3/2014 A Technical Customer Magazine of MAN Diesel & Turbo TCT Turbochargers Declared the best overall package for two-stroke engines > Page 3 First Gas-Powered Car Carriers Dual-fuel ME-GI engine adds important reference > Page 8 Propulsion Trends in Bulk Carriers New technical paper released > Pages 6-7 Hard at Work with PrimeServ in the City that Never Sleeps News feature > Pages 10-11 Ocean Yield ASA, the Oslo-based shipowner, has placed orders for 3 × 36,000-m 3 capacity LEGCs (Liq- uefied Ethylene Gas Carriers), to be built at Sinopacific Offshore & Engineering, China. Each will be powered by a single MAN B&W ME-GI low-speed, dual-fuel en- gine that will run on ethane, which ethylene carriers are also equipped to transport, and represents the first time ethane has been used as fuel to propel an oceangoing vessel. Hartmann Schiffahrt, part of Hart- mann AG, the German shipown- ing and management group, has acted as technical leader on the LEGC project, while Gaschem Ser- vice, another Hartmann division, is commercially responsible for the employment of the vessel. The ves- sels are scheduled for delivery in August, October and December 2016 respectively. MAN Diesel & Turbo reports that ethane was chosen as fuel, in preference to HFO, due to its more competitive pricing as well as the significantly shorter bunkering time it entails. As a fuel, its emissions profile is also superior to HFO – in which respect it is similar to meth- ane – and compared to HFO... Continued on page 2 ME-GI Adds Ethane to Fuel Portfolio as the World’s First Norwegian operator orders three ethane-fuelled gas carriers With the MAN 12V175D, MAN Diesel & Turbo will be presenting the first cylinder version of its new high- speed engine family at this year’s maritime trade fair SMM in Hamburg. The twelve-cylinder model, developed especially for use in the shipping in- dustry, is part of a product initiative aimed at providing MAN customers with a product portfolio that covers every power requirement, from high to low speed. “With the MAN 175D, we are sup- plementing and completing MAN Diesel & Turbo’s and MAN Truck & Bus’s product portfolio in the mari- time sector,” explains Dr. Hans- Otto Jeske, Chief Technology Offic- er and acting CEO for MAN Diesel & Turbo. The new engine will be of- fered with an output spectrum from 1,500 to 2,200 Kilowatts and will be available to the first pilot customers from as early as 2015. The 12-cylinder version of the MAN 175D being presented in Hamburg is designed to fit in pre- cisely with the needs of commer- cial shipping and is optimized for propelling ferries, offshore supply vessels, tug boats and working ves- sels. Other central areas of appli- cation such as the markets for su- per-yachts and marine applications are served by additional specialist model versions. “The MAN 175D is compact, reli- able and efficient - properties that are of essential importance for use on working vessels to allow safe maneuverability in the most chal- lenging and roughest weather conditions,” says the Project Lead responsible for the MAN 175D, Dr. Matthias Schlipf. “The business case behind it also has to be right for the customer. And this is where the engine sets standards in more than just fuel consumption. Our as- piration is to make the MAN 175D the overall most efficient engine throughout its lifetime.” The MAN 175D also scores high- ly in terms of its eco-friendliness. Its compact and modular exhaust gas after-treatment system uses the selective catalytic reduction (SCR) method and is based on the MAN Ad Blue ® technology that has un- dergone many thousands of hours of testing. The engine will there- fore satisfy the strict environmental standards of the IMO Tier III from the moment it hits the market. The compact and robust engine is designed for user-friendliness and... Continued on page 2 The New MAN 175D – 100% High-Speed
Transcript
3/2014A Technical Customer Magazine of MAN Diesel & Turbo
TCT TurbochargersDeclared the best overall package for two-stroke engines
> Page 3
First Gas-Powered Car CarriersDual-fuel ME-GI engine adds important reference
> Page 8
Propulsion Trends in Bulk CarriersNew technical paper released
> Pages 6-7
Hard at Work with PrimeServ in the City that Never SleepsNews feature
> Pages 10-11
Ocean Yield ASA, the Oslo-based shipowner, has placed orders for 3 × 36,000-m3 capacity LEGCs (Liq-uefied Ethylene Gas Carriers), to be built at Sinopacific Offshore & Engineering, China. Each will be powered by a single MAN B&W ME-GI low-speed, dual-fuel en-gine that will run on ethane, which ethylene carriers are also equipped to transport, and represents the first time ethane has been used as fuel to propel an oceangoing vessel.
Hartmann Schiffahrt, part of Hart-mann AG, the German shipown-ing and management group, has acted as technical leader on the
LEGC project, while Gaschem Ser-vice, another Hartmann division, is commercially responsible for the employment of the vessel. The ves-sels are scheduled for delivery in August, October and December 2016 respectively.
MAN Diesel & Turbo reports that ethane was chosen as fuel, in preference to HFO, due to its more competitive pricing as well as the significantly shorter bunkering time it entails. As a fuel, its emissions profile is also superior to HFO – in which respect it is similar to meth-ane – and compared to HFO...
Continued on page 2
ME-GI Adds Ethane to Fuel Portfolio as the World’s FirstNorwegian operator orders threeethane-fuelled gas carriers
With the MAN 12V175D, MAN Diesel & Turbo will be presenting the first cylinder version of its new high-speed engine family at this year’s maritime trade fair SMM in Hamburg. The twelve-cylinder model, developed especially for use in the shipping in-dustry, is part of a product initiative aimed at providing MAN customers with a product portfolio that covers every power requirement, from high to low speed.
“With the MAN 175D, we are sup-plementing and completing MAN Diesel & Turbo’s and MAN Truck & Bus’s product portfolio in the mari-time sector,” explains Dr. Hans- Otto Jeske, Chief Technology Offic-er and acting CEO for MAN Diesel & Turbo. The new engine will be of-fered with an output spectrum from 1,500 to 2,200 Kilowatts and will be
available to the first pilot customers from as early as 2015.
The 12-cylinder version of the MAN 175D being presented in Hamburg is designed to fit in pre-cisely with the needs of commer-cial shipping and is optimized for propelling ferries, offshore supply vessels, tug boats and working ves-sels. Other central areas of appli-cation such as the markets for su-per-yachts and marine applications are served by additional specialist model versions.
“The MAN 175D is compact, reli-able and efficient - properties that are of essential importance for use on working vessels to allow safe maneuverability in the most chal-lenging and roughest weather conditions,” says the Project Lead responsible for the MAN 175D, Dr. Matthias Schlipf. “The business
case behind it also has to be right for the customer. And this is where the engine sets standards in more than just fuel consumption. Our as-piration is to make the MAN 175D the overall most efficient engine throughout its lifetime.”
The MAN 175D also scores high-ly in terms of its eco-friendliness. Its compact and modular exhaust gas after-treatment system uses the selective catalytic reduction (SCR) method and is based on the MAN Ad Blue® technology that has un-dergone many thousands of hours of testing. The engine will there-fore satisfy the strict environmental standards of the IMO Tier III from the moment it hits the market.
The compact and robust engine is designed for user-friendliness and...
Continued on page 2
The New MAN 175D – 100% High-Speed
PAGE 2 DIESELFACTS 3/2014
The New MAN 175D – 100% High-Speed
ME-GI Adds Ethane to Fuel Portfolio as the World’s First
Continued from front page
contains negligible sulphur, 15-20% lower CO2, and emits significantly fewer particles. MAN Diesel & Tur-bo also states that the ME-GI en-gines will be set up such that they can easily be converted to run on methane as an alternative, as per the owner’s wish.
Diesel vs. Otto
The ME-GI is a Diesel engine in con-trast to the other dual- or triple-fuel engines on the market, which are Otto engines. Simply put, engines that operate according to the Die-sel principle have a higher efficien-cy and power concentration than those following the Otto principle.
MAN Diesel & Turbo reports that its ME-GI technology uses the Die-sel cycle to maintain high efficien-cy and robust combustion with no need for any derating. The compa-
ny also states that the engine – by virtue of its Diesel operating princi-ple – will have negligible methane/fuel slip, one of many low-emission characteristics, and dispenses with the need for restrictive load ramps or other knock-preventing measures.
The ME-GI engine
The ME-GI engine represents the culmination of many years’ work and gives shipowners and opera-tors the option of utilising fuel or gas depending on relative price and availability, as well as environmental considerations.
