Gas shifts to the front burner

2 |14The customer magazine

of ABB TurbochargingSwitzerlandcharge!

LNG gets turbo boost 13Demand for liquefied natural gas in the marine sector on the increaseVapor trails in the Nordic skies 8The ABB turbocharged dual-fuel passenger ferry Viking Grace Upgrading marine turbochargers 4Significant fuel saving allows rapid pay-back

Gas shifts to the front burner

2 ABB charge! 2 |14

From the editor

charge! 2 |14

Magdalena OkopskaHead of Market Communication ABB Turbocharging

The much anticipated IMO decision onwhen to implement IMO Tier III, togetherwith the increase in demand for LiquefiedNatural Gas (LNG) now also being seenin the marine sector, mark shifts in themarketplace that ABB Turbocharging iswell positioned and equipped to respondto, with the technologies that will meettoday’s and future needs.

In this issue of charge! we follow up onour successful launch of the A200-L fortwo-stroke engines announced at SMMHamburg two years ago with an articlehighlighting the significant fuel savingpossible when using these turbochargersin combination with High Pressure Tuning(HPT) (page 6). Another article looks atValve Control Management (VCM), pre-sented for the first time in its current format the CIMAC World Congress last year,and at the great future we anticipate for itin dual-fuel and gas engines (page 16).The benefits of turbocharger upgrades,introduced in 2013, are another topic; turnto page 4 to read what Reinier Bakker,

Senior Manager, OEM Service Sales, hasto say about how the saving in fuel con-sumption seen in power generation plantsis equally possible for marine engines.

On the service front you can read aboutour latest efforts to ensure our cus-tomers always receive premium qualitywork and quick support whenever andwherever they need it. We have recentlywidened our network again, openingnew Service Points in Batam, Indonesia,at Dubai Dry Dock in Dubai, in Bahrainand in Fredericia, Denmark.

As publication of this edition of charge!coincides with SMM 2014 being held inHamburg from 9 – 12 September 2014,we heartily invite all our readers to visitStand no. 202 in Hall A3 and learn howABB Turbocharging can support you inrunning a sustainable business.

I hope you enjoy reading this issue ofcharge! and look forward to meeting youin Hamburg.

Turbocharger upgradesFuel economy for Wärtsilä marine engine models.04 Viking Grace

Low emissions thanks to dual-fuel engines onthe passenger ferry.08

ABB charge! 2 |14 3

Contents

Technology 4 Upgrading marine turbochargers

ABB Turbocharging explores ways to save fuel at sea6 A200-L: A small turbocharger builds a big reputation

The benefits of the turbocharger series in two-stroke low-speed engines

13 A turbo boost for LNGABB Turbocharging and the increasing importance of liquefied natural gas in the marine sector

16 VCM’s bright future on the seaHow Valve Control Management (VCM) benefits marineapplications

Applications8 Vapor trails in the Nordic skies

ABB turbocharged dual-fuel passenger ferry Viking Grace helps to safeguard the Baltic environment

22 When “both…and” is simply perfectSemester at Sea combines study and travel on an ABB turbocharged vessel

Service18 Support spotlight on Africa

ABB Turbocharging’s business partner Swire Pacific Offshore on its in Douala, Cameroon, based activities

News20 Openings, Announcements, Agreements

Tips for the operator24 Slow steaming – a proven strategy

Fuel saving methods for international container lines

Recipe26 The poetry of passages

Poetical reflexions with fillet of lamb

Swire Pacific Offshore Africa Technical Manager Aart Rikkers on hisexperience with ABB Turbocharging.18 Semester at Sea

ABB turbocharged MV Explorer provides timeto study while sailing around the world.22

4 ABB charge! 2 |14

Service

Upgrading marineturbochargersABB Turbocharging explores ways to save fuel at sea.

Text Jonathan Walker, Photography Michael Reinhard

Since introducing the option ofturbocharger upgrades in 2013,ABB Turbocharging has woncontracts on a number of

medium-speed engines in power gener-ation plants (see charge! 2 |13).

With its benefits for fuel consumptionat a time of rising fuel prices, upgradingturbochargers is, of course, equally pos-sible for marine engines. Hence, in coop-

eration with engine builder Wärtsilä, ABB Turbocharging is anticipating strongdemand by preparing upgrade packagesfor specific Wärtsilä marine engine models.

Cruise ship study “As a first step, together with Wärtsilä,

at ABB Turbocharging we have startedto look at upgrading turbochargers onthe Wärtsilä W12V46 engine in cruise

ships,” notes Reinier Bakker, SeniorManager, OEM Service Sales. “This is alogical step because cruise ships arepowered by what is essentially a floatingelectrical power plant, and they use the same Wärtsilä engine types as manyland-based power stations. Hence,much of the work we have done on landcan be readily translated to the cruiseship context.”

Cruise ships are among vessels benefiting from upgrades.

ABB charge! 2 |14 5

Service

Upgrades: Benefits at a glance– Significant fuel saving for rapid

pay-back– Improved engine load acceptance– Extremely cost effective when

included in a scheduled safetyconcept SIKO overhaul

– Reduced engine and turbochargermaintenance via lower thermalstress

Depending on the size of the cruiseship, up to six diesel generator sets willbe in use. “The floating power stationconcept is a great idea, since the samediesel engines, powering electrical gen-erators in so-called ‘generator sets’, canprovide power for the electric motorswhich drive the propellers as well as allthe many other electrical powereddevices, including many associated withpassenger comfort on a sea-going hotel.For example: the air conditioning for thewhole ship as well as the kitchens cook-ing three meals a day for over 4,000 pas-sengers, the lighting in cabins, large diningrooms and sumptuous ballrooms.”

New compressor wheel The basis of the upgrade would be fit-

ting a new design of compressor wheelto the existing turbochargers on the gen-erator sets’ engines. “As a first project,together with Wärtsilä, we are looking atthe upgrade of TPL 73-A30 turbochargerson their twelve cylinder, vee configura-tion type W12V46 diesel engines. Thebenefit we bring for the customer is toincrease the efficiency of these turbo -chargers by incorporating the new com-pressor wheel, the so-called A32 model,which also has a wider compressor map,

and can therefore offer its best efficiencyover a wider spectrum of engine opera-tion,” Bakker adds.

Significant saving “In the preparatory project, testing

has confirmed our experience that thisupgrade will raise the engine’s fuel effi-ciency by 0.5% and upward. While thismay not seem a great deal, over a typical

annual running time for a marine engine,at current fuel prices, it could amount toa saving in fuel worth well over USD40,000 per year for every 10 MW ofengine power – and cruise ships canrequire up to 80 MW,” Bakker stresses.

