A Technical Customer Magazine of MAN Diesel & Turbo 2/2012

Slow Steaming Practices in the

Global Shipping Industry/Pages 8-9

Building of China’s Tier III Selective

First G-type Engine
Confirmed Catalytic Reduction
Development of large two-stroke diesel engines
Shanghai setting celebrates signing Waigaoqiao Shipyard, Maran Tank-
of contract with CMD. ers and MAN Diesel & Turbo, all of
whom celebrated the event with With a view to meeting the NOx Tier III III in 2016. As such, Tier III repre- Hitachi Zosen and MAN Diesel
At a recent ceremony in China, commemorative speeches. regulations due to take effect in 2016, sents an 80% reduction in NO x & Turbo agreed to develop an SCR
CMD (CSSC-MES Diesel Co., Ltd.) Hitachi Zosen is developing an SCR compared with Tier I. While it system for two-stroke engines lo-
held the official signing of the con- Ceremony themes (Selective Catalytic Reduction) sys- was possible to meet Tier II limits cated before the turbocharger.
tract to construct the first Chinese- In his speech at the ceremony, tem for low-speed diesel engines in through engine adjustments alone, Hitachi Zosen chose SCR as its
built MAN B&W design Green Se- Qin Wenquan, Chairman of CMD, cooperation with MAN Diesel & Turbo. meeting Tier III makes it necessary NOx-reduction method because:
ries 7G80ME-C9.2 engine. Due for described the 7G80ME-C9.2 en- to introduce external techniques. It    it is possible to make a com-

delivery in June 2013, the engine gine – rated at 31,150 kW – as “a To this end, a prototype was re- is mandatory to observe the new pact system using high-tem-
is bound for a 319,000-dwt, ABS new, green, marine diesel engine cently fitted to an MAN B&W NOx regulations, and any negative perature and high-pressure
class VLCC (Very Large Crude with an ultra-long-stroke and lower 6S46MC-C engine aboard a gen- effect on fuel consumption and gas, and de-NO x efficiency is
Carrier) to be built by Shanghai speed that follow the design prin- eral cargo newbuilding for Nissho running costs is a major concern improved
Waigaoqiao Shipbuilding Co., Ltd. ciples of the Mark 9 engine series.” Shipping. for ship operators.    it is possible to maintain the

(SWS) for Maran Tankers of Greece. He further stated: “The G-type en- engine’s running perform-
The G-series engine is hallmarked gine is a realisation of the most ad- NOx regulation De-NOx technology for Tier III ance whether the SCR system
by its SFOC, energy efficiency and vanced technology, offering advan- The regulation of air pollution stem- Realistically, SCR and EGR (Ex- is running or not and with no
ability to meet all Tier II criteria. tages in fuel consumption, exhaust ming directly from diesel engines haust Gas Recirculation) are the harm to the engine
The ceremony was held at the emission and energy efficiency.” is among the IMO regulations cov- two main techniques that can help    Hitachi Zosen is a total solu-

CMD factory in Lingang, Shanghai. He ended his speech by stating ering hazardous waste from ships. engines meet Tier III NO x regula- tion provider of marine SCR
It was attended by a large audience that the order for the... The first NOx regulation was intro- tions, based on the service experi- systems.
of CMD staff and partners, includ- duced in 2000 (Tier I), with Tier II ence from power plants and cars,
ing representatives from Shanghai Continued on page 2 coming into force in 2011 and Tier respectively. Continued on page 3

MAN Diesel & Turbo Bigger Compressor Trains First Sale of Uprated A Real Powerhouse
Acquires Kappel For PTA Plants L23/30H Announced of a Solution
Takeover strengthens Major supplier in rapidly Strategic internal Otto 20V35/44G engine to
propeller portfolio expanding market repositioning for GenSet meet future power needs

> Page 5 > Page 6 > Page 10 > Page 11

PAGE 2 DIESELFACTS 2/2012

Building of China’s First G-type Engine Confirmed

Continued from front page

7G80ME-C9.2 engine – the first

such order in China – showcases
CMD’s ability to build large-bore,
low-speed diesel engines.
Goetz Kassing, Managing Direc-
tor of MAN Diesel & Turbo, China
noted the country’s and indeed
Shanghai’s unique maritime her-
itage in his speech, particularly
mentioning the juxtaposition of
the Yangtze river, Yangshan deep-
water port, Shanghai Waigaoqiao
Shipyard, Shanghai Maritime Uni-
versity and CMD, one of the world´s
most modern facilities for the pro-
duction of two-stroke engines.
He concluded by praising the
cooperation between CMD, MAN
Diesel & Turbo, Shanghai Waigao-
qiao and Maran Tankers and af-
firmed his company’s strong be-
lief in building engines as close as
possible to ship construction sites.
He called CMD “a highly reputable
engine builder” and portrayed the
company’s recent success as a
clear sign of its competitiveness in
today’s international market.
Pictured at the signing ceremony (standing, from left to right): Kimihiko Sugiura – President, CSSC-MES Diesel Co., Ltd. (CMD), Goetz Kassing – Managing Director,
G-type efficiency MAN Diesel & Turbo Shanghai Co., Ltd., Liu Yanbin – Trade Relations, Greece-China Association, Wang Yongliang – Vice President, Shanghai Waigaoqiao Ship-
CMD Chairman Qin Wenquan also building Co., Ltd., Li Zhushi – Executive Vice President, China Association of The National Shipbuilding Industry (CANSI), Wu Qiang – Vice President, China State
Shipbuilding Corporation (CSSC), Dr. Nikiforos Papadakis – Senior Project Manager, Maran Tankers, Gao Kang – Vice President, Marine & Design Research Institute
used his speech in Lingang to of China (MARIC), Wang Lin – Vice President, Shanghai Merchant Ship Design & Research Institute (SDARI). Seated (from left to right): Li Junfeng, Vice President –
compare an MAN B&W 7S80ME- CSSC Purchasing Department, Qin Wenquan – Chairman, CSSC-MES Diesel Co., Ltd. (CMD)
C9.2 engine and a G80 engine
installed aboard a 319,000-dwt
VLCC, where the G80 engine has S80 engine. Qin Wenquan there- together with an optimised engine addition of G70ME-C9, G60ME- tially signed a licence agreement
a greater efficiency of 1%. Assum- fore concluded that the G80ME- design, reduces both fuel con- C9 and G50ME-B9 models. The to produce MAN B&W low-speed
ing optimum running conditions, C9.2 engine fulfils the demands of sumption and CO2 emissions. G-types have designs that follow engines with the then start-up in
including an optimum propeller high efficiency ships, ensuring that Kassing stated that just as MAN the principles of the large-bore, January 2006 in Shanghai.
set-up, propeller efficiency can be it will eventually become the natu- B&W S-engines had become first Mark 9 engine series that MAN CMD has already delivered 152
improved by about 3.6%. Under ral choice for VLCC vessels. choice for container ships, that so, Diesel & Turbo introduced in 2006. diesel engines in its relatively short
the same ship-speed conditions, Goetz Kassing backed up this over time, would G-engines be- Their longer stroke reduces engine existence, representing 5.36 mil-
overall running costs can accord- analysis, observing that the G80’s come first choice for bulkers, tank- speed, thereby paving the way for lion BHP, and has established itself
ingly be reduced by 4.6%, a sig- longer stroke results in a lower rpm ers and even some box ships. ship designs with unprecedented as a globally recognised brand. A
nificant saving that MAN Diesel & for the engine driving the propel- high-efficiency. key partner has been SWS to
Turbo figures suggest can even be ler: a reduction from 78 rpm for the The G-type programme whom CMD has supplied multiple
bettered, depending on individual S80 engine to 68 rpm for the G80. The G-type programme entered About CMD MAN B&W MC, MC-C and ME-C
circumstances. He further noted that the lower op- the market in October 2010 with CMD is a joint venture between in- engines for both bulk carriers and
Again, under the same ship- timum engine speed allows the the entry of the G80ME-C9 model. vestors from Chinese CSSC and VLCCs, with CMD now, of course,
speed conditions, the EEDI would use of a larger propeller. Ultimately, MAN Diesel & Turbo subsequent- CSSC Holdings Ltd., and Mitsui set to construct G-type engines for
be reduced by some 8.2% when this is significantly more efficient ly expanded the ultra-long-stroke – the Japanese ship and engine the latter.
using the G80 as opposed to the in terms of engine propulsion and, programme in May 2011 with the builder. MAN Diesel & Turbo ini-