The ME-GI uses high-pressure gas injection that allows it to main-tain the numerous positive attributes of MAN B&W low-speed engines that have made them the default choice of the maritime community.
MAN Diesel & Turbo sees sig-nificant opportunities arising for gas-fuelled tonnage as fuel prices
rise and modern exhaust-emission limits tighten. Indeed, research in-dicates that the ME-GI engine de-livers significant reductions in CO2, NOx and SOx emissions. Further-more, the ME-GI engine’s negligible fuel slip makes it the most environ-mentally friendly technology avail-able. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.
An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already been ordered.
LEGCs
Ethylene carriers are generally con-sidered the most sophisticated of all gas tankers and are capable of carrying most liquefied gas car-goes, but also ethylene at its at-mospheric boiling point of −104°C. These vessels have insulated, 5% nickel-steel cargo tanks and can
accommodate most liquefied gas cargoes up to a maximum specific gravity of 1.8 at temperatures rang-ing from −104°C to +80°C at a max-imum tank pressure of 4 bar.
Ethane
While ME-GI engines have been designed for use by several, differ-ent fuel types to date, ethane is a new departure. Ethane is one of the natural-gas liquids (NGLs) that are naturally occurring elements found in natural gas (and frequently sepa-rated removed and sold as a sepa-rate product), and include propane and butane, among others.
About Hartmann Schiffahrt
Hartmann Schiffahrt is a ship-management company based in the northern German city of Leer. Founded in 1981, it manages the technical and economical aspects of its own and other fleets with a fo-
cus on the gas and container seg-ments and is a world leader within the gas-tanker segment. The com-pany is part of Hartmann AG that has diverse interests in the mari-time transport and logistics sector such as dry bulk, product tankers, multi-purpose-vessels and OSVs.
About Ocean Yield
Ocean Yield is a Norwegian ship-owner with investments within oil-service and industrial shipping. The company focuses on modern as-sets with long-term charters to sol-id counterparties. The company’s asset base consists of six offshore vessels, six Pure Car Truck Carriers (PCTC) of which three newbuildings, and three newbuilding Liquefied Ethylene Gas carriers, all with long term charters. Ocean Yield was es-tablished in March 2012 and was listed on the Oslo Stock Exchange in July 2013.
Continued from front page
efficiency: “Simple commissioning, simple operation, simple mainte-nance,” says Thomas Seidl, Head of Product Line High-Speed at MAN Diesel & Turbo, summing up the en-gine’s design concept. “Its compact dimensions and low weight make the MAN 175D an efficient power-house.”
Customer focus was also at the forefront of the overall development process:
“Time and again, we were asked to develop a high-speed engine with a true ‘MAN character’, i.e. a high-speed engine that works as reliably as a medium-speed engine and which has been tailor-made for maritime use”, explains Florian Keil-er, responsible for the business de-velopment and market launch of the MAN 175D. “Throughout the devel-opment stage, we spoke to a num-
ber of customers across the whole world to get a detailed picture of their expectations and professional requirements. This feedback has been pumped directly into the de-velopment process.”
MAN Diesel & Turbo is also cre-ating a stir on the high-speed mar-ket with its service concept for the MAN 175D, which follows MAN’s trademark ‘one-face-to-the-cus-tomer’ strategy. MAN 175D custom-ers have full access to the world’s MAN PrimeServ service network with over 120 locations worldwide. A service support point is available in all major ports. Customers are able to rely on the global and high-quality service standards provided by MAN PrimeServ everywhere.
Visit the new MAN 175D website on www.175D.man.eu for addition-al information, picture and video materials.
MAN Diesel & Turbo’s ME-GI engine, here a 9S90ME-GI version with cutaway section A graphical representation of the ME-GI’s combustion process
PAGE 3DIESELFACTS 3/2014
The New TCT Turbocharger GenerationMAN Diesel & Turbo’s TCT turbochargers specifically matched to requirements for two-stroke engines and acclaimed as best overall package
The demands made on a modern tur-bocharger are manifold. It is crucial that the technical requirements of the engine manufacturer, as the direct purchaser of the product, be met at the lowest possible price. Shipyards demand small overall dimensions to facilitate installation in engine rooms where space is at a premium. Finally, shipowners, who operate the turbo-charger, demand high operational reli-ability, low maintenance frequencies and long life. The conflict of objec-tives is obvious. When developing the TCT range, it was important to MAN Diesel & Turbo to balance the individ-ual demands of the different groups of customers to achieve an optimum overall result. The range of turbo-chargers which emerged is thought to be the best overall package for two-stroke engines.
Low fuel consumption and low emissions (particularly NOx) are the twin development objectives of large new-generation two- and four-stroke engines. They are achieved by using the Miller pro-cess, which involves the introduc-tion of a special timing system for the inlet valve in a four-stroke en-
gine and the exhaust valve in a two-stroke engine. However, the ways in which this process is implemented differ.
Fundamentally, the temperature at the start of the combustion phase is lowered by reducing the com-pression ratio in the cylinder during the compression stroke, thus cut-ting the directly-related production of NOx. In order to create similar cir-cumstances under the conditions of final compression pressure and cylinder charging (the combustion air ratio), part of the compression must therefore be shifted to the tur-bocharging phase in order to obtain similar conditions in relation to the final compression pressure. Higher turbocharger compressor pressure ratios are thus necessary.
In four-stroke engines, the gas exchange phase can also be used to make a considerable positive contribution to work, if the scav-enging gradient between the inlet and exhaust is sufficiently positive. This is achieved by a higher degree of turbocharging efficiency, as pro-vided by two-stage turbocharging with intercooling - as opposed to single-stage turbocharging - in
parallel to potential for maximum charging pressures. In the new TCx range, MAN Diesel & Turbo has de-veloped a turbocharger specifically for two-stage turbocharging of four-stroke diesel and gas engines with a total pressure ratio > 10.
Conversely, a positive scaveng-ing gradient cannot be used for a contribution to work in two-stroke engines, but only for scavenging. The scavenging gradient required is moderate. Unlike four-stroke en-gines, a very high scavenging pres-sure (a very high pressure ratio) also appears to obstruct optimal scav-enging. This means that high de-grees of turbocharging efficiency at high compressor pressure ratios, which can be achieved by single-stage turbocharging, are required by two-stroke applications.
In the new TCT range, MAN Diesel & Turbo has developed a turbocharger which has been spe-cifically matched to the require-ments of two-stroke engines, with-out making any compromises. The turbocharger efficiency has been increased by 5% by using newly-developed compressor and turbine wheel geometry, consequently in-
creasing the waste heat recovery potential by 30%, e.g. by means of a Turbo Compound System (TCS-PTG) from MAN Diesel & Turbo. At the same time, the new TCT range will deliver a 10% greater air flow at a turbocharging pressure 25% higher, while being 30% smaller and 40% lighter than the existing TCA range.
Individual TCT turbochargers will cover a wider range of engine ratings, depending upon their size. Engine manufacturers will be able to use just one size for turbocharg-ing different numbers of cylinders. Individual adaptation of the turbo-charger to the engine is by the es-tablished method of using a vari-ety of exchangeable parts within the turbocharger. The TCT turbo-charger can be manufactured cost-effectively by dispensing with the alternatives required for four-stroke engines.
The new TCT range provides shipowners and installation oper-ators with significant advantages. Customers who are already familiar with the TCA ranges will find that TCT turbochargers still provide them with established, tried and
tested solutions. For example, the patented Super-Bolt compressor wheel mounting has been adopted from the TCA range, making instal-lation with ordinary tools a simple matter. This saves maintenance time. The life of expendable parts has been extended by using high-performance components. This is reflected in lower servicing frequen-cies.
In line with the well-established MAN maintenance philosophy, ser-vicing can be undertaken either by the operator itself (MAN Prime-Serv offers suitable training in this respect) or by outlets on the glob-al MAN PrimeServ network (where our well-established engine and turbocharger service is available from a one-stop shop).Too good to be true? The first cus-tomers will benefit from the TCT tur-bocharger - the best overall pack-age for two-stroke engines - as early as 2016. Between now and then the TCT turbocharger will un-dergo an extensive validation pro-gramme in a thrust chamber and several months of field tests.