Bakker points to further benefits ofABB Turbocharging upgrades. “Sinceonly the compressor wheel and someother components, such as the com-pressor wall insert, need to be replaced,we retain the vast majority of the hard-ware of the original turbocharger. So suchan upgrade can be implemented in ashort time – typically two days maximum.

“Moreover, we can maximize this ben-efit by incorporating the upgrade into a‘SIKO’ overhaul.”

SIKO savings SIKO is ABB Turbocharging’s advanced

safety concept. Its designation derivesfrom the German SIcherkeitsKOnzeptand denotes a sophisticated tool for calculating the effect of thermal andmechanical stresses on a given turbo -charger’s rotating components on anengine with a given load profile.

“The calculation takes into account arange of operating factors and values,resulting in a realistic recommendation

A benefit is that only thecompressor wheel andsome other componentsneed to be replaced, so an upgrade can beimplemented in two daysmaximum.

regarding the optimum time to exchangethe rotating parts in order to keep theturbocharger operating within accept-able safety standards”, Bakker explains.“And, since a SIKO overhaul alwaysincludes replacement of the turbochargerrotor by the ABB Turbocharging serviceteam, a rotor with an upgraded com-pressor wheel can be fitted as part of thenormal SIKO overhaul process.”

Financially, combining the turbo -charger upgrade with a SIKO overhaulhas two benefits. “First, the cost of theupgraded rotor can be absorbed into ascheduled, expected service operation.Second, after the SIKO overhaul, theengine operator can expect an immedi-ate reduction in his fuel costs. Indeed,we calculate the saving will be enough torapidly amortize any additional costs,within about half a year.”

Additional benefits In the upgrade case described, the

new compressor wheel brings additionalbenefits via an increase in turbochargerspeed margin and reduced engine exhaustgas temperature. “The increased speedmargin in combination with the widercompressor map can be used to improveengine response to load changes,”Bakker observes.

“The reduced engine exhaust gastemperature means that many parts ofthe engine, including the exhaust mani-fold – but also the turbochargers –will experience less thermal load and a reduction in maintenance costs,although hard to quantify at the moment,will be the positive consequence.

“So when ABB Turbocharging andWärtsilä cooperate on turbochargerupgrades, the engine operator can lookforward to a really attractive set of bene-fits,” Bakker concludes. Upgrades expert Reinier Bakker.

6 ABB charge! 2 |14

Technology

A200-L: A small turbocharger builds a big reputationThe benefits of the A200-L turbocharger series in combinationwith High Pressure Tuning are highly welcome in the two-strokelow-speed engine market, as this customer testimonial fromCMM shows. Text Peter Zijdemans, Photography ABB Turbocharging in Greece

Market acceptance of the newA200-L series turbochargerfor two-stroke low-speedengines has been a tremen-

dous success since it was launched byABB at the SMM Hamburg in 2012.Already back then, a first shipownerdecided to specify the A200-L for his newbuilding project. Over 50% of the enginesfor all new ships decided in 2013 will beturbocharged with ABB turbochargers –a major part of it with one of the newA200-L series. Since its introduction just

two years ago, over six hundred A200-Lturbochargers have been specified fornewbuildings.

The market has been quick to recog-nize the advantages of the new A200-L turbocharger series. A key benefit is thatit can deliver approximately 30% moreair volume than its predecessor, and inmost engine applications this enablescustomers to install a smaller frame sizeof turbocharger than before. A smallerturbocharger with the same perform-ance, in terms of volume flow, as a big-ger one translates into lower first costsfor the engine builder. The result hasbeen that the two main suppliers of two-stroke low-speed engines have beenvery quick to adopt the new series, witheach of them listing the new A200-L intheir web based engine selection guideswithin months of its release.

Consolidated Marine Management, orCMM, is building three Aframax tankers for which they have specified the ABB A270-L turbocharger for the mainengine. Sea trials for the first vessel wererecently finalized. CMM comments: “Thefirst thing that impressed us was thesmall size of the turbocharger comparedto others that we have on vessels of thesame size. Also remarkable was the lownoise level in the engine room.”

A smaller turbocharger also meanslower operating costs for shipowners.Since the saving in spare parts costs for aturbocharger which is one size smaller isapproximately 25%, it is no surprise to

CMM

Consolidated Marine Management Inc.was established on October 1, 1997,as a ship owning management com-pany. CMM is qualified and certifiedto manage the following types ofvessels: crude oil tankers, productoil /chemical carriers and LPG carriers.The company operates out ofPiraeus, Greece.

From left: John Kerkyras (ABB S.A., Greece), Peter Vikos, Fanis Anastassiadis, Antonis Georgantzis,Konstantinos Vlachos (all CMM), Peter Zijdemans and Markus Rupp (both ABB Turbo Systems Ltd).

ABB charge! 2 |14 7

Technology

learn that many shipowners who haverecently ordered new ships have decidedto also benefit and take this step forward.

High Pressure Tuning’s benefits2012 also saw another innovative idea

developed by ABB turned into reality:High Pressure Tuning for MAN’s elec-tronic two-stroke engines. Engine tuning,i. e. optimizing the engine’s fuel con-sumption to its expected load profile, hasbecome popular since the 2008 crisis asa means of combating increasing fuel oilprices. Most vessels being built nowa-days will have a trading pattern that onlyrequires a high main engine output –above 85% Specified Maximum Continu-ous Rating (SMCR) – for a limited time. Inalmost every case where the main enginewill run most of the time below 85%load, tuning makes sense, either “partload” optimized or “low load” optimized.

In order to gain the maximum benefit,each of these tuning methods requiresadditional hardware, for example an EGB(exhaust gas bypass) or variable turbine.However, while these offer the benefit ofreduced fuel oil consumption at lowengine loads, they also require additionalinvestment, i. e. in first purchasing andthen maintaining the additional equip-ment. On top of that, both the EGB andthe variable turbine, being mechanicalmoving parts, are given a hard time in theharsh environment of heavy fuel oilexhaust gases in which they have tofunction. High Pressure Tuning combines

the best of both worlds. It has the samebenefits with regard to fuel oil consump-tion reduction at lower engine loads, butit does not need any additional hardwarelike an EGB or variable turbine. Theresults are lower investment costs andhigher reliability.

