4/2011A Technical Customer Magazine of MAN Diesel & Turbo

Integrated Gas Turbine and Compressor Package IntroducedNew GT6 gas turbine

> Pages 4-5

PrimeServ Valencia Reigns in SpainService outfit thriving in difficult market

> Pages 6-7

Retrofit Really DeliversTurbocharger cut-out is field-test success

> Page 8

Business is Booming in Brazil!Diesel market with vast potential

> Pages 10-11

MAN Diesel & Turbo has secured an order for 24 compressor units, valued at 50m euro, for an integrated chemi-cal complex in Chongqing, China.

Designed as a combined plant, the chemical complex will be involved in the large-scale production of in-dustrial gases and chemical raw materials for further processing, for example, in producing plas-tics such as polyurethane (PU) and PVC. MAN Diesel & Turbo will de-liver the process-gas screw com-pressor units. The total capital in-vestment for the project is over 4 billion Euro.Screw compressors for proc-

ess gas applications are a core product of MAN Diesel & Turbos product portfolio. Thanks to their robust and low-maintenance de-sign, screw compressors are in-creasingly used in the chemical

and petrochemical industries, as is the case here in this process for manufacturing acetylene from nat-ural gas. The acetylene produced is the base product for all down-stream production facilities of the combined plant. With an engine power of 8,500 kW, eight of the 24 compressors are currently the larg-est and most powerful units of their kind in the world.This large-scale order for pro

cess gas screw compressors is an important strategic reference for the strongly growing chemical industry in China, according to Dr Ren Umlauft, CEO of MAN Diesel & Turbo SE.Design and manufacture will be

undertaken at the company works in Oberhausen with units partially assembled at Changzhou in China. Delivery is scheduled to take place over the coming 14 to 24 months.

MAN Diesel & Turbo Wins 50 Million Euro Compressor Order

After the completion of all commis-sioning works, a cruise vessel pow-ered by MAN common rail engines the Celebrity Silhouette has started regular operations.

The four installed MAN 14V48/60CR engines are equipped with the lat-est MAN common-rail technology and provide electrical power for the vessels propulsion system as well as for the electrical infrastructure and hotel load onboard.The recently commissioned

liner was built at the Meyer Werft shipyard in Papenburg, Germa-ny for well-known Royal Carib-bean Cruises/Celebrity Cruises in Miami, Florida, USA. With a total gross tonnage of 122,200 GRT, the ship has a hotel capacity of 2,900 passengers and some 1,200 crew members. The vessels total length of 319 metres is compara-ble to three regulation-size soccer fields and the 17 decks are 65 me-tres high. With a maximum speed of 25 knots (46.3 km/h), the Celeb-

rity Silhouette will travel to a wide variety of worldwide destinations, including the Mediterranean Sea, the US coast, Central America and the Caribbean.In order to be weather independ-

ent, the vessel was built in a special dock hall at Meyer Werft. With its impressive dimensions (length: 504 m; width: 125 m; height: 75 m), this particular ship assembly facility is one of the largest of its

Continued on page 2

Newly Commissioned Celebrity Silhouette Steps into LimelightSuccessful entry into service of tourist vessel with common-rail MAN 48/60CR four-stroke engines takes place at renowned German shipyard

The Celebrity Silhouette (picture courtesy Meyer Werft)

PAGE 2 DIESELFACTS 4/2011

Celebrity Silhouette Steps into Limelight

Continued from page 1

kind worldwide. Before suppliy to the shipyard in Papenburg for installation, all engines passed ex-tensive performance tests at an en-gine test bed in Augsburg.All electrical power onboard

the Celebrity Silhouette is provid-ed by the four MAN 14V48/60CR engines, each equipped with one MAN TCA77 turbocharger and in-dividually capable of generating an output of 16.8 MW, a figure which increases to a maximum of circa 67 MW when all four engines are combined. The vessel is fitted with a diesel-electric system, meaning the engines are not directly linked to a propeller shaft but produce electricity for propulsion and hotel load via four ABB generators (type AMG 1600SS14 LSE). The electric power drives two ABB propulsion azipods, which can be turned in any horizontal direction (360), giv-

ing the navigation bridge a high de-gree of manoeuvring flexibility.When it comes to MAN four-

stroke marine engines, MAN PrimeServ Augsburg utilises a special commissioning depart-ment whose engineers can draw on extensive experience to carry out a multitude of tasks during the commissioning phase of each en-gine. The commissioning of a sister vessel of the Celebrity Silhouette is scheduled for 2013, with said ves-sel also being equipped with MAN V48/60CR main engines.To provide optimum operating

and maintenance support, the lin-ers engines are connected to MAN PrimeServs Online Service, which is available for all new installations and a wide range of engines al-ready in service. This OEM service comprises remote operational sup-port and real-time data evaluation of operating values by MAN Prime-Serv specialists. View from the engine room where four MAN 14V48/60CR engines produce power for the Celebrity Silhouette

Oil Operator Chooses MAN Workhorse for Offshore Propulsion ApplicationAHTS reference adds to recent spate of diverse tug references in Middle East

Dubai-based Grandweld Shipyards has been appointed to build two AHTS (Anchor Handling Tug Supply) vessels for an offshore operator in the Middle East.

The AHTS newbuildings will each be powered by two 8-cylinder, MAN L27/38 main engines, deliv-ering a total of 2 2,720 kW in a standard twin-screw propulsion layout for the driving of two ducted CP propellers. The calculated bol-lard pull is 90 ton. The L27/38 medium-speed pro-

pulsion engine is a popular work-horse for heavy-duty applications like offshore supply and service vessels, anchor handlers, tugs and workboats. Robustly designed for maximal reliability and durability in operation, the L27/38 is charac-

terised by good performance over the entire load range, optimised for high-torque layout, and is dynamic, displaying good acceleration ability with invisible smoke from idling to full load, low fuel-oil consumption and low NOx emissions.

The L27/38 has proved itself an ideal prime mover with flexibility for powering the markets most popu-lar propulsors from conventional, controllable pitch and fixed pitch propellers to various Azimuth pro-pellers, Z-drive solutions, thrusters and cyclic propellers such as the highly manoeuvrable Voith Schnei-der units.Other L27/38 benefits include: high service and overhaul friendliness due to unique pipeless and modular engine design

front-end box with all auxiliary system components for easy access and service

integrated closed system cir-cuit for, for example, lube oil

a cylinder unit concept that fa-cilitates overhauls.

Recent references

MAN Diesel & Turbo has picked up two other medium-speed en-gine references in the Middle-East recently. The first of these is from Topaz/Adyard and concerns two AHTSs, each with a bollard pull of

80 tons and featuring a complete propulsion package of two MAN 8L27/38-VBS engines.The second reference also in-

volves Grandweld Shipyards, who this time are tasked with supply-ing the Abu Dhabi Ports Company

with two ASD (Azimuth Stern Drive) tugs, each capable of a bollard pull of 55 tons featuring two MAN 8L21/31 engines for Rolls Royce thrusters.

About Grandweld

Grandweld Shipyards specialises in shipbuilding, ship repair and the conversion of offshore vessels with production facilities in Dubai at Al Jadaf and Dubai Maritime City. Es-tablished in 1984, the company has built a broad range of offshore vessels, both of steel and alumini-um construction, including ASD tugs, dive maintenance support vessels, multi-purpose supply ves-sels, platform supply vessels, fast intervention supply vessels, AHTS vessels, crew boats, pilot boats and security/patrol boats.

