df_2012-2

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

Slow Steaming Practices in the Global Shipping Industry/Pages 8-9

MAN Diesel & Turbo Acquires KappelTakeover strengthens propeller portfolio

> Page 5

Bigger Compressor Trains For PTA PlantsMajor supplier in rapidly expanding market

> Page 6

First Sale of Uprated L23/30H AnnouncedStrategic internal repositioning for GenSet

> 0

A Real Powerhouse of a SolutionOtto 20V35/44G engine to meet future power needs

> Page 11

Shanghai setting celebrates signing of contract with CMD.

At a recent ceremony in China, CMD (CSSC-MES Diesel Co., Ltd.) held the official signing of the con-tract to construct the first Chinese-built MAN B&W design Green Se-ries 7G80ME-C9.2 engine. Due for delivery in June 2013, the engine is bound for a 319,000-dwt, ABS class VLCC (Very Large Crude Carrier) to be built by Shanghai Waigaoqiao Shipbuilding Co., Ltd. (SWS) for Maran Tankers of Greece. The G-series engine is hallmarked by its SFOC, energy efficiency and ability to meet all Tier II criteria.

The ceremony was held at the CMD factory in Lingang, Shanghai. It was attended by a large audience of CMD staff and partners, includ-ing representatives from Shanghai

Waigaoqiao Shipyard, Maran Tank-ers and MAN Diesel & Turbo, all of whom celebrated the event with commemorative speeches.

Ceremony themes

In his speech at the ceremony, Qin Wenquan, Chairman of CMD, described the 7G80ME-C9.2 en-gine – rated at 31,150 kW – as “a new, green, marine diesel engine with an ultra-long-stroke and lower speed that follow the design prin-ciples of the Mark 9 engine series.” He further stated: “The G-type en-gine is a realisation of the most ad-vanced technology, offering advan-tages in fuel consumption, exhaust emission and energy efficiency.” He ended his speech by stating that the order for the...

Continued on page 2

Building of China’s First G-type Engine Confirmed

With a view to meeting the NOx Tier III regulations due to take effect in 2016, Hitachi Zosen is developing an SCR (Selective Catalytic Reduction) sys-tem for low-speed diesel engines in cooperation with MAN Diesel & Turbo.

To this end, a prototype was re-cently fitted to an MAN B&W 6S46MC-C engine aboard a gen-eral cargo newbuilding for Nissho Shipping.

NOx regulation

The regulation of air pollution stem-ming directly from diesel engines is among the IMO regulations cov-ering hazardous waste from ships. The first NOx regulation was intro-duced in 2000 (Tier I), with Tier II coming into force in 2011 and Tier

III in 2016. As such, Tier III repre-sents an 80% reduction in NOx compared with Tier I. While it was possible to meet Tier II limits through engine adjustments alone, meeting Tier III makes it necessary to introduce external techniques. It is mandatory to observe the new NOx regulations, and any negative effect on fuel consumption and running costs is a major concern for ship operators.

De-NOx technology for Tier III

Realistically, SCR and EGR (Ex-haust Gas Recirculation) are the two main techniques that can help engines meet Tier III NOx regula-tions, based on the service experi-ence from power plants and cars, respectively.

Hitachi Zosen and MAN Diesel & Turbo agreed to develop an SCR system for two-stroke engines lo-cated before the turbocharger.Hitachi Zosen chose SCR as its NOx-reduction method because:

it is possible to make a com-pact system using high-tem-perature and high-pressure gas, and de-NOx efficiency is improved

it is possible to maintain the engine’s running perform-ance whether the SCR system is running or not and with no harm to the engine

Hitachi Zosen is a total solu-tion provider of marine SCR systems.

Continued on page 3

Tier III Selective Catalytic ReductionDevelopment of large two-stroke diesel engines

DIESELFACTS 2/2012

Building of China’s First G-type Engine Confi rmed

Continued from front page

7G80ME-C9.2 engine – the fi rst such order in China – showcases CMD’s ability to build large-bore, low-speed diesel engines.

Goetz Kassing, Managing Direc-tor of MAN Diesel & Turbo, China noted the country’s and indeed Shanghai’s unique maritime her-itage in his speech, particularly mentioning the juxtaposition of the Yangtze river, Yangshan deep-water port, Shanghai Waigaoqiao Shipyard, Shanghai Maritime Uni-versity and CMD, one of the world´s most modern facilities for the pro-duction of two-stroke engines.

He concluded by praising the cooperation between CMD, MAN Diesel & Turbo, Shanghai Waigao-qiao and Maran Tankers and af-fi rmed his company’s strong be-lief in building engines as close as possible to ship construction sites. He called CMD “a highly reputable engine builder” and portrayed the company’s recent success as a clear sign of its competitiveness in today’s international market.

G-type effi ciency

CMD Chairman Qin Wenquan also used his speech in Lingang to compare an MAN B&W 7S80ME-C9.2 engine and a G80 engine installed aboard a 319,000-dwt VLCC, where the G80 engine has a greater effi ciency of 1%. Assum-ing optimum running conditions, including an optimum propeller set-up, propeller effi ciency can be improved by about 3.6%. Under the same ship-speed conditions, overall running costs can accord-ingly be reduced by 4.6%, a sig-nifi cant saving that MAN Diesel & Turbo fi gures suggest can even be bettered, depending on individual circumstances.