Not a jack in the box: MAN Diesel & Turbo’s new TCT Turbocharger for two-stroke engines promises the best overall package
PAGE 4 DIESELFACTS 3/2014
New Licence Agreement Signed at SMM
Daewoo Returns for Yet More Dual-Fuel Engines
On Tuesday September 9, 2014 at Hamburg’s SMM Marine trade fair, MAN Diesel & Turbo signed a new li-cence agreement with QMD, a mem-ber of the CSIC Group together with Dalian Marine Diesel Co., Ltd. and Yichang Marine Diesel Engine Co., Ltd. In the process, QMD became MAN Diesel & Turbo’s 12th Chinese licensee. QMD (Qingdao Haixi Marine Diesel Co., Ltd.) can boast of a modern facility dedicated to the production of large, two-stroke engines in North East China.
Klaus Engberg, Senior Vice Presi-dent and Head of MAN Diesel & Turbo Two-Stroke Licensing said: “We have, today, signed an agree-ment that increases our presence in the northerly part of China, such that we now have a greater geo-graphical reach in this important market and are better able to reach customers in this part of China.”
“For over 30 years, we have had a successful licence agreement with CSIC, which QMD belongs to, and we look forward to an equally fruitful cooperation with our new licensee,” Engberg added.
MAN Diesel & Turbo has received an order for four MAN B&W 5G70ME-GI engines in connection with Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) agreeing a deal with the BW Group to build two LNG carriers.
The technical engine specification complies with IMO Tier II, with op-tions to include remedies for Tier III compliance at a later stage. The 173,400 m3 vessels are scheduled for delivery in late 2017/early 2018 and will be built at DSME’s Okpo shipyard in Geoje, Korea. The deal represents the second LNG ME-GI contract for DSME after a previous order signed in 2012.
Tier III options
Compliance with IMO Tier III regu-lations basically requires an 80% reduction in NOx emissions – com-pared to Tier I – within the designat-ed emission control areas (ECAs) over a defined test cycle.
MAN Diesel & Turbo has suc-cessfully developed two main ap-proaches to comply with these challenges: Selective Catalytic Re-duction (SCR), which involves the catalytically accelerated reaction of nitrogen oxides with ammonia
to form water and nitrogen, and Exhaust Gas Recirculation (EGR), which works by recirculating a portion of an engine’s exhaust gas back to the engine cylinders.
Both methods enable compli-ance with the most stringent of regulations and give the customer the flexibility to choose the solution that suits their individual require-ments best, for example, distances travelled within ECA zones as a per-centage of total ship usage, differ-ent ownership models or different engine-operation profiles.
The ME-GI engine
The ME-GI engine represents the culmination of many years’ work and gives shipowners and operators the option of utilising fuel or gas depend-ing on relative price and availability, as well as environmental considerations.
The ME-GI uses high-pressure gas injection that allows it to main-tain the numerous positive attributes of MAN B&W low-speed engines that have made them the default choice of the maritime community.
MAN Diesel & Turbo sees sig-nificant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission
limits tighten. Indeed, research in-dicates that the ME-GI engine de-livers significant reductions in CO2, NOx and SOx emissions. Further-more, the ME-GI engine’s negligible fuel slip makes it the most environ-mentally friendly technology avail-able. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.
An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already been ordered.
The G-type programme
MAN Diesel & Turbo’s G-type pro-gramme entered the market in Oc-tober 2010 with the entry of the G80ME-C9 model. The G-types have designs that follow the prin-ciples of the large-bore, Mark 9 en-gine series that MAN Diesel & Tur-bo introduced in 2006. Their longer stroke reduces engine speed, there-by paving the way for ship designs with unprecedented high-efficiency.
Such vessels may be more com-patible with propellers with larger di-ameters than current designs, and facilitate higher efficiencies follow-ing adaptation of the aft-hull design to accommodate a larger propeller.
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.
In this respect, the fuel savings and performance characteristics for propellers featuring MAN Diesel & Turbo’s unique Kappel blade design have been well documented in re-cent years. Simultaneously, the en-gine itself can achieve a high thermal
efficiency using the latest engine pro-cess parameters and design features.
As such, the G-type series has revolutionised the marine market. Since its introduction, close to 900 engines bearing the G-prefix have been ordered (including, now, 15 × G95 units), representing a total power output of some 15.9 GW. Of these, over 100 G-type engines have already entered service.
MAN Diesel & Turbo adds Chinese QMD to its two-stroke licensee family; added engine-building capability extends reach of company to Northern China
Four two-stroke ME-GI engines ordered for two LNG carriers for BW Group
Pictured at the SMM signing ceremony (standing, from left): Sun Quan (MDT Shanghai), Zhang Tao (CSIC), Hu Xiang (CSIC, Xingang Shipyard), Xu Zhi Qiu (CSIC), Goetz Kassing (MDT Shanghai), Ole Grøne (MDT), Stephan Timmermann (MDT), Dong Qiang (CSIC); (seated, from left) Chen Yi Fang (CSIC YMD), Peng Gang Yi (CSIC QMD), Thomas Knudsen (MDT), Klaus Engberg (MDT)
Graphical rendering of an MAN B&W 5G70ME-GI engine
PAGE 5DIESELFACTS 3/2014
MAN Diesel & Turbo has won the con-tract to provide a Selective Catalytic Reduction (SCR) system for each of 6 × MAN 16V32/44CR engines. The engines will power the ‘Petrofac JDS 6000’ deepwater derrick-lay vessel ordered in January 2014 by Petrofac, the international oil and gas services provider. At the time, Yves Inbona, Managing Director of Petrofac’s Off-shore Capital Projects business, said:
“We are delighted to be working with industry leaders on the design and build of the key components of the vessel.”
The SCR systems and engines will be constructed at MAN Diesel & Turbo’s Augsburg, Germany facility, while the vessel will be constructed by the ZPMC yard in China using a proprietary Petrofac design. MAN Diesel & Turbo and Petrofac have also entered a 12-year service con-tract for the management, mainte-nance and monitoring of the 6 en-gines. Vessel delivery is scheduled for 2016 with the vessel expected to be available for offshore con-struction and installation activities from early 2017.
MAN Diesel & Turbo reports that its advanced technology and af-ter-sales experience, as well as the lower running costs for the engines and their higher power per cylinder,
were important factors in winning the contract.
The deepwater vessel will provide Petrofac with access to high-end, turnkey opportunities in the high-growth deepwater and SURF (Sub-sea Umbilicals, Risers and Flow-lines) markets, while also expanding access to shallow-water EPCI (En-gineering, Procurement, Construc-tion and Installation) projects.
The SCR technique
Selective Catalytic Reduction in-jects urea into exhaust gases and passes them through a catalytic converter at temperatures of 300 to 400° Celsius. The subsequent, chemical reaction reduces unde-sired nitrogen oxides (NOx) by over 80%. The SCR system in its entire-ty consists of a catalytic converter with several control units and a sur-veillance-and-control unit.
In September 2014, the DNV-GL classification society awarded MAN Diesel & Turbo a Tier III-compatibil-ity certificate for its MAN 8L21/31 four-stroke engineaboard a DFDS Seaways ship with a retrofitted SCR system; the ‘Petunia Seaways’ is a cargo ship that sails a regular North Sea route. While the engine alone meets IMO Tier II emission crite-ria, the SCR system for NOx reduc-tion raises the whole system to the
standard demanded by IMO Tier III rules.
Proven technology
MAN Diesel & Turbo is the first company to successfully make four-stroke marine engines IMO Tier III-compliant, based on a fully mod-ular SCR-kit that covers the entire MAN Diesel & Turbo four-stroke en-gine portfolio. “For the last 8,800 hours, this particular engine aboard the Petunia Seaways has consist-ently met Tier III NOx limits under real-life operating conditions and in full accordance with the rules,” said Dr. Daniel Struckmeier, Sen-ior Project Manager Emission 2016, MAN Diesel & Turbo when DNV-GL presented the Tier III certificate in September.
Generally, MAN Diesel & Turbo reports that results from the test bed and open sea have been im-pressive and show that SCR tech-nology is reliable and ready for com-mercial production and operation. Accordingly, it has already made the basic version of the SCR sys-tem available for every four-stroke engine in its extensive portfolio.