Grandweld Shipyards newbuildings Main Particulars

Ship type 90 t bollard pull AHTS

Yard Grandweld Shipyards, Dubai, UAE

Length oa (m) 67.00

Length bp (m) 59.27

Width (m) 16.80

Depth mld (m). 6.80

Design draft (m) 5.40

Operating draft (m) 5.00

DWT at Operating draft (t) 1,800

Trial speed (kn) 13.5

Bollard pull (t) 90

Propulsion package

Engines 2 MAN 8L27/38

Power 2 2,720 kW at 800 r/min

Engine controls Alphatronic 2000

Type LMCS (Local Monitoring Control and Safety System)

Source: MAN Diesel & Turbo

Archive photo of an 8L27/38 engine with integrated front-end power take-off for driving Fi-Fi (firefighting) equipment

Design outline of the Grandweld 67-metre, 90-ton BP AHTS

PAGE 3DIESELFACTS 4/2011

Holeby gensets will power floating storage and offloading (FSO) vessel in Italian venture.

MAN Diesel & Turbo has won a contract for the provision of 3 6L21/31 auxiliary engines in con-nection with the conversion of a tanker to a floating storage and offloading (FSO) vessel. The en-gines will provide electricity for the converted vessel and are rated individually at 1,254 kW as generators at 900 rpm (60 Hz).Italian shipowner and player

in the refined oil products mar-ket, PB Tankers Rome (Pietro Barbaro Group), has purchased an aframax products tanker for conversion into an FSO under the terms of a contract with Ital-ian energy company, Edison. The 109,000-dwt Alba Marina (ex-Se-apride I) was built in 1999 by Dal-

ian New Shipyard in China and will be converted at Fincantieri Paler-mo Shipyard in Italy. FSA (Fabryka Silnikw Agregatowych), the MAN Diesel & Turbo four-stroke licen-see, will construct the gensets at its site in Poland. MAN Diesel & Turbo confirms that, besides the engines ability to fulfill all technical requirements, its licensees abili-ty to meet the very short delivery time the engines are due by the end of 2011 was also a key fac-tor in clinching the deal. An FSO vessel is designed to

receive hydrocarbons produced from nearby platforms, and to store them until they can be off-loaded onto a tanker. The Alba Marina is bound for the Rospo Mare oil field in the Adriatic Sea, operated by Edison, which is one of the oldest European energy companies.

Oil Storage Facility Chooses MAN Power

First VLCC Order for New, Two-Stroke G-Type EngineAthens-based ship management company Almi Tankers S.A. is set to be first to equip two VLCCs with the very first new 7G80ME-C9.2 engine launched by MAN Diesel & Turbo.

The engines will be built by Hyundai Heavy Industries in South Korea with test bed running in January 2013. The vessels will be built at DSME in South Korea, with de-livery scheduled for May and December 2013. MAN Diesel & Turbo states that

it is also currently involved in sev-eral, active VLCC projects where the G80ME-C9 is the preferred engine choice. Indeed, this vessel type was originally the primary tar-get behind the introduction of the G80ME-C9 engine. The shipping industry is currently

debating whether or not VLCC lay-out speed should be reduced to 13 knots from the existing 15 to 15.5 knots, a scenario which the G80 is tailor-made to meet. Ole Grne - Senior Vice Presi-

dent Low-Speed Promotion & Sales - MAN Diesel & Turbo said: Traditionally, super-long-stroke S-type engines, with relatively low en-gine speeds, have been applied as prime movers in tankers. Following the efficiency optimisation trends in the market, the possibility of us-ing even larger propellers has been thoroughly evaluated with a view to using engines with even lower speeds for propulsion of particu-larly VLCCs. He continued: VLCCs may be

compatible with propellers with larger propeller diameters than the current designs, and thus high ef-ficiencies following an adaptation of the aft hull design to accommo-date the larger propeller. The new ultra-long-stroke G80ME-C9 en-gine type meets this trend in the VLCC market. It is estimated that such new de-

signs offer potential fuel-consump-tion savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the engine itself can achieve a high thermal efficien-cy using the latest engine process parameters and design features.Earlier this summer, Athens-

based ship owner Thenamaris placed an order for four 6G80ME-C9 engines to power 4 x 5,000-teu container vessels, to be built by Hyundai (HSHI) in South Korea.

The G-type programme

The G-type programme was intro-duced to the market in October 2010 with the G80ME-C9 model. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9 and G50ME-B9 models. The G-types have designs that follow the principles of the large-bore Mk-9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high efficiency.

MAN Turbocharger Celebrates New Assembly Plant in ChangzhouWhat began as a three-man assem-bly workshop in Shanghai back in 2002 has today emerged into a formi-dable factory in Changzhou with an annual production capacity of more than 1,000 turbochargers.

With the recent move to the ex-tended plant in Changzhou, MAN Turbochargers has doubled its pro-duction area in China and is pre-pared for further market growth. In order to meet the increasing de-mand for small turbochargers in China from MAN Diesel & Turbo li-censees and other engine manu-facturers alike, the Changzhou plant will start assembly of radial turbochargers in 2012.On the occasion of the success-

ful relocation to Changzhou, MAN Diesel & Turbo invited representa-tives from Chinese shipyards, en-gine builders and ship operators

to proudly present and jointly cele-brate the new production plant. Ultimately, customers will benefit from shorter delivery times and the profound expertise of 10 years tur-bocharger production in China. The customer event in

Changzhou provided the perfect

stage for the presentation for the very first time of the new TCA44 turbocharger in public. The TCA44 comes with some new design fea-tures which will be gradually intro-duced to the other frame sizes of the TCA series, as reported previ-ously in DieselFacts 1/2011.

Group photo of some of the attendees at the Changzhou turbocharger customer event

The new TCA44 turbocharger received a lot of attention on the day

Archive photo of L21/31

PAGE 4 DIESELFACTS 4/2011

The first product in the family is the 6 MW gas turbine class that is now coming onto the market. For MAN Diesel & Turbo, this constitutes a technology platform that will pro-duce further developments and new models in the coming years. From the prototype which has just been com-pleted, a whole gas turbine family, covering the power range from 6 to 10 MW, will eventually emerge.

The development of a new gas tur-bine family offered MAN the oppor-tunity to develop a series of stand-ardised pipeline compressors which are specifically designed to the new turbine and the market re-quirements.

High efficiency

MAN has calculated all gas-turbine flow components using state-of-the-art 3D systems. The advanced aerodynamic design of this new gas turbine family has allowed it to reach efficiency limits unmatched by machines in this power range.The gas turbine is designed for

6.9 MW of mechanical power un-der ISO conditions. At an introduc-tory stage, a conservative ISO rat-ing of 6.2 MW (mechanical) has been selected. The thermal effi-ciency achieved at 6.2 MW and at 6.9 MW is 33% and 34% respec-tively, which is top in its class see the table at the foot of this page.The current gas turbine is a twin-

shaft design, with an independent power turbine mechanically sepa-rated from the gas generator. This allows for a wide speed range at full power and for a higher part-load efficiency. The operating win-dow is also significantly wide. The new gas turbine may be used both

as a mechanical and generator drive. Typical power generation applications are in Combined Cy-cle (CC) and Combined Heat and Power (CHP). A single-shaft config-uration, which is primarily intended for power generation, will soon be available. The twin-shaft configuration

makes the new gas turbine an id-eal driver for both turbocompres-sors and pumps. The gas turbine can be operated to suit the opti-

mum operating point of the driven machine, both over a wide speed and power range. The two-stage free power turbine allows opera-tion over a wide speed range of 45 to 105%, while maintaining high ef-ficiency. The gas turbine operates at a speed which is dictated by the torque-and-speed-driven machine. Another important feature of the

new gas turbine is its unrestricted suitability for taking load quickly fol-lowing rapid load changes. In fact,

the rotor and the static component masses have been minimised to cope with transient thermal stress resulting from rapid load chang-es. At the same time, components have been designed so that they deform perfectly elastically under the stress.Service costs have also been

taken into account. MAN opted for a rugged and modular gas-turbine construction, while not compro-mising on efficiency. The objective

is to extend service life and shorten downtime. Furthermore, simplified service activities allow the carrying out of on-site maintenance.