Additional 0.5 bar pressureThe idea behind this innovative ABB

Turbocharging concept is simple: Toachieve lower specific fuel oil consump-tion at reduced engine loads, a higherscavenging air pressure than standard isrequired. Typically, the scavenging airpressure is increased by 0.5 bar. Untilrecently this was achieved by using anEGB valve or the variable turbine. Above80% SMCR both the EGB and the vari-able turbine will open in order to protect

the turbocharger against overspeed andthe engine against too high combustionpressures. Another way to achieve ahigher scavenging air pressure at lowengine loads is, of course, to simply usea turbocharger that produces the addi-tional 0.5 bar pressure over the wholerange of its operation. This results, at lowengine loads, in the same fuel oil con-sumption benefits obtained with the othersystems. At high engine loads (above80% SMCR) the flexibility of the exhaustvalve is required. Closing the valve laterthan in the standard cycle avoids thecompression and combustion pressurelimits being exceeded. CMM commentsthat “We have selected High PressureTuning for our new tankers. From theresults of the seatrials we conclude thatthe application of the A270-L turbo -charger on our main engine together withHigh Pressure Tuning resulted in a veryefficient combination. All our targets forfuel consumption have been achieved.We have a longstanding relation withABB and we are grateful for their advicewith regards to the most effective appli-cable tuning method.”

The simplicity and effectiveness of thisinnovative tuning concept are acknowl-edged by MAN, and in February of 2013it was tested on a production engine inJapan with very good results. In themeantime, MAN has released it officiallyfor its electronic engines. Shipownershave also seen the advantages of thisinnovation, with the result that the firstHigh Pressure Tuned engines havealready been operating since the begin-ning of the year.

Benefits at a glance

A200-L– Lower first costs due to a smaller

frame size of turbocharger– Saving on spare parts in operation

of approximately 25%

High Pressure Tuning– No investment in ancillary

equipment– Enhanced reliability due to fewer

moving parts

Peter Zijdemans is Senior ManagerGlobal Turbocharging Projects. Headvises end users on the applicationof turbochargers for their newbuildingprojects. A mechanical engineer (HRORotterdam, The Netherlands), he was ABB Service Station manager in Antwerp, Belgium, and for tenyears LBU manager in the Benelux.He moved to Switzerland in 2011.

Vapor trails in the Nordic skiesThanks to liquefied natural gas, the ABB turbocharged cruiseferry Viking Grace achieves low emissions as it carriespassengers quietly and comfortably between Stockholm (Sweden) and Turku (Finland).

Text Tiziana Ossola Auf der Maur, Thomas Matt (box page 12), Photography Viking Line

8 ABB charge! 2 |14

Applications

Viking Grace entering Turku harbor.

ABB charge! 2 |14 9

Applications

10 ABB charge! 2 |14

Applications

Passenger ferry Viking Graceworks to a tight daily schedule.Traveling overnight from Turkuacross the Baltic Sea to

Stockholm, it arrives in the Swedish capital at 6.30 in the morning after a ten hour voyage. Just 75 minutes later,at 7.45, the ferry heads back to Turku. During the Stockholm stopover theViking Grace is refueled in less than anhour with liquefied natural gas (LNG),stored in two 200 m3 LNG tanks on theaft deck.

Viking Grace’s dual-fuel engines runon re-vaporized natural gas. This is prepared for transport and handling bycooling it to – 162 °C, at which tempera-ture it becomes liquid and has its volumereduced around 600 times. As a result,

the pressure in the ferry’s tank and pipingsystem is very low.

Refueling of the vessel is done ship-to-ship. The fueling vessel, Seagas, isthe first LNG bunkering ship in the world.This unique vessel is a converted double-ended car and passenger ferry, built in1974 as the M/F Fjali, with an overalllength of 47 meters and an 11 meterbeam. The tank deck was installed inplace of the former car deck. The LNGtank holds 84 tons (187 m3) of LNG andis made of vacuum-insulated stainlesssteel to prevent excessive evaporation(“boil-off”). In Stockholm, Seagas sup-plies 60 to 70 tons of LNG to VikingGrace, essentially enabling the ferry tomake the crossing three days in succes-sion without refueling.

Viking Grace in figures

Length 218 mBeam 31.8 mDraft 6.8 mCruising speed 22 knots Gross tonnage 57,600 Installed power 30.4 MWPassengers 2,800Passenger cabins 880Cars on deck 5 approx. 100Year of delivery 2013

View of the car deck of Viking Grace showing the ferry’s two LNG tanks.

ABB charge! 2 |14 11

Applications

Elegant and green Passengers lucky enough to occupy a

lounge in the Spa area on Deck 11 enjoy“an oasis with the Baltic Sea’s best views”,the Viking Line’s advertising proudly pro-claims. The interior design of the EUR 240million Viking Grace is a successful combi-nation of elegance and style. In short, chic.

While the shipping line places a highpriority on comfort and aesthetics, thatalone was not the goal. Viking Line’sdeclared aim is to provide passengerswith the opportunity to admire the Archi-pelago Sea while safeguarding the envi-ronment. This was also the reason thatViking Line chose LNG as the fuel forViking Grace, which at its launch in 2013was the first passenger ferry to featurethis innovation. Its four inline eight cylin-der Wärtsilä W8L50DF dual-fuel main

engines can also operate on heavy fueloil or diesel oil, but LNG is the main fuel.What passengers see coming out of thefunnel is mainly vapor.

The advantage of LNG is that, as thesimplest combination of hydrogen andcarbon in the hydrocarbon series, it isessentially clean-burning. Hence, VikingGrace’s engines meet all current andplanned environmental regulations. Whenoperating on LNG, the dual-fuel enginesemit oxides of nitrogen more than 80%lower than limits currently specified bythe International Maritime Organization(IMO Tier II). At the same time, particu-late matter emissions are more than 90%lower than for a diesel engine, while theferry’s engines emit virtually no oxides ofsulfur, since LNG is rated as not just alow sulfur fuel, but a “no sulfur fuel”.

What passengers seecoming out of the funnelis mainly vapor.

Baltic seascape seen from the Viking Grace’s sundeck.

Particular attention was given to a chic interior.

To help passengers combine busi-ness and pleasure, Viking Grace hasbeen especially designed to cruise in theshallow waters of the Archipelago Seabetween Sweden and Finland. Special-ists from engine builder Wärtsilä andshipbuilder STX, as well as Viking Line’snewbuilding team, optimized the hull ofthe ferry hydrodynamically to minimize itsfuel consumption and cause the smallestpossible wake, which is particularlyimportant when passing through thearchipelago. The ship is designed andbuilt to Ice Class 1A Super, meaning thatit can operate in ice up to a thickness ofone meter. A new soundproofing tech-nology was developed to keep noise levels low, both when operating at seaand while in port. Viking Grace is a quietvessel.


Applications

EMMA advisesABB’s contract also covered the

transmission of the electrical energy pro-duced by the generator sets powered byWärtsilä’s LNG-burning dual-fuel mainengines. ABB Marine delivered the com-plete power generation and distributionsystem for the Viking Grace. Most of theelectrical power is transmitted to theship’s propellers, with the balance usedfor other consumers on board the ship,including the hotel load, i. e. the equip-ment responsible for ensuring passengercomfort.