About Petrofac
Petrofac is a leading international service provider to the oil and gas production and processing indus-
MAN Diesel & Turbo has been award-ed a Tier III-compatibility certificate by the DNV-GL classification society for an MAN 8L21/31 four-stroke en-gine aboard a DFDS Seaways ship with a retrofitted SCR (Selective Catalytic Reduction) system. While the engine alone meets IMO Tier II emission criteria, the SCR system for NOx reduction raises the whole system to the standard demanded by IMO Tier III rules.
The vessel in question, the ‘Petu-nia Seaways’ is a cargo ship that sails a regular North Sea route between Gothenburg and Im-mingham, respectively for DFDS Seaways. Its SCR system greatly reduces the level of nitrogen ox-ides (NOx) from the engine’s ex-haust gas.
Since September 2012, when one of Petunia Seaways’ 8L21/31 auxiliary engines was retrofitted with a SCR system, it has played a major role in the testing of this new technology. As such, the system has proven daily that freight ships can now meet the strict emission levels laid down by IMO Tier III
where NOx emissions have to be reduced in certain areas by 75% compared to current limits.
Proven technology
MAN Diesel & Turbo is the first company to successfully make four-stroke marine engines IMO Tier III-compliant, based on a fully modular SCR-kit that covers the entire MAN Diesel & Turbo four-stroke engine portfolio. “For the last 8,800 hours, this particular auxiliary engine of the Petunia Seaways has consistently met Tier III NOx limits under real life operat-ing conditions and in full accord-ance with the rules laid down by the IMO,” said Dr. Daniel Struck-meier, Senior Project Manager Emission 2016 at MAN Diesel & Turbo.
The SCR method injects urea into the exhaust gases and passes them through a catalytic converter at a temperature of 300 to 400°C. The subsequent, chemical reac-tion reduces the undesired nitro-gen oxides (NOx) by over 80%. The SCR system in its entirety consists of a catalytic converter with sever-
al control units and a surveillance and control unit.
Technology of the future already available
Results on the test bed and at open sea have been impressive and shown that SCR technology is reliable and ready for commer-cial production and operation. Ac-cordingly, MAN Diesel & Turbo has already made the basic version of the SCR system available for all four-stroke engines, from those powering the largest cruise ships, to ferries and specialised ships, to small, coastal vessels.
“It is important that we have prov-en to fulfil the same high standards that will be demanded by Tier III in the future”, said Prof. Dr. Gunnar Stiesch, Head of Advanced Engi-neering & Exhaust After-treatment Four-Stroke Engines.
DFDS Seaways is also positive and views the collaboration with MAN Diesel & Turbo as having been a success: “I am happy that we have helped develop a new, environmen-tally friendly technology. DFDS and other operators are definitely going
to benefit from SCR meeting inter-national standards”, said Poul
Woodall, Director of Sustainability & Public Affairs at DFDS Seaways.
Kasper Moos, Head of the Technical Organization at DFDS (right) congratulates Arnd Löttgen, Member of the Executive Board, MAN Diesel & Turbo (left) at the ceremony marking the awarding of the Tier III-compatibility certificate from DNV GL
MAN-Powered Cargo Vessel with SCR Meets Strict Tier III Limits
Main generator sets/power (kW) 6 × MAN 16V32/44CR / 9,600
try, with a diverse customer port-folio including many of the world’s leading integrated, independent and national oil and gas compa-nies. Petrofac is quoted on the Lon-don Stock Exchange (symbol: PFC).
Petrofac designs and builds oil and gas facilities; operates, main-tains and manages facilities and trains personnel; enhances pro-duction; and, where it can lever-age its service capability, develops and co-invests in upstream and in-
frastructure projects. Petrofac’s range of services meets its cus-tomers’ needs across the full life cycle of oil and gas assets.
With more than 18,000 employ-ees, Petrofac operates out of sev-en strategically located operational centres, in Aberdeen, Sharjah, Abu Dhabi, Woking, Chennai, Mumbai and Kuala Lumpur and has a fur-ther 24 offices worldwide.
www.petrofac.com
Graphical rendering of the Petrofac JDS 6000 deepwater derrick-lay vessel (courtesy Petrofac)
PAGE 6 DIESELFACTS 3/2014
The demand for raw materials like coal, steel, copper, etc., has increased considerably since the turn of the mil-lennium, especially in consequence of globalisation and the great demand for raw materials in China, owing to the economic growth in this large country. This means that the Chinese industry, among others, is absorbing large quantities of iron ore and other bulk cargoes.
The bulk carrier market, therefore, is very attractive, which caused a boost in newbuildings until the lat-est economy crisis in 2008. Since then, bulk carrier orders in a short period have been declining, but are now picking up again.
The optimum propeller speed is changing as well, steadily becom-ing lower, because the larger the propeller diameter that can be used for a ship, the actual propeller pow-er and pertaining speed require-ment will be correspondingly lower, and the lower the propulsion power demand per ton bulk transported.
These factors have an influence on which main engine type should be selected/installed as the prime mover, and also on the size of the bulk carrier to be built.
Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for bulk carri-ers as outlined in the following.
One of the goals in the marine industry today is to reduce the im-pact of CO2 emissions from ships
and, therefore, to reduce the fuel consumption for the propulsion of ships to the widest possible extent at any load.
This also means that the inherent design CO2 index of a new ship, the so-called Energy Efficiency Design Index (EEDI), will be reduced.
In the future, this drive may prob-ably result in operation at lower than normal service ship speeds compared to earlier, resulting in reduced propulsion power utilisa-tion. However, it still seems to be unchanged.
A more technically advanced de-velopment drive is to optimise the aftbody and hull lines of the ship, including bulbous bow, also con-sidering operation in ballast con-dition. This makes it possible to install propellers with a larger pro-peller diameter, thereby, obtaining higher propeller efficiency, but at a reduced optimum propeller speed, i.e. using less power for the same ship speed.
As the two-stroke main engine is directly coupled with the propeller, the introduction of the latest MAN B&W ultra long stroke G engine types meets this trend of installing large propellers in the bulk carriers which may reduce the ship’s fuel consumption. Therefore, today bulk carriers are often ordered with a G engine type as prime mover.
Market development
Definition of a bulk carrierA bulk cargo is defined as loose
cargo that is loaded directly into a ship’s hold, rather than in barrels, bags, containers, etc., and is usu-ally homogeneous and capable of being loaded by gravity. This paper describes the dry-bulk carrier type, normally just known as bulk carrier or bulker.
Bulk carriers were developed in the 1950s and are one of the three dominating merchant ship types to-gether with tankers and container vessels. Today, bulk carriers com-prise about 43% of the world fleet in tonnage terms.
Bulk carrier sizes and classes Small < 10,000 dwt Handysize 10,000-35,000 dwt Handymax 35,000-55,000 dwt Panamax 55,000-80,000 dwt Capesize 80,000-200,000 dwt Large Capesize 200,000-
300,000 dwt VLBC >300,000 dwt (VLBC =
Very Large Bulk Carrier)
Average ship particulars as a function of ship size
Average design ship speed, Vdes
In Fig. 1, the average ship speed Vdes, used for design of the propul-sion system and valid for the design draught Ddes of the ship, is shown as a function of the ship size.
Fig. 1 also shows that today the average design ship speed – ex-cept for Small and Handysize bulk carriers – is generally higher than or equal to 14.5 knots. The trend shown for large Capesize and
VLBC shows an even higher se-lected design ship speed.
In general, the selected design ship speed today seems not to be lower than before the economy crisis in 2008-2009. The reason is probably that shipowners still wish to operate the ships at a high ship speed, if needed, but in normal ser-vice on reduced ship speeds. Thus, many ships are today installed with main engines prepared for efficient low load operation at reduced ship speeds.
Major design parameters and propulsion power demand of average bulk carriers
Major propeller and engine parameters
In general, the highest possible propulsive efficiency required to provide a given ship speed is ob-tained with the largest possible pro-peller diameter d, in combination with the corresponding, optimum pitch/diameter ratio p/d.
As an example, this is illustrat-ed for a 205,000 dwt large cape-size bulk carrier with a service ship speed of 14.7 knots, see the black curve in Fig. 2. The needed pro-pulsion SMCR (Specified Maxi-mum Continuous Rating) power and speed is shown for a given optimum propeller diameter d and p/d ratio.
According to the black curve, the existing propeller diameter of 8.3 m may have the optimum pitch/di-ameter ratio of 0.71, and the low-
est possible SMCR shaft power of about 17,700 kW at about 88 r/min.