Modular turbine structure

The gas turbine consists of eight subassemblies. The front-end ra-dial/thrust bearing housing (in-cluding instrumentation) lies within the middle of the inlet casing. This provides ready access to the bear-ing. The ancillary system gear-unit forms an integral part of the gas generator and is directly connected to the inlet plenum. It is connected to the machine base frame so as to take up thermoelastic expansion and additionally supports the ma-chine at its front end.The eleven-stage axial compres-

sor is also designed to simplify as-sembly and service activities. The compressor casing has a horizon-tal split joint. The inlet guide vanes and the downstream stator-vane rows are adjustable and optimise the aerodynamic behaviour, espe-cially during start-up and partial-load operation.The six individual combustion

chambers are of the can type and are evenly distributed along the cir-cumference of single-piece inter-mediate casing, simplifying inspec-tion and service activities, as both the combustion chambers and the transition ducts may be installed or removed without the need for ma-chine disassembly.Both the stator vanes and the ro-

tor blades are cooled with air to re-duce the thermal load on the two-stage, high-pressure (HP) turbine. The first-row rotor blades have their tip area provided with a rubbing edge to reduce any tip clearance

Market Welcomes Integrated Gas Turbine and Compressor PackageMAN Diesel & Turbo develops standardised pipeline compressor series for new GT6 gas turbine and launches to market

The GT6 gas turbine pictured during development

Performance Data for Gas Turbine GT6 / twin shaft @ ISO conditions

Rated Power at Coupling (kW)* 6,900

Heat Rate (kJ/kWh)* 10,590

Efficiency (%)* 34.0

Pressure Ratio 15

Inlet Air Mass Flow (kg/s)* 27.6

Rated Power Turbine Speed (min-1) 12,000

Power Turbine Speed Range (min-1) 5,400 - 12,600

Exhaust Gas Flow (kg/s)* 28.1

Exhaust Gas Temperature (C)* 451

NOx-Emission < 50 mg/Nm3 (15% O2, dry)

CO-Emission < 100 mg/Nm3 (15% O2, dry)

Number of Combustion Chambers 6

* under ISO-conditions. Source: MAN Diesel & Turbo

Main Components of Two-Shaft Gas Turbine

Air Intake Casing

Auxiliary Gear Box

Axial Compressor

HP Turbine

LP Turbine

Combustion Chamber

Rear Bearing Casing & Supports

Exhaust Collector Box

PAGE 5DIESELFACTS 4/2011

Abu Dhabi National Energy Compa-ny PJSC (TAQA) recently awarded MAN Diesel & Turbo Schweiz AG a multi-million euro contract con-cerning the delivery of compres-sion technology for the Bergermeer Gas Storage installation in Alkmaar, the Netherlands.

The scope of delivery com-prises six fully integrated, skid-mounted, high-frequency motor-compressor systems, providing emission-free and highly efficient operation. Each 13 MW motor-compressor unit, with a weight of

more than 80 metric tonnes, con-sists of a tandem compressor ar-rangement, generating a flow of 540,000 cubic metres of gas per hour.The complete, rotating assem-

bly levitates in magnetic bearings and is installed in a hermetically sealed housing, thus eliminat-ing the need for shaft seals and, as a result, emissions to the at-mosphere. The entire unit is oil-free and creates no gas emis-sions, thereby fulfilling stringent environmental requirements set by TAQA. The unit will be part of

the state-of-the-art zero emission gas treatment and compression facility being built in Alkmaar, the Netherlands.Dr Uwe Lauber, President of

MAN Diesel & Turbo Schweiz AG said: I am pleased with TAQAs decision to opt for the MAN solu-tion we recognise the growing interest in our eco-friendly and efficient, integrated, high-speed compressors within the oil and gas industries.The Bergermeer Gas Storage

project will create Europes larg-est open access gas-storage fa-

cility. Bergermeer Gas Storage will provide the northwest Euro-pean gas market with 46 TWh (4.1 billion cubic metres) of seasonal storage, in the process almost doubling the Netherlands total storage capacity.TAQA received the final statu-

tory approvals and permits to construct and operate the facility during the course of 2011. Bergermeer Gas Storage opera-tions are scheduled to start in 2013 with full commercial opera-tion following in 2014.

losses. The second-row blades feature a clamped shroud.The outlet-end gas generator

bearing is held by the rear-end structure. Arranging the bear-ing downstream of the HP turbine minimises air leakage into the bear-ing housing. At the same time, the bearing area is readily accessible. Furthermore the machine is sup-ported and held axially by the rear-end structure.The two-stage, low-pressure

(LP) turbine blading is not cooled, and the rotor blades feature in-terlocked clamped shrouds. An additional function of the LP tur-bine-bearing housing is to accom-modate an effective outlet diffuser.The outlet casing is a welded

structure with an aerodynamical-ly optimised geometry. All com-ponents have been designed to facilitate manufacturing accord-ing to state-of-the-art production technologies.

Low emissions

To ensure the lowest emissions, MAN has developed the ACC (Advanced Combustor Can). Air and fuel are mixed in the combus-tion chamber in an almost ideal process to achieve an almost per-fect combustion. The fuel is burnt with surplus air. This lean pre-mix combustion results in a lower flame temperature that minimises nitro-gen oxide (NOx) formation. Emis-sions remain low within a wide power range. The levels are signifi-cantly below current limits and thus avoid the necessity for exhaust gas to be further treated by a catalyst.(see table on page 4).The combustion chambers,

which are flanged to the integral intermediate casing, are as read-ily accessible as the fuel injection nozzles, flame tubes and cooling shell tubes. Each component may be removed separately, thus great-ly reducing the service time. A sim-ple borescopic access allows the inspection of the entire combustion chamber and the first row of tur-bine stator vanes.The symmetric arrangement of

the six combustion chambers re-sults in a nearly even temperature distribution. The flame tubes and the associated transition ducts are provided with an impingement cooling system. The burner has a swirl chamber and two different fuel injectors which are used in the diffusion mode (pilot gas), in the premix mode, or in the combined diffusion and pre-mix mode as re-quired by the overall operation. During start-up and in low-load op-eration, the burners are operated in the diffusion mode. They auto-matically switch over to the pre-mix mode as power increases.The combustion chamber de-

sign allows for a uniform tempera-ture profile at the inlet of the first row of turbine stator vanes. Fur-thermore, the flame tube walls are manufactured from an elevated-temperature nickel alloy include compressed air cooling slots, which ensure a long service life. The lean combustion is stabi-

lised with a small portion of pilot

gas. This enables the gas turbine to perform even very rapid load changes safely.

Highly efficient compressor stages

The new compressor series is modelled on MANs successful pipeline compressors. The exist-ing pipeline compressors suit the current fleet of gas turbines (espe-cially the THM 1304) and electric motor drives with powers of 10 MW and above.The new compressor is based

upon the proven frame size RV040 (RV = centrifugal compressor with vertically split casing) and is de-signed for powers below 10 MW according to market requests.Two different nozzle sizes are

available. The stage configuration - bundle - is modular in design and allows an adjustment to different customer requirements in regard to volume flow and pressure ratio. Furthermore, the new compres-

sor series relies on recently im-proved high-efficiency stages with an extremely wide operating range.The new compressor series also

benefits from the proven features which are typical of all MAN pipe-line compressors. The casing, for instance, is of the barrel type and allows discharge pressures up to 130 bar. The bundle may be read-ily inspected and replaced without disconnecting the pipeline flanges from the horizontal nozzles of the compressor casing. The compres-sor and base frame design is stur-dy enough to take up a high pipe stress which is typical for this ap-plication and ensures maximum re-liability during operation. The combined development

has resulted in an integrated gas turbine and compressor package, while the directly driven compres-sor meets all present and future gas-transportation requirements.Additionally, the gas turbine and

the compressor are perfectly com-patible with each other, with dis-tinct operator advantages that in-clude low fuel-gas consumption in all operating ranges, low invest-ment costs, short delivery time and high availability.