Again, under the same ship-speed conditions, the EEDI would be reduced by some 8.2% when using the G80 as opposed to the

S80 engine. Qin Wenquan there-fore concluded that the G80ME-C9.2 engine fulfi ls the demands of high effi ciency ships, ensuring that it will eventually become the natu-ral choice for VLCC vessels.

Goetz Kassing backed up this analysis, observing that the G80’s longer stroke results in a lower rpm for the engine driving the propel-ler: a reduction from 78 rpm for the S80 engine to 68 rpm for the G80. He further noted that the lower op-timum engine speed allows the use of a larger propeller. Ultimately, this is signifi cantly more effi cient in terms of engine propulsion and,

together with an optimised engine design, reduces both fuel con-sumption and CO2 emissions.

Kassing stated that just as MAN B&W S-engines had become fi rst choice for container ships, that so, over time, would G-engines be-come fi rst choice for bulkers, tank-ers and even some box ships.

The G-type programme

The G-type programme entered the market in October 2010 with the entry of the G80ME-C9 model. MAN Diesel & Turbo subsequent-ly 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, Mark 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-effi ciency.

About CMD

CMD is a joint venture between in-vestors from Chinese CSSC and CSSC Holdings Ltd., and Mitsui

– the Japanese ship and engine builder. MAN Diesel & Turbo ini-

tially signed a licence agreement to produce MAN B&W low-speed engines with the then start-up in January 2006 in Shanghai.

CMD has already delivered 152 diesel engines in its relatively short existence, representing 5.36 mil-lion BHP, and has established itself as a globally recognised brand. A key partner has been SWS to whom CMD has supplied multiple MAN B&W MC, MC-C and ME-C engines for both bulk carriers and VLCCs, with CMD now, of course, set to construct G-type engines for the latter.

Pictured at the signing ceremony (standing, from left to right): Kimihiko Sugiura – President, CSSC-MES Diesel Co., Ltd. (CMD), Goetz Kassing – Managing Director, MAN Diesel & Turbo Shanghai Co., Ltd., Liu Yanbin – Trade Relations, Greece-China Association, Wang Yongliang – Vice President, Shanghai Waigaoqiao Ship-building Co., Ltd., Li Zhushi – Executive Vice President, China Association of The National Shipbuilding Industry (CANSI), Wu Qiang – Vice President, China State Shipbuilding Corporation (CSSC), Dr. Nikiforos Papadakis – Senior Project Manager, Maran Tankers, Gao Kang – Vice President, Marine & Design Research Institute of China (MARIC), Wang Lin – Vice President, Shanghai Merchant Ship Design & Research Institute (SDARI). Seated (from left to right): Li Junfeng, Vice President – CSSC Purchasing Department, Qin Wenquan – Chairman, CSSC-MES Diesel Co., Ltd. (CMD)

The largest Russian shipowner, Sovcomfl ot, recently selected the dual-fuel MAN 51/60DF engine for an LNG carrier newbuilding programme comprising of two confi rmed vessels with an option for two more vessels.

The dual-fuel diesel electric propul-sion system and the MAN 51/60DF engine have been selected to pro-vide the vessel with a high effi cient and low emission propulsion sys-tem, especially when running in gas mode. A high degree of redun-dancy and the MAN 51/60 DF en-gine’s multiple fuelling options have also been taken into account.

The vessels are currently under construction at STx Offshore & Shipbuilding in South Korea and will each be driven by sets of two 8L and two 9L51/60DF engines. The engines will be built at MAN Diesel & Turbo’s Augsburg plant in

Germany with delivery to the Ko-rean yard due in the fourth quar-ter of 2012. The fi rst vessel is sub-sequently expected to commence commercial operation in the fourth quarter of 2013.

The new 51/60DF orders mark another major milestone in MAN Diesel & Turbo’s strategy of ex-panding its environmentally friend-ly dual-fuel-engine technology into the marine sector.

The fi rst 51/60DF order for a ma-rine application was signed in 2007 for an LNG Carrier – ‘Castillo de Santisteban’ – with fi ve 8L51/60DF units owned by Spanish shipowner Empresa Naviera Elcano S.A., the globally active Spanish shipping group. This vessel has successful-ly operated commercially since summer 2010 in the transport of LNG worldwide.

MAN Dual-Fuel Engines to Drive Russian Gas Business

Graphical rendering of one of the Sovcomfl ot newbuilding LNG carriers (Source: Sovcomfl ot)

DIESELFACTS 2/2012

Continued from front page

SCR system for marine diesel engines

There are two solutions for a ma-rine SCR system. One is a low-pressure system, installed down-stream of the turbocharger. The other is a high-pressure system, installed upstream of the turbo-charger and which Hitachi Zosen has concentrated on.

High-pressure SCR system

A diesel engine emits nitrogen ox-ides and dioxides. When a urea solution is injected into the duct upstream of the reactor, it is then converted into ammonia. Subse-quently, NOx reacts with the am-monia in the catalyst in the HP-SCR reactor and is converted into nitrogen and water with the clean gas then flowing into the turbo-charger. Hitachi Zosen provides the optimised control system of urea solution injection.

Two SCR on/off valves and an SCR bypass valve control the smooth flow of flue gas into the SCR system, using a sequence that is programmed by MAN Die-sel & Turbo.

NOx removal catalyst

The Hitachi Zosen catalyst has a characteristic triangular configu-ration and its wall also has a lot of fibre matrix reinforcement. It is therefore very tough and resistant to engine vibration despite being quite thin.

