginal negative SFOC ‘trade off.’ According to verification measurements, other emission-parameters and engine components were only slightly affected by the EGR process.

Background The global focus on environmental issues, such as NO

x emissions

and their influence on human health and acid rain, as well as legal restrictions, has encour-aged MAN Diesel, and indeed the entire engine industry, to study NO

x-reduction technologies more

closely. New, stricter IMO Tier II and especially IMO Tier III NO

x criteria

are expected to enter into force in 2011 and 2015-2016 respectively.

EGR (Exhaust Gas Recirculation) has shown promising results in reducing diesel-engine NO

x emis-

sions for decades, and is commonly used in trucks. Since 2002, the EGR technique has been improved by introducing exhaust-gas coolers

to further reduce NOx. Reductions

of up to 60% have since been obtained in trucks.

The processThe EGR process used in the test centre is based on the recirculation

of exhaust gas on the engine-side of the turbocharger (see Figure 1). Part of the exhaust gas is recirculated from the exhaust-gas receiver to the scavenge-air system, down-stream of the turbo compressor. An electrical, high-pressure blower

forces the exhaust gas (3.3 bar) through a wet scrubber (wet-gas cleaner) to the higher-pressure scavenge-air receiver (3.7 bar). The scrubber cleans the exhaust gas by removing SO

x and particulates and

also cools it through humidifica-

tion before reintroduction to the combustion chamber. The resultant NO

x-reducing effect is due to part-

replacement of the oxygen by CO2,

which reduces the maximum peak temperatures due to deceleration of the combustion.

Figure 1 – Principal sketch of the tested EGR system


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SFO

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EGR % - CO2 based

NOx

SFOC

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Figure 4 – NOx and SFOC at MCR

Figure 5 – HC and CO at 100% Load (MCR)

HC

cha

nge

rela

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EGR% - CO2 based

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The prototype systemFigure 1 shows a principal sketch of the tested EGR application on 4T50ME-X. The system comprises a single-step, high-pressure blower, an exhaust-gas wet scrubber, a control valve, a water-treatment system and a PLC-based control unit for controlling the water-treat-ment system.

The scr ubber and blower are vital components and specially designed for the EGR system. MAN Diesel designed the scrubber itself as it was not possible to locate a commercial version that could withstand the exhaust-gas system’s harsh environment, upstream of the turbine (see Figures 2 and 3).

Test resultsThe 4T50ME-X engine completed 51 tests during February and March of this year. It used different param-eters, varying the EGR%, load, scav-enge-air temperature, compression pressure and fuel-injection profile, to investigate the impact on NO

x

emissions and SFOC.

At 75% load, NOx emissions were

reduced by up to 70% (compared to economy engine layout) at 30% recirculation of exhaust gas. At MCR, NO

x was reduced by 60% at

24% recirculation, showing only a slightly negative SFOC impact (see Figure 4). The EGR blower’s energy consumption is not included as the blower efficiency in the prototype system was unrealistically low.

Figure 5 shows other emissions such as HC and CO at 100% load. HC-emission decreased by around 18% with CO increasing by a factor of 3.3 at 24% EGR. This increase should be compared to the very low, absolute reference level that is common in low-speed diesel engines.

Figure 6 shows the decreasing air amount through the turbo compressor and the decreasing speed of the compressor wheel with increasing EGR%. Turbocharger layout has to be redesigned for the EGR process to maintain a high efficiency. In the future, the smaller turbocharger required by engines employing EGR will save costs,

making the EGR method even more attractive.

As seen in Figure 7, material tem-peratures on combustion-chamber components showed a decreasing tendency with higher EGR rate, due to a higher, specific mass-flow through the cylinder. The lower material temperature is a positive side-effect of the EGR process.

Cylinder condition was studied before and after the EGR test pro-gramme with no negative effects evident, but controlling the wet scrubber’s water-content and keep-ing free-water droplets out of the scavenge air is vital for protecting cylinder liners and piston rings.