ABB also installed its energy meas-urement and advisory system, EMMA™.EMMA continuously collects the ship’soperating data, such as its operationalprofile, trim, speed, energy productionand onboard consumption, including theair conditioning, among other loads. Sig-nificant improvements have already beennoted and the aim is to continuouslyimprove operations by constantly moni-toring and comparing the current per-formance with the baseline. EMMA pro-vides advice on optimum trim, energylost to weather, sea state and shallowwaters amongst other items such asenergy cost and production efficiency.

The electric propulsion system isbased on the “floating power plant” prin-ciple and is one of the key contributionsto energy efficiency aboard the VikingGrace. In each loading situation, the sys-tem operates only as many of the fourmain engines as are necessary, therebyoptimizing fuel consumption and reduc-ing the ship’s total emissions. And,thanks to the chosen power plant con-cept, planning service intervals for thedual-fuel main engines is easier andmore accurate than with conventionalHFO engines.

Turbocharging Viking Grace

Installed on each of the four W8L50DFengines is a TPL76-C ABB turbo-charger. This turbocharger type enablespressure ratios of up to 5 to beachieved with a high efficiency level.

By carrying out engine cycle simu-lations in collaboration with Wärtsilä,the optimum turbocharger specificationwas defined for the W50DF engines,which require a constant air to fuel ratioin gas operation. This is controlled bythe exhaust waste gate (EWG).

When matching the turbochargerand optimizing the design, the chal-lenge is to adjust the boost pressuresuch that the EWG control margin is

an optimum. On the one hand, theEWG opening in gas mode must beminimized for optimum fuel consump-tion. On the other, the EWG openingmust be sufficient to cope with partload operation and different site con-ditions, for example varying suctionair temperature or humidity.

The turbocharger matching testcarried out at Wärtsilä’s Trieste (Italy)engine factory confirmed that the tur-bocharger specification secured opti-mum fuel consumption, thus ensuringreliable operation under different con-ditions as well as the ability to copewith emissions legislation.

View of engine room showing one of the TPL turbochargers.


Technology

A turbo boost for LNGDemand for liquefied natural gas (LNG) is on the increase – in the power generation industry as well as, more recently, the marine sector. ABB Turbocharging is strongly committed to continuously developing technologies and maintenance solutions that support this market.

Text Marco Burgwal, Photography Michael Reinhard, Viking Line

1,700 TPL and TPS turbochargers run on over 1,100 engines powered with LNG.


Technology

Natural gas, cooled to – 162 °Cand, liquefied, is arguably themost discussed fossil fueltoday, and it is likely to remain

so in the coming years. Industry in generalcontinues to favor it as an environmen-tally attractive alternative to other hydro-carbon fuels. In fact, ABB Turbocharginghas delivered over 1,700 TPL and TPSturbo chargers on over 1,100 enginespowered with LNG so far.

Natural gas is the preferred choice forelectric power generation and industrialsectors because of its low greenhouseemissions – a result of its lower carbonintensity in comparison with coal and oil.And for new power generation plants it isespecially attractive because of the rela-

tively low capital investment needed.Also, abundant natural gas resourcesand stable production contribute to thestrong competitive position of naturalgas among all the available energysources. This trend is clearly visible in themedium and large bore power genera-tion market, where the volume of newlyproduced diesel fueled engines hasdropped significantly since the introduc-tion of the new spark ignited lean burngas engines and multi-fuel engines.

Another clear trend in the global energy market, and especially in electric-ity generation, is the need for high flexi-bility, reliability and fuel efficiency to beavailable over a wide load range. Theserequirements can no longer be met by

traditional “inflexible” gas turbines, and itis here that the highly efficient gasengines have a key advantage. A multipleengine setup easily outperforms the tra-ditional gas turbines by enabling anexisting power system to operate atmaximum efficiency. It does this by effec-tively absorbing system load variations,allowing a significant saving at the system level, and therefore for con-sumers. A 2012 study of the Californiapower system by the energy consultancyDNV KEMA showed that adding highlyefficient gas engines, instead of tradi-tional, high-start-cost, inflexible gas tur-bines, enables up to twelve percent ofthe annual system costs to be saved.

ABB Turbocharging actively supports the gas and dual-fuel engine developmenttrends through the introduction of high pressure, high efficiency two-stage turbo -charging Power2® and Valve Control Management (VCM®).

LNG promises a greener marine environment.


Technology

Environmentally relevantThis increasing importance of natural

gas is not only evident in the power gen-eration industry; the marine sector, too,has taken note of its environmentally andcommercially attractive benefits com-pared with other fossil fuel solutions.With natural gas as fuel, NOx emissionsare reduced by 85% and SOx and partic-ulates are practically non-existent com-pared with traditional diesel engines. Thekey commercial benefit is that no addi-tional expensive aftertreatment systemsare required to meet the new regulationscoming into force. Looking at the totalcost of ownership, natural gas is poten-tially a more attractive solution for meet-ing new emission regulations than anykind of diesel configuration.

While dual-fuel engines are alreadywidely used in the LNG carrier market,pure spark ignited gas engines still tendto be rare in the marine sector. Althoughoperators of ferries, cruise vessels, off-shore support vessels and others areshowing a growing interest in this tech-nology, the LNG boom in the marine sec-tor for non-LNG carriers is progressingmore slowly than was anticipated. This ismainly due to the IMO Marine Environ-ment Protection Committee’s decision toenforce new regulations for ships’ NOx

emissions in 2016 for already designatedNOx Emission Control Areas (NECA) only.Another reason is the lack of a globalLNG infrastructure, which is currentlylimited to specific regions.

Increased engine outputABB Turbocharging actively supports

the gas and dual-fuel engine develop-ment trends through the introduction oftechnologies that include high pressure,high efficiency two-stage turbocharging(Power2) as well as Valve Control Man-agement (VCM) – see page 16. Thesetechnologies offer the possibility of in -creasing engine output and operationalflexibility, enable fixed pitch propeller(FPP) operation and allow an increase inengine efficiency.

ABB turbochargers are used rightacross the medium-speed gas and dual-fuel engine market, and cover a broadrange of marine and power plant appli-cations. ABB Turbocharging also haswell-established maintenance manage-ment agreement packages, such as theOperation Performance Package (OPAC),that fully support these markets. OPACenables customers to maintain highestplant efficiency, flexibility and uptime,through monitoring, planning and com-pletion of turbocharger maintenance at a fixed price per running hour – a keyfactor in today’s market environment.

Marco Burgwal graduated in 1995 inNaval Architecture and Marine Engi-neering in Haarlem, The Netherlands.He worked as a technical superin-tendent at a Dutch shipping companybefore joining ABB Turbocharging in2002. After a 6 year spell in Japan,which included heading the WestJapan turbocharger service business,he returned in 2008 to join the globalmedium-speed sales and applicationengineering department, which hehas headed since 2011.


Technology

VCM’s bright future on the seaTests prove it: the flexibility and efficiency of ABB Turbocharging’sValve Control Management (VCM) has important benefits formarine applications. Gas and dual-fuel engines are the specialareas in which VCM has a most promising future.

Text Tiziana Ossola Auf der Maur, Photography Michael Reinhard

Two words best describe thetechnical benefits of ABB Turbocharging’s Valve ControlManagement (VCM): flexibility

and efficiency. To be precise, VCM allowsengine valve timings to be varied at allengine loads to control engine emis-sions, while at the same time improvingengine response, idling and startingbehavior. The result is, above all, a signif-icant fuel saving.

In 2009 ABB Turbocharging took upthe challenge of applying this technologyto large engines. To achieve this aim, itforged a development partnership withthe German company Schaeffler, a provenspecialist in the field. Schaeffler’s UniAir-System is an electro-hydraulic, variablevalve control system developed forsmaller internal combustion engines andalready running in hundreds of thou-sands of cars.

Fast load changes enabledThe results of the engine tests that

ABB Turbocharging has conducted havebeen extremely positive. In fact, as ABB Turbocharging VCM project leader

Ville Pellinen notes, “In many respects,the results are better than we wereexpecting.” The operating principle ofABB’s VCM system distinguishes itselffrom other, existing solutions, in a num-ber of ways. “We can vary the amount ofair reaching the engine any time we like,”Pellinen adds. “Each cylinder is able towork differently thanks to the rapid varia-tion in valve timings in every singleengine working cycle.”

This VCM principle opens up a widearea of potential applications on marineengines – for example in offshore shipsor passenger ferries. Generally speaking,VCM is of assistance wherever fast loadchanges are expected of engines on aregular basis. Pellinen continues: “VCMenables engine power to be changed by50% within fractions of a second. And it also provides a tremendous powerreserve at lower engine speeds. In thefuture, many vessels could be fitted withsimpler fixed pitch propellers (FPP)instead of controllable pitch propellers(CPP). This would reduce both the firstcosts and the operating costs associatedwith the much more expensive and com-plex CPP alternative.”

In addition, ABB Turbocharging’s testsshow that VCM considerably improvesgas and dual-fuel engine combustion.Efficiency increases of 1.5% – corre-sponding to a 3% lower fuel consump-tion – have already been demonstratedon engines with VCM. In combinationwith ABB Turbocharging’s high pressure,high efficiency two-stage turbochargingPower2, VCM also enables a further

VCM: Benefits at a glance

– Significant fuel saving– Especially helpful in marine appli-

cations with frequent and fast loadchanges

– Increased tolerance of differentfuel qualities and ambient condi-tions


Technology

increase in engine power and additionaloperating robustness. Gas and dual-fuelengines with “diesel-like” performanceare within reach with very strong, con-trolled Miller cycle combustion. The highpressure, efficiency and flexibility ofPower2 and VCM complement each other here.

VCM compensates for low gas qualityCurrently, only about 60% of the

worldwide liquefied natural gas (LNG)supply is of a high enough quality toallow full power operation on the currentgeneration of gas engines. Further, gasquality is expected to diminish in thefuture. In the worst case, a bigger enginewill need to be installed in order to com-pensate for the reduction in powerpotential due to low gas quality. “In somecases VCM even allows an engine withfewer cylinders to be used. That, ofcourse, also translates into a saving infirst and operating costs,” Pellinen says.

Political decisions that increase therelevance of LNG are on the way. Thelimitations for oxides of nitrogen (NOx )and sulfur (SOx ) in Northern Europe, theUSA and Canada are boosting the use ofgas or dual-fuel engines, since commer-cial LNG is not just a “low-NOx” fuel, but also a “no-sulfur fuel”. LNG is set tobe an economically viable alternative toliquid fuels by 2020/2025 – when it isplanned to introduce worldwide limits –especially when compared with the alter-native of relatively expensive diesel oiland aftertreatment equipment. Also, theEU is set to provide LNG refueling pointsfor maritime and inland waterway trans-port at 139 ports in the Trans-EuropeanTransport (TEN-T) core network by2025/2030. This is an important step forboth the shipping industry and the harbors themselves. For VCM projectleader Pellinen it goes without sayingthat “ABB Turbocharging is equipped toface a future in which the significance ofLNG will grow.”

VCM is of assistancewherever fast loadchanges are expected ofengines on a regularbasis.

VCM enables engine power to be changed by 50% within fractions of a second.


Service

Support spotlighton AfricaOverseeing nearly thirty offshore support vessels operatingbetween Gibraltar and Mozambique keeps Swire Pacific Offshore (SPO) Africa Technical Manager Aart Rikkers extremelybusy.

Text Hugh O’Mahony, Photography Constantin Ledes

From Douala, Cameroon, SwirePacific Offshore Africa overseesoperations stretching fromGibraltar in the north, all the way

down the west coast of Africa, and roundthe Cape of Good Hope to Mozambique.Within this area of operation SPO Africa

controls a 26-strong fleet of offshoresupport vessels, recently ex panded from22 vessels.

With a 27th unit – the platform supplyvessel Pacific Leader – due in service,SPO Africa Technical Manager AartRikkers is a busy man. His duties extend

across a fleet split between charter andspot tonnage, ranging in power from5,000 bhp to 20,000 bhp, in age from 16years to newbuild, and in function fromanchor handling to supply and mainte-nance in some of the world’s most chal-lenging offshore markets.

ABB Turbocharging Service Station in Douala, Cameroon.


Service

Technical monitoring is key“Our policy is that vessels should be

able to perform to expectations 100% ofthe time and our maintenance program is there to assure our customers that this is so,” explains Rikkers. “While fleetmanagement is centralized in our headoffice, technical monitoring is critical andaround 85 – 90% of the detail comesfrom us within the region.”

“And this applies whether the vesselis supplied under a five year contract orvia a one day spot charter,” Rikkerspoints out. “For example, fuel is paid forby the client, and meeting fuel consump-tion efficiency laid out in the tender is areally important topic for us.”

As well as routine monthly full powertesting to establish engine and turbo -charger performance is in line with theengine specifications, service supportmust be in place to ensure that – wherepossible – maintenance is a plannedrather than an emergency procedure.“Reliability, availability and low fuel con-sumption outweigh any other factorswhen it comes to the performance ofengines on our vessels,” adds Rikkers.

A complex undertakingClass rules dictate acceptable inter-

vals for full (every five years) and interme-diary (2.5 years) vessel surveys. Rikkerssays he faces particular challenges onyard scheduling beyond those of makingsure surveys coincide with standardengine / turbocharger overhaul intervalsof 20,000 running hours. The owner

prefers to dock its vessels in Walvis Bayand Abidjan rather than use facilitiescloser by, a preference that Rikkers sayscalls for extended dock planning time.

Getting supplies to vessels can alsobe testing, with 50 – 60% of consum-ables coming from Europe. In terms ofmaintenance spares, the logistics chal-lenge is even greater, with around 80 %of parts delivered from Europe and therest coming from Asia.

“We draw upon Swire Pacific Off-shore’s (SPO) synergy with Altus Logisticsin the Netherlands to consolidate partsshipments for us, but the newer vesselscoming into regional operation are moreadvanced than their predecessors andso servicing them is a more complexundertaking,” says Rikkers.

“Pacific Leader, for example, featuresdiesel electric propulsion as well as Azipod propulsors, which is in line withthe other newbuilds specified by SPOand is the future of the supply vesselsindustry in my opinion.”

Maintenance planning has a high priority

Rikkers continues, “If there is a problemthat falls outside our planned mainte-nance, we rely on the equipment makersand their technical teams. We have ourown technical experts and we will solvetechnical problems where we can, ofcourse, but sometimes we do not have thetime to drill down into a specific issue andit is more effective to bring the maker intodirect contact with the vessel operator.

“Of course, it remains our responsibil-ity to ensure that all equipment onboardis maintained using original spare partsthat are both up to date and according to the specifications promised. Fortu-nately, this has not been a major issue,especially when it has come to ABB Turbocharging. Personally, I have beenhere for two years and one of the firstsuppliers through my door was ABB, avisit that was quickly followed by a tourof ABB Turbocharging’s local workshop.Since that time, we have undertakenseven or eight dockings that haveinvolved overhauling the turbochargers.

“We also appreciated being visited byABB Turbocharging director-level repre-sentatives from Switzerland and Francein recent months, and being takenthrough the latest developments, techni-cal and otherwise. If it was like this withall of our suppliers, I would be a happyman.” Pascal B. Mooh, head of Douala Service Station, with Aart Rikkers (right).

Service engineer Ngan Ngan overhauls a VTR 454turbocharger.

One of the first suppliersthrough my door wasABB, a visit that wasquickly followed by a tourof ABB Turbocharging’slocal workshop.


News

New Service Station in Fredericia.

Support for marine, power and other industries: ABB Turbocharging in Batam, Indonesia.

Inauguration in Fredericia, Denmark

Fredericia. In June ABB Turbochargingopened a new Service Station in Fredericia,Denmark. This also marks the completionof the amalgamation of the company’sactivities in Norway, Denmark and Swedeninto a single Local Business Unit (LBU).

Fredericia is a multi-purpose servicefacility that allows literally all locations ofDenmark to be reached in about 2 – 3hours. The location also has the addi-tional advantage of being both an estab-lished and a big ABB site, with a consid-erable number of ABB employees in thelarge workshop and with excellent logis-tics and more facilities. The turbochargingworkshop meets the high safety stan-dards required for service operations.

The opening of the new Frederica,station is a move in the stepping up of

service operations in a strong market. Ashome to leading shipowners, includingthe globally active container market leaderAP Møller-Maersk, Denmark is a majorshipping nation and the country’s powergeneration grid includes a number ofdecentralized power and cogenerationplants based on piston engines.

New Turbocharging Service Point in Batam

Batam. As part of its commitment to helpits customers in maintaining and improv-ing their productivity, ABB has opened anew Turbocharging Service Point inBatam, Indonesia. The Service Point willbe the base for maintenance and repairof ABB turbochargers and support thesustainability of ABB customers’ opera-tions in the marine industry, power sectorand other industry sectors in Batam.

Batam is a free trade zone and lies onone of the world’s busiest shipping lanesbetween Sumatra and Singapore. Thishas made Batam one of the key areas for ship repairs in Indonesia. Moreover,Batam’s basic infrastructure, such as itselectric power systems, is growing sig-nificantly, as witnessed by the independ-ent power producers who have investedheavily in Batam.

Special edition

charge! looks at locomotion

Railways. ABB Turbocharging isdedicating a special issue of charge!exclusively to railways. charge! railspecial takes a close look at the fourgreat railway systems of the world in Russia, China, India and NorthAmerica. The magazine will analyzetheir special characteristics and cur-rent trends, as well as their needs forengine turbocharging. For decades,ABB Turbocharging has been supply-ing reliable turbocharger technologyto the world’s diesel locomotiveindustry. The company provides anoffering of products and productservicing precisely tailored to the rail-way market, to meet both the tech-nological and economic needs of theindustry. The latest TPR turbochargergeneration, now including the optionof variable turbine geometry (VTG), is enjoying a highly positive receptionfrom operators of heavy main lineand shunting locomotives around theworld.

charge! rail special is available during Innotrans, the InternationalTrade Fair for Transport Technology(23 – 26 September 2014), from theABB Turbocharging exhibit in Hall 9,Stand 204 at the Messe Berlin exhibition center.

TPR turbochargers for Chinese locomotive“Smart Loong”.


News

Royal Caribbean Cruises Ltd.’s Oasis of the Seas benefits from the combined service know-how of RCL, Wärtsilä and ABB Turbocharging.

Wärtsilä and ABB Turbocharging collaborate in ten-year service agreementwith Royal Caribbean Cruises Ltd.Collaboration. Wärtsilä, the marine indus-try’s leading provider of innovative prod-ucts, solutions and services, has signeda ten-year maintenance and technicalsupport agreement with Royal CaribbeanCruises Ltd. (RCL). ABB Turbocharging,the world leader in the manufacture andmaintenance of turbochargers for 500 kWto 80+ MW diesel and gas engines, hasbeen subcontracted by Wärtsilä in theservicing of the agreement, which covers142 Wärtsilä engines and 170 ABB turbo -chargers in 36 RCL vessels, 32 already inoperation and four newbuilds, with anoption to add more vessels in the future.

Under the terms of the contract,Wärtsilä will provide a broad range ofservices for RCL, including conditionmonitoring of the engines, individualizedtechnical support, the development anddesign of new components as well as a spare parts supply agreement. ABB Turbocharging will work with Wärtsilä to

provide a customized service packagefor turbochargers on the vessels, includ-ing scheduled and unscheduled spareparts and labor at ABB workshops.

The agreement is one of the largestbetween Wärtsilä and a marine customer.It supports Wärtsilä’s strategy of offeringlong-term service agreements that allowcustomers to focus on their core busi-ness. ABB’s agreement with Wärtsilä willbolster their strategy of responding effec-tively and intelligently to customers’ needsto make a positive, lasting difference intheir applications’ operation.

“By combining the knowledge fromthe customer’s side with the knowledgeand experience from Wärtsilä and ABB,we made this agreement a reality. Thecontract will enhance the predictability of Royal Caribbean’s operational costs,minimize scheduled and unscheduledmaintenance costs as well as optimizethe planning of maintenance and spare

parts deliveries,” says Kimmo Kohtamäki,director of four-stroke engines at Wärtsilä.

“Our focus has always been to ensuresafe, cost-effective and reliable turbo -charger operations so that RCL canfocus on what is most important of all,namely the safety and comfort of theirpassengers and their business. We arevery pleased to be able to work withWärtsilä to offer RCL the very best standard in turbocharging,” says AxelKettmann, Senior Vice President andglobal head of sales, marketing and ser-vice at ABB Turbocharging.

Royal Caribbean Cruises Ltd. oper-ates a substantial number of Wärtsiläengines, and can point to over 40 yearsof cooperation and partnership withWärtsilä. Wärtsilä and ABB Turbochargingalso have a longstanding collaborationaround turbocharging in several keyareas, including service agreements,research and development and sales.


Applications

When “both…and”is simply perfectThe floating university Semester at Sea combines study andtravel. Equipped with ABB turbochargers, the ship sails safelyand reliably to ten or more countries in about 100 days. Thisyear Semester at Sea is celebrating its 50th year in business.

Text Tiziana Ossola Auf der Maur, Photography Semester at Sea

Semester at Sea, here in Cuba, offers more than country-hopping consumer tourism.


Applications

All students know the dilemma:they want to complete theirstudies as soon as possible,but they also badly want to

see something of the world. The answeris available: the “both…and” alternative.It is called Semester at Sea. The idea:you study on a ship and simultaneouslyexplore the world. The organizers calltheir school ship “the coolest campus onearth”.

The MV Explorer sets sail three timesa year with up to 720 students on board.The next trip, planned for spring 2015, isa voyage around the world. Embarkationis in San Diego, California. From therethe ship goes to Hawaii, Japan, China,Southeast Asia, India, around the Capeof Good Hope and via Ghana to Morocco.112 days, 16 cities and 12 countries later,the students disembark in Southampton,England.

It’s an exciting thing to do. Whether inthe Swinging Sixties or Post-Millennium:60,000 alumni have enjoyed the Semes-ter at Sea experience. This year Semes-ter at Sea is fifty years old.

Learning about offshore issuesSemester at Sea is a global study-

abroad program operated by the non-profit Institute for Shipboard Education(ISE) in Charlottesville, Virginia. The Uni-versity of Virginia is the program’s aca-demic sponsor. Semester at Sea offersup to 75 courses across several disci-plines of study. Learning aboard ship isexactly like studying on dry land. TheSemester at Sea courses are fullyaccredited and meet the generallyaccepted standards for transfer – i. e.students benefit from credits earned attheir home institution. About two thirds

of the courses are offered on every voyage, while the remaining third isunique to the voyage concerned.

The detailed route, the lecturers andthe content of the courses are fine-tunedto each other for each itinerary planned.The stopover in Scotland brings scienceand engineering students and their lec-turers to the University of Strathclyde inGlasgow. They visit the nearby WhiteleeWind Farm, the largest in the U.K. Thisacademic field trip is used to discuss off-shore and onshore wind energy issues.On summer voyages to the Mediter-ranean, the World Literature coursefocuses mostly on literature from thenations en route.

Semester at Sea does not, of course,see itself as an enabler of country-hop-ping consumer tourism. Every stayashore is part of the syllabus. As theorganizer’s website explains, first-handobservation should help to broaden hori-zons and promote an understanding ofworld issues. Comparisons between cul-tures aim to help develop a better aware-ness of one’s own culture.

A proven engine configuration The 180 meter MV Explorer was built

in 2002. She has classrooms, lecturetheaters, a library and a swimming pool.Two hundred crew members accompanyevery MV Explorer voyage. They aremore than service providers. “Crewmembers,” Semester at Sea says, “typi-cally originate from more than twentycountries and are an important compo-nent of the overall learning experienceduring the voyage.”

Accommodation aboard is – accord-ing to the students’ (parents’) financialresources – in single or multi-berth cab-ins. Irrespective of the level of comfort,students want to experience somethingwhile traveling safely – ship managementis handled by V-Ships, a globally activeprovider with representatives at majorports.

The MV Explorer is equipped withWärtsilä 9LW46 diesel engines turbo -charged with TPL 77-A30s from ABBTurbocharging. “The W46 line of Wärtsiläengines coupled with ABB’s TPL-A lineof turbocharger are both a proven andreliable configuration. Having four of thesepower units on the MV Explorer also guarantees a high degree of redundancy”,explains Tomas Lorentz, Global CruiseLine Manager at ABB Turbo charging inMiramar, Florida.

ABB turbocharged school ship MV Explorer, “The coolest campus on earth”.

Quiet study on board.


Tips for the operator

All major international containerlines are nowadays operatingtheir vessels in so-called “slowsteaming” or even “super slow

steaming” mode at engine loads down to10% MCR (Maximum Continuous Rating).

Slow steaming reduces specific fuel con-sumption, lowers carbon emissions andconsiderably improves companies’ envi-ronmental balance sheets into the bargain.

The one big advantage of slow steam-ing is that it provides shipowners with a

flexible solution to the problem of howbest to save on fuel oil. Many of ABB Turbocharging’s customers need and wishto have the possibility to run on full load,yet also be able to save on fuel oil whenthe possibility of slowing down arises.

Slow steaming – a proven strategy With bunker costs increasing, “slow steaming” has become a universally accepted means of significantly reducing fuel consumption and is used by major shipping companies aroundthe world.

Text Holger Markow, Photography Michael Reinhard

Turbocharger cut out is a popular choice for slow steaming solutions.


Tips for the operator

Part-load and low-load operationsTo meet this growing demand for run-

ning large vessels on varying loads, allmajor two-stroke engine builders havedeveloped customized slow steamingsolutions that improve the main engineperformance during part-load or low-load operation.

A popular technical solution is turbo -charger cut out. This practice has widely

recognized benefits and is in use onlarge container vessels operating acrossthe globe.

When one turbocharger is cut out, theremaining turbochargers benefit from thehigher exhaust gas energy they receive.This causes the scavenge air pressure toincrease and provide higher cylindercompression and maximum combustionpressure. The outcome is lower fuel oilconsumption and a good overall enginecondition.

Cleaning regime and slow steamingOver the past five years ABB has

been successfully involved in hundredsof slow steaming projects, either with afix or flexible cut out solution.

When operating vessels in slowsteaming mode, customers generallyneed to take a special look at theircleaning regime. Typical negative resultsof continuous low load operation areineffective, incomplete combustion andchemically altered combustion products.Increased fouling of the exhaust system

and turbocharger components canoccur.

Normally, dry and wet cleaning per-formed on the turbine side removes sootand other accumulated deposits me -chanically through the use of marine gritor water droplets, which impact on thehot surface. However, at lower loads thismechanical impact is reduced, makingthe cleaning measure less effective.

Where slow steaming is used continu-ously over longer periods of time, clean-ing regimes may need to be adjusted asfollows to achieve adequate cleaningresults:1. During cleaning, make sure that the

engine load is at 25% or higher.2. Dry clean more frequently (e.g. every

24 hours).3. Regularly check the effectiveness of

the cleaning by carrying out interme-diate inspections on the relevant gasducts.

Please consult ABB Turbocharging forany individual support you may requireregarding slow steaming.

Holger Markow is an environmentaland process engineer with a post-graduate degree in economy engi-neering. He joined ABB Turbochargingin 1996. Today Markow is SeniorManager Technical Service, responsi-ble for claims management, break-down investigation and technical support for end users, operators and Service Stations.

Two ways to achieve aturbocharger cut out:

1. In the so-called “fix or permanentcut out”, the rotating and bearingparts are completely removed andstored, and the gas, air and oilports are closed with blankingplates.

2. With the “flexible cut out”, noparts are removed from the turbocharger but controlled cutout valves are installed in theexhaust gas inlet and air outlet.The turbocharger can be engagedwhenever needed. As oil is stillsupplied to the turbocharger, theprovision of external sealing air to the turbocharger is mandatoryfor an oil- and gastight sealing,plus modifications to the turbo -charger are required.

Over the past five years ABB has been successfullyinvolved in hundreds of slow steaming projects,either with a fix or flexible cut out solution.

Cut out information reminder.


Recipe

We have said farewell toport A, but we are not yetat our destination, port B.In between lies a voyage

on which we are encapsulated in theconfining world of the high seas.

In works of fiction voyages aboardship always have added significance.Departures are exciting. “I had the feelingI was starting a new life,” says the fiftyyear old engineer in the Swiss novel“Homo Faber” (Max Frisch), as he boardsthe steamer from New York to Le Havre.Walter Faber has just left his partner. Hefinally feels free, young – and uninhibited.It doesn’t take long before a young ladycatches his eye …

For Mynah, the eleven year old pro-tagonist in “The Cat’s Table” by MichaelOndaatje, his passage from Ceylon toEngland is an unrestrained journey ofadventure, diving “like needles into thegold-painted first-class pool with barelya splash”. And discovering the question-able rituals of the adult world, that at thecaptain’s table one is “constantly toast-ing one another’s significance”.

A sea journey often means changeand even personal transformation. WalterFaber will learn later that the young ladyhe has fallen for is his own daughter. He,the man of facts and figures, who onlybelieves what can be proven, now has to come to terms with something asunfathomable as chance.

What is your poetry of passage? Ifyou are lucky enough to travel from Sweden to Finland on Viking Grace (seepage 8 in this issue of charge!) considerthis question while enjoying Viking Grace’sculinary recommendation of fillet of lamb.

The poetry of passagesInternational recipe No. 9 is recommended by Viking Grace chefs.As an accompaniment we serve an excursion into the fascinatingworld of nautical yarns in which a voyage on a ship is never justnavigation from A to B.

Text Tiziana Ossola Auf der Maur, Photography Viking Line


Acknowledgments

Published byABB Turbo Systems Ltd

AddressP.O. BoxCH-5401 Baden/SwitzerlandPhone: +41 58 585 7777Fax: +41 58 585 5144www.abb.com/turbocharginge-mail: [email protected]

EditorTiziana Ossola Auf der Maur

PhotosMichael ReinhardABB Turbocharging in GreeceViking LineConstantin LedesRoyal Caribbean InternationalSemester at Sea

Cover photo: Corbis

PrinterDietschi Print & Design AG, Olten /Switzerland

Layout, typography, electronic publishingDomino Style & Type AG, Gebenstorf /Switzerland

Reprints require the publisher’s written consent.

© 2014 ABB Turbo Systems Ltd, Baden /SwitzerlandAll rights reserved

Fillet of lamb, lamb sausages, purée of parsley root, wild garlic and butter sauce

480 g fillet of lamb (trimmed) 1 caul fat of pork 2 tsp. pesto of thyme: 1 bunch of thyme, 7 tsp. of grated

parmesan cheese, 3 garlic cloves, 2.5 dl oil, salt and pepper. Mix all ingredients in the liquidizer.

salt to tastepepper to taste

Season the fillets with the pesto, salt, pepper, and wrap them into the caul fat. Fry the surface, bake in oven at 108 °C until the innertemperature is 48 – 50 °C. Allow to rest for 15 minutes.

Purée of parsley root 500 g parsley root, cream, butter, salt, pepper

Peel and cut the root, cook with cream until soft. Liquidize to a purée,add butter, salt and pepper.

Lamb sausage2 (approx. 150 g) lamb roasts (trimmed) in cubes1⁄3 (approx. 40 g) pork loin in cubes60 g bacon8 tsp. flake salt2 tbs. black pepper7 tsp. brown sugar5 tbs. paprika2 tbs. garlic powder3 tbs. fresh thyme3 tbs. fresh rosemary5 garlic cloves2 red chili-peppers seeded12 tbs. grated Pecorino cheese50 g ginger

Combine all ingredients. Allow to rest until next day in vacuum. Grindtwice in meat grinder. Add 7 dl of sour cream, mixing by hand. Fry atest piece to ensure the seasoning. Get some cleaned lamb intestinefrom the butcher. Fill the lamb intestines with the mass. Simmer thesausages in hot, but not boiling water. Grill or fry them before serving.

Wild garlic and butter sauce3 dl white wine2 dl white wine vinegar7 dl sour creamsalt to tastepepper to taste50 g cream butter in cold cubes 1 handful wild garlic leaves (minced)2 dl beef stock

Bring the white wine, vinegar and cream to the boil, add the butterand mix to thicken the sauce. Season with the minced wild garlic.Prepare some stock according to the instructions on the packet.

Turbocharging upgrades. The smart move tohigher efficiency and savings.

An ABB turbocharging upgrade utilizes the latest technology to enhance your invest-ment and your engine’s performance. Upgrading your turbocharger will increase yourapplication’s efficiency, thereby saving fuel consumption significantly and increasingyour productivity through an increase in your application’s speed margin. What’s more,an upgrade increases your engine’s operational life, the time between overhauls, thusreducing maintenance costs. Make the smart move to an upgrade.www.abb.com/turbocharging

Documents

Gas shifts to the front burner