It is possible to reduce the vol-ume of catalyst volume required for the Hitachi Zosen-type catalyst because less than 100 microme-ters of the catalyst’s surface con-tributes to NOx reduction. Accord-ingly, the extent of NOx reduction is determined by the catalyst’s total

geometric surface area rather than its bulk volume.

Engine room installation

The first, in-service SCR system was designed for an MAN B&W 6S46MC-C engine aboard the ‘Santa Vista’, based on the knowl-edge gained from a 1-cylinder test engine in 2009. Figure 3 shows the engine with the SCR system with the successful testbed setup shown on the left and the identi-cal engine-room setup on the right. The engine room was carefully de-signed to leave sufficient mainte-nance space.

Safety provisions

Hitachi Zosen used a urea-SCR system on this project as the urea solution is very safe and easy to handle compared to an ammonia solution. Some classification soci-eties have their own safety require-ments regarding SCR, which the Hitachi Zosen system fulfills. How-ever, as the SCR system is locat-ed on the high-pressure side, at-tention has to be paid to large gas forces, large thermal expansions and engine vibration.

Low-load method

An appropriate exhaust-gas tem-perature is kept at the inlet of the SCR system by placing it before the two-stroke engine’s turbo-charger. However, even with this scenario, the temperature required by the catalyst may not be attaina-ble when engine output is very low.

Adjustment of the SCR system’s three valves is enough to control engine operation for a normal serv-ice load. When the exhaust gas temperature is not enough at low load, it is possible to increase the gas temperature by leading part of the scavenge air to the gas in-

let of the turbocharger by opening the cylinder bypass valve (CBV). Through draining some of the scav-enge air, the quantity of air to the cylinder decreases and, as a result of this, the gas temperature from a

cylinder increases.By controlling the CBV accord-

ing to the temperature deficit, it is possible to maintain a suitable gas temperature for the SCR sys-tem. An example from the SCR trial,

where the gas temperature was at 25% engine load and the exhaust valve temperature was raised 16°C, resulted in a fuel penalty of some 1.9 g/kW/h.

Sea trial results

Figure 5 shows the results of the engine performance measure-ments both with and without SCR. The red line represents the engine performance during SCR opera-tion, while the blue line represents SCR-bypass operation. It can be seen that the engine performance is almost exactly the same with the only major difference the exhaust-gas temperature at cylinder outlets. This is a direct result of the effect of the CVB. The gas temperature was automatically raised to 300°C at low loads to ensure a good SCR performance.

Continued on next page

Tier III Selective Catalytic Reduction

Urea Solution Control Valve(programmed by Hitachi Zosen)

Optimised Emission Control

Optimised Follow-up Control for Engine

SCR on/off valve x 2 SCR bypass Valve x 1(programmed by MAN Diesel & Turbo)

HP-SCR Reactor

Soot Blower

SCR Catalyst

NO+NO2

Urea Solution 32.5 wt%

N2+H2O

6S50ME-C8 9,960 kW

°C & kg/sec*10

Power %

500

450

400

350

300

250

200

150

100

020 30 40 50 60 70 80 90 100

Turbine Inlet Temp (Normal)

Engine Massflow (Normal)

SCR Requirement

Figure 1: High-pressure SCR system (Source: Hitachi)

Figure 3: SCR installation (Source: Hitachi)

Figure 2: Exhaust gas temperatures (Source: Hitachi)

SCR on test-bed:

1 SCR catalyst

2 SCR urea mixer unit

3 Engine

SCR in engine room

1

1

2

2

3

3

DIESELFACTS 2/2012

Continued from previous page

Figure 6 shows the result of SCR performance measurements. The set value for the automatic de-NOx control was an 80% reduction. As a result, the de-NOx ratio was 80% at every E3 mode point with SCR and bypass modes performing similarly. Other points of interest include:

High cylinder outlet gas tem-perature at low load due to CBV

The graph shows that the E3-cycle value was 3.1 g, which was less than the 3.4 g stipu-lated for the IMO limit

At every E3 mode point, the NOx emission level was lower than the NTE line of IMO

The gas temperature was main-tained automatically above 300°C at low loads.

Transient responseFast loading

During acceleration, the SCR by-pass (V1) was opened and kept open until the gas temperature be-fore the turbine came up, and the urea fl ow rate was controlled at low

Engine load %

T1 degC

Gas

tem

p de

gC

0 10 10020 30 40 50 60 70 80 90

450

400

200

250

300

350

DeNOX control setting = 80%

DeNOX result = 80% at each E

E3 cycle value = 3.1 g/kWh

Less than NTE at each E3 point

Engine load %

NOX g/kWh

NOX g

/kW

h

0 100

6

5

4

3

2

1

10020 30 40 50 60 70 80 90

Engine load %

DeNOX %

0 10 10020 30 40 50 60 70 80 90

100

0

20

40

60

80

DeNO

X %

Figure 6: Performance of SCR system (Source: Hitachi)

level to avoid ammonia slip.After closing the SCR bypass,

the urea was controlled in this way, and NOx emissions at the SCR out-let were maintained at a stable, low level – 80% de-NOx was achieved. The turbocharger speed and scav-

Almost same performance between SCR and bypass

High cylinder outlet gas temperature at low load due to CBV

10 2 3 4 5 6 7 8 ( x 1000)

500

450

400

350

Exh

. Gas

Tem

p. (

°C)

Power (kW)

300

250

200

Figure 5: Engine performance with and without SCR (Source: Hitachi)

Figure 7: NOX certifi cate from NKK

enge air pressure were also stable. With this system, the engine can be accelerated as normal. Howev-er, such a quick loading is unusual and normally only happens in an emergency situation. Normally, ac-celeration takes about 30 minutes.