The black curve shows that if a bigger propeller diameter of for ex-ample 9.3 m is possible, the nec-essary SMCR shaft power will be reduced to about 16,700 kW at about 70 r/min, i.e. the bigger the propeller, the lower the optimum propeller speed.
If the pitch for example for the diameter of 8.8 m is changed, the propulsive efficiency will be re-duced, i.e. the necessary SMCR shaft power will increase, see the red curve. The red curve also shows that propulsion-wise it will always be an advantage to choose the largest possible propeller di-ameter, even though the optimum pitch/diameter ratio would involve a too low propeller speed (in relation to the required main engine speed). Thus, when using a somewhat low-er pitch/diameter ratio, compared with the optimum ratio, the propel-ler/engine speed may be increased and will only cause a minor extra power increase.
The efficiency of a two-stroke main engine particularly depends on the ratio of the maximum (firing) pressure and the mean effective pressure. The higher the ratio, the higher the engine efficiency, i.e. the lower the Specific Fuel Oil Consumption (SFOC). There-fore, today the main engine may often be derated.
Furthermore, the higher the stroke/bore ratio of a two-stroke engine, the higher the engine ef-
A new paper by Birger Jacobsen, Senior Researcher, MAN Diesel & Turbo, Copenhagen
PAGE 7DIESELFACTS 3/2014
ficiency. This means, for example, that an ultra long stroke engine type, as the G70ME-C9, may have a higher efficiency compared with a shorter stroke engine type, like a super long stroke S70ME-C8.
The application of new propeller design technologies may also mo-tivate use of main engines with low-er rpm. Thus, for the same propel-ler diameter, these propeller types can demonstrate an up to 4% im-proved overall efficiency gain at the same or a slightly lower propeller speed. This is valid for propellers with Kappel technology available at MAN Diesel & Turbo, Frederik-shavn, Denmark.
Furthermore, due to lower emit-ted pressure impulses, the Kappel propeller requires less tip clearance that can be utilised for installing an even larger propeller diameter, re-sulting in a further increase of the propeller efficiency.
Hence, with such a propeller type, the advantage of the new low-speed G engine types can also be utilised even though a larger pro-peller cannot be accommodated.
Average propulsion power demandBased on the already described
average ship particulars and ship speeds for bulk carriers built or contracted during the period of 2000–2013 with due considera-tion of the latest ones contracted, we have made a power prediction calculation (Holtrop & Mennen’s Method) for such bulk carriers in various sizes from 5,000 dwt up to 400,000 dwt.
For all cases, we have assumed a sea margin of 15% and an engine margin of 10%, i.e. a service rating of 90% SMCR, including 15% sea margin.
The average ship particulars used are, basically, referring to standard single side bulk carriers, but the SMCR power demand found may, as a good guidance, also be used for double side bulk carriers, by referring to a slightly higher dead-weight tonnage than valid for the single side hull design. For exam-ple, a 54,000 dwt double side hull design could be corresponding to an about 55,000 dwt single side hull design.
The graph in Fig. 3 shows the above-mentioned table figures of the specified engine MCR (SMCR) power needed for propulsion of an average bulk carrier. The SMCR power curves valid for the future
-1.0 knot lower compared to the av-erage design ship speed are also shown.
Propulsion power demand of average bulk carriers as a func-tion of ship speed
When the required ship speed is changed, the required SMCR pow-er will change too, as mentioned above, and other main engine op-tions could be selected. This trend
– with the average ship particulars and average ship speed as the ba-sis – is shown in detail in Figs. 4-6. See also the description below giv-ing the results of the main engine selection for the different classes of bulk carriers.
If for a required ship speed, the needed nominal MCR power for a given main engine is too high, it is possible to derate the engine, i.e. using an SMCR power lower than the nominal MCR power, which involves a lower specific fuel con-sumption of the engine.
Considering the high fuel price and the EEDI demands, it is today normal practice to select a derat-ed main engine in order to get an SFOC as low as possible.
Small and Handysize bulk carriersFor Small and Handysize bulk
carriers, see Fig. 4, the selection of main engines is not so distinct as for the large bulk carrier classes. Some owners and yards might pre-fer four-stroke engines, while oth-ers prefer and specify two-stroke engines. For the larger bulk carrier classes, the selection of main en-gine is, as mentioned, more uniform.
Handymax and Panamax bulk carriers
The main engines most often se-lected for Handymax bulk carriers, see Fig. 5, are the 5 and 6S50ME-C8/ME-B9, with the 6/7S50ME-B9 and 6/7G50ME-C9 types be-ing the optimum choice for meeting the power demand of all Handy-max bulk carriers sailing up to 15.0 knots in service.
The main engines used for Panamax bulk carriers, see Fig. 5, are mainly the 5/6G60ME-C9, 6/7G50ME-C9 and the 7S50ME-B9 and 7G50ME-C9 types being the optimum choice for meeting the power demand for nearly all Pan-amax bulk carriers sailing up to 15 knots in service.
Capesize, Large Capesize and VLBC bulk carriers and examples of EEDI
Today, in particular the 6S60ME-C8, 6G60ME-C9 and 5/6S70ME-C8 and 5/6G70ME-C9 engines are used for propulsion of the Capesize bulk carriers, see Fig. 6.
For large Capesize, it is particu-larly the 6G70ME-C9 which is of interest.
For VLBCs, the 7S80ME-C9 and 7G80ME-C9 engine types are al-most exclusively used as the main engine today, see Fig. 6.
As an example, the influence of the ship speed on the EEDI is shown in Figs. 7 and 8, valid for 205,000 dwt Large Capesize bulk carrier with the design ship speed of 14.7 kn and 14.0 kn, respectively. The influence of the propeller diam-eter and the corresponding main engine types are also shown.
Fig. 7 shows that for the design ship speed of 14.7 knots, the two 6G70ME-C9 cases are the only ones to meet the 2015 reference EEDI.
For the reduced design ship speed of 14.0 knots, see Fig. 8. With the G70ME-C9 engines, it will now be possible to meet the 2020 reference EEDI figure with-out further optimisation of hull and/or propeller.
This article is an extract from a full paper, which is available from MAN Diesel & Turbo upon request.
Reference and actual EEDICO2 emissionsgram per dwt/n mile
Actual/ReferenceEEDI %
3.0
2013Year
Contract datebefore 1 January
2015
2020
2025
2.59
6S70ME-C8.5N2
8.7 m × 4
92% 2.48
6G70ME-C9.5N3
8.7 m × 4
88%2.42
6G70ME-C9.5N4
9.3 m × 4
86%
EEDI actualEEDI reference (2.81/100%)
2.63
6S70ME-C8.5N1
8.2 m × 4
94%
75% SMCR: 14.5 kn without sea margin
Dprop:
Dprop:
0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
0
10
20
30
40
50
60
70
80
90
100
110
120
Reference and actual EEDICO2 emissionsgram per dwt/n mile
Actual/ReferenceEEDI %
2013Year
Contract datebefore 1 January
2015
2020
2025
EEDI actualEEDI reference (2.81/100%)
5G70ME-C9.5N2’
8.8 m × 4
80%2.26
5G70ME-C9.5N3’
9.3 m × 4
79%2.22
6G70ME-C9.5N4’
9.3 m × 4
77%
2.16
6S70ME-C8.5N1’
8.3 m × 4
83%2.34
75% SMCR: 13.8 kn without sea margin
Fig. 5: Propulsion SMCR power demand of Handymax and Panamax bulk carriers
Fig. 6: Propulsion SMCR power demand of Capesize, Large Capesize and VLBC bulk carriers
Fig. 7: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the design ship speed of 14.7 knots
Fig. 8: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the design ship speed of 14.0 knots
PAGE 8 DIESELFACTS 3/2014
MAN Diesel & Turbo has announced a further order for its MAN 51/60DF engine. After a longer period of eval-uation, an international consortium, including Teekay LNG Partners, has selected a Dual-Fuel Diesel Electric (DFDE) propulsion solution featuring 2×12V51/60DF + 2×8L51/60DF en-gines for each of four Liquid Natural Gas Carriers (LNGCs).
The new order follows that which MAN Diesel & Turbo announced in July 2013 when it won the con-tract to supply 30 × MAN 51/60DF dual-fuel engines for six LNGCs. In both instances, the DFDE solution provides the customer with the op-timum redundancy.