MAN Diesel & Turbo to Deliver Compression Technology for Giant Dutch Gas Project

Kawasaki Celebrates Century in PowerJapanese licensee marks milestone in diesel engine manufacture with Kobe ceremony

Kawasaki Heavy Industry (KHI) has celebrated the 100th anniversary of its engine-manufacturing licence with MAN Diesel & Turbo. Spread over four days, the celebrations were capped with a technical event in Kobe featuring over 140 attendees.

Dr Stephan Timmermann, mem-ber of MAN Diesel & Turbos Ex-ecutive Board, spoke of the special relationship between his company and its longest prevailing licensee. Dr Timmermann pointed to the uniqueness of the cooperation in the world of licensing, due to other such often developing in different directions, or that technology los-

ing relevance. He praised Kawa-saki for contributing actively to this remarkable technical achievement, and stated that Kawasaki and MAN Diesel & Turbo were working close-ly together to find the answers to todays and tomorrows demands for environmentally friendly sea-borne transportation.Over the years, KHI has time and

again produced engines of note, the latest being in June 2011 with the delivery of the worlds largest, medium-speed power unit, an 18-MW engine for Okinawa Electric Power Company to provide power on Ishigaki Island. Low-speed en-gine cooperation has been simi-

larly successful and, just last year, KHI renewed its two-stroke licence agreement for the production of MAN B&W-branded engines.

About Kawasaki

Incorporated in 1896, Kawasaki Heavy Industries, Ltd. originally started out in shipbuilding but has also developed interests in vehi-cles, trains and aerospace equip-ment, as well as marine diesel en-gines, among others. With head offices in Tokyo and Kobe, Kawa-saki employs over 32,000 staff and had net sales of almost 12 billion euro for the fiscal year ending March 31st, 2011.

MAN Diesel & Turbo and Kawasaki exchange gifts at the celebrations in Kobe (from left): J. Iki, Executive Officer & General Manager of Machinery Division, Dr Stephan Timmermann MAN Diesel & Turbo, Y. Asano, President of Gas Turbine & Machinery Company and Thomas Knudsen MAN Diesel & Turbo (photo courtesy of Kaiji Press)

PAGE 6 DIESELFACTS 4/2011

PrimeServ Valencia Reigns in SpainService outfit thrives in difficult market and has established clear vision for future

DieselFacts is in shock. At lunch with staff from PrimeServ Valencia, we have been informed that they are not particularly interested in ftbol, that no one in Spain takes a siesta any-more, and that they are not obsessed with flamenco.

Sensing our keen disappointment, the Spaniards ask if we want to take a picture of the paella weve just ordered...Thankfully the interview with the

local service manager goes sig-nificantly better. Its our skilled technical team that sets us apart from our competitors, says Rubn Caparrs, whose local crew is a potent mix of qualified engineers and battle-tested, technical staff, some with over 30 years of hands-on experience. They dont have the same know-how or expertise as us, whereas all our superin-tendents have received extensive, two- and four-stroke training and worked on sea-trials abroad. We like to make our people as flexible and multi-purpose as possible so they can handle any job, whether our engine types or not. This strat-egy really pays off when our en-gineers board ships and face all manners of situations and techni-cal problems.

The thin man

Rubn Caparrs studied electri-cal engineering in Granada and Dortmund and joined IZAR the former MAN Diesel & Turbo licen-see in Valencia upon graduation, commissioning two-stroke MAN B&W ME-type engines. In time, he moved on and set up his own technical services company, to-gether with colleague Oscar Mar-tinez now Turbocharger Manager at PrimeServ Valencia. Ultimately, MAN Diesel & Turbo brought Ca-parrs aboard when establishing

PrimeServ Spain and appointed him Service Manager, a position the 35-year-old has held for over two years. From humble beginnings with

just two employees, PrimeServ Va-lencia can now boast of 15, housed in a modern 1,200-square-metre workshop with 350 square metres of office space on the outskirts of the city. Of the new premises, Ca-parrs says: Its a complete work-shop: we offer comprehensive, technical support and our engi-neers take care of a broad range of engines. The workshop handles most kinds of job, including injec-

tion jobs, the cleaning of air cool-ers, piston liners and, of course, there is our recently started, fully-equipped turbocharger workshop. To that end, PrimeServ Valencia

has three turbocharger specialists. Introducing turbochargers to the Valencia roster in 2011 has already given a hefty 20% boost to busi-ness, a percentage expected to in-crease significantly again in 2012.

Location, location, location

Valencias geographical location holds several advantages, including its prominent location on the Medi-terranean seaboard that offers di-

rect access to some of the worlds busiest shipping lanes. Similarly, its position on the mainland provides access to Spains three coastlines by motorway, while the local airport also offers direct flights to the most important ports. Thus, engineers can reach jobs promptly, the corol-lary being that parts bound for the workshop quickly reach Valencia. The city also has a very well devel-oped industrial area and the local PrimeServ has forged relationships with other companies that enables, for example, the machining of very large parts if so required. Prime-Serv Valencia also takes advan-tage of the global MAN PrimeServ network and loans capacity from its neighbours in Portugal and Italy when necessary.

Markets

PrimeServ Valencias most impor-tant market is the stationary seg-ment where its main customer is Endesa, Spains largest electric utility company. Among other lo-cations, Endesa has many engines on the Balearic and Canary islands, and in Ceuta and Melilla in North Africa. Valencias second-most important market is the domestic and foreign marine traffic that calls into Spains extensive coastline, of-ten visiting its many gas terminals and refineries or through technical problems incurred at sea. Gibral-tar is also a strategic, geographical point with a large passing trade of ships bunkering or docking, either in Gibraltar itself or across the bay in Algeciras.

The incredible hulk

Just outside the city centre, in the Benicalap district, stands the half-finished hulk of the Nou Mestalla, its cranes standing still now for the past two years since financing for the project ran into trouble. Intend-ed as Valencia CFs new home, the football stadiums concrete skel-eton stands as testament to the economic woes Spain is currently experiencing.Caparrs take on the situation is

upbeat and he states that marine after-sales in Spain have not suf-fered too much. He attributes this to Endesa being a large concern that hasnt been hit as hard by the crisis as other companies, while PrimeServs other main market ships sailing to or passing through Spanish waters hasnt changed much either, making PrimeServ quite independent of the crisis.

Challenges

To remain competitive, PrimeServ takes great care setting its pricing structure, while efficiency and a priceless ability to turn jobs around quickly have become hallmarks of the new operation. Caparrs quotes a recent job involving nine fuel pumps from a 90-bore engine in Algeciras among the largest such pumps in the business and three turbochargers, which he de-scribes as: a huge job, which had to be finished within a really short time period. It was hard going and involved intensive labour in the workshop and onboard the ves-sels where we worked around the

Native Valencian Santiago Calatrava designed the Hemispheric, part of the citys remarkable City of Arts and Sciences (photo Chosovi - Creative Commons license)

Rubn Caparrs, Service Manager MAN PrimeServ Valencia

PAGE 7DIESELFACTS 4/2011

clock, but we successfully com-pleted it inside four days.Balancing the fl ow of work and

keeping the workshop constantly busy is another challenge with the establishment of regular mainte-nance contracts a target for the fu-ture. Caparrs says: When Ende-sa has engines that need work, or when a dry dock is free for a week, we hit a peak it is very diffi cult to keep workshop activity constant. However, were getting better at it and this year we have had some very high peaks. This means that customers are starting to learn where we are. We also expect the turbocharger side to bring more work in the future, especially with Spanish turbocharger custom-ers, because we have the only au-thorised turbocharger workshop in Spain.