Normal loading condition

Here, the engine was loaded grad-ually from half-speed to 90% load in 15 minutes. The SCR bypass is unused and the urea fl ow rate is controlled according to the load increase. Accordingly, NOx emis-

sions are continuously maintained at a low level. The engine system was stable and, with normal load-ing, no bypass valve control is nec-essary for the system to remain stable.

Fast unloading

Here, the engine speed was de-creased suddenly and as quick-ly as possible – in a few seconds from 90% load to half. The EGB and CBV are both opened and the gas temperature maintained above 300°C. NOx is controlled at a low level and the engine system was stable.

Conclusions

Hitachi Zosen and MAN Diesel & Turbo now have a Tier-III-compli-ant, large, two-stroke diesel engine with SCR and know that the follow-ing parameters must be controlled.From an engine point of view:

the SCR needs to be placed before the turbine

the gas temperature must be controlled correctly

an appropriate engine control system is necessary

engine performance with and without SCR is almost the same.

From an SCR point of view: good urea injection and good

ammonia mixing are necessary an appropriate SCR catalyst is

necessary to allow HFO opera-tion

an appropriate SCR control system is also necessary

and fi nally, careful steps have to be taken to ensure use of the proper installation.

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

1

1

3

3

DIESELFACTS 2/2012

MAN Diesel & Turbo Buys Kappel DesignTakeover strengthens existing propeller portfolio and creates more possibilities

The MAN Alpha propeller programme has added further fuel-saving and energy-effi cient propulsion oppor-tunities to its portfolio with the pur-chase of Kappel Propeller and the in-tegration of its tip-fi n propeller blade designs for both controllable pitch and fi xed pitch propellers.

The MAN Diesel & Turbo board recently approved the company’s take-over of Kappel, including all designs, software and intellectual property, together with the con-tinued cooperation of owner, Jens Julius Kappel.

The contract was signed in Co-penhagen, Denmark by JJ Kappel and Torben Johansen on behalf of MAN Diesel & Turbo. Kappel said after the signing: “We have had a good cooperation with MAN Diesel & Turbo for almost 10 years, and our joint projects have gone well. I hope that MAN will get the most out of the Kappel technology. Our cooperation does not end here – it will in fact become more intense.”

Previous collaboration

Kappel and MAN Diesel & Tur-bo originally started working with each other in 2003 when a cen-tury of MAN Alpha CP Propeller production was celebrated in Fre-derikshavn, Denmark. Shortly af-terwards, MAN Diesel & Turbo was awarded the contract for the sup-ply of newly designed, high-effi -ciency Kappel CP propeller blades as part of German-Danish ferry operator Scandlines’ extensive refurbishment of its ferries ‘Prins Joachim’ and ‘Kronprins Frederik’.

This was later followed by a suc-cessful Kappel upgrading of an additional four Scandlines vessels, thus proving the soundness of the concept.

Fuel savings and EEDI

In today’s market, green technol-ogy, fuel-savings, energy optimisa-tion and increased propulsion ef-fi ciency are more important than ever – both for new ship designs and retrofi t and upgrade solutions for existing ships. MAN Diesel &

Turbo will now further mature the energy saving technology it now owns and implement it in a great-er variety of customer solutions in-cluding, for example, the hydrody-namic integration of rudder bulbs, high-effi ciency rudders, hull fl ow-guiding devices and ducts.

Compared to conventional de-signs, Kappel propeller blade de-signs offer fuel savings of up to 6%. This improved Kappel design is re-lated to the blade design alone and

does not rely on improvements to other components, such as a rud-der bulb integrated with propeller and rudder.

Optimised propeller and propul-sion effi ciencies contribute to low-ering the EEDI (Energy Effi ciency Design Index) of ships, as every gram of fuel saved by means of higher propulsive effi ciency results in more energy-effi cient transport – as can be seen in the previous ex-ample by up to 6%.

Both new sales and the retro-fi t after-sales business will benefi t from the now MAN-owned tech-nology. In retrofi t installations, es-pecially in situations where ships undergo a changed operational profi le with slow-steaming and de-rating of main engines, MAN Diesel & Turbo will be able to deliver supe-rior propulsion solutions, including state-of-the-art propeller designs offering even larger fuel savings.

Low-pressure impulse-to-hull and G-type advantages

Compared to a conventional de-sign, Kappel propellers have shown lower pressure impulses, which means bigger and more ef-fi cient propellers can be utilised because of the reduced clearance between hull and propeller tip. Combined with the G-type MAN B&W engine, further improvement in propulsion effi ciency can be ex-ploited. The new, ultra-long-stroke, low-speed G-type has a longer stroke and lower engine speed with increased engine effi ciency, and deploys a larger and more ef-fi cient propeller for tomorrow’s en-ergy-optimised aft-ship designs. In such a combination, fuel con-sumption and CO2 emissions are reduced by up to 10%.