MAN Dual-Fuel Engines to Drive Russian Gas Business

The largest Russian shipowner, Germany with delivery to the Ko-
Sovcomflot, recently selected the rean yard due in the fourth quar-
dual-fuel MAN 51/60DF engine for an ter of 2012. The first vessel is sub-
LNG carrier newbuilding programme sequently expected to commence
comprising of two confirmed vessels commercial operation in the fourth
with an option for two more vessels. quarter of 2013.
The new 51/60DF orders mark
The dual-fuel diesel electric propul- another major milestone in MAN
sion system and the MAN 51/60DF Diesel & Turbo’s strategy of ex-
engine have been selected to pro- panding its environmentally friend-
vide the vessel with a high efficient ly dual-fuel-engine technology into
and low emission propulsion sys- the marine sector.
tem, especially when running in The first 51/60DF order for a ma-
gas mode. A high degree of redun- rine application was signed in 2007
dancy and the MAN 51/60 DF en- for an LNG Carrier – ‘Castillo de
gine’s multiple fuelling options have Santisteban’ – with five 8L51/60DF
also been taken into account. units owned by Spanish shipowner
The vessels are currently under Empresa Naviera Elcano S.A., the
construction at STx Offshore & globally active Spanish shipping
Shipbuilding in South Korea and group. This vessel has successful-
will each be driven by sets of two ly operated commercially since
8L and two 9L51/60DF engines. summer 2010 in the transport of
The engines will be built at MAN LNG worldwide.
Diesel & Turbo’s Augsburg plant in Graphical rendering of one of the Sovcomflot newbuilding LNG carriers (Source: Sovcomflot)
DIESELFACTS 2/2012 PAGE 3

Tier III Selective Catalytic Reduction

Continued from front page geometric surface area rather than
its bulk volume.
 Urea Solution Control Valve
SCR system for marine diesel Urea Solution 32.5 wt% (programmed by Hitachi Zosen)
engines Engine room installation
There are two solutions for a ma- The first, in-service SCR system NO+NO2 Optimised Emission Control
rine SCR system. One is a low- was designed for an MAN B&W
pressure system, installed down- 6S46MC-C engine aboard the HP-SCR Reactor
stream of the turbocharger. The ‘Santa Vista’, based on the knowl-
other is a high-pressure system, edge gained from a 1-cylinder test Soot Blower

installed upstream of the turbo- engine in 2009. Figure 3 shows

SCR Catalyst
charger and which Hitachi Zosen the engine with the SCR system
has concentrated on. with the successful testbed setup
shown on the left and the identi-
N2+H2O
High-pressure SCR system cal engine-room setup on the right.
A diesel engine emits nitrogen ox- The engine room was carefully de-
ides and dioxides. When a urea signed to leave sufficient mainte-  SCR on/off valve x 2
 SCR bypass Valve x 1
solution is injected into the duct nance space. (programmed by MAN Diesel & Turbo)
upstream of the reactor, it is then
converted into ammonia. Subse- Safety provisions
Optimised Follow-up Control for Engine
quently, NO x reacts with the am- Hitachi Zosen used a urea-SCR
monia in the catalyst in the HP- system on this project as the urea
SCR reactor and is converted into solution is very safe and easy to
nitrogen and water with the clean handle compared to an ammonia
gas then flowing into the turbo- solution. Some classification soci- Figure 1: High-pressure SCR system (Source: Hitachi)
charger. Hitachi Zosen provides eties have their own safety require-
the optimised control system of ments regarding SCR, which the where the gas temperature was at
6S50ME-C8 9,960 kW
urea solution injection. Hitachi Zosen system fulfills. How- 25% engine load and the exhaust
°C & kg/sec*10
Two SCR on/off valves and an ever, as the SCR system is locat- valve temperature was raised 16°C,
500
SCR bypass valve control the ed on the high-pressure side, at- Turbine Inlet Temp (Normal)
resulted in a fuel penalty of some
450
smooth flow of flue gas into the tention has to be paid to large gas Engine Massflow (Normal) 1.9 g/kW/h.
SCR system, using a sequence forces, large thermal expansions 400 SCR Requirement
that is programmed by MAN Die- and engine vibration. Sea trial results
350
sel & Turbo. Figure 5 shows the results of the
Low-load method 300
engine performance measure-
NOx removal catalyst An appropriate exhaust-gas tem- 250 ments both with and without SCR.
The Hitachi Zosen catalyst has a perature is kept at the inlet of the 200 The red line represents the engine
characteristic triangular configu- SCR system by placing it before performance during SCR opera-
150
ration and its wall also has a lot the two-stroke engine’s turbo- tion, while the blue line represents
of fibre matrix reinforcement. It is charger. However, even with this 100 SCR-bypass operation. It can be
therefore very tough and resistant scenario, the temperature required 0 seen that the engine performance
to engine vibration despite being by the catalyst may not be attaina- 20 30 40 50 60 70 80 90 100 is almost exactly the same with the
Power %
quite thin. ble when engine output is very low. only major difference the exhaust-
It is possible to reduce the vol- Adjustment of the SCR system’s Figure 2: Exhaust gas temperatures (Source: Hitachi) gas temperature at cylinder outlets.
ume of catalyst volume required three valves is enough to control This is a direct result of the effect
for the Hitachi Zosen-type catalyst engine operation for a normal serv- let of the turbocharger by opening cylinder increases. of the CVB. The gas temperature
because less than 100 microme- ice load. When the exhaust gas the cylinder bypass valve (CBV). By controlling the CBV accord- was automatically raised to 300°C
ters of the catalyst’s surface con- temperature is not enough at low Through draining some of the scav- ing to the temperature deficit, it at low loads to ensure a good SCR
tributes to NOx reduction. Accord- load, it is possible to increase the enge air, the quantity of air to the is possible to maintain a suitable performance.
ingly, the extent of NOx reduction is gas temperature by leading part cylinder decreases and, as a result gas temperature for the SCR sys-
determined by the catalyst’s total of the scavenge air to the gas in- of this, the gas temperature from a tem. An example from the SCR trial, Continued on next page