FutureMAN Diesel is confident that EGR is a competitive, NO

x-reducing

technique and that it will be used in large, two-stroke, marine diesel engines in the future. The company plans to optimise the process in Copenhagen and to demonstrate it in service within the next three years on an ocean-going vessel. n

Copenhagen Test Centre Brings NOx to its Knees

» Continued from page 11

Air

amou

nt c

hang

e re

lativ

e

TC s

pee

d (r

pm

)

EGR% - CO2 based

100

80

60

40

20

00

0

100

200

300

400

500

4 8 12 16 20 24

Turbocharger speed

Air amount change

Figure 3 – EGR blower at the test centre in

Copenhagen

Ref: 512°C24%EGR: 476°C

Ref: 369°C24%EGR: 599°C

Ref: 234°C24%EGR: 226°C

Ref: 361°C24%EGR: 347°C

Ref: 420°C24%EGR: 413°C

Ref: 180°C24%EGR: 182°C

Figure 7 – Material temperatures on combustion chamber components

Figure 6 – Air amount and TC speed at 100% Load (MCR)

Figure 2 – EGR scrubber at the test centre in Copenhagen

1�


MAN Diesel reports that the very positive market introduction of its type 32/44CR engine with com-mon-rail fuel injection continues to gain momentum. Following its launch in September 2006 at the SMM marine trade show, by mid June 2007 the company had sold 22 of the new engines with a total output of over 148 MW.

As well as a major contract covering nine engines with a total output of 94.6 MW for the largest ship ever built, the offshore heavy lift vessel, the »Pieter Schelte« (see page 4 for story), and seven engines for tankers being built for Turkish owners, the order book also includes engines for two special purpose vessels from owners who have both converted seamlessly to the 32/44 CR as the direct successor to MAN Diesel’s 32/40 engine.

In this way users gain two major advantages. On the one hand, they benefit from the lower specific fuel consumption and exhaust emis-sions of the 32/44 CR under part-load operation due to the ability to optimise the operating values of a common-rail engine across its entire load-profile. On the other hand, they can, if desired, also exploit the higher, 560-kW/cyl. maximum unitary output of the 32/44CR which allows a given application to be powered with fewer cylinders, hence saving maintenance costs.

In one case, the Norwegian com-pany Arrow Seismic has ordered a 102-metre, high-capacity, seismic survey vessel from the Factorias Vulcano shipyard in Vigo, Spain,which will be powered by two six-cylinder and two eight-cylinder, inline 32/44CR engines. Designated ship type ST-321 and designed by Skipsteknisk AS of Aalesund Norway, the vessel features a four-engine, twin-propeller propulsion system with “father and son” engines con-nected by a common, twin-input shaft, single-output shaft reduction gear.

The six-cylinder 6L32/44CR engines are each rated 3,000 kW at 750 rpm while the eight-cylinder 8L32/44CR engines each produce 4,500 kW at the same rated speed. The high-capacity seismic vessel is designed for a transit service speed of about 19 knots.

To assist manoeuvring, the ST-321 seismic ship also features a 1,200-kW tunnel thruster and a 1,500-kW retractable azimuthing thruster in the bow, as well as an 880-kW tunnel thruster aft. Onboard, electrical power can be provided by two 2200-kW shaft alternators driven from power-take-offs on the reduction gears.

Customers Convert Seamlessly to New Common-Rail DieselMAN Diesel 32/44CR introduction gains pace

The second special application is the »Combi Dock III«, a highly versatile semi-submersible, heavy lift vessel being built for K/S Combi Lift, a

joint venture between shipownersHarren & Partner of Germany and J. Poulsen Shipping of Denmark. Due for delivery in 2008, the hull

of the 11,000-dwt Combi Dock III is being built at the Christ steel fabrication works in Danzig, Poland and will be completed at the Lloyd Werft shipyard in Bremerhaven, Germany.

A s main engines, the vessel employs two eight-cylinder, inline 8L32/44CR diesels, each rated 4,480 kW at 750 rpm, instead of the two 4 ,500 kW-rated, nine-cylinder 9L32/40CD diesels used in two earlier vessels. Auxiliary engines are likewise from MAN Diesel, in the form of two inline, five-cylinder 5L23/30 diesels, each rated 910 kW at 900 rpm. The main engines drive four-blade controllable pitch propellers at 160 rpm via single input/output reduction gears fea-turing 1070 kVA shaft generators

and giving the vessel an operating speed of just over 16 knots.

The Combi Dock III’s main dimen-sions include an overall length of 163.2 metres, a 25.4 metre beam and a relatively shallow 6.5 metre draught. In its docking function, floating loads with draughts to 4.5 metres can be taken aboard over the stern doors with the ship semi-submerged, while rolling loads of all kinds can enter via a 700 ton-capacity stern ramp. Alternatively, the Combi Dock III can take up to 1,365 TEU or 864 FEU containers, or carry bulk cargoes. To handle these, the ship is equipped with two 350-ton and one 200-ton lifting capacity Liebherr derricks on its port side. n

Cross-section of the 32/44CR in-line engine. Based on the proven type 32/40CR, the 32/44CR’s stroke was increased to 440 mm from its predecessor’s 400 mm

Four 32/44CR engines have already been ordered for this 102-metre seismic-survey vessel

1�


The fuel costs incurred by ship pro-pulsion depend on two parameters:

ship-propulsion efficiencymain-engine efficiency

The shipping market is dynamic and constantly requires more competitive propeller-systems and engines, including the lowest possible propeller speeds, ever lower fuel-consumption and lower lube-oil consumption. At the same time, more flexibility in regard to emissions and adjustment of engine parameters is also required, all of which calls for a re-evalua-tion of design parameters, engine control and layout.

Ship propulsion efficiency and reduced propeller speedThe drive to make merchant ships ever more efficient is never ending. Ships’ sterns, for example, are often redesigned to accommodate even larger propellers with higher efficiency but lower optimum speeds (r/min). Modern, two-stroke main engines therefore have to be designed for ever-lower engine speeds because the propeller and engine are directly coupled, thereby dispensing with the need for reduc-tion gear and the efficiency losses that incurs.

The development of large Handy-max or small Panamax bulk carri-ers and tankers has shown that the optimum propeller speed today is often lower than the nominal 127 r/min figure quoted for an S50MC-C7 engine and higher than the equivalent 105 r/min value for the next bore up – the S60MC-C7. Accordingly, the optimum main engine may be one with an SMCR (Specified Maximum Continuous Rating) speed within this 105 – 127 r/min range.

With the new S50ME-B9 [1], MAN Diesel has introduced a competitive engine designed for modern hulls and based on more efficient propel-lers with a nominal MCR speed of 117 r/min. The engine adopts the design features introduced by the smaller ME-B9 engines with their mep (mean effective pressure) of 21 bar.

Main-engine efficiency and engine deratingEach MAN B&W two-stroke main engine is designed for a nominal MCR point, L1, that is, for a given nominal MCR speed and power combination, with a nominal SFOC (Specific Fuel Oil Consumption); the lower the SFOC, the greater the efficiency of the main engine.

Compared to the S50MC-C7 engine, the S50ME-B9 design reduces the SFOC at L1 by 2g/kWh through using a higher firing pressure, Pmax. However, the SFOC can be further reduced by derating the engine,

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Main Engine S50ME-B9’s Potential for Fuel Savings

that is, by reducing the SMCR power output and thereby the engine’s MEP; the reduction in fuel-oil consumption is solely related to the

increase of the Pmax/MEP ratio. Thus, a 10% reduction in MEP would reduce the SFOC by circa 2%.

Potential fuel-consumption savings for ships installed with 6S50ME-B9The fuel savings reaped by a ship through installation of a lower-

speed propeller depend on using the maximum propeller diameter possible as well as the correspond-ingly lowest, optimum propeller speed.

For bulk carriers and tankers where the potential optimum SMCR speed is lower than 127 r/min, for example, ≤ 117 r/min, propulsion efficiency may be higher when using ≤ 117 r/min instead of 127 r/min. The influence on propulsion power necessary to maintain ship-speed can be expressed by means of the constant ship-speed factor, α – see the following equation. α often ranges from 0.25 - 0.30 for bulk carriers and tankers, where, for example, α = 0.25 implies a 0.25% power reduction per 1% reduction in propeller speed.

p2 = p1 × (n2/n1)α

where p = propulsion power; n = propeller speed.

In such situations therefore, where optimum SMCR speed is ≤ 117 r/min, it might be advantageous to install an S50ME-B9 engine with an SMCR speed of 117 r/min instead of, for example, an S50MC-C7 engine at 127 r/min.

The table below illustrates three main-engine/propeller scenarios for attaining the same ship-speed in service using 6S50MC-C7 as comparison.

For the second scenario, when adding the gain achieved through derating the 6S50ME-B9 engine (that is, a 3.8% lower SFOC at 117 r/min) to the improved propul-sion efficiency gain of 2.0%, the total saving in operating costs is potentially 5.8% when compared to the 6S50MC-C7 at 127 r/min.

For the third scenario, with full eng i ne power ava i lable , t he improved propulsion efficiency of 3.3% is added to the reduced SFOC of 1.2% to give the 6S50ME-B9 a total fuel reduction of about 4.5%.

Note that minor, additional operat-ing costs for the 6S50ME-B9’s electrically driven hydraulic pumps have not been taken into account. SummarySome ship types have great poten-tial for reducing their fuel-oil operating costs when using the S50ME-B9 as their main engine. As shown here, fuel savings to the order of 5-6% are realistic.

Reference[ 1 ] P a p e r : M A N B & W L o w S p e e d S m a l l B o r e E n g i n e s – Now With Electronic Control. MAN Diesel A/S, Copenhagen, Denmark. n

Summary of new technical paper by Birger Jacobsen, Senior Engineer MAN Diesel, Copenhagen

Three main-engine/propeller scenarios

Scenario Engine InfoImproved propeller: reduced service propulsion power

Gain by derating: reduced SFOC in service

Reduced total operating costs

1.6S50MC-C7 (nominal) SMCR = 9,480 kW × 127 r/min

0.0% 0.0% 0.0%

2.6S50ME-B9 (derated) SMCR = 9,288 kW × 117 r/min

2.0% 3.8% 5.8%

3.6S50ME-B9 (nominal) SMCR = 10,680 kW × 117 r/min

3.3% 1.2% 4.5%

Cross-section illustration of the MAN B&W S50ME-B9 engine


PBB GmbH, the cogeneration IPP (Independent Power Producer) based in Oldenburg, Germany, has signed a contract with MAN Diesel A/S’s Polish licensee H. Cegielski - Poznan S.A. for the delivery of a CHP (Combined Heat and Power) plant to a site in the city of Brake, near Bremen, Germany.

An MAN B&W 7L35MC-S engine will power the plant, supplying 4.2 MWel to the national grid and 3.6 MWth to a palm-oil refinery situated nearby. The engine is a two-stroke, low-speed, crosshead uniflow diesel engine. It will be fired by crude palm oil with a Total Acid Number (TAN) of up to 15 mg/KOH/g, at a heat rate of 7,400

Two-stroke, Low-Speed Engine for German Biofuel Plant

Main Engine S50ME-B9’s Potential for Fuel Savings

TA-Luft Air-emissions limitsNO

x<500 mg/Nm3

CO <350 mg/Nm3

HC <75 mg/Nm3

Particulate <20 mg/Nm3

Aldehyde <20 mg/Nm3

Phenole <20 mg/Nm3

*All values at 5% O2, dry gas

On September 15th last, the »Nor-wegian Gem« travelled along the River Ems to the North Sea, en route to its New York base ,after construction in the Meyer shipyard in Papenburg, Germany. The latest luxury liner in the Norwegian Cruise Line fleet is powered by five 12V48/60B engines from MAN Diesel with a combined output of 72 MW (97,800 bhp).