MAN Alpha propellers (FPP scale 1:28 models shown) with four-bladed conventional blade design (left) and fi ve-bladed with Kappel tip fi n design (right). As with the CPP range, the MAN Alpha FPPs also cover a power range of 4-40 MW, cor-responding to, for example, MAN B&W low-speed engines up to the G80ME-C9 series

Torben Johansen, Head of Propeller & Aft Ship Unit, MAN Diesel & Turbo shakes hands with Jens Julius Kappel (right) after signing the contract for the Kappel design business concerning propellers and all affi liated intellectual property rights including software in Copenhagen, Denmark

MAN Alpha Kappel tip-fi n design features and benefi ts: tip vortices are formed due to the difference in pressure between the pressure and suction side of the propeller as water moves from the region of high pressure to that of low pressure. The pressure on both sides near the tip will therefore equalise and the effi ciency of the tip region decreases. The Kappel design minimises the fl ow over the tip, and the outer region of the Kappel propeller therefore retains a high effi ciency increasing the total effi ciency of the Kappel propeller compared to conventional designs

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DIESELFACTS 2/2012

Bigger Compressor Trains Adapted For Larger PTA PlantsMAN Diesel & Turbo emerges as major supplier in a rapidly evolving market

Following a general trend aimed toward economy of scale, the size of purified terephthalic acid (PTA) plants has continued to grow.

MAN Diesel & Turbo is one of the major suppliers of compressor trains for such applications. It has installed several plants from 1.1 million to 1.2 million tons/yr (1.0 mil-

lion to 1.1 million tonnes/yr).This is a big step when com-

pared with the previous size of 826,700 tons/yr (750,000 tonnes/yr). However, the German compa-ny said it has received multiple or-ders for PTA plants with a capacity of 1.3 million to 1.4 million tons/yr (1.2 million to 1.3 million tonnes/yr)

— showing that the average size of

these plants is still on the rise.The architecture of MAN’s PTA

compressor trains follows the standard design, adopted in the early 1980s. It consists of a main integrally geared process air cen-trifugal compressor driven during the start-up phase by an electric motor/generator, a steam turbine and a turboexpander that active-

ly recovers power by expanding the off-gas supplied by the proc-ess. The steam turbine is directly connected to the integrally geared process air compressor via a sep-arate pinion drive.

While the main air compressor may be defined as a standard ma-chine with four to six stages, de-pending on the PTA process the customer has chosen, the other machines are specifically designed for PTA plants.

The steam turbine has to handle low-pressure live steam and fea-tures a very large casing with two additional admissions to make the best use of the process steam available. The frame size of this machine is very large when com-pared with its power output, but that size is imposed by the proc-ess conditions.

The turboexpander has to be constructed with the use of special materials to safely handle the off-gas that, in spite of being ‘cleaned’ prior to the turboexpander inlet, is still very aggressive.

These turboexpanders can ei-ther be of the integrally geared type, or with an inline configuration, depending on the process condi-tions and parameters.

When a single- or two-stage ex-pander is requested, an additional pinion can be mounted on the air compressor casing.

If the process supplies off-gas at high pressure and temperature, a separate four- to eight-stage in-line machine (similar in design to a steam turbine) can be a better, more efficient solution. In this case, the turboexpander is connected to the turbomachinery train through an auxiliary gearbox.

Once the PTA process has reached full load, the process steam and the power recovered by the off-gas turboexpander ex-ceeds the power needed to drive the main air compressor, and the surplus power is fed to the electric motor, which is then turned into a generator and supplies power to the grid.

For synchronous reasons, the whole train needs to run at fixed speed.

The demand for large PTA plants is mainly concentrated in China, In-dia and the Middle East.

MAN technology has been adapted to follow both the market trends as well as the latest design criteria.

Large MAN PTA compressor trains of 40,200 to 67,000 hp (30 to 50 MW) are the result of several years of experience, which has been transferred to the trains that will serve the new 1.3 million to 1.4 million tons/yr (1.2 million to 1.3 mil-lion tonne/yr) -sized plants.

Picture of an integrally geared compressor such as those used in PTA plants (Source: MAN Diesel & Turbo)

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

DIESELFACTS 2/2012

MAN Diesel & Turbo’s updated en-gine programme features several, positive changes to its two-stroke marine segment.

The most signifi cant of these is to the ME-B and G portfolios that are, respectively, increasingly fi nding favour in the coastal & river seg-ment in major markets such as China, Japan and Russia, and con-tainer traffi c.

The programme introduces an entirely new engine – the S30ME-

B9 type, which joins the existing 35, 40-, 46-, 50- and 60-cm models in the small-bore ME-B family.

The economical ME-B design utilises a camshaft-operated ex-haust valve and an electronically controlled fuel-injection system designed to meet Tier II emission requirements.

All ME-B engines in the updated programme can boast of improved SFOC fi gures compared to earlier versions owing to the introduction of variable exhaust valve timing in

response to market demand. This improved control of the exhaust valve significantly lowers EEDI fi gures and reduces fuel-oil con-sumption at part-load operation.

G-type engines

G-engines are hallmarked by their SFOC, energy effi ciency and abil-ity to meet all Tier II criteria. The G40 and G45 types are the new-est members of this family that was originally introduced in 2010 and represents another important step

towards a lower EEDI. G-series en-gines are ‘Green’ engines with an ultra-long stroke that reduces en-gine speed, thereby paving the way for ship designs with unprecedent-ed high-effi ciency.

Additionally, MAN Diesel & Tur-bo’s recent takeover of the Kappel

propeller portfolio adds fi xed-pitch expertise to its propeller portfolio. This development will accommo-date the use of G-type engines with just minimal changes in exist-ing ship designs, but even greater effi ciency.