2
2

SCR on test-bed:
1

1 SCR catalyst

2 SCR urea mixer unit 3

3 Engine

SCR in engine room

Figure 3: SCR installation (Source: Hitachi)

PAGE 4 DIESELFACTS 2/2012

1 3

Figure 4: SCR reactor in engine room (1. SCR catalyst; 3. Engine)

Continued from previous page level to avoid ammonia slip. enge air pressure were also stable. Normal loading condition sions are continuously maintained
After closing the SCR bypass, With this system, the engine can Here, the engine was loaded grad- at a low level. The engine system
Figure 6 shows the result of SCR the urea was controlled in this way, be accelerated as normal. Howev- ually from half-speed to 90% load was stable and, with normal load-
performance measurements. The and NOx emissions at the SCR out- er, such a quick loading is unusual in 15 minutes. The SCR bypass is ing, no bypass valve control is nec-
set value for the automatic de-NOx let were maintained at a stable, low and normally only happens in an unused and the urea flow rate is essary for the system to remain
control was an 80% reduction. As level – 80% de-NOx was achieved. emergency situation. Normally, ac- controlled according to the load stable.
a result, the de-NOx ratio was 80% The turbocharger speed and scav- celeration takes about 30 minutes. increase. Accordingly, NO x emis-
at every E3 mode point with SCR Fast unloading
and bypass modes performing Here, the engine speed was de-
similarly. Other points of interest Almost same performance between SCR and bypass creased suddenly and as quick-
include: ly as possible – in a few seconds
  High cylinder outlet gas tem- High cylinder outlet gas temperature at low load due to CBV from 90% load to half. The EGB
perature at low load due to 500 and CBV are both opened and the
CBV gas temperature maintained above
  The graph shows that the E3-
450 300°C. NOx is controlled at a low
cycle value was 3.1 g, which level and the engine system was
was less than the 3.4 g stipu- 400 Exh. Gas Temp. (°C) stable.
lated for the IMO limit
  At every E3 mode point, the Conclusions
350
NOx emission level was lower Hitachi Zosen and MAN Diesel &
than the NTE line of IMO Turbo now have a Tier-III-compli-
300
  The gas temperature was main- ant, large, two-stroke diesel engine
tained automatically above with SCR and know that the follow-
250
300°C at low loads. ing parameters must be controlled.
From an engine point of view:
Transient response 200   the SCR needs to be placed
Fast loading before the turbine
During acceleration, the SCR by-   the gas temperature must be
pass (V1) was opened and kept 0 2 3 4 5 6 7 8 ( x 1000) controlled correctly
1
open until the gas temperature be-   an appropriate engine control
Power (kW)
fore the turbine came up, and the system is necessary
urea flow rate was controlled at low Figure 5: Engine performance with and without SCR (Source: Hitachi)   engine performance with and
without SCR is almost the
same.
From an SCR point of view:
450   good urea injection and good
DeNOX control setting = 80% ammonia mixing are necessary
400   an appropriate SCR catalyst is
Gas temp degC

DeNOX result = 80% at each E 350

necessary to allow HFO opera-
tion
300 T1 degC   an appropriate SCR control
E3 cycle value = 3.1 g/kWh system is also necessary
250
  and finally, careful steps have
Less than NTE at each E3 point 200 to be taken to ensure use of the
0 10 20 30 40 50 60 70 80 90 100 proper installation.
Engine load %

6 100

5 NOX g/kWh
80
NOX g/kWh

4
60
DeNOX %

2 40 DeNOX %

1 20
0
0
0 10 20 30 40 50 60 70 80 90 100
0 10 20 30 40 50 60 70 80 90 100
Engine load %
Engine load %

Figure 6: Performance of SCR system (Source: Hitachi) Figure 7: NOX certificate from NKK
DIESELFACTS 2/2012 PAGE 5

MAN Diesel & Turbo Buys Kappel Design

Takeover strengthens existing propeller portfolio and creates more possibilities
The MAN Alpha propeller programme Previous collaboration Both new sales and the retro-
has added further fuel-saving and Kappel and MAN Diesel & Tur- fit after-sales business will benefit
energy-efficient propulsion oppor- bo originally started working with from the now MAN-owned tech-
tunities to its portfolio with the pur- each other in 2003 when a cen- nology. In retrofit installations, es-
chase of Kappel Propeller and the in- tury of MAN Alpha CP Propeller pecially in situations where ships
tegration of its tip-fin propeller blade production was celebrated in Fre- undergo a changed operational
designs for both controllable pitch derikshavn, Denmark. Shortly af- profile with slow-steaming and de-
and fixed pitch propellers. terwards, MAN Diesel & Turbo was rating of main engines, MAN Diesel
awarded the contract for the sup- & Turbo will be able to deliver supe-
The MAN Diesel & Turbo board ply of newly designed, high-effi- rior propulsion solutions, including
recently approved the company’s ciency Kappel CP propeller blades state-of-the-art propeller designs
take-over of Kappel, including all as part of German-Danish ferry offering even larger fuel savings.
designs, software and intellectual operator Scandlines’ extensive
property, together with the con- refurbishment of its ferries ‘Prins Low-pressure impulse-to-hull
tinued cooperation of owner, Jens Joachim’ and ‘Kronprins Frederik’. and G-type advantages
Julius Kappel. This was later followed by a suc- Compared to a conventional de-
The contract was signed in Co- cessful Kappel upgrading of an sign, Kappel propellers have
penhagen, Denmark by JJ Kappel additional four Scandlines vessels, shown lower pressure impulses,
and Torben Johansen on behalf of thus proving the soundness of the Torben Johansen, Head of Propeller & Aft Ship Unit, MAN Diesel & Turbo shakes which means bigger and more ef-
MAN Diesel & Turbo. Kappel said concept. hands with Jens Julius Kappel (right) after signing the contract for the Kappel ficient propellers can be utilised
after the signing: “We have had a design business concerning propellers and all affiliated intellectual property because of the reduced clearance
Fuel savings and EEDI rights including software in Copenhagen, Denmark
good cooperation with MAN Diesel between hull and propeller tip.
& Turbo for almost 10 years, and In today’s market, green technol- Combined with the G-type MAN
our joint projects have gone well. I ogy, fuel-savings, energy optimisa- Turbo will now further mature the does not rely on improvements to B&W engine, further improvement
hope that MAN will get the most tion and increased propulsion ef- energy saving technology it now other components, such as a rud- in propulsion efficiency can be ex-
out of the Kappel technology. Our ficiency are more important than owns and implement it in a great- der bulb integrated with propeller ploited. The new, ultra-long-stroke,
cooperation does not end here – it ever – both for new ship designs er variety of customer solutions in- and rudder. low-speed G-type has a longer
will in fact become more intense.” and retrofit and upgrade solutions cluding, for example, the hydrody- Optimised propeller and propul- stroke and lower engine speed
for existing ships. MAN Diesel & namic integration of rudder bulbs, sion efficiencies contribute to low- with increased engine efficiency,
high-efficiency rudders, hull flow- ering the EEDI (Energy Efficiency and deploys a larger and more ef-
guiding devices and ducts. Design Index) of ships, as every ficient propeller for tomorrow’s en-
Compared to conventional de- gram of fuel saved by means of ergy-optimised aft-ship designs. In
signs, Kappel propeller blade de- higher propulsive efficiency results such a combination, fuel con-
signs offer fuel savings of up to 6%. in more energy-efficient transport – sumption and CO2 emissions are
This improved Kappel design is re- as can be seen in the previous ex- reduced by up to 10%.
lated to the blade design alone and ample by up to 6%.

MAN Alpha Kappel tip-fin design features and benefits: tip vortices are formed
due to the difference in pressure between the pressure and suction side of
the propeller as water moves from the region of high pressure to that of low
pressure. The pressure on both sides near the tip will therefore equalise and
the efficiency of the tip region decreases. The Kappel design minimises the flow
over the tip, and the outer region of the Kappel propeller therefore retains a high MAN Alpha propellers (FPP scale 1:28 models shown) with four-bladed conventional blade design (left) and five-bladed
efficiency increasing the total efficiency of the Kappel propeller compared to with Kappel tip fin design (right). As with the CPP range, the MAN Alpha FPPs also cover a power range of 4-40 MW, cor-
conventional designs responding to, for example, MAN B&W low-speed engines up to the G80ME-C9 series

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PAGE 6 DIESELFACTS 2/2012

Bigger Compressor Trains

Adapted For Larger PTA Plants
MAN Diesel & Turbo emerges as major supplier in a rapidly evolving market

Terephthalic Acid Plant with blue-coloured MAN integrally geared compressor (Source: MAN Diesel & Turbo)

Following a general trend aimed lion to 1.1 million tonnes/yr). these plants is still on the rise. ly recovers power by expanding If the process supplies off-gas
toward economy of scale, the size This is a big step when com- The architecture of MAN’s PTA the off-gas supplied by the proc- at high pressure and temperature,
of purified terephthalic acid (PTA) pared with the previous size of compressor trains follows the ess. The steam turbine is directly a separate four- to eight-stage in-
plants has continued to grow. 826,700 tons/yr (750,000 tonnes/ standard design, adopted in the connected to the integrally geared line machine (similar in design to
yr). However, the German compa- early 1980s. It consists of a main process air compressor via a sep- a steam turbine) can be a better,
MAN Diesel & Turbo is one of the ny said it has received multiple or- integrally geared process air cen- arate pinion drive. more efficient solution. In this case,
major suppliers of compressor ders for PTA plants with a capacity trifugal compressor driven during While the main air compressor the turboexpander is connected to
trains for such applications. It has of 1.3 million to 1.4 million tons/yr the start-up phase by an electric may be defined as a standard ma- the turbomachinery train through
installed several plants from 1.1 (1.2 million to 1.3 million tonnes/yr) motor/generator, a steam turbine chine with four to six stages, de- an auxiliary gearbox.
million to 1.2 million tons/yr (1.0 mil- — showing that the average size of and a turboexpander that active- pending on the PTA process the Once the PTA process has
customer has chosen, the other reached full load, the process
machines are specifically designed steam and the power recovered
for PTA plants. by the off-gas turboexpander ex-
The steam turbine has to handle ceeds the power needed to drive
low-pressure live steam and fea- the main air compressor, and the
tures a very large casing with two surplus power is fed to the electric
additional admissions to make the motor, which is then turned into a
best use of the process steam generator and supplies power to
available. The frame size of this the grid.
machine is very large when com- For synchronous reasons, the
pared with its power output, but whole train needs to run at fixed
that size is imposed by the proc- speed.
ess conditions. The demand for large PTA plants
The turboexpander has to be is mainly concentrated in China, In-
constructed with the use of special dia and the Middle East.
materials to safely handle the off- MAN technology has been
gas that, in spite of being ‘cleaned’ adapted to follow both the market
prior to the turboexpander inlet, is trends as well as the latest design
still very aggressive. criteria.
These turboexpanders can ei- Large MAN PTA compressor
ther be of the integrally geared trains of 40,200 to 67,000 hp (30 to
type, or with an inline configuration, 50 MW) are the result of several
depending on the process condi- years of experience, which has
tions and parameters. been transferred to the trains that
When a single- or two-stage ex- will serve the new 1.3 million to 1.4
pander is requested, an additional million tons/yr (1.2 million to 1.3 mil-
pinion can be mounted on the air lion tonne/yr) -sized plants.
Picture of an integrally geared compressor such as those used in PTA plants (Source: MAN Diesel & Turbo) compressor casing.
DIESELFACTS 2/2012 PAGE 7

Updated Programme Marks Progress

New engine and increased efficiency mark development of two-stroke portfolio
MAN Diesel & Turbo’s updated en- B9 type, which joins the existing 35, response to market demand. This towards a lower EEDI. G-series en- propeller portfolio adds fixed-pitch
gine programme features several, 40-, 46-, 50- and 60-cm models in improved control of the exhaust gines are ‘Green’ engines with an expertise to its propeller portfolio.
positive changes to its two-stroke the small-bore ME-B family. valve significantly lowers EEDI ultra-long stroke that reduces en- This development will accommo-
marine segment. The economical ME-B design figures and reduces fuel-oil con- gine speed, thereby paving the way date the use of G-type engines
utilises a camshaft-operated ex- sumption at part-load operation. for ship designs with unprecedent- with just minimal changes in exist-
The most significant of these is to haust valve and an electronically ed high-efficiency. ing ship designs, but even greater
the ME-B and G portfolios that are, controlled fuel-injection system G-type engines Additionally, MAN Diesel & Tur- efficiency.
respectively, increasingly finding designed to meet Tier II emission G-engines are hallmarked by their bo’s recent takeover of the Kappel
favour in the coastal & river seg- requirements. SFOC, energy efficiency and abil-
ment in major markets such as All ME-B engines in the updated ity to meet all Tier II criteria. The
China, Japan and Russia, and con- programme can boast of improved G40 and G45 types are the new-
tainer traffic. SFOC figures compared to earlier est members of this family that was
The programme introduces an versions owing to the introduction originally introduced in 2010 and
entirely new engine – the S30ME- of variable exhaust valve timing in represents another important step

Main engine
SMCR power kW
40,000
Potential fuel savings of 4-7%
Lower
8 cyl.
-C9
.2
8 cyl. rpm
9. 2 ME
E- C S80
M
30,000 G80

M E-
C9.2 Larger
G 70 8 cyl.
S 70 M
E-C8
.2 Propeller
20,000 8 cyl.
C9.2
G60ME- 8 cyl.
C8.2
S60ME- Higher
8 cyl.
S50ME-B9.3
8 cyl. Efficiency
G50ME-B9.3
10,000 8 cyl.
G45ME-B9.3
8 cyl.
G40ME-B9.3