The message

When asked what message he wishes to send customers, Valen-cias service manager replies that the most important one is that all MAN PrimeServs jobs and serv-ices are covered by a warranty. He says: We are not just wait-ing here to send spare parts, we can also help with technical is-sues. Customers can contact us with any technical questions they might have and should know that our worldwide organisation is al-ways ready to help. Even if their ship is docking in Singapore, they can contact us and we will in turn contact the right person in our lo-cal service centre. We are all about service; this is what we do!

Customer care

In addition to leading the team and keeping the workshop busy, Ca-parrs main task is the promotion of PrimeServ which entails regu-lar contact with, and regular visits to domestic customers. He also works actively in retrofi t sales look-ing for solutions to customer prob-lems and maintains close contact with the MAN Diesel & Turbo cen-tres in Copenhagen and Augsburg. Another task is organising cus-

tomer events at the workshop in Valencia where customers have been asking more about emis-sions over the last year. Typically, they want to know how PrimeServ can help them reduce emissions and the different types of retro-

fi t available. A lot of Spanish ferry companies are affected by emis-sion legislation around the different Spanish islands, while owners of tankers and container ships sailing, for example, to the United States where there are strict, local emis-sion regulations are starting to implement such PrimeServ solu-tions as the Alpha Lubricator and Diesel Switch fuel cooler.

The pursuit of excellence

The workshop fl oor in Valencia is spotless, in fact, its so clean that its actually gleaming. Its hard to believe that it was swimming in oil and dirt just a few days previously after the job on the K90-bore fuel pumps from Algeciras. Thats be-cause Caparrs insists on good housekeeping, which means that, after turning around the Algeciras

job in record time, the next task his men had was to clean the whole mess up.He has also introduced new

ways of thinking to his operation, starting last year when he decided to address quality standards and push them to a point of excellence. To achieve this, he developed a programme with the fi rst item be-ing to implement ISO procedures in the PrimeServ Valencia offi ce in order to get DNV certifi cation. With ISO quality achieved and

its working environment approved,

PrimeServ Valencias the next step is to implement LEAN processes in the offi ce to address process fl ow and waste issues. Started during the summer of

2011 and due to last four months, Caparrs plans to introduce the 5S methodology for efficiency and effectiveness afterwards. Its all about achieving excellence, he says. Other PrimeServ hubs, such as Hamburg, have already in-troduced these concepts success-fully and we see great benefi ts in following suit.

Adis

With the interview at a close, DieselFacts takes a tour of the fa-cilities and winds things up by tak-ing pictures outside in the bright sunshine. Getting Ruben Caparrs to smile for pictures is no easy task. The Spanish are a very serious people, he jokes. But that said, all jokes aside, and despite the tough economic climate that Spain is cur-rently experiencing, PrimeServ Va-lencia is in seriously good shape and ready to go to work.

A SPANISH CASE STUDY

Endesa, Spains major power supplier, runs a number of low-speed, two-stroke diesel engines at its power plants on the Balear-ic and Canary Islands. Through its involvement with the ongo-ing maintenance of the engines, PrimeServ Valencia was con-tacted by Miguel Bueno del Amo, Chief of Mechanical Maintenance of Mahn Diesel Power Plant, to study how to improve the current cylinder liners lubrication with an updated and more effi cient sys-tem. As a result, MAN Diesel & Turbo developed an interesting project involving the Alpha Lu-bricator system that has enabled marine customers to save up to 20-30% of lubricating-oil costs. The Alpha Lubricator System

was originally developed for two-stroke, marine application en-gines that typically change load frequently. However, PrimeServ Valencia estimated that the Ende-sa engines could benefi t from be-ing fi tted with the lubricator and submitted a proposal to the cus-tomer. As a consequence, the fi rst of the three MAN B&W 10L67G-BE-S engines installed in the pow-er plant on Mahn was retrofi tted with Alpha Lubricators this year. The engines from Mahn Diesel Power Plant must follow the load fl uctuations in the electrical grid of Mallorca and Menorca islands,

which work as an interconnected electrical system, with a power output within the range of 7 to 14 MW. As such, this represented an excellent scenario for the Alpha Lubricator to show its potential. Operating results, which showed a signifi cant cut in the volume of lube oil consumed by the engine, fi tted with Endesas original re-quirements. The general condi-tion of the engine was also report-ed as being improved so Endesa made another purchasing order for a second Alpha Lubricator in-stallation. During 2012, the third L67 engine will be equipped with the new system, meaning that the entire Mahn Power Plant will then run on Alpha Lubricators. Ruben Caparrs originally

thought of the Alpha Lubricator idea. Knowing that the lubricator was not designed with this type of engine in mind, he was still convinced that it could be used successfully in this power plant application. The major advan-tage in retrofi tting the engine with an Alpha Lubricator is the better control of oil dosage, better dis-tribution of the lubricating oil on the ring pack, reduction of de-posits due to burned additives, and a much better control of liner corrosion. Caparrs remarks that the

power plants maintenance man-ager was particularly interested in

the technical aspects of the instal-lation and wanted a full overview of the retrofi t before PrimeServs engineer commenced work.While the lube-oil savings arent

as high as might be expected for a two-stroke engine in a marine ap-plication, the amount of oil saved is signifi cant enough to go further with the retrofi t strategy, bearing in mind that the main goal Endesa looked for was the maximisation

of engine reliability in combination with oil savings. Caparrs is of the opinion that

this development has opened up a new market of good potential for the Alpha Lubricator because, as a very modern product, it could prove to be a new lease of life for older engines such engines cur-rently constitute a large segment of the Spanish marine market.

Salvaged from an engine that sat in storage for four years before being scrapped by a well-known shipping line, PrimeServ Valencia gIves pride of place to this turbocharger in its workshop where it is used as an invaluable teaching tool

Part of the PrimeServ eet pulled up outside the Valencia offi ce

Miguel Bueno del Amo, Chief of Mechanical Maintenance, Mahn Diesel Power Plant

PAGE 8 DIESELFACTS 4/2011

In the current, difficult business en-vironment for shipowners and opera-tors, a reduction in vessel speed is the first, effective measure in reduc-ing an engines fuel consumption.

However, such part-load operation implies that turbochargers are op-erated outside of their layout points with reduced efficiency and, as a result, low scavenge-air pressure. For larger engines with three or four turbochargers, the so-called tur-bocharger cut-out of one turbo-charger is an appropriate measure to counteract this efficiency loss. In cutting out one turbocharger, the remaining turbochargers bene-fit from an increased exhaust-gas flow and consequently higher effi-ciency levels. The increased scav-

enge-air pressure stemming from this results in cleaner combustion as well as a significantly lower en-gine fuel consumption.Up until now, there has been lit-

tle or no operating experience of the effect that cutting out a turbo-charger has. Throughout the sum-mer of 2011, a field test was carried out on board the container vessel HS Humboldt of Reederei Hansa Shipping, powered by a 9K90MC-C engine and three TCA77 type turbochargers.The turbocharger was cut out by

the installation of one blind flange before the turbine and one af-ter the compressor. The rotor re-mained installed and the bearings were continuously lubricated with unchanged oil pressure without

any additional external sealing air. Maximum engine load was restrict-ed to 66%.After four months in service, the

cut-out turbocharger was disman-tled for inspection with the follow-ing findings: little fouling by exhaust part-icles within the labyrinth seal-ing, and no effect on restart of operation as particles are blown away

small but uncritical oil leakage on compressor and turbine side-bearings because lube oil pressure was above normal operation range of 2.2 bar

no wear or deformation on jour-nal bearings and thrust bearing disc

no wear on rotor-bearing points nor any damage to the rotor.

Summary

During the four-month field test, just marginal fouling and oil leak-ages were observed, which are not regarded as critical for opera-tion. Critical parts, such as journal bearings and rotor, did not show any wear. Similar results were ob-served during a former cut-out field test on TCA77 in 2010.