The engines from both orders will be produced at MAN Diesel & Turbo’s Augsburg, Germany facil-
ity with delivery scheduled during 2015. They are specified as IMO Tier II-compliant in diesel mode with lower exhaust-gas emissions in gas mode than IMO Tier III stip-ulates.
The new LNG carriers will be constructed at Hudong-Zhonghua Shipyard in Shanghai, China’s only builder of large LNG carriers, as will those from the July 2013 order.Following delivery between Sep-tember 2017 and January 2019, the ships will support the shipment of LNG cargoes from BG Group’s Queensland Curtis Island LNG pro-ject.
The project, developed off the eastern coast of Australia, will be the world’s first project to turn gas from coal seams into LNG.
United European Car Carriers (UECC) has signed a contract for the con-struction of two LNG-powered Pure Car/Truck Carriers (PCTCs). A single MAN B&W 8S50ME-GI dual-fuel en-gine will power each newbuilding.
The PCTCs will be capable of op-erating on LNG fuel, heavy fuel oil or marine gas oil, providing greater flexibility and efficiency. They rep-resent the first such vessels glob-ally to be fitted with an LNG pro-pulsion system. When in service, they will be capable of completing a fourteen-day round trip in the Baltic operating solely on LNG, including
main engine and auxiliary power generation.
UECC ordered the newbuildings in conjunction with a long-term fleet evaluation process concerning its Baltic fleet. Among the key require-ments for new tonnage was an abil-ity to meet all expected environmen-tal legislation (SECA).
In this respect, LNG is recog-nised as the cleanest and most en-vironmentally friendly choice of fuel suitable for marine transport. LNG fuel significantly reduces CO2 and NOx emissions, as well as almost entirely eliminating oxides of sulphur (SOx) and particulate emissions. To
this end, UECC has signed an ex-clusive contract for the supply of LNG fuels to the vessels in the port of Zeebrugge using a dedicated LNG ship-to-ship bunker vessel.
The vessels will be constructed at the NACKS shipyard in Nantong, China, which is a joint venture be-tween Kawasaki Heavy Industries (KHI) and China Ocean Shipping (Group) Company. Delivery for both vessels is scheduled for the second half of 2016.
Exciting step
Glenn Edvardsen, CEO of UECC, has previously stated: “The LNG
installation is a pioneering design and will be one of the largest em-ployed on a commercial vessel and the largest yet of its kind on a pure car and truck carrier. We are proud of the exciting step UECC is taking towards greener and more environ-mentally friendly shipping.” Edvardsen also said: “UECC will be able to provide our customers with transportation in the Baltic area with unparalleled efficiency, relia-bility and superior environmental performance”.
About UECC
United European Car Carriers –
jointly owned by Nippon Yusen Ka-bushiki Kaisha (NYK) and Wallenius Lines – was founded in 1990 and is Europe’s leading short-sea RoRo operator. Today, the company transports around 1.5 million units a year, comprising cars, commer-cial vehicles, high & heavy equip-ment and trailers. UECC operates a vessel fleet of 23 Pure Car and Truck Carriers, all of which have been designed or adapted to meet the necessary flexibility and effi-ciency requirements of the short sea market.
New Order Placed for the Very First Gas-Powered Car CarriersDual-fuel ME-GI engine adds important reference to growing list of marine segments
China Orders More Dual-Fuel Units
The MAN 8L51/60DF engine
Graphical rendering of the new ME-GI-powered PCTCs showing engine and fuel-tank placement (courtesy UECC)
UECC Pure Car/Truck Carriers – main particulars
Length overall (m) 181
Beam (m) 30
Design draught (m) 8.40
Gross tonnage (t) 43,200
Deadweight at design draught (t) 12,182
Main engine 1 × 8S50ME-GI Mark 8.2
maximum continuous output (kW) 11,000 @ 113 rpm
normal output - 80% MCO (kW) 8,800 @ 105 rpm
speed: optimised/design (kn) 16.5/18.6
Turbochargers 2 × TCA66
Finnish/Swedish ice class1 1A Super1
Cargo and approx. capacity 3,800 standard-sized cars (and/or
trucks), spread over 10 decks (31,900 m2)
1Designed to operate in difficult ice conditions, mainly without icebreaker assis-
tance, facilitating year-round trading in the Baltic region
PAGE 9DIESELFACTS 3/2014
At a signing ceremony at SMM, the international marine trade fair in Hamburg, MAN PrimeServ, MAN Die-sel & Turbo’s service division, signed a service framework agreement with DOF ASA, the Norwegian off-shore services company.
Wayne Jones – Head of MAN PrimeServ Diesel – signed the con-tract on behalf of MAN PrimeServ, with Lars Heine Njåstad – CPO of DOF, signing for DOF.
Jones said: “This is one of the pillars of our strategy: to enter into long-term contracts with profes-sional clients who value the sup-port of an OEM. Our global network, technical expertise and a strong commitment from all involved par-ties were the key factors in this suc-cess. When our organisation works together on such projects, we are a formidable team.
Lars Heine Njåstad said: “With this agreement we get advice on long-term planning for the MAN equipment in our fleet. This increas-
es predictability and we strongly believe that such a strong cooper-ation will contribute to ensure maxi-mum uptime for our vessels.”
MAN Diesel & Turbo reports that the successful conclusion of the service agreement came about in great part as a result of inten-sive work carried out by PrimeServ teams in Norway, Holeby (Den-mark), Brazil and Augsburg. Mikael Adler, Managing Director of MAN Diesel & Turbo, Norway said: “We are confident that the new frame-work agreement with DOF will be a great success and that it will form the basis for future agreements with other customers.”
Agreement details
The service agreement covers the servicing of 15 vessels and 68 MAN engines (44 × 32/40 + 24 other en-gines of 21/31, 28/32 and 27/38 MAN types) – covering a total of 518 cylinders. The scope of the agree-ment includes:
maintenance-planning support
the delivery of planned, unplanned and emergency spare-parts
the provision of technical sup-port for scheduled and un-scheduled service
the provision of engine-related training
online service access.
About DOF
DOF ASA is a Norwegian group of international companies operating within the offshore oil-and-gas in-dustry. The Group operates 13 off-shore vessels (platform-supply ves-sels, anchor-handling tug supply vessels and construction-support vessels) equipped with MAN Diesel & Turbo-designed engines. Two ad-ditional vessels are currently under construction in Brazil and sched-uled to enter operation during 2014, with activity primarily in offshore Brazil and the North Sea.
PrimeServ Clinches Significant Service Deal with Major Offshore Operator
Pictured at the signing ceremony: (standing, from left) Mikael Adler – Manag-ing Director, MAN Diesel & Turbo, Norway; Serghei Nastas – MAN PrimeServ O&M Sales Manager; Dr. Stephan Timmermann – Member of Executive Board, MAN Diesel & Turbo; Stefan Eefting – Vice President, Head of MAN PrimeServ; (seated, from left) Lars-Heine Njåstad – Chief Procurement Officer, DOF; and Wayne Jones – Senior Vice President, Head of MAN PrimeServ Diesel
The recent delivery of the world’s first dual-fuel, low-speed ME-GI engine from Doosan Engine to the American National Steel and Shipbuilding Com-pany (NASSCO) set a new, historical milestone in engine technology. The 8L70ME-C8.2-GI main engine is as-pirated by 2 × TCA66 turbochargers and will power a 3,100-teu container ship ordered by TOTE, the American marine transportation company. Fur-thermore, the ship will receive 3 × 9L28/32DF auxiliary engines, each featuring a single TCR18 turbocharger. A second, identical vessel is currently under construction.
With this set-up, TOTE has not only chosen the most environmentally friendly engine technology availa-ble but also the most flexible pow-er solution in that both the ME-GI and 28/32DF engines can run on HFO or gas. Gas operation means a significant reduction in CO2, NOx, particulate matter and SOx emis-sions – both engines are charac-terised by having no methane slip. TOTE’s containership is slated to be the first gas-powered containership in the world and will lead the way for additional investments in infra-structure for liquefied natural gas.