In 2004, MAN Diesel also supplied five engines for the liner’s sister ship »Norwegian Jewel«. One of these engines was subsequently con-verted to common-rail technology in a field trial in May 2007 during a crossing from the Caribbean to the Mediterranean. Along with two new orders from Celebrity Cruises and DCL, common-rail technol-ogy is starting to become the new standard in this segment.

In total, the cruise sector currently makes up around 10% of overall engine capacity (in kW) sold by MAN Diesel’s Marine Medium-speed business unit. MAN Diesel currently has a 15% share of the cruise ship market. In the cruise

sector, the company has supplied a total of 20 engines worth €45 mil-lion to the Meyer shipyard alone in the last four years, underlining the longstanding and successful

cooperation between these two companies.

MAN Diesel has two good reasons for wanting to expand its market

share in the cruise sector: a highly promising after-sales business and the opportunity to deploy engines with a particularly high level of technical sophistication.

kJ/kWh at site ambient conditions, corresponding to an efficiency of 48.6%; plant total efficiency in CHP-mode will exceed 87%.

The plant will be equipped with an SCR (Selective Catalytic Reduction) catalyst, an oxidation catalyst and an electrostatic precipitator to fulfill the strict, German TA-Luft air-emissions legislation (see table below).

The order for this stationary engine underlines the importance of maximum efficiency when run-ning on expensive, CO

2-neutral

fuels. It also contains an option for additional engines of the same type. n

New Luxury Liner Powered by MAN DieselThe »Norwegian Gem« to carry tourists between New York and the Caribbean

»In terms of emissions, cruise ships are at the technological cutting edge, while the reduction of soot emissions is an especially important issue for the cruise business. Developments led by us in this sector naturally benefit other customers too,« explains Dr. Stefan Spindler of the MAN Diesel Executive Board, responsible for the Marine Medium-Speed Busi-ness Unit.

MAN engines have clear advantages for shipowners. Their number of cylinders is lower compared to rival products, which makes the engines easier to maintain. Additionally, customers can choose what fuel to use in their ships. »Our engines can run on heavy oil, marine diesel or bio-fuel – whichever the shipowner prefers,« says Spindler.

The five MAN Diesel engines give the 294-metre-long Norwegian Gem a speed of around 25 knots. This makes the luxury liner one of the fastest and largest Panamax cruise ships in the world. n

The »Norwegian Gem« during construction at the Meyer shipyard

A similar, existing 4L35MC-S installation in Mannheim, Germany

1�


Following an extensive refurbish-ment, including major work on its propulsion system, a former Danish ferry is now bringing humanitarian relief to the conti-nent of Africa.

The world’s largest, non-govern-mental hospital ship, the Africa Mercy, sailed recently to Liberia following eight years of conversion work and global fundraising.

The former Danish rail ferry has been converted into a state-of-the-art hospital ship at a cost of over £30 million and will provide free healthcare and community development services to some of the poorest people in Africa.

The conver sion of t he sh ip, originally built in 1980 in Elsinore, Denmark, and registered in Valetta, Malta, was recently completed at the A&P Tyne shipyard in Northern England. The £30m refit is thought to be the largest project of its kind ever in the UK with the ship’s own-ers estimating that a comparable new vessel would have cost more than double that price.

The 152-metre long vessel has a gross registered tonnage of 16,572 tons and was known as the »Dron-ning Ingrid« when operating on its domestic route before the opening of the Great Belt bridge in 1998 made it redundant.

Transforming the vessel from a ferry to a huge hospital shop was a major project for the charity Mercy Ships, which owns her, and for A&P Tyne.