Conclusion

A TCA turbocharger cut-out with an installed rotor is approved for a maximum period of six months. For

a turbocharger cut-out exceeding six months in length, the rotor has to be removed from the turbo-charger and the turbocharger must be preserved and taken out of service according to the operating

manual. An alternative option is to interrupt the cut-out with an in-stalled rotor after six months for 100 operating hours and to contin-ue the cut-out thereafter.

Humboldt Retrofit Really DeliversTurbocharger cut-out procedure on container vessel yields successful field-test results

The HS Humboldt is a container vessel owned by Reederei Hansa Shipping. MAN Diesel & Turbo carried out a turbocharger cut-out retrofit and subsequent field test during 2011 (photo copyright Hansa)

No signs of wear or deformation were visible on the cut-out turbochargers journal bearings after four months of operation

The HS Humboldt is powered by an MAN B&W 9K90MC-C engine with three TCA77 turbochargers

PAGE 9DIESELFACTS 4/2011

MAN Diesel & Turbo has recorded the delivery of its fi rst, uprated TCA55-26 turbocharger to Chinese engine builder, HHM.

The turbocharger will supple-ment an MAN B&W 6S50ME-B9.2 engine to be installed aboard a 35,500-dwt bulker, one in a series of vessels that are currently under construction at Cheng xi shipyard

in Jiangsu province, Eastern China.The ME-B engine is MAN Die-

sel & Turbos most modern, two-stroke design whose .2 suffi x indi-cates a new, fuel-optimised version that complies with IMO Tier-II emis-sions legislation. Generally speak-ing, ME-B engines are very reliable units that have very low life-cycle costs and which feature electronic fuel-injection control, longer TBOs

and which offer improved vessel manoeuvrability.The 6S50ME-B9.2 engine is the

fi rst of its kind to be built by HHM. HHM is MAN Diesel & Turbos oldest Chinese licensee and has more than 30 years experience in the production of MAN B&W two-stroke engines.

TCA55-26 turbocharger

Based on the proven TCA design concept, the new -26 specifi cation is capable of delivering a higher volume fl ow at unchanged outline dimensions. This is achieved by means of a new compressor-wheel geometry with higher capacity and higher effi ciency. In addition, an in-ternal recirculation (IRC) device is included as standard to extend the surge margin and optimise com-pressor performance.The TCA55-26, TCA66-26,

TCA77-26, TCA88-26 units with their extended application range enable the turbocharging of many two-stroke engines with a smaller turbocharger size than was pre-viously possible. This lowers the initial cost of engines signifi cantly, and also delivers lower mainte-nance costs for shipowners who will additionally benefi t from re-duced spare-part expenses.

The new -26 TCA turbocharg-ers naturally include all the well-established design features of the TCA series such as high perform-ance level, easy maintenance and

high reliability. Originally launched in 2003, the well-known series has since become one of the most suc-cessful turbocharger choices for modern, two-stroke engines.

Bulker Enjoys First Commercial Delivery of Uprated TCA55-26 TurbochargerCustomers to gain benefi t from units smaller dimensions and improved economy

Multiple Contracts Secured in Challenging Offshore SectorMAN Diesel & Turbo is to equip four ocean-going, specialist vessel new-buildings with complete propulsion systems.

The company has secured a con-tract to deliver 16 four-stroke en-gines with gears and controllable pitch propellers to specialist vessel operator, Swire Pacifi c Offshore Operations Pte Ltd (SPO). The four specialist vessels will be built at ST Marine Singapore with delivery scheduled by mid-2014. The order volume for MAN Diesel & Turbo is worth around 22 million euro.The four anchor handling tugs

will mainly be used to transport and supply rigs on the high seas. How-ever, their large decks and tank capacities also make them suit-able for numerous other offshore activities.Each ship is powered by a MAN

Diesel & Turbo propulsion system consisting of four 9L27/38GO-type main engines, two gears and two controllable pitch propellers.

The four propulsion engines have an output of up to 12 MW, mak-ing them ideal for use on the high seas. The high propulsion power of the ships means they can cope with the severe weather conditions that offshore activities in locations like the North and Barents Seas frequently entail. The ships also re-quire high power reserves to tow a drilling rig to its site and anchor it.SPO has been drawing on the

technical expertise of MAN Diesel & Turbo for a number of years and the latest contract is the second delivery of complete propulsion systems of this type. SPO operates a total of 52 MAN 9L27/38GO-type engines in its fl eet including the current order.We are absolutely delighted to

have entered into a partnership with SPO, one of the worlds lead-ing offshore specialists. We work closely and remain in constant di-alogue with SPO in order to con-tinue to meet the demands of this discerning customer, to further im-

prove our service and to progress future projects, said Dr Stephan Timmermann, the MAN Diesel & Turbo Executive Board member responsible for business involv-ing marine engines and propulsion systems.

Norway

MAN Diesel & Turbo can also re-port on another success, this time in the Norwegian offshore market. At the start of July 2011, Sanco Shipping AS, a Norwegian opera-tor of specialist vessels for the seis-mic industry, signed a contract for the delivery of four 8L32/40-type engines.Securing this contract is espe-

cially momentous fi rstly, because we successfully fended off compe-tition from a host of rivals to sell our products in a fi ercely competitive market and, secondly, because we have made further inroads into the Norwegian offshore market, ex-plained Dr Timmermann.

The -26 series features a new RCQ compressor with increased air ow and internal recirculation (IRC) for extended surge margin

Examples for Cost Saving Applications* with -26 specification

Engine Type Previous Application New Application

5G50ME-B9.2 1x TCA66-24 1x TCA55-26

7G50ME-B9.2 1x TCA77-24 1x TCA66-26

5S50ME-B9.2 1x TCA66-24 1x TCA55-26

7S50ME-B9.2 1x TCA77-24 1x TCA66-26

5G60ME-C9.2 1x TCA77-24 1x TCA66-26

7G60ME-C9.2 1x TCA88-24 1x TCA77-26

5G70ME-C9.2 1x TCA88-24 1x TCA77-26

6S80ME-C8.2 1x TCA88-25 1x TCA88-26

6S80ME-C9.2 2x TCA77-21 2x TCA66-26

6S80ME-C9.2 2x TCA77-21 1x TCA88-26

8S80ME-C8.2 2x TCA88-21 2x TCA77-26

8S80ME-C9.2 2x TCA88-21 2x TCA77-26

8G80ME-C9.2 2x TCA88-24 2x TCA77-26

8K80ME-C9.2 2x TCA88-24 2x TCA77-26

9S90ME-C9.2 3x TCA77-21 2x TCA88-26

*Only L1 point ratings and high load optimisation. Source: MAN Diesel & Turbo

Shortly after the completion of its developmental phase, MAN Diesel & Turbo is set to release the proto-types of its new gas turbine family into the market.

The company is currently install-ing a CHP (Combined Heat and Power) cogeneration unit at the Rheinberg production plant of Solvin GmbH & Co KG, a joint enterprise of Solvay and BASF. The fi rst of the new 6 MW gas turbines will be used commer-cially at the plant. Solvin manufactures chemi-

cal products at the Rheinberg production plant, including PVC (polyvinyl chloride), which is used, among other places, in building construction, consum-er products, health and safety equipment and some electrical applications. The new CHP plant is de-

signed to supply 6 MW of elec-trical and 11 MW of thermal power, thus enabling Solvin to meet its own electricity require-ments in the future and reduc-ing its dependence on the pub-lic power network.Another aim of the new plant

will be to achieve a fuel effi cien-

cy of 80% by utilising the waste heat of the gas turbine, in ad-dition to the gas turbines own effi ciency of 34% a peak value in this output class thus mak-ing a signifi cant contribution to reducing primary energy con-sumption and emissions. The new generation of gas

turbines from MAN Diesel & Turbo has been developed for industrial use and expands the existing gas turbine portfo-lio to include the 6-8 MW out-put class. The gas turbines are obtainable both as mechanical drives, for example, for com-pressors, and in confi gurations for decentralised power genera-tion with or without waste heat utilisation. The primary focus of the de-

velopment of the new turbines was to optimise fuel utilisation with regard to CO2 emissions and operating costs and reduc-ing nitrogen oxide emissions. Another aim with the new tur-bines is to optimise steam pro-duction for CHP cogeneration or process applications through the exhaust gas temperatures of the gas turbine.