Dirk Balthasar, Head of Sales and Promotion – Turbocharger Business
Unit – MAN Diesel & Turbo, said: “Playing a crucial role for a leading developer and builder of two- and four-stroke, low- and medium-speed engines as it does, the Tur-bocharger Business Unit has a deep understanding of all the core tech-nologies of large engines and the way they interact with turbocharg-ers. The result is world- and mar-ket-leading turbocharger technol-ogy that easily keeps pace with all innovations and new developments within large diesel technology.”
“MAN’s engines and turbocharg-ers will allow TOTE to maintain its commitment resourcefulness, re-liability, and responsiveness while reducing our impact on the envi-ronment” noted Anthony Chiarello, President and CEO of TOTE. “We are excited to be the world’s first LNG-powered containership and the first to use MAN’s ME-GI engine.”
With the TCA66 and TCR18 tur-bochargers, TOTE has chosen proven products that integrate well with the latest engine technol-ogy and match operator’s require-ments for long service intervals and straightforward maintenance. To this end, MAN Diesel & Turbo recently announced that not only had it extended the inspection in-tervals of its TCA turbochargers but,
in fact, had totally omitted the previ-ously necessary bearing inspection between major overhauls.
The company also stated that maintenance on its turbochargers can be carried out by the operator’s own crew – after appropriate training
– or by MAN PrimeServ, MAN Diesel & Turbo’s global service organisation.
“It’s one of our unique selling points: having chosen an all-MAN package,
including main engine, auxiliary en-gines and turbochargers, TOTE can now enjoy the additional benefit of MAN PrimeServ’s one-stop service for engines and turbochargers”, Dirk Balthasar concluded.
About TOTE
TOTE is one of the United States’ leading marine transportation com-panies. TOTE’s subsidiaries include
TOTE Maritime, TOTE Logistics, TOTE Services, and TOTE Shiphold-ings, TOTE is a wholly-owned sub-sidiary of Saltchuk, a Seattle-based family business comprised of freight transportation and petrole-um distribution companies located nationwide. For more information, visit www.toteinc.com and www.saltchuk.com.
MAN Turbochargers Power World’s First ME-GI and 28/32 Dual-Fuel EnginesTOTE container ship receives all-MAN package including MAN B&W main engine, MAN auxiliary engines and TCA66 and TCR18 turbochargers
Publicity shot of the TCA66 turbocharger, one of two that will power the world’s first ME-GI engine (MAN Diesel & Turbo)
PAGE 10 DIESELFACTS 3/2014
It’s 10 in the evening when Die-selFacts pulls up at PrimeServ New York’s premises in suburban New Jer-sey. We’ve been promised the oppor-tunity to observe a PrimeServ team at work and have made the drive over to the service centre in Woodbridge to meet up with some of the local crew.
In the gloom, DieselFacts greets two of them – Jon Norman and Mario Wongshue. The men are loading tools onboard the Prime-Serv pickup and wondering aloud where Steiner Gulbrandsen, the third man, is.
Gulbrandsen
Gulbrandsen is noted for his punc-tuality but, this night, turns up 10 minutes late, stymied by the closing of the Outerbridge Crossing – be-tween Staten Island and New Jer-sey – for maintenance and which forced him on an unexpected de-tour through the backstreets of Jersey. Leading the job tonight, he checks with the two other men that the requisite tools are loaded and then we hit the road.
Gulbrandsen is a veteran with 40 years’ experience in the field with MAN engines. Originally from the Norwegian province of Telemark, he emigrated to the US as a young man and worked closely with Mae-rsk for much of his career where he learned fluent Danish to go with his Norwegian, English and the Spanish he picked up doing main-tenance jobs in Puerto Rico over two decades.
On the road
En route, DieselFacts gets some more details about the job. We’re heading for Port Elizabeth, part of the Port Newark-Elizabeth Marine Terminal and itself a major compo-nent of the Port of New York and New Jersey. This latter entity is the principal container-ship facility for goods entering and leaving the New York metropolitan area and the northeastern US, a key reason for PrimeServ New York’s location.
We’re rendezvousing with the ‘Manet’, a 2,220-teu container ship owned by Global Ship Lease (GSL), the containership lessor.
Due in port around 11pm for just 10 hours or so, the PrimeServ team has been tasked with modifying the ship’s MAN B&W 8S70MC-C en-gine cylinder covers for the retrofit-ting of slide fuel-valves.
Steiner navigates our way through a myriad of minor roads and different toll booths before we emerge onto the New Jersey Turn-pike. The Bayway Refinery violently lights up the night sky and signals our passing into the extended Port of New York and New Jersey facil-ity. The landscape becomes pro-gressively more industrial as we drive along miles and miles of road fringed with jersey barriers, pass under innumerable flyovers, and past stacks of shipping containers and acres of container x-ray ma-chines that resemble an outdoor cinema. All the while, a multitude of tractor-trailers wait silently on the roadside, ready to cart any vetted containers off in an instant.
Planes from Newark Liberty In-ternational Airport are thundering by overhead as we turn onto Mo-hawk St and port security begins,
some 40 minutes after we set out. We wait for an official escort to the ship – she’s currently manoeuvring into port. 10 minutes later, an of-ficial port car shows up to escort us to the Manet, a necessity in this monster of a port. Newark Port ranks as the 22nd-busiest in the world today, but was number one as recently as 1985. It remains the largest container port in the eastern United States.
A little patience
The Manet has berthed and there’s already a hive of activity onboard as we park the pickup and get the tools out. As we approach the ship, an alarm signals the approach of a gigantic gantry crane that slowly rolls along a dedicated track, which allows it to move alongside the full length of the vessel. Once in posi-tion, its giant arms reach over the Manet to pluck individual contain-ers, which it then places on the quay where a small army of strad-dle carriers fetches them and dis-appears into an ocean of contain-ers to deposit them.
Working for PrimeServ, patience is probably one of the better virtues to have. It’s 11pm and we’re wait-ing for US Customs officials who, by law, must come aboard before anyone else in order to process the ship, its cargo and crew. The one notable exception to this cast-iron rule is that the lashers are allowed aboard to loosen the straps on the containers so the cranes can im-mediately get to work. In the US, commerce always comes first.
Wongshue
While we’re waiting, DieselFacts talks to Mario Wongshue. Original-ly from Kingston, Jamaica, Mario came to America as a child and was raised in Queens. He’s been with PrimeServ New York since its Grand Opening in 2007 where he primarily takes care of welding jobs. He says working with Prime-Serv has been full of variety and seen him sent on jobs along the east coast, the Bahamas, Mexi-co and Puerto Rico, among oth-er places. He got up for work as usual this morning at 4.30 am, but
Hard at Work with MAN PrimeServ in the City that Never Sleeps DieselFacts recently went out on a slide-fuel-valve retrofit with PrimeServ New York
Slide fuel-valvesEspecially popular within the marine two-stroke segment, the slide fuel-valve’s strong market performance is testimony to the fuel sav-ings and increased environmental profile it brings to working ves-sels. Slide fuel-valves improve the low-load operating capability of engines and reduce/eliminate the need to run at high revolutions in order to clean exhaust channels.The slide fuel-valve eliminates the so-called ‘sac volume’, which re-duces fuel-oil consumption and eliminates dripping from the fuel-valve nozzle. This contributes to an improved combustion process, resulting in fewer deposits throughout the gas ways and a reduction in overall emissions, such as HC, NOx and particulate matter. Today, slide fuel-valves come as standard on all new MAN B&W engines. First introduced at the turn of the millennium, MAN PrimeServ retro-fitted its 20,000th slide fuel-valve during 2013.
slipped home for some extra sleep in the afternoon before returning to Woodbridge in preparation for the Manet job.
A question of time
Time is getting to be an issue. It’s midnight and there’s still no sign of customs as, apparently, they’re busy with other ships. Gulbrandsen says PrimeServ might have to fol-low Manet down the coast to start the job if they don’t turn up soon. This would mess up his schedule as he has a main-bearing inspection job coming up on Monday aboard a ship in Wilmington, Delaware.
Lupus in fabula, the customs of-ficials show up shortly afterwards. Steiner approaches them and PrimeServ receives permission to come aboard as long as we don’t interfere with their passport/papers inspection. At the top of the gang-way, we show ID to a Manet crew member and receive our ship’s passes. PrimeServ holds a brief pow-wow with the Manet’s chief engineer who asks them to begin work on cylinder #8.