68 r/min 83 r/min 97 r/min 105 r/min 117 r/min

78 r/min 91 r/min 100 r/min 111 r/min 125 r/min Fuel and
0 CO2 Savings
50 60 70 80 90 100 110 120 130 r/min
SMCR speed

(Above) The G-type engine series has already revolutionised ship design and MAN Diesel & Turbo reports that more efficient hulls are now designed to take advantage of the incoming orders for G-engines;
(right) the entry for the S30ME-B9 engine in MAN Diesel & Turbo’s latest marine engine programme

First Sale of Uprated L23/30H Announced

Strategic internal repositioning of L23/30H workhorse. had a positive response and in- says that several other of its licen-   an increased power yield of just
four-stroke engines aims to further In a recent interview with creased orders for an engine that sees have already signed technical under 10%
promote this illustrious GenSet with DieselFacts, Mikael C. Jensen, originally entered the market in the agreements for the production of a   a TCR turbocharger for great-
so much history. Vice President and Head of Engi- mid-1960s – to date, over 10,000 L23/30H Mk. 2 for another Euro- er efficiency and more service
neering for the Low Speed Busi- such engines have been reported pean operator. friendliness
In connection with MAN Diesel ness Unit, confirmed the uprating as manufactured. Doosan reports   a simplified, integrated nozzle
& Turbo’s recent repositioning of and stated it was the first of many having sold the first uprated mod- Mark 2 cooling system that reduces in-
Holeby GenSets to within its Co- technical adjustments planned for el to Samjin Shipbuilding Industries The MAN L23/30H Mk. 2 generat- stallation costs
penhagen-based Low Speed busi- the four-stroke programme. (SSI) in Korea for a European oper- ing set has undergone some sig-   the introduction of a mono-
ness unit, the company has an- MAN Diesel & Turbo states that ator with delivery due in November nificant design changes and can coque design to reduce weight
nounced the uprating of its classic the L23/30H Mk. 2 has already 2012, while MAN Diesel & Turbo now boast of: and cost.

L23/30H Mk. 2 Engine Programme: power output comparison

Engine size Mk. 1 Mk. 2
720 rpm (60Hz) 130 kW/cyl 142 kW/cyl
5 cylinders 650 710
6 780 852
7 910 994
8 1,040 1,136
750 rpm (50Hz) 135 kW/cyl 148 kW/cyl
5 cylinders 675 740
6 810 888
7 945 1,036
8 1,080 1,184
900 rpm (60Hz) 160 kW/cyl 175 kW/cyl
6 cylinders 960 1,050
7 1,120 1,225
8 1,280 1,400

L23/30H Mk. 2: – comparison of other, main particulars

L23/30H L23/30H Mk. 2
Mean Effective Pressure 18.2/18.1/17.9 bar 19.9/19.8/19.6 bar
Max Firing Pressure 130/130/135 bar 145/145/150 bar
SFOC at 100% load 194/195/196 g/kWh 191/191/193 g/kWh
Archive photo of an L23/30H unit
Source: MAN Diesel & Turbo
PAGE 8 DIESELFACTS 2/2012

Study of Slow Steaming Practices

in the Global Shipping Industry
MAN PrimeServ-conducted survey from June 2012 features a comprehensive poll
of representatives from the global container, bulk and tanker shipping industry
more important focus areas than
respondents that had not.

Developing trend
Generally speaking, customers
reacted positively to slow steam-
ing and were much less con-
cerned with schedules and plan-
ning. There were also signs of a
trend among shipping companies
to use the financial gains from slow
steaming as a competition param-
eter. In this respect, the shipping
lines that decided to invest in so-
lutions that could further optimise
their returns from slow steaming
stood to gain an advantage.

Environmental compliance
Compliance with local environmen-
tal relations is also important for
shipping lines requiring access to
certain countries and ports. There
was a significant difference in ap-
proach to this question by those
who had already implemented en-
gine retrofits compared with those
who had not. Those who had im-
An MAN PrimeServ service engineer pictured during the retrofit of a turbocharger cut-out system plemented engine retrofits were
more inclined to address environ-
In late 2011, MAN Diesel & Turbo Apart from running at part-load, one or more of these measures Lower fuel consumption also mental compliance by investing
conducted a web survey among there are a number of other ways to declared themselves pleased with means fewer emissions, a valu- in mechanical solutions that were
more than 200 representatives of the further increase the financial return the results. able side-effect in a world of ever certain to deliver the necessary ad-
global container and bulk shipping from slow steaming. These include These measures enable a more stricter environmental regulations. vantages within a reasonable pay-
industry. Of these, 149 had imple- the use of slide fuel-valves, turbo- efficient consumption of fuel and Survey respondents that had im- back time.
mented ‘slow steaming’, that is, low- charger cut-out solutions, the up- lubricating oil as well as an im- plemented engine upgrades rated You can download the entire sur-
or part-load operation. grading of lubrication-oil systems proved engine performance, add- factors such as the fouling of the vey and see the short film – Slide
(see text boxes), engine de-rating ing significant further gains to the exhaust-gas boiler, the presence of Fuel Valves – making slow steam-
The purpose of the survey was to and propeller upgrading. Survey annual savings of millions of dollars soot deposits in moving parts and ing possible – at:
investigate the approach of con- respondents that had adopted achieved by slow steaming itself. having the correct lubrication as far www.manslowsteaming.com
tainer lines as well as bulk and
tanker operators to slow steaming, 1
the retrofit, de-rating and upgrade Slow Steaming Kit: Alpha Lubricator Upgrade
measures they had taken to max-
imise their return on slow steaming,
and how they evaluated the results A consequence of substantial over-lubrication at low load is the gen- Alpha Lubricator Layout – Lubrication algorithm
of these measures. eration of deposits on the piston crown and rings, increasing the risk
of damage to the cylinder liners. Over-lubrication represents a waste Cylinder oil feed rate
Slow steaming of resources. The Alpha Lubricator Upgrade offers lubrication optimi-
Specific feed rate [g/kWh]
2.00
Reduction factor [-]
1.0

Since its initial introduction in 2007, sation at all engine loads. 1.80 0.9
High load breakpoint
the slow steaming concept has 1.60 25% load breakpoint 0.8

increasingly been adopted by the Benefits 1.40

Reduced load breakpoint
0.7

world’s shipping community. As   Cylinder lubrication oil savings of 20-50% at low load 1.20 0.6

such, the engines in the world’s   More accurate feed-rate control at all engine loads 1.00 0.5

fleet are designed to run constantly   Minimal over-lubrication at low load, reducing deposits and improv- 0.80 0.4
at full load, a situation that is typi- ing cylinder condition
0.60 0.3
cally not the optimal operational   Implementation of latest design features
0.40 0.2
pattern today. This accordingly   Upgraded interface by latest software version. Breakpoint at 15 revolution/injection
corresponding to ~35% engine load
0.20 0.1
sets challenges for operators in The Alpha Lubricator Upgrade is recommended for all large-bore MC ~10% Engine load ~25% Engine load
0.00 0.0
terms of how to maximise perform- engines (70-98 bore) and older installations in small-bore engines. 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Engine rpm (of MCR) [%]
ance and competitiveness under
these new operating conditions.
The slow steaming phenomenon 12K98MC-C example The new lubricator layout reduces the engine power level at which the
has its origins in fuel costs; the vast algorithm, controlling the cylinder oil feed rate, changes. The ‘breakpoint’ is
A useful example of the savings the Alpha Lubricator Upgrade can offer
moved to the left. The Alpha Lubricator Upgrade enables the cylinder oil feed
majority of questionnaire respond- can be taken from a 12K98MC-C engine operating at 10% load. MAN rate to follow a lower curve. The marked area in the figure above corre-
ents – both those who had and Diesel & Turbo measured a lube-oil consumption of 240 l/day prior sponds to the potential lubrication oil savings from upgrading the system.
those who had not implemented to the upgrade and 100 l/day afterwards. At 6,000 h/year and 1,200
engine retrofits – agreed that the EUR/t, this represents yearly savings of 42,000 EUR.
price of fuel was the overriding rea-
son for adopting slow steaming.
DIESELFACTS 2/2012 PAGE 9