6-MW Gas Turbine Prototype Launched at German CHP Plant

PAGE 10 DIESELFACTS 4/2011

Business is Booming in Brazil!MAN Diesel & Turbo reaping benefits of operation in diesel market with vast potential

The planets greatest footballers, the hedonism of the Rio carnival, the architectural wonder of Brasilia, its modern capital: its not hard to con-jure up popular images of Brazil.

Renowned for its culture, this vast country with its young, 200-million strong population has also had in-dustrial success, such as within the fields of aeronautics and motor vehicles.Today, the Brazilian economy is

ranked as the worlds seventh larg-est, according to the International Monetary Fund and the World

Bank and has a mixed economy with abundant natural resources and large and developed agricul-tural, mining, manufacturing and service sectors. The country is also one of a group of four emerg-ing economies, called the BRIC countries, that includes Russia, In-dia and China, all deemed to be at a similar stage of newly advanced, economic development.MAN Diesel & Turbo has worked

in Brazil for many years and cur-rently employs over 200 staff at a variety of locations in the country. MAN Diesel & Turbo Brasils diesel

product line covers the domestic offshore, industrial, stationary and marine segments, and consists of two- and four-stroke engines, pro-pellers, turbochargers and com-pressors.Servicing machinery is also a

very important business and MAN PrimeServ MAN Diesel & Turbos global after-sales network has service facilities dotted around the country in the cities of Rio de Ja-neiro, Manaus in the heart of the Amazon rainforest, and plans are afoot for another PrimeServ loca-tion in Salvador Brazils third city

and a major export port. Rio de Janeiro is also the location for the companys sales offices.

Demand for ships and engines

Brazils huge, growing market and the increase in available capital in the country has contributed to the current demand for ships and en-gines. This demand is in great part due to the domestic oil resources exploited by Petrobras Brazils semi-public, multinational energy corporation. This, in turn, influ-ences the countrys entire infra-structure, creating wealth not just for business in Brazil but for the population in general. Currently, there is a requirement for several hundred ships of different size and type. Happily for MAN Diesel & Tur-bo, the most typical ship types re-quested are for the oil exploration and transport segments, including tankers, FPSOs (Floating Produc-tion Storage and Offloading ves-sels), drill ships, supply vessels and rigs, where the company is ideally placed to provide power and pro-pulsion requirements.As such, these market condi-

tions have created an excellent business opportunity for MAN Die-sel & Turbo. Not only must hydro-carbons be searched for, exploit-ed and transported, the increasing amount of investment in Brazil cre-ates a higher demand for more power generation and the trans-portation of goods, meaning there is also an increased demand for

imports. As a result, MAN Diesel & Turbo has experienced heightened demand for its engines outside of Brazil where companies, such as Germanys Hamburg Sd a key carrier on the North-South marine trade route have built MAN Diesel & Turbo-powered ships abroad to service the Brazilian market.Besides the hydrocarbon sec-

tor, Brazils mining industry is also of great interest. Vale the Bra-zilian diversified mining, multina-tional corporation and one of the largest logistics operators in Brazil has had great success recently. Among other activities, its iron-ore operation, covering exploration and transport from mines deep in Amazonas to the coastline or neighbouring countries, has cre-ated a need for more pusher boats to move barges up and down the countrys rivers. With 29,000 km of naturally navigable inland water-ways that host many different ac-tivities in this enormous country, many diverse types of transporta-tion must be catered for.

Yard building

Brazil was a leading country within shipbuilding in the 1970s, at which time MAN Diesel & Turbo had two domestic engine licensees Vi-lares and Mecnica Pesada. With the world focussing again on the Brazilian market, MAN Diesel & Tur-bo engines are today produced by global licensees, and own-produc-tion facilities. MAN Diesel & Turbo

Christ the Redeemer watches over Rio de Janeiro and out to sea, much as MAN Diesel & Turbo does in Brazils rapidly developing economy (photo Piisamson/Artyominc Creative Commons license)

The Tambaqui project, near Manaus, for Breitener covered four MAN 18V48/60 and one MAN 16V32/40 engines with a combined output of 83,000 kW. The engines provide base load to the local grid (photo Breitener Energtica S.A.)

PAGE 11DIESELFACTS 4/2011

fully understands the Brazilian de-sire for local involvement in the pro-duction of ship equipment and is actively considering establishing a production facility to fit in with this key requirement. To this end, the company is already working close-ly with domestic companies for the local production of components like alternators, control panels and base frames for gensets, while as-sembly and test facilities are also currently under preparation. The question of whether or not the pro-duction of MAN Diesel & Turbo en-gines will once again take place in Brazil is important, and is certainly a move that would be welcomed by the countrys government. In tune with the booming econ-

omy and marine sector, Brazil is currently establishing new ship-building yards like the impressive Estaleiro Atlntico Sul (EAS) south of Recife. EAS is the biggest and most modern naval and offshore construction and repair shipyard in the southern hemisphere and con-sidered a landmark in the reacti-vation of Brazils shipbuilding in-dustry. It represents an investment of R$ 1.4 billion (600 million euro) and has a built-in processing ca-pacity of 160,000 tons of steel an-nually. Within the last year or two, EAS received an order for 18 large tankers for Petrobras, all powered by MAN B&W two-stroke engines, with some also featuring MAN Die-sel & Turbo genset engines and propellers. MAN Diesel & Turbo recently at-

tended the delivery ceremony of a Petrobras/Transpetro tanker at an impressive ceremony held at the Mau yard in Rio de Janeiro. The first of five identical vessels, each vessel is equipped with MAN B&W two-stroke engines and Alpha pro-pellers. At the ceremony in Rio, the respective presidents of Petrobras, Transpetrobras and, notably, Dil-ma Rousseff President of Brazil, made positive speeches empha-sising new times for the Brazilian maritime sector and the strong fu-ture ahead for Brazilian shipbuild-ing with local production. Another noteworthy yard is the

new STx Brasil Promar yard which has already received orders for eight LPG carriers, featuring MAN Diesel & Turbo two-stroke and four-stroke engines and propellers, even before construction of the fa-cility was complete. Similarly, older ship yards have been rebuilt in or-der to meet the huge demand of ships in the domestic market, while

established yards like Rio-based Estaleiro Ilha (EISA) and Mau have both received orders for ships uti-lising MAN Diesel & Turbo main en-gines and gensets, turbochargers and propellers.While MAN Diesel & Turbo de-

signs generally dominate the ma-rine market for larger ships, the company faces much stiffer com-petition in offshore projects like FPSOs and drill ships with large four-stroke engines. Here, price, product quality and performance are among the key issues, as is the demand for local content which compels suppliers to build up Bra-zilian supply chains so as to remain in compliance.