Updated Programme Marks ProgressNew engine and increased effi ciency mark development of two-stroke portfolio

0

10,000

50

20,000

30,000

40,000

60 70 80 90 100 110 120 130 r/minSMCR speed

Main engineSMCR power kW

G40ME-B9.3G45ME-B9.3

Lowerrpm

LargerPropeller

HigherEfficiency

Fuel and CO2 Savings

68 r/min78 r/min

8 cyl.8 cyl.

8 cyl.

8 cyl.

8 cyl.

8 cyl.

83 r/min91 r/min 100 r/min

117 r/min125 r/min

97 r/min

G45ME-B9.3

105 r/min111 r/min

S80ME-C9.2

G70ME-C9.2

S70ME-C8.2

G60ME-C9.2

S60ME-C8.2

G50ME-B9.3 S50ME-B9.3

G80ME-C9.2

8 cyl.

8 cyl.

8 cyl.

Potential fuel savings of 4-7%

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

First Sale of Uprated L23/30H AnnouncedStrategic internal repositioning of four-stroke engines aims to further promote this illustrious GenSet with so much history.

In connection with MAN Diesel & Turbo’s recent repositioning of Holeby GenSets to within its Co-penhagen-based Low Speed busi-ness unit, the company has an-nounced the uprating of its classic

L23/30H workhorse. In a recent interview with

DieselFacts, Mikael C. Jensen, Vice President and Head of Engi-neering for the Low Speed Busi-ness Unit, confi rmed the uprating and stated it was the fi rst of many technical adjustments planned for the four-stroke programme.

MAN Diesel & Turbo states that the L23/30H Mk. 2 has already

had a positive response and in-creased orders for an engine that originally entered the market in the mid-1960s – to date, over 10,000 such engines have been reported as manufactured. Doosan reports having sold the fi rst uprated mod-el to Samjin Shipbuilding Industries (SSI) in Korea for a European oper-ator with delivery due in November 2012, while MAN Diesel & Turbo

says that several other of its licen-sees have already signed technical agreements for the production of a L23/30H Mk. 2 for another Euro-pean operator.

Mark 2

The MAN L23/30H Mk. 2 generat-ing set has undergone some sig-nifi cant design changes and can now boast of:

an increased power yield of just under 10%

a TCR turbocharger for great-er effi ciency and more service friendliness

a simplifi ed, integrated nozzle cooling system that reduces in-stallation costs

the introduction of a mono-coque design to reduce weight and cost.

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

Engine size Mk. 1 Mk. 2

720 rpm (60Hz) 130 kW/cyl 142 kW/cyl

5 cylinders 650 710

6 780 852

7 910 994

8 1,040 1,136


5 cylinders 675 740

6 810 888

7 945 1,036

8 1,080 1,184


6 cylinders 960 1,050

7 1,120 1,225

8 1,280 1,400

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

L23/30H L23/30H Mk. 2

Mean Effective Pressure 18.2/18.1/17.9 bar 19.9/19.8/19.6 bar

Max Firing Pressure 130/130/135 bar 145/145/150 bar

SFOC at 100% load 194/195/196 g/kWh 191/191/193 g/kWh

Source: MAN Diesel & TurboArchive photo of an L23/30H unit

DIESELFACTS 2/2012

In late 2011, MAN Diesel & Turbo conducted a web survey among more than 200 representatives of the global container and bulk shipping industry. Of these, 149 had imple-mented ‘slow steaming’, that is, low- or part-load operation.

The purpose of the survey was to investigate the approach of con-tainer lines as well as bulk and tanker operators to slow steaming, the retrofi t, de-rating and upgrade measures they had taken to max-imise their return on slow steaming, and how they evaluated the results of these measures.

Slow steaming

Since its initial introduction in 2007, the slow steaming concept has increasingly been adopted by the world’s shipping community. As such, the engines in the world’s fl eet are designed to run constantly at full load, a situation that is typi-cally not the optimal operational pattern today. This accordingly sets challenges for operators in terms of how to maximise perform-ance and competitiveness under these new operating conditions.

The slow steaming phenomenon has its origins in fuel costs; the vast majority of questionnaire respond-ents – both those who had and those who had not implemented engine retrofi ts – agreed that the price of fuel was the overriding rea-son for adopting slow steaming.

Apart from running at part-load, there are a number of other ways to further increase the fi nancial return from slow steaming. These include the use of slide fuel-valves, turbo-charger cut-out solutions, the up-grading of lubrication-oil systems (see text boxes), engine de-rating and propeller upgrading. Survey respondents that had adopted

one or more of these measures declared themselves pleased with the results.

These measures enable a more effi cient consumption of fuel and lubricating oil as well as an im-proved engine performance, add-ing signifi cant further gains to the annual savings of millions of dollars achieved by slow steaming itself.

Lower fuel consumption also means fewer emissions, a valu-able side-effect in a world of ever stricter environmental regulations. Survey respondents that had im-plemented engine upgrades rated factors such as the fouling of the exhaust-gas boiler, the presence of soot deposits in moving parts and having the correct lubrication as far

more important focus areas than respondents that had not.

Developing trend

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

Environmental compliance

Compliance with local environmen-tal relations is also important for shipping lines requiring access to certain countries and ports. There was a signifi cant difference in ap-proach to this question by those who had already implemented en-gine retrofi ts compared with those who had not. Those who had im-plemented engine retrofi ts were more inclined to address environ-mental compliance by investing in mechanical solutions that were certain to deliver the necessary ad-vantages within a reasonable pay-back time.