One of the most important aspects of the work was a wide-ranging overhaul and re-arrangement of the Africa Mercy’s propulsion system. While the Africa Mercy originally had six B&W main-engines, two were subsequently disconnected from the gearbox during the re-fit and converted to generating sets.

The six original propulsion units are B&W 16U28LU engines, each rated at 3,120 kW. ABB 2.2 MW alternators were fitted onto the non-drive end of the two detached units, meaning the vessel now has a cruising speed of 13 knots at 775 r/min.

Largest Non-Governmental Hospital Ship to Africa

Jim Paterson, Mercy Ships’ Vice-President of International Opera-tions based east of Dallas, Texas, states: “Because much of the time the vessel is tied up carrying out humanitarian relief work, more emphasis was placed upon the auxiliary engines as the ship’s new hospital is capable of carrying out 7,000 surgeries annually.”

Paterson remains confident that the engines still have a long, opera-tional life ahead of them and added: “The original engines date from 1980 but have been extremely well maintained and we have no reason to doubt they will continue to serve for quite some time. Especially after the recent refurbishment.”

Overall, the contract was full of challenges, not least because the ship was being transformed from a short-haul ferry doing 16 crossings a day into a deep-sea passenger ship. Particular problems during the re-fit involved the long, two-metre shaft between engine and alterna-tor that required the installation of a pedestal bearing in between, while getting the alternators on board also proved problematical because of the low overhead.

“However, we are very pleased with the result and the ship is already performing well”, said Patterson.

More than 400 volunteer crew will be taking part in the ships’ first field

service in Africa providing free medical care, relief aid and com-munity development programmes to the people of war-torn Liberia.

The projected surgical capacity onboard the Africa Mercy is approx-imately 7,000 operations per year including cataract removal/lens implants, tumour removal, cleft lip and palate reconstruction and orthopaedic surgery.

Original Propulsion-Package SpecificationsThe Dronning Ingrid was introduced by DSB (Danish State Railways) as an upgrade of the rail link between Copenhagen and the western and northern provinces.

Dronning Ingrid was propelled under extreme service conditions through 17 years, totalling more than 80,000 in-service hours. As requested by DSB, the propellers had a relatively high astern efficiency for acceleration combined with the low pressure-impulses induced to the hull in this condition. All blades were designed by MAN B&W Alpha in stainless steel.

Over the years, Dronning Ingrid accumulated 5,000 engine starts, in comparison to cargo ships that make perhaps 100 such starts a year. In 17 years, the Dronning Ingrid was never out of service, a tribute to its propulsion system that comprised:

Six B&W main-engines, type 1 6 U 2 8 L U , t u r b o c h a r g e d , medium-speed Diesel engines, each developing 3,120 kW at 775 rpm, i.e., the total installed power for propulsion was 18,720 kW (25,460 bhp) with a top speed of over 20 knots. Under normal weather conditions, only two engines per shaft were used to obtain a speed of up to 18 knots.

Two Lohmann & Stolterfoht gearboxes, type GVZ 7866 triple input/ single output. Reduction ratio 775/150 rpm. Each gearbox was additionally equipped with a power take-off for an 800 kW generator.

Two B&W CP propellers, type VB1280, with servo unit type VS70 and ice-class notation BV Ice 2. Propeller diameter diameter was 4.3 m at a speed of 150 r/min.

One B&W pneumatic-electric, remote-control system type Automalpha with manoeuvre stations in three locations on the fore bridge and one on the aft bridge.

For more information on helping Mercy Ships or volunteering as maritime crew, contact [email protected] or www.mercy-ships.org. n

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Overhauled B&W engines to power the »Africa Mercy«

From top, from left to right: Engine test; the Africa Mercy sails again; Working on Engine no. 1; Cylinder condition inspected with endoscope;

Decommissioning the forward rudder; Rudder stock inspection; What it’s all about. All pictures © Mercy Ships International

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

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

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