The market today

Since Brazil ceased large-scale production of ships in the 70s, any subsequent such projects de-veloped the ability to drag on for years, and without there neces-sarily being an end-product. This situation has certainly changed in recent years. Generally speak-ing, marine and offshore projects in Brazil have a tendency to be delayed, occasionally for many months. However, such projects are rarely in danger of being can-celled, such is Petrobras need for ships and other hydrocarbon

equipment to extract its oil depos-its and transport them to the main-land for processing and sale.MAN Diesel & Turbo can boast

of very good cooperation with yards and shipowners. Contacts and communication with custom-ers are essential for doing business in Brazil, and MAN Diesel & Turbo works with design institutes, ship-owners, operators, yards and the authorities within the marine and offshore area.Indeed, the company appre-

ciates how important it is to un-derstand how the Brazilian mar-ket mechanism works. Contact with governmental authorities has been especially important, as has accommodating Petrobras re-quirement for local content when supplying equipment to the ship industry. This, in turn, has prompt-ed the question of whether en-gine production in Brazil is again relevant, depending on whether the local need for engines is large enough and whether the export of engines produced in Brazil is real-istic. Generally, over the past few decades, European heavy indus-

try has surrendered markets to the more competitive Far East. With the strength of the Real (R$) and the relatively high costs associat-ed with taxation and local wages, competition on price seems quite unrealistic.That said, MAN Diesel & Turbo

fully understands the Brazilian de-sire for local involvement in the pro-duction of ship equipment and is actively considering establishing a production facility to fit in with this key requirement.

Power plants

Brazil is today the largest world market for large-bore, stationary diesel power plants and could be-come the next frontier for diesel engines powered by such green fuels as bio-ethanol and other bio-fuels. It also has a growing natural gas market. As the market is ask-ing for turnkey power plants with a high local content, MAN Diesel & Turbo sees improving local pro-curement and service networks as the best way to gain more power customers in Brazil. The company is very active in

the power-plant sector and a major player in Brazilian power solutions with MAN engines accounting for over 750 MW output in 2010, a fig-ure that is projected to rise to some 1,800 MW by end-2011. As stated previously, Brazil is the most im-portant stationary engine power-generation market in the world, having ordered over 8 GW in land-based generating sets in the last 5 years, and MAN Diesel & Turbo has positioned itself well in the market. At the end of 2009, Grupo

Bertin a large, international con-glomerate from Brazil awarded MAN Diesel & Turbo a contract to supply the electro-mechanical equipment for six diesel power plants near the major city of Salva-dor. The order covered 120 large-bore diesel engines and genera-

tors with the order volume coming to around 300 million euro. MAN Diesel & Turbo supplied MAN 18V32/40 type gensets, complete with associated generators and auxiliaries. All in all, the six diesel power plants are projected to gen-erate over 1,000 MW of electricity.

EPASA

MAN Diesel & Turbo has delivered and commissioned the engines for what is today the worlds largest, operating diesel power plant. The facility has its origins in 2008 when Centris Elctricas da Paraba S.A. (EPASA) ordered 38 MAN 18V32/40 and 2 x MAN 9L32/40 medium-speed, HFO-fuelled en-gines. The plant, located in the city of Joo Pessoa in Paraba state, Northeastern Brazil, has an output of 342 MW and operates as a re-serve plant. In this way, it supports Brazils power generation system, which is in great part reliant on hydro-electric power plants but which need back-up during times of low rain fall and water levels. On this project, MAN Diesel & Turbos scope of work also included man-aging all electro-mechanical engi-neering and supply, building super-vision, as well as commissioning. As such, this comprehensive in-volvement in the establishment of such a large plant paves the way for MAN Diesel & Turbo to increase its involvement in power manage-ment and broaden PrimeServs ap-peal in Brazil.MAN Diesel & Turbo has also

supplied eight diesel engines for a 148 megawatt plant in Bahia state in an order worth around 33 million euro when originally placed in 2007. The 18V48/60 type medium-speed diesel engines were deliv-ered to local energy provider En-ergtica Camaari Muricy I.S.A. The plant in question was a stand-by power plant intended to cover supply shortfalls.

Naming ceremony in 2010 for the Joo Candido, the first Suezmax tanker in a series of ten built by Estaleiro Atlntico Sul for TransPetro. The oil tankers main engine is an electronically controlled MAN B&W 6S70ME-C type, designed by MAN Diesel & Turbo and built by licensee Doosan (photo Petrobrs)

The 18V32/40 genset is at the centre of the new Grupo Bertin order

MAN Diesel & Turbo locations in Brazil

Salvador

Rio de Janeiro

Manaus

DIESELFACTS 4/2011

For further information

MAN Diesel & TurboGroup Marketing dieselfacts@mandieselturbo.comwww.mandieselturbo.com

See DieselFacts online with video clips at: www.mandieselturbo.com/dieselfacts

Publisher: Peter Dan Petersen, Group MarketingMAN Diesel & Turbo

All data provided in this document is non-binding. This data serves informational purpo-ses only and is especially not guaranteed in any way. Depending on the subsequent spe-cific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteri-stics of each individual project, especially specific site and operational conditions.

First Tier-III EGR Engine Order LandedSecond generation of Exhaust Gas Recirculation system launched for prototype testing;full integration with container ships MAN B&W 6S80ME-C9 engine a primary aim

MAN Diesel & Turbo has announced the fi rst order for its second-genera-tion EGR system, to be applied aboard a Maersk Line container vessel the 4,500-teu newbuilding #2358.

The system will be fully integrated with the vessels main engine, a two-stroke MAN B&W 6S80ME-C9 type to be built by Hyundai Heavy Industries engine & machinery di-vision. The EGR system enables the meeting of the imminent IMO NOx Tier-III emission levels due to come into force by 1 January 2016.Sren H. Jensen, Vice President

and Head of Research & Develop-ment at MAN Diesel & Turbo said: We have taken an important step forward in the development of ex-haust gas recirculation with the release of this second-generation system. This confi guration will mir-ror the fi nal design for our Tier-III NOx EGR engine programme. The main focus has been on integration of the entire EGR system into one unit which is a part of the engine as a charge-air cooler. The EGR unit comprises a cooler, a scrubber, a water mist catcher and a blow-er unit, and is designed to be fi t-ted on the engine in the same way as a charge-air cooler. Since the fi rst-generation EGR was tested in service, we have achieved signifi -cant technical advances as well as improvement in performance. We have optimised the performance of the EGR so that the system re-circulates 40% of the exhaust gas so as to meet the Tier-III reduction criterion.The new EGR generation com-

prises a compact design that en-tails only minor changes to the en-gine outline, to the extent that the new engine type does not require any major design changes by ship-yards.The newbuilding #2358 from

Hyundais shipbuilding division is in the C-class series of 22 container vessels ordered by the Maersk Line and will be delivered in early 2013. Upon delivery, the vessel will serve the trade route between East Afri-ca and the Far East. For a test pe-riod of three years, the engine will be operated partly with IMO Tier III NOx emission levels.

Exhaust gas reduction

Shipping is the most effective trans-port means of moving goods and accounts for over 70% of global

tonnage. Generally, ships use HFO as fuel, which contains sulphur and which during combustion, forms NOx and SOx. However, the envi-

ronmental effects of ship emissions are under increased focus and the UN is currently introducing regula-tion aiming at drastically reducing

NOx and SOx emission levels over the next decade.MAN Diesel & Turbos EGR

system ensures full fuel fl exibility,

ranging from HFO to distillates and natural gas, and reduces NOx by directing part of the exhaust gas back into the engines scavenge air. This reduces the oxygen content of the air in the combustion chamber, thereby reducing the combustion temperature and, as a result, re-duces the NOx formation. Tests at MAN Diesel & Turbos Diesel Re-search Centre, Copenhagen have shown that reaching the IMOs forthcoming Tier III NOx emission requirements is possible with EGR in its own right.

Target group

The target group for MAN Diesel & Turbos EGR system is owners of ships of over 2,000 dwt, a segment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, global seafaring fl exibility, the added re-sale value it gives ships, and its dis-posal with the requirement for daily maintenance. Library picture taken during the construction of a sister ship identical to newbuilding #2358

Graphic of the second-generation EGR system (orange) integrated with its host engine