Hellenic Eng Soc Uk Nov2011

Hellenic Engineers Society
London 8th November 2011
© MAN Diesel & Turbo <1>

Disclaimer
All data provided on the following slides is for information purposes only,
explicitly non-binding and subject to changes without further notice.

Service Experience of
MAN B&W Two-stroke Diesel Engines
 Total Cost of Ownership for Large Marine

Propulsion Engines
 New ECS Software for ME/ME-C Engines
 Operation on Low Sulphur Fuels
 Low Load Operation Update 2011
 Cylinder Condition Update – New Engine Types
 G-type Engines – Short Introduction


Propulsion Engines

Total Cost of Ownership of Marine
Propulsion Engines
Example: Large Bore MAN B&W 2-Stroke Engine
40% Load Average 80% Load Average

Investment Cost 100% 100%
Operating Cost/year:
- Fuel 100% 200%

- Cylinder Oil 1.3% 2.6%
- System Oil 0.3% 0.3%
- Overhaul Cost 0.5% 0.5%
- Spare Parts 3.5% 3.5%
Scrapping ? ?

Propulsion Engines: Investment Costs
Constant Focus on First-Cost Cost-Down

Example: Low Force Exhaust Valve
Potential First Cost Saving: 200,000 USD for a 12K98ME/ME-C Engine

Propulsion Engines: Operating Costs, Fuel
Fuel Costs:
• Extremely Dominating over the Lifetime of a Propulsion Plant
• In Tier 2 version ME-engines have 2-3 g/kWh lower
SFOC when comparing to corresponding MC-engines
• Background for introduction of the fuel optimised
Tier 2 engines (dot2 engines) with SFOC 1-2 g/kWh lowered
• Reason for increased focus on low load and part load tuning
• Autotuning
However: In many cases the traditional split of
costs between ship-owners and charterers limits
the optimisation of the propulsion plant (as
example WHR systems)
Total Cost of Ownership of Marine Propulsion
Engines: Operating Costs, Cylinder Oil
• Combustion Chamber optimised for low SLOC

• Alpha Lubricator with ACC secures minimum SLOC
Recent Service Experience:

MAN B&W 2-stroke engines maintain
stable cylinder condition with minimum SLOC at low
load both with and without T/C cut out
© MAN Diesel & Turbo 9
Engines: Operating Costs, Overhaul&Spares
However please note our

SL07-483/HRR concerning
Condition Based Overhaul
For Large Bore Engines:

Overhaul intervals for Dry Cargo Vessels can be largely
extended in general to more than 32,000 hours
Dock to dock without major overhauls is possible for Tankers

Engines: Operating Costs, Overhaul&Spares

Damage to Pilot Valves on FIVA’s
During Commissioning Period
Service Test of Bosch Rexroth FIVA:
Ship 1: same unit
Ship 2:
Ship 3:
© MAN Diesel & Turbo < 12 >

During Commissioning Period
 Ship 1  Ship 2
 Painting,rubber and ??  Painting, metal particles and ??
Wear on pilot
valve

During Commisioning Period
1 pcs. EN150AK00140048
1 pcs. EN61V865
Sandwich filter on MDT-FIVA-II
4 pcs. unbraco screws M5 x 78 class 12.9


Propulsion Engines

Reliability of Electronics
Multi Purpose Controller (MPC) Failures
8% 26%
9%
No failures found
Timing (FPGA)
(FPGA)
12%
Components
Tolerances
PCB or soldering
Overload
6%
Cause not found
14% 25%
3337898.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 16 >

ME Engines in Service
Software Improvements
ME-ECS 0905-8 compared to ME-ECS 0510-12
Commissioning Screen for HCU, Tacho and HPS
Trouble Shooting Screens for HCU and HPS
Data logger for HCU and HPS
Export of HCU and HPS data logger data to Excel
ECS isolation monitoring and alarms
Electrical noise monitoring and alarm
Alarm improvements, grouping of related alarms

Trouble Shooting Screens for HCU

Data Logger for HCU
Triggered by event

Data Logger for HCU
Or manually activated


Propulsion Engines

MAN B&W 2-stroke Marine Engines:
Controlling SOx by Burning Clean Fuel
Challenges burning clean fuel:
•Low
Low viscosity
sulphur of gas oil causing
Fuel Operation starting difficulties
Increased acid sensitivity
•Low lubricity causing fuel pump
by increased cooling.
seizures
•High “cat-fines” content especially seen on SECA-fuels
•Cylinder Oils for low or no sulphur fuels
Total Seminar, Rome 2011 , Presented by Henrik Rolsted © MAN Diesel & Turbo 22
•Majority of distillate fuels has viscosities in the

range of 2.5 – 4 cSt.
•Low viscosity may cause starting difficulties and
problems operating low load
•Low viscosity may cause pour lubricity causing fuel
pump seizures
Number of bunkers (distillates)

Distillate Fuel, Viscosity
(5702 data sets)
Visc @40degC
26%
23%
21%
12%
7%
5% 5%
1%
source reference: DNVPS

Challenges burning clean fuel:
© MAN Diesel & Turbo


The new CARB rules have lead to an increase in

Fuel pump high pressure leakage
cases of starting difficulties after change over to
mainly generated at cut off holes:
distillate fuel.
However, such cases is “just” the result of worn

fuel pumps, due to neglect of qualified
performance check.
Fuel pumps must be overhauled before the index

has increased 10% in relation to test bed condition.
MAN Diesel prepares a Service Letter for “re-learning”

of performance check to judge fuel pump wear

Challenge of
HFOLow sulphur
- Sulphur HFO; the(Cat
vs Abrasives lower sulphur the more cat-
Fines)
fines
5 120
4.5
100
4
3.5
80
Al + Si (mg/Kg)
Sulphur (%)
2.5 60
40
1.5
1
20
0.5
0 0
Source: DNVPS database of 1,012 analysis results (from 1 October – 10 November 2007)

Replica technique:
 The density of cat-fines was
found extremely high, with
up to 3,000 / cm2.
Acceptable level is below
200 / cm2 !
 The sizes vary from 5µm to
15 µm with a smaller
number of ”big” cat-fines in
a range of 20 – 25 µm.
 This is a result of in-
efficiently working
centrifuges.

Sulphur neutralization
(additive control)
1.60
ACC factor 0.20 g/kWh x S% (BN70)
1.40
Dosage (g/kWh)
1.20
1.00 Lower limit set for

hydrodynamic reasons
0.80
0.60
Degree of over
0.40
additivation
0.20
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Sulphur %

Additive control at low sulphur running:
Severe Top-land deposits

• How does over-additivation harm the cylinder
condition?
• Over-additivation lead to mechanical- and
chemical bore polish
Small mz on piston rings
• Bore polish lead to micro-seizures and latent
risk of scuffing
• Running more then 1 - 2 weeks in SECA
area, it is recommended to change to a
lower BN cylinder oil (BN40 – 50 cylinder oil)
Liner polishing / hard contact marks

Extended CARB regulations will

require BN12 – 20 Cylinder Oils!


Propulsion Engines

Low Load Operation

Low Load Operation
Service Tests
Low load tests

7K80MC-C 10% load Sep. 2009 Container ship
9K98ME-C 20-22% load Mar. 2008 Container ship
12K98MC-C 10% load Oct. 2009 Container ship
T/C cut out tests

12K98ME swing gates, ABB T/C Container ship
10K98MC-C swing gates, MET T/C Container ship
12K98MC blind plates, MET T/C Container ship
9K90MC-C blind plates, MAN T/C Container ship

Low Load Operation
Service Feedback
Two Stroke Low Load Operation Inspection report template (SL09-511)

Low Load Operation
Service Feedback
Feedback reports (21)

1) 8S50MC 14% load Container ship
2) 7L70ME-C 20-30% load Container ship
3) 7L70ME-C 25-40% load Container ship
4) 6S70MC-C 30-35% load Bulk carrier
5) 7S70MC-C7 10% load Tanker
6) 8K80ME-C 30% load Container ship
9) 8K80MC-C 14-20% load Container ship
10) 8K80MC-C 35% load Container ship
12) 7L80MC 30% load Container ship
15) 10K90MC 20-22% load Container ship
16) 10K90MC 20% load Container ship
20) 12K98MC-C 30% load Container ship
21) 12K98MC 14-21% load Container ship
Low Load Operation
Service Test
General experience from the tests:
 No significant change in fouling condition of exhaust gas ways

 Slightly increased fouling in scavenge air space
 Apparently too high cylinder oil feed rate at <25% load

Low Load Operation
Service Test
Service test (Sep. 2009):
 Engine: 7K80MC-C (3 years old)
 Test duration: 3 days on 10% load
 No engine load up
Conclusion
No significant change in fouling condition of exhaust gas ways

Low Load Operation
Service Test
Inspection after 1-day test
Inspection before test Inspection after 3-day test

Low Load Operation
Service Test

Low Load Operation
Service Test

Low Load Operation
Service Test

Low Load Operation
Service Test

Low Load Operation
Service Test

Low Load Operation
Service Feedback
Service feedback report (Oct 2009):
 Engine: 8K90MC-C (1 year old)
 Test duration: 21 days on 20-34% load
 Engine load up every second day to 75% load
Conclusion
No significant change in fouling condition

Low Load Operation
Service Feedback
Sample pictures:
Scavenge air receiver

Low Load Operation
Service Feedback
Cylinder unit 1

Low Load Operation
Service Feedback
Exhaust receiver / boiler top
C/E’s remark :
 Was it necessary to increase the maintenance intervals while slow steaming?
(cleaning of receivers, buffer spaces, T/Cs, boilers, etc?)
After 509 hrs of slow steaming we do not see the dire necessity of cleaning it.
Did not find any abnormalities or signs of over-lubrication. Sludge amount in the
corners and on the walls was normal.

Low Load Operation
Service Feedback
Service feedback report (Jan 2009):
 Engine: 8S50MC (17 years old)
 Retrofitted with Slide Fuel Valves
 Load: 15% load
 Engine load up every day (to 10,000 TC rpm)
Conclusion
No change in fouling condition

Low Load Operation
Service Feedback
Sample pictures:
Scavenge air receiver

Low Load Operation
Service Feedback
Cylinder unit 1

Low Load Operation
Service Feedback
Exhaust receiver / boiler top
C/E’s remark :
 Did you experience any problems related to the slow steaming operation?
Answer: NO

Low Load Operation
Service Feedback
Feedback from vessels

General comment:
– No problems observed
Comments on C/E’s experience gained (from the 21 reports):

– engine load up considered essential
– less mechanical stress on engine is expected to have positive influence on
maintenance of the engine
– more often cleaning of the scavenge air receiver
– boiler seems to be more clean
– more frequent cleaning of boiler and scavenge air space considered necessary
– Alpha lubes have too high feed rate <25% load
– too little fresh water production
– scavenge air space more dirty
– increased wet deposits in scavenge air receiver
– 4-day load up interval ok
– more soot in exhaust receiver and on boiler top.

Low Load Operation
Service Experience
General recommendations
 Service letter: SL09-511

 Service letter: SL11-544
 Inspection report template

Low Load Operation
Service Experience
Operating at low engine load, below 40%, can create

issues in relation to:
 Cylinder lubrication
 Continuous operation of auxiliary blowers
 Increased stress on flap valves in scav. receiver

Low Load Operation
Service Experience
Cylinder Lubrication
For engines with Alpha lubricators

(lubrication as a function of engine
load), significant savings can be
made on cylinder lube oil
consumption
80% RPM of MCR results in a

reduction of 50%

Super Slow Steaming (SSS)
Service Experience
From SL11-544 – June 2011
Easy Low Load Optimization for ME-Engines

Low Load Operation
Service Experience
Cylinder Lubrication - Alpha Lubricators
During operation at low load it has been experienced that over-

lubrication can happen, due to layout of lubricators.
Countermeasures
 Retrofit of lubricator pistons with reduced diameter
 Modification of lubricator by reducing piston stroke

Low Load Operation
Service Experience
Operating at low engine load, below 40%, can create

issues in relation to:
 Cylinder lubrication
 Continuous operation of auxiliary blowers
 Increased stress on flap valves in scav. receiver


Propulsion Engines

7K80ME-C9.1: Cylinder Condition
Piston Skirts Cylinder Liners Piston Rings

3336773.2010.05.07
3337942.2011.09.09 (SBJ/LEO)
(LEO/SBJ) © MAN Diesel & Turbo < 62 >
3336773.2010.05.07
3337943.2011.09.09 (SBJ/LEO)
(LEO/SBJ) © MAN Diesel & Turbo < 63 >
Cylinder Lubrication, Corrosion Control
1.70
1.60 ACC factor 0.34 g/kWh x S% for Low top land Engines
1.50
1.40
1.30
Absolute dosage (g/kWh)
1.20 ACC factor 0.20 g/kWh x S% for High top land Engines
1.10
1.00
0.90 Lower limit set for
0.80 hydrodynamic reasons
0.70
0.60
0.50
0.40
0.30
0.20
0.55 g/kWh flat rate test
0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Sulphur %

6S80ME-C9.1
Test Bed, October 2010

Electrically Driven
Hydraulic Power Supply (HPS)

Electrically Driven
Hydraulic Power Supply (HPS)
New drain pipe

6S80ME-C9.1
PMI AutoTuning
Data Acquisition Unit (DAU)
Pressure Sensor

AutoTuning: Potential Fuel Reduction
Reduction in fuel oil consumption / CO2 emission
1 bar increase in average pmax => 0.20-0.25 g/kWh decrease in fuel oil consumption
Reference pmax
Potential
Potential
Pure pmax level increase

Potential 5-10 bar Balancing + pmax level increase
Potential 1-2.5 G/kWh Potential additional 2-5 bar
Total potential 1.4 – 3.75 g/kWh
Gain also with engines already being

operated within recommended limits

6S80ME-C9.1
Overhaul Inspection after

Prototype Shop Trial: Main Bearing no. 5

Engines for Large Container Ships

Recent Trend: S90ME-C for Container
Vessels
Order list for Large Container Vessels

No of Capacity
Engine Mark Owner Yard Hull no Eng. Builder
Ships TEU
18 9 S 90 ME-C 8.1 A.P. Moeller 7.000 DSME 4214-> Doosan
4 9 S 90 ME-C 8.2 Zodiac 9.000 DSME-Mangalia 4090-> Doosan
3 9 S 90 ME-C 9.2 Bernard Schulte 9.000 Shanghai Jiangnang CHI 1066A -> HHI EMD
3 9 S 90 ME-C 9.2 Costamare 9.000 Shanghai Jiangnang CHI 1068A -> HHI EMD
6 9 S 90 ME-C 8.2 Bernard Schulte/Ofer 9.000 HSHI S592 -> HHI EMD
6 12 S 90 ME-C 9.2 OOCL 13.000 SHI 2002 -> HHI EMD
8 + 17 10 S 90 ME-C 9.2 SEASPAN 10.000 New Yangzi 2011-983 -> CMD
7 + 10 9 S 90 ME-C 8.2 Costamare 9.000 Sungdong 4010 -> HHI EMD
4 9 S 90 ME-C 8.2 MSC 9.000 Sungdong HHI EMD
6 8 S 90 ME-C 8.2 Hamburg Sued 9.600 HHI 2521 -> HHI EMD
conversion from
12 10 S 90 ME-C 9.2 NOL 9.000 DSME K98ME-C Doosan
10 11 S 90 ME-C 9.2 NOL 13.800 HSHI S630 -> HHI EMD
Total 87 ships
Projects for Large Container Vessels

No of Capacity
Engine Mark Owner Yard Hull no Eng. Builder
Ships TEU
5 10 S 90 ME-C 9.2 HMM 130.000
10 + 20 9 S 90 ME-C 9.2 APMM 100.000

S90ME-C8&9 – Outline

9S90ME-C8.1: Cylinder Condition
Cylinder no. 1 at 1,803 hours: Excellent Condition
Piston Skirts Cylinder Liners Piston Rings


Propulsion Engines

Daily Fuel Oil Consumption
6S/G70MC/E types and versions
Daily fuel consumption at 70% load SMCR 18660 KW 91 rpm, figures at 70% load
78,0
Outdated engines
Savings
76,0 1,5 ton
4.0 ton
7.4 ton
74,0
72,0
Series2
70,0 Series1
68,0
66,0 18202 kW 83 rpm
64,0
6S70MC-C7.1 6S70MC-C8.1 6S70ME-C8.1 6S70MC-C8.2 6S70ME-C8.2 6G70ME-C9.2
Tier II Tier II Tier II Tier II Tier II Tier II
Green Series of G-ME Engines

G80ME-C9.2
Propeller 3.7%
Engine 1.0%
Total 4.7%

G70ME-C9.2
Propeller 4.5%
Engine 2.0%
Total 6.5%

Thank You for Your Attention!
All data provided in this document is non-binding.

This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and
determined individually for each project. This will depend
on the particular characteristics of each individual project,
especially specific site and operational conditions.

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Hellenic Engineers Society

London 8th November 2011

© MAN Diesel & Turbo <1>

© MAN Diesel & Turbo <2>

 Total Cost of Ownership for Large Marine

© MAN Diesel & Turbo <3>

 Total Cost of Ownership for Large Marine

© MAN Diesel & Turbo <4>

Example: Large Bore MAN B&W 2-Stroke Engine

40% Load Average 80% Load Average

- Fuel 100% 200%

© MAN Diesel & Turbo <5>

Constant Focus on First-Cost Cost-Down

Potential First Cost Saving: 200,000 USD for a 12K98ME/ME-C Engine

• Combustion Chamber optimised for low SLOC

Recent Service Experience:

However please note our

For Large Bore Engines:

Dock to dock without major overhauls is possible for Tankers

© MAN Diesel & Turbo 11

Service Test of Bosch Rexroth FIVA:

Ship 1: same unit

© MAN Diesel & Turbo < 12 >

© MAN Diesel & Turbo < 13 >

Sandwich filter on MDT-FIVA-II

4 pcs. unbraco screws M5 x 78 class 12.9

© MAN Diesel & Turbo < 14 >

 Total Cost of Ownership for Large Marine

© MAN Diesel & Turbo < 15 >

Multi Purpose Controller (MPC) Failures

3337898.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 16 >

ME-ECS 0905-8 compared to ME-ECS 0510-12

Commissioning Screen for HCU, Tacho and HPS

Trouble Shooting Screens for HCU and HPS

Data logger for HCU and HPS

Export of HCU and HPS data logger data to Excel

ECS isolation monitoring and alarms

Electrical noise monitoring and alarm

Alarm improvements, grouping of related alarms

3337899.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 17 >

3337900.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 18 >

3337901.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 19 >

3337903.2011.09.09 (LEO/SBJ) © MAN Diesel & Turbo < 20 >

 Total Cost of Ownership for Large Marine

© MAN Diesel & Turbo < 21 >

•Majority of distillate fuels has viscosities in the

Number of bunkers (distillates)

source reference: DNVPS

© MAN Diesel & Turbo < 23 >

Challenges burning clean fuel:

© MAN Diesel & Turbo

© MAN Diesel & Turbo

The new CARB rules have lead to an increase in

However, such cases is “just” the result of worn

Fuel pumps must be overhauled before the index

MAN Diesel prepares a Service Letter for “re-learning”

© MAN Diesel & Turbo

© MAN Diesel & Turbo

© MAN Diesel & Turbo

1.00 Lower limit set for