You can download the entire sur-vey and see the short fi lm – Slide Fuel Valves – making slow steam-ing possible – at: www.manslowsteaming.com

Study of Slow Steaming Practices in the Global Shipping IndustryMAN PrimeServ-conducted survey from June 2012 features a comprehensive poll of representatives from the global container, bulk and tanker shipping industry

A consequence of substantial over-lubrication at low load is the gen-eration of deposits on the piston crown and rings, increasing the risk of damage to the cylinder liners. Over-lubrication represents a waste of resources. The Alpha Lubricator Upgrade offers lubrication optimi-sation at all engine loads.

Benefi ts Cylinder lubrication oil savings of 20-50% at low load More accurate feed-rate control at all engine loads Minimal over-lubrication at low load, reducing deposits and improv-

ing cylinder condition Implementation of latest design features Upgraded interface by latest software version.

The Alpha Lubricator Upgrade is recommended for all large-bore MC engines (70-98 bore) and older installations in small-bore engines.

12K98MC-C example

A useful example of the savings the Alpha Lubricator Upgrade can offer can be taken from a 12K98MC-C engine operating at 10% load. MAN Diesel & Turbo measured a lube-oil consumption of 240 l/day prior to the upgrade and 100 l/day afterwards. At 6,000 h/year and 1,200 EUR/t, this represents yearly savings of 42,000 EUR.

Alpha Lubricator Layout – Lubrication algorithm

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

2.00

35 40 45 50 55 60 65 70 75 80 85 90 95 100

Reduction factor [-]Specific feed rate [g/kWh]

Engine rpm (of MCR) [%]

Cylinder oil feed rate

~10% Engine load ~25% Engine load

Breakpoint at 15 revolution/injectioncorresponding to ~35% engine load

High load breakpoint

25% load breakpoint

Reduced load breakpoint

The new lubricator layout reduces the engine power level at which the algorithm, controlling the cylinder oil feed rate, changes. The ‘breakpoint’ is moved to the left. The Alpha Lubricator Upgrade enables the cylinder oil feed rate to follow a lower curve. The marked area in the fi gure above corre-sponds to the potential lubrication oil savings from upgrading the system.

Slow Steaming Kit: Alpha Lubricator Upgrade

An MAN PrimeServ service engineer pictured during the retrofi t of a turbocharger cut-out system

1

DIESELFACTS 2/2012

Slow Steaming and SFOC Reductions: Turbocharger Cut-Out

Of a ship’s total operational costs, fuel accounts for by far the greatest proportion. By installing a Turbocharger Cut-Out System, an operator gains the option of disabling one of the turbochargers during low-load operation. This, in turn, improves the performance of the remaining turbochargers and reduces SFOC.

This solution has been very well received in the shipping industry since its introduction and, with MAN PrimeServ al-ready having received more than 200 orders, it is quickly becoming a standard retrofit choice aboard many vessels. PrimeServ offers TC cut-out for 3 and 4 turbocharger set-ups and can also take care of any associated IMO NOx cer-tification.

SFOC reductions recorded in service with a 12K98ME

185

180

175

170

165

16020

Standard 1 of 3 1 of 4 1 of 2

30 40 50 60

Engine Load %

g/k

Wh

70 80 90 100

SFOC reductions recorded in service with a 12K98ME

Turbocharger Cut-Out with Swing Gate Valves Set of gate valves Control system Installation Engine adjustment

Slide Fuel-Valves

Engines that are not fitted with slide fuel valves are difficult to operate at low-load on account of soot formation. Such engines have to be regu-larly driven at high revolutions to clean the ex-haust channels.

Slide fuel valves come as standard on all new MAN B&W engines but can also be retrofitted on MC engines. Such valves eliminate the so-called ‘sac volume’, a measure which eliminates dripping from the fuel-valve nozzle and leads to a cleaner combustion chamber, cleaner ex-haust-gas passages and reduced emissions. Furthermore, the slide fuel-valve has a NOx re-duction potential of 20% because of the changed injection pattern. The fuel valve is a NOx component and, therefore, requires an amendment to the technical file. The level of NOx reduction is found by comparing the con-ventional and the slide type injection valve.

With the recent trend of increased fuel prices and the introduction of strict environmental measures, and with even tougher legislation due in the near future, many shipowners have begun to show interest in im-proving the efficiency of the power systems aboard their ships.

While the rising fuel prices have negatively affected most supply chains through fuel surcharges or increased operating costs, there is still opportunity for larger com-panies – dealing directly with ship-owners and brokers – and for busi-nesses that depend on shipping for their trade to exploit the sup-ply chain efficiencies latent in the maritime sector. As such, there is no doubt but that shipping will re-tain its importance in the future as the only efficient way of transport-ing most goods.

Green initiatives

Recent news reports have cov-ered how Hapag-Lloyd, one of the world’s largest container shipping lines, became the first shipping company globally to have its fleet certified in accordance with the In-ternational Maritime Organisation’s (IMO) Energy Efficiency Design In-dex (EEDI).

Other news has included well-known industry names, such as the Port of Los Angeles, Mae-rsk line, Teekay, ABB, Heidmar, Hanseatic Tankers, Starbulk and Wärtsilä that have taken things a step further and joined the Carbon War Room initiative, which has published the energy efficiency rat-ings of over 50,000 vessels online. Simultaneously, major companies such as Coca-Cola, Nike and Wal-

Mart have created a container-spe-cific index called the Clean Cargo Working Group (CCWG) index. Currently accessible by shipown-ers and shippers alone, it nonethe-less represents a move in the right direction in terms of environmental consideration.