The PrimeServ crew gets into its work clothes and descends into the bowels of the ship to the en-gine room where it’s hot, humid and noisy. Wongshue and Norman im-mediately start unscrewing the fuel lines on #8 so they can get at the injectors and slide-fuel valves. At the same time, Gulbrandsen heads over to the spare cylinder cover where he uses callipers to meas-ure how much the cylinder heads will need to be reamed to accom-modate the new fuel valves.
With the fuel lines off, Wongshue and Norman remove the two ex-isting fuel valves using a special jack to remove the valves as they sit at an angle and can’t be pulled straight out. Norman then sets about cleaning out the first of the two fuel-valve seats so it can be reamed to the correct tolerances, while Wongshue starts disassem-bling the fuel lines on cylinder #7.
Norman
Jon Norman has experience from the automotive industry. The Penn-sylvania native says: “The different car manufacturers all have their own, different set-ups and idiosyn-crasies, and transferring my skills to PrimeServ and working with diesel engines hasn’t been as difficult as you might imagine. It was more a question of learning MAN’s way of building engines and adapting my skill set to that.”
He has been with MAN for one year, during which time he has been on a job where he sailed down the US east coast and from Savannah, Georgia across the Atlantic while overhauling an auxiliary engine.
“Four-stroke engines make for long-er jobs while two-stroke sometimes mean more unsociable hours,” he says. “But tonight should be rela-tively straightforward and I’ve per-formed a similar job recently so know what to expect here.”
A time to work
The ship’s chief engineer drops by every now and then to see how the
job is going but for now excuses himself as he is monitoring bunker-ing from the control room whose insulated walls provide respite from the noise and humidity of the en-gine room. There’s no doubt but that it’s a tough working environ-ment. When it’s this hard to com-municate verbally, the PrimeServ crew frequently uses exaggerated expressions and hand signals to get a point across.
The Manet doesn’t have time to dock for the job to be complet-ed so PrimeServ will do as much work as time here allows, and will follow the vessel down the coast to complete the job. Gulbrandsen thinks we’ll manage two cylinders and the spare piston cover tonight before we are ordered off. At 2.30, he confirms that they’re not go-ing to open up any more cylinders and says: “They hate it when the ship has to wait. But as well as the two covers we’re working on, if we finish preparing the spare cyl-inder cover, then that’s time saved in the future.”
With the reaming complete on #8, Mario and Jon start to reas-semble its fuel-injection assem-blage. The clock reaches 3 am and the PrimeServ crew is clamber-ing about the engine and working up a good sweat. It’s hard, physi-cal work at an hour when the vast majority of the 20 or so million in-habitants from the New York City metropolitan area are sleeping. Regarding the late hour, Mario Wongshue is happy with the pro-gress PrimeServ has made and says that while the tiredness is tough, that as long as you keep moving, it’s not too bad. Standing still taking notes, DieselFacts is al-ready desperate for bed.
Later, while Jon Norman finish-es re-assembling #8, Mario moves over to #7 where he has to use a hydraulic jack, a powerful tool that employs an impressive 20 bar of pressure, to remove a recalcitrant nut on a pipe attached to the fuel valve. Shortly after 4 am, Steiner says the Manet is sailing at 7 so we need to be off by 6. The cylinder cover is then reamed out and the slide fuel valves inserted, having first been inspected, cleaned and lubricated in an adjacent tool room. Mario and Jon then clean up, wip-ing oil and lubricants off the engine and the fuel-injection assembly.
Counting sheep
Job done, the Manet’s Chief En-gineer is roused from his bunk to sign the job off and PrimeServ is free to go. We hand our ID back to ship security and climb down the gangway.
Dawn is breaking as we depart Port Elizabeth. Leaving proves to be tricky without an escort to show the way out but, soon, the V85L en-gine of the PrimeServ pickup roars as we hit the New Jersey Turn-pike heading south. Around 7 am, PrimeServ reaches Woodbridge where the workshop is already open, ready for a new day.
In an earlier interview, Ruben Caparros, Regional General Man-ager at PrimeServ New York and
himself a former PrimeServ engi-neer in his native Spain, said: “You get addicted to the life of a super-intendent – travelling to a job and the pressure you’re under, going aboard a ship. And the great feel-ing of freedom when you’ve solved a problem and walk down the gangway. Sometimes, you even find yourself getting bored after three days at home again!” But, right now, that’s a moot point. All anybody from the Manet job wants to do is count sheep while falling asleep.
Mario Wongshue and Jon Norman begin tackling the Manet’s main engine
Norman pictured with one of the slide fuel-valves while Gulbrandsen deals with a cylinder cover in the background
See DieselFacts online with video clips: www.mandieselturbo.com/dieselfactsor download the app to your iPad or Android tablet.
Publisher: Peter Dan Petersen, MAN 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.
Icelandic owners, HB Grandi, Vinnslus-todin hf. and Hradfrystihusid Gunnvör, have ordered newbuildings based on two different ship designs from spe-cialist fishing-vessel consultants and designers, Nautic and Skipasýn. Opti-mised for safety, operational economy and pulling power, the 50-metre-plus vessel series differ in their choice of specified propeller, aft-ship and pro-peller-nozzle configurations, apart from their principal design differences. The Nautic vessels for HB Grandi will be propelled by four-bladed, 3.8-me-tre MAN Alpha CP Propellers, while the Skipasýn vessels will have larger, slower-running 4.7-metre, three-blad-ed versions for a calculated bollard pull above 50 tons.
Styrmir Petersen, Afltækni ehf, Rey-kjavik said: “We have been repre-
senting MAN Diesel & Turbo for more than 20 years as sales and service agents in the Icelandic mar-ket and now we are very pleased again to see increasing activities and investments after the financial crisis and following tough years for Iceland. Additionally, it is of course both interesting and challenging for us that we will supply new MAN products and services to two state-of-the-art, Icelandic, fresh-fish trawl-er designs.”
High bollard pull at low propeller revolutions
Designer/consultant Skipasýn has developed the efficient 50.7-metre trawler design for Vinnslustodin hf. and Hradfrystihusid Gunnvör. In re-lation to the design and layout of the propulsion plant, the ship design-
er’s fuel-saving focus has been on the deployment of a large, efficient, 4.7-metre propeller. As a result, the 800 r/min engine (MCR) speed has had to be geared down to an opti-mal propeller speed of just 89 r/min. Blade-number optimisation resulted in a three-bladed configuration. At the 2,040 kW operating point, the three-bladed MAN Alpha VBS1020 propeller – using the Alpha High Thrust nozzle – is calculated to de-liver a bollard pull above 50 tons. Both vessels will be built in China by Huanghai Shipbuilding Co. Ltd.
Reduced consumption under more operating conditions
The three Nautic-designed, 55-me-tre vessels for HB Grandi, which will appear with a distinctive bow de-sign, will be built in Turkey by Celik-
trans Shipbuilding Co. Ltd. As with the other series, the selected pro-pulsion engine is MAN’s six-cylinder L27/38, accompanied by four-blad-ed, ducted MAN Alpha VBS 860 propeller models. A key Alphatron-ic 3000 control-system feature will be the tailored ‘dual-propeller load curves’ for optimising towing/trawl-ing and free-sailing conditions.
Floating frequency
The specified, floating-frequency concept for both trawler series in-creases the flexibility and economi-cal part-load pattern. The propul-sion system is able to operate in ‘shaft-alternator mode’ with re-duced engine and propeller speed (within the corresponding 50 to 60 Hz speed envelope). With this part-load optimisation feature of-
fering up to 17% lower engine/pro-peller speed, fuel consumption is accordingly reduced. The L27/38 engines have perfect load and low-speed characteristics for floating frequency: high torque and approx. 50% power is available at speeds reduced from the 60 Hz load point to 50 Hz.
Alphatronic 3000
The general propulsion manage-ment and control system specified for both trawler designs is MAN Diesel & Turbo’s new, advanced Al-phatronic 3000 generation. The in-stallations will be configured for complete control-station set-ups at the vessels’ main bridges, star-board bridge wings, aft bridges and engine-control rooms.
MAN Propulsion Packages for New Trawler Series Advance North Atlantic FishingOrders for five fresh-fish trawlers feature two different ship designs driven by four-stroke MAN 6L27/38 engines and aft-ship equipment
The trawler newbuilding ‘Herøyhav’ (Karstensens Shipyard)