Changing Nature of Marine Sector

Prompts Creation of Green Initiatives
Rising fuel prices and stringent emission legislation drive technical developments
With the recent trend of increased Mart have created a container-spe- Technical initiatives gas turbines as part of its innova- cycle. It can also deliver a pack-
fuel prices and the introduction of cific index called the Clean Cargo While a modern, two-stroke die- tive Waste Heat Recovery (WHR) age that includes the shaft genera-
strict environmental measures, and Working Group (CCWG) index. sel engine has one of the high- system portfolio. The company is a tor/motor system, which provides
with even tougher legislation due in Currently accessible by shipown- est thermal efficiencies of today’s package supplier that can integrate substantial flexibility for a complete
the near future, many shipowners ers and shippers alone, it nonethe- power systems, even this can be a WHR system – including econo- WHR cycle.
have begun to show interest in im- less represents a move in the right improved by integrating the diesel misers, steam/power turbine gen- MAN Diesel & Turbo has clear-
proving the efficiency of the power direction in terms of environmental engine with other power systems. erator and condensing unit – into a ly seen the possibilities offered by
systems aboard their ships. consideration. To this end, MAN Diesel & Turbo vessel and guarantee the perform- waste heat recovery, which gener-
offers highly efficient steam and ance of the complete WHR system ates power from energy that oth-
While the rising fuel prices have erwise would be lost to the at-
negatively affected most supply mosphere. The WHR principle
chains through fuel surcharges or has been common knowledge for
increased operating costs, there decades but was not widely ex-
is still opportunity for larger com- ploited within the marine segment
panies – dealing directly with ship- until recently. Today, environmental
owners and brokers – and for busi- factors such as concern over car-
nesses that depend on shipping bon footprints, as well as general
for their trade to exploit the sup- improvements to vessel efficiency,
ply chain efficiencies latent in the have aroused major interest among
maritime sector. As such, there is shipping companies in general. As
no doubt but that shipping will re- such, MAN Diesel & Turbo has the
tain its importance in the future as knowledge and know-how to push
the only efficient way of transport- shipping efficiency to the next level.
ing most goods. MAN Diesel & Turbo’s WHR sys-
tems consist of high quality and
Green initiatives highly efficient machinery that sig-
Recent news reports have cov- nificantly increases overall vessel
ered how Hapag-Lloyd, one of the efficiency, all in close cooperation
world’s largest container shipping with yards, designers and owners.
lines, became the first shipping The systems are also an effective
company globally to have its fleet way to reduce the EEDI index.
certified in accordance with the In- In today’s market, low-load op-
ternational Maritime Organisation’s eration of main engines has be-
(IMO) Energy Efficiency Design In- come the norm, one which seems
dex (EEDI). destined to prevail for years to
Other news has included well- come. While low-load operation
known industry names, such as can potentially extend payback
the Port of Los Angeles, Mae- times, MAN Diesel & Turbo projects
rsk line, Teekay, ABB, Heidmar, specific calculations for interested
Hanseatic Tankers, Starbulk and customers and frequently engages
Wärtsilä that have taken things a owners in direct dialogue regard-
step further and joined the Carbon ing the operational profile of their
War Room initiative, which has vessel. The ultimate aim is to find
published the energy efficiency rat- the optimum specification and uti-
ings of over 50,000 vessels online. MAN Diesel & Turbo recently signed a cooperation agreement with Opcon, the Swedish energy and environmental tech- lisation profile for installing WHR
Simultaneously, major companies nology company, to exploit the possibilities arising from the merging of Opcon’s ‘Powerbox’ Waste Heat Recovery technol- equipment.
such as Coca-Cola, Nike and Wal- ogy with that of MAN Diesel & Turbo

2 3
Slow Steaming and SFOC Reductions: Turbocharger Cut-Out SFOC reductions recorded in service with a 12K98ME Slide Fuel-Valves

Of a ship’s total operational costs, fuel accounts for by far 185 Engines that are not fitted with slide fuel valves
the greatest proportion. By installing a Turbocharger Cut- are difficult to operate at low-load on account of
180
Out System, an operator gains the option of disabling one soot formation. Such engines have to be regu-
of the turbochargers during low-load operation. This, in turn, 175 larly driven at high revolutions to clean the ex-
g/kWh

improves the performance of the remaining turbochargers haust channels.

170
and reduces SFOC. Slide fuel valves come as standard on all new
This solution has been very well received in the shipping 165 MAN B&W engines but can also be retrofitted
industry since its introduction and, with MAN PrimeServ al- on MC engines. Such valves eliminate the so-
160
ready having received more than 200 orders, it is quickly 20 30 40 50 60 70 80 90 100 called ‘sac volume’, a measure which eliminates
becoming a standard retrofit choice aboard many vessels. Engine Load % dripping from the fuel-valve nozzle and leads to
PrimeServ offers TC cut-out for 3 and 4 turbocharger set- Standard 1 of 3 1 of 4 1 of 2
a cleaner combustion chamber, cleaner ex-
ups and can also take care of any associated IMO NOx cer- SFOC reductions recorded in service with a 12K98ME haust-gas passages and reduced emissions.
tification. Furthermore, the slide fuel-valve has a NOx re-
duction potential of 20% because of the
Obtainable load range after one Turbocharger Cut-Out Turbocharger Cut-Out with Swing Gate Valves changed injection pattern. The fuel valve is a
No. of TCs 2 of 3 3 of 4
   Set of gate valves NO x component and, therefore, requires an
   Control system amendment to the technical file. The level of
Load range 10 - 66 % MCR 10 - 74 % MCR
   Installation NOx reduction is found by comparing the con-
Source: MAN Diesel & Turbo
   Engine adjustment ventional and the slide type injection valve.
PAGE 10 DIESELFACTS 2/2012

VTA Sales Top 100 Mark MAN Diesel & Turbo

When MAN Diesel & Turbo started
developing a variable turbine ge-
ment, MAN Diesel & Turbo was
awarded the prestigious Sea
ating hours running on HFO and
confirmed its reliable operation
Completes Purchase
of Mecos Traxler
ometry for the largest exhaust-gas Trade Award for the VTA in the as well as fuel savings of up to 5
turbochargers at end of the ‘90s, Protection of the Marine and At- g/kWh. In addition to the fuel
nobody would have predicted that mospheric Environment catego- savings, the VTA will also con-
the technology would one day be ry in 2010. tribute to the reduction of the En-
one of the most effective features The first unit delivered for com- ergy Efficiency Design Index MAN Diesel & Turbo Schweiz world’s largest privately owned
in reducing the fuel-oil consump- mercial use has, to date, accu- (EEDI) when it comes into force AG has completed the acqui- and independent company for
tion of medium- and low-speed mulated more than 20,000 oper- for ships built after 2013. sition of Swiss based mag- the development and produc-
engines. netic bearing specialist Mecos tion of active magnetic bearing
Traxler AG. Following several systems. Since its foundation
Today, four years after its market years of joint research and de- in 1988, Mecos has launched
release in May 2008, the VTA ref- velopment and a first success- magnetic bearing solutions for
erence list exceeds 100 entries, ful compressor train installation compressors, turbines and oth-
covering the TCR20, TCA55, with Mecos’ magnetic bearing er high-speed rotating machin-
TCA66, TCA77 and TCA88 tur- technology, a further step to- ery serving in various industrial
bocharger frame sizes. As such, wards a close partnership has applications such as high-pow-
VTAs are installed on four-stroke been taken. The acquisition by er laser, ultra-high vacuum and
gas engines and medium-bore MAN Diesel & Turbo’s Oil & Gas gas compression.
and large-bore, two-stroke die- Business Unit in Zurich (Swit- Mecos will continue business
sel engines powering bulkers, zerland) will further push the under its established brand and
tankers and container vessels joint growth, especially in the will continue to serve its existing
to support ship operators’ part- Oil & Gas business. customer base and develop fur-
load or slow-steaming strategy. TCA turbocharger with Variable Turbine Area (VTA) for engine part- or low- Mecos Traxler AG, based in ther partnerships.
In recognition of this achieve- load optimisation Winterthur (Switzerland), is the

Greece Receives Stamp of Approval

MAN Diesel & Turbo Hellas awarded ISO certification for system management quality
MAN Diesel & Turbo Hellas (MDT Hel- office as it helps us manage our ance and reducing risk.” quality products and services. It is ket with the highest level of profes-
las) was formally awarded the ISO systems in the direction of con- John Kalafatis said: “We are here really encouraging to see that, in sionalism, this certification is a very
9001:2008 certification by Lloyd’s tinuous improvement. The unique to celebrate the Quality Manage- today’s difficult times, companies important milestone, and is some-
Register Quality Assurance on June approach of LRQA Business As- ment System Certification of MAN like MAN rely on their management thing we aim for at every site of our
5th 2012. The award ceremony was surance assessors helped us see Diesel & Turbo Hellas and most of systems to further manage their global organisation of more than
held at MAN’s stand at the Posidonia tangible benefits from this process, all to congratulate MAN Group’s business risks.” 110 hubs. I therefore heartily con-
International Maritime Exhibition in while also helping us identify op- true commitment for continuous Dr. Stephan Timmermann add- gratulate our office in Piraeus on
Athens. portunities for improving perform- improvement and provision of high ed: “In the light of serving the mar- this great achievement.”

The widespread application of the

ISO 9001:2008 standard and its
significant importance in manag-
ing quality along the supply chains
led MAN Diesel & Turbo Hellas to
seek certification.
However, it was not here that
the MAN Group’s journey to quality
started. Quality management has
always been an important part of
the organisation and has always
been in focus, from sourcing, pro-
duction, assembly, to testing and
commissioning of products, in-
cluding PrimeServ activities. In-
deed, the MAN Group now pre-
dicts the Greek business unit as
contributing even further to and
enhancing the group’s long-lasting
commitment to quality.
During the awards ceremony,
the ISO certificate was handed to
Dr Stephan Timmermann – Exec-
utive Board Member of MAN Die-
sel & Turbo S.A. responsible for
the Maritime Business, and Dimi-
tris Vlantos – Managing Director of
MDT Hellas, by Mr Tom Boardley –
Lloyd’s Register Marine Director, in
the presence of Apostolos Poulo-
vassilis – Lloyd’s Register Regional
Marine Manager EMEA, and John
Kalafatis – LRQA Business Centre
Manager EMBS.
Dimitris Vlantos said: “ISO cer- Present at the ceremony at the Posidonia Exhibition were (left to right) John Kalafatis, Tom Boardley, Dr. Stephan Timmermann, Member of MAN Diesel & Turbo
tification is very important to our Executive Board, Dimitris Vlantos and Apostolos Poulovassilis
DIESELFACTS 2/2012 PAGE 11

A Real Powerhouse of a Solution

Otto 20V35/44G engine brings gas benefits and is ready to meet future power needs
A reliable supply of electricity is es- ised turnkey power plants. In order is re-cooled by a condenser. The engines emit around 25% less CO2 spark plug, providing an ignition
sential for global economic growth. to achieve the highest efficiency electrical power produced by the than diesel engines. Nitrogen ox- amplifier for the main chamber.
Given the need for reliability of sup- rates and maximise sustainability, engines and the steam turbine is ide (NO x) emissions are roughly
ply and the environmentally-friendly the company has implemented an then supplied to the grid at the 80% lower, while emissions of sul- SaCoSone
use of resources, the demands in integrated gas strategy, which in- sub-station. phur oxides, soot, and particles are The 35/44G engine is equipped
terms of the energy mix are chang- corporates both its engine and tur- virtually non-existent. with the SaCoSone safety and con-
ing; a flexible range of supply options bine technologies. Otto 20V35/44G engine trol system. Built with integrated
and efficient, decentralised produc- The gas engine reaches an output Lean-burn concept self-diagnosis functions and tar-
tion are now more important than Combined cycle of 10.6 MW, has an electrical ef- In a lean-burn gas engine, the mix- getting maximum availability, Sa-
ever before. To meet the requirements of high ficiency of 47.3%, features many ture of air and gas in the cylinder CoSone guarantees reliable engine
efficiency and environmental innovative technological elements is lean, i.e. more air is present in operation with an optimum opera-
MAN Diesel & Turbo’s involvement friendliness in the production of and complies with all current the cylinder than is needed for tion range between knocking and
with electrical power generators power, MAN Diesel & Turbo has emission limits solely by in-engine complete combustion. With lean- misfiring. Furthermore, each en-
goes back to 1904 when it sup- developed a power cycle process measures. er combustion, the peak temper- gine cylinder is regulated on an in-
plied the first ever diesel genera- for stationary power plants that uti- With its newest gas engine, MAN ature is reduced and less NOx is dividual basis.
tor sets to the Kiev Tram System. lises heat from the engine exhaust Diesel & Turbo is bringing the ben- produced.
More than ever before, the com- gases for the production of live efits of gas engines to power and Cogeneration or combined cycle
pany’s development focus is on its steam in a bottoming process. cogeneration plants with electrical Advanced Ignition Technology In addition to using thermal energy
engines’ environmental perform- The steam is expanded in a outputs of 100 to 300 MW. The ignition system comprises a recovered from engine sources for
ance where it uses its unrivalled steam turbine, which produces capacitive discharge system and heating or cooling in cogeneration
grasp of large engine technolo- electrical energy via the Clausius- Power density an ignition coil, which delivers the or tri-generation applications, the
gy to make progressively cleaner, Rankine cycle. This additional elec- The 35/44G is offered in a V-type necessary high voltage via an igni- exhaust heat of the 35/44G engine
more powerful and more efficient trical energy is produced without version with 20 cylinders and an tion lead to the spark plug. can also be used to produce steam
engines. consuming additional fuel, which is output of 10,600 kWm. Its rated To improve combustion, the to drive a steam turbine generator.
the strength of the combined cycle. outputs – 530 kW per cylinder for spark plug is located in the pre- As a result of this capability, the
Powerful perfromance An example layout of a power 50 Hz power generation and 510 chamber. Gas is precisely metered overall output and efficiency of a
A reliable supply of electricity is es- station with gas engine combined kW for 60 Hz power generation – to the pre-chamber by means of a power plant can be increased with-
sential for global economic growth. cycle is shown in the illustration give the 35/44G best-in-class pow- separate valve. out additional fuel costs.
Given the need for reliability of sup- here. The power house contains er density among gas engines. In conjunction with the lean mix-
ply and the environmentally-friend- the engines and the steam turbine The advantage of gas-fired pow- ture from the main chamber, which Further major benefits of the
ly use of resources, the demands with their generators. The hot ex- er plants lies chiefly in extremely is fed into the pre-chamber by the 35/44G
in terms of the energy mix are haust gases flow through the heat low emissions coupled with a high compression cycle, this creates a    Reliable power source: 10,600
changing; a flexible range of sup- recovery steam generators before level of efficiency. Due to the low- highly efficient, almost stochiomet- kWm rated power
ply options and efficient, decen- they enter the stacks. The steam er carbon content of the fuel, gas ric mixture. This is ignited using the    Low fuel costs: 47.3% el. effi-
tralised production are now more ciency single cycle
important than ever before.    Heat utilisation: > 90% total ef-
MAN Diesel & Turbo provides ficiency
a reliable electricity supply with    Short power ramp up time:
its highly efficient 20V35/44G gas 100% load within 8 minutes
engine. The newly developed Otto    Ambient temperature compen-
gas engine is suitable for smaller sation: ΔTair = 40 Kelvin without
decentralised power plants and power derating
can also be deployed in large pow-    Easy maintenance / high avail-
er plants of up to 300 MW. ability
For this solution, MAN Diesel &    High safety standards
Turbo draws on its extensive glo-    Excellent load response.
bal expertise in delivering custom-

Illustration of the Powerhouse concept (Source: MAN Diesel & Turbo)

 DIESELFACTS 2/2012

Panorama view of the new MAN PrimeServ Academy in Frederikshavn, Denmark in its location on the harbour waterfront as part of the MAN PrimeServ Frederikshavn Service Centre

Frederikshavn Opens its Doors

PrimeServ invests significantly in propulsion and propeller training at Danish location
The newest MAN PrimeServ Acad- Propulsion engines MAN L27/38 and MAN L21/31
emy held its official opening on 21 Gearboxes MAN Alpha AMG range
May 2012 in Frederikshavn, Den- Propellers MAN Alpha CPP Mk 3 and Mk 5 range
mark, in the process becoming the
Engine control and monitoring
11th training and education centre in
systems Alphatronic 2000 and SaCoSone
MAN Diesel & Turbo’s global network.
Propulsion control systems Alphatronic 2A and 2000
Source: MAN Diesel & Turbo
The formal opening of the new facil-
ity was marked by a traditional rib- propellers and control systems. Poul Knudsgaard added: “Train-
bon-cutting ceremony and a series Frederikshavn offers general train- ing is a prerequisite for optimising
of speeches delivered by Ole Sohn ing programmes as well as more the performance of a plant and
– the Danish Minister for Business specialised ones for specific target safeguarding customers’ invest-
and Growth, Lars Møller – Mayor groups within a typical shipowner ment. In addition, the MAN Prime-
of Frederikshavn, Wayne Jones organisation. These range from Serv network promotes a constant
– Head of the PrimeServ Diesel general understanding of manoeu- and direct exchange of knowl-
Business Unit, Dr. Stephan Tim- Guests pictured in the new PrimeServ Academy’s propeller training department vring functionality and handling for edge among customers, suppli-
mermann – Executive Board Mem- navigators, through optimised op- ers and our Research & Develop-
ber of MAN Diesel & Turbo, along In his opening speech, Knuds- tion from manufacturing to service eration, maintenance and repair ment organisation. This helps us
with Poul Knudsgaard – Head of gaard said: “It’s with very great and knowledge.” actions for engineers and super- to continuously increase our mar-
PrimeServ Four-Stroke Denmark pride I stand here today. It’s really The specific focus and core intendents, to in-depth knowledge, ket orientation and our customers’
and Site Manager of MAN Diesel a dream come true for Frederik- competencies of the new Prime- fine-tuning and troubleshooting satisfaction with our performance.”
& Turbo, Frederikshavn, who also shavn with a new asset and a clear Serv Academy are centred on pro- training for specialists. For a list of the product areas in
hosted the event. sign of the company’s transforma- pulsion plants, aft-ship solutions, Instructors at the new academy which MAN PrimeServ Academy
will host several streams of training Frederikshavn will provide special-
sessions. These will range from ba- ist training, see the table above.
sic, standard training programmes Today, MAN Diesel & Turbo has
and/or special, tailor-made train- established PrimeServ Academies
ing sessions held in Frederikshavn in Augsburg, Busan, Copenhagen,
with simulator drills, hands-on full- Fort Lauderdale, Frederikshavn,
scale products and test-rig facilities Nuremberg, Oberhausen, Shang-
to, for example, optional training hai, Saint-Nazaire, Stockport and
performed on-site at a shipowner Zurich.
premises or even aboard a ship.

Find more information at:

Pictured at the opening ceremony in Frederikshavn (from left): Poul Knudsgaard – Head of PrimeServ Four-Stroke Den- http://www.mandieselturbo.com/0000134/PrimeServ/PrimeServ-
mark and Site Manager of MAN Diesel & Turbo Frederikshavn, Lars Møller – Mayor of Frederikshavn, Wayne Jones – Head Academies.html
of PrimeServ Diesel Business Unit, Dr. Stephan Timmermann – MAN Diesel & Turbo Executive Board, Ole Sohn – Minister
for Business and Growth

For further information

MAN Diesel & Turbo See DieselFacts online Publisher: All data provided in this document is non-binding. This data serves informational purpo-
ses only and is especially not guaranteed in any way. Depending on the subsequent spe-
Group Marketing with video clips at: Peter Dan Petersen,
cific individual projects, the relevant data may be subject to changes and will be assessed
[email protected] www.mandieselturbo.com/dieselfacts Group Marketing and determined individually for each project. This will depend on the particular characteri-

www.mandieselturbo.com MAN Diesel & Turbo stics of each individual project, especially specific site and operational conditions.