Technical initiatives

While a modern, two-stroke die-sel engine has one of the high-est thermal efficiencies of today’s power systems, even this can be improved by integrating the diesel engine with other power systems.

To this end, MAN Diesel & Turbo offers highly efficient steam and

gas turbines as part of its innova-tive Waste Heat Recovery (WHR) system portfolio. The company is a package supplier that can integrate a WHR system – including econo-misers, steam/power turbine gen-erator and condensing unit – into a vessel and guarantee the perform-ance of the complete WHR system

cycle. It can also deliver a pack-age that includes the shaft genera-tor/motor system, which provides substantial flexibility for a complete WHR cycle.

MAN Diesel & Turbo has clear-ly seen the possibilities offered by waste heat recovery, which gener-ates power from energy that oth-erwise would be lost to the at-mosphere. The WHR principle has been common knowledge for decades but was not widely ex-ploited within the marine segment until recently. Today, environmental factors such as concern over car-bon footprints, as well as general improvements to vessel efficiency, have aroused major interest among shipping companies in general. As such, MAN Diesel & Turbo has the knowledge and know-how to push shipping efficiency to the next level.

MAN Diesel & Turbo’s WHR sys-tems consist of high quality and highly efficient machinery that sig-nificantly increases overall vessel efficiency, all in close cooperation with yards, designers and owners. The systems are also an effective way to reduce the EEDI index.

In today’s market, low-load op-eration of main engines has be-come the norm, one which seems destined to prevail for years to come. While low-load operation can potentially extend payback times, MAN Diesel & Turbo projects specific calculations for interested customers and frequently engages owners in direct dialogue regard-ing the operational profile of their vessel. The ultimate aim is to find the optimum specification and uti-lisation profile for installing WHR equipment.

Changing Nature of Marine Sector Prompts Creation of Green InitiativesRising fuel prices and stringent emission legislation drive technical developments

MAN Diesel & Turbo recently signed a cooperation agreement with Opcon, the Swedish energy and environmental tech-nology company, to exploit the possibilities arising from the merging of Opcon’s ‘Powerbox’ Waste Heat Recovery technol-ogy with that of MAN Diesel & Turbo

Obtainable load range after one Turbocharger Cut-Out

No. of TCs 2 of 3 3 of 4

Load range 10 - 66 % MCR 10 - 74 % MCR

Source: MAN Diesel & Turbo

2 3

DIESELFACTS 2/2012

MAN Diesel & Turbo Schweiz AG has completed the acqui-sition of Swiss based mag-netic bearing specialist Mecos Traxler AG. Following several years of joint research and de-velopment and a first success-ful compressor train installation with Mecos’ magnetic bearing technology, a further step to-wards a close partnership has been taken. The acquisition by MAN Diesel & Turbo’s Oil & Gas Business Unit in Zurich (Swit-zerland) will further push the joint growth, especially in the Oil & Gas business.

Mecos Traxler AG, based in Winterthur (Switzerland), is the

world’s largest privately owned and independent company for the development and produc-tion of active magnetic bearing systems. Since its foundation in 1988, Mecos has launched magnetic bearing solutions for compressors, turbines and oth-er high-speed rotating machin-ery serving in various industrial applications such as high-pow-er laser, ultra-high vacuum and gas compression.

Mecos will continue business under its established brand and will continue to serve its existing customer base and develop fur-ther partnerships.

MAN Diesel & Turbo Completes Purchase of Mecos Traxler

When MAN Diesel & Turbo started developing a variable turbine ge-ometry for the largest exhaust-gas turbochargers at end of the ‘90s, nobody would have predicted that the technology would one day be one of the most effective features in reducing the fuel-oil consump-tion of medium- and low-speed engines.

Today, four years after its market release in May 2008, the VTA ref-erence list exceeds 100 entries, covering the TCR20, TCA55, TCA66, TCA77 and TCA88 tur-bocharger frame sizes. As such, VTAs are installed on four-stroke gas engines and medium-bore and large-bore, two-stroke die-sel engines powering bulkers, tankers and container vessels to support ship operators’ part-load or slow-steaming strategy.

In recognition of this achieve-

ment, MAN Diesel & Turbo was awarded the prestigious Sea Trade Award for the VTA in the Protection of the Marine and At-mospheric Environment catego-ry in 2010.

The first unit delivered for com-mercial use has, to date, accu-mulated more than 20,000 oper-

ating hours running on HFO and confirmed its reliable operation as well as fuel savings of up to 5 g/kWh. In addition to the fuel savings, the VTA will also con-tribute to the reduction of the En-ergy Efficiency Design Index (EEDI) when it comes into force for ships built after 2013.

VTA Sales Top 100 Mark

TCA turbocharger with Variable Turbine Area (VTA) for engine part- or low-load optimisation

MAN Diesel & Turbo Hellas (MDT Hel-las) was formally awarded the ISO 9001:2008 certification by Lloyd’s Register Quality Assurance on June 5th 2012. The award ceremony was held at MAN’s stand at the Posidonia International Maritime Exhibition in Athens.

The widespread application of the ISO 9001:2008 standard and its significant importance in manag-ing quality along the supply chains led MAN Diesel & Turbo Hellas to seek certification.

However, it was not here that the MAN Group’s journey to quality started. Quality management has always been an important part of the organisation and has always been in focus, from sourcing, pro-duction, assembly, to testing and commissioning of products, in-cluding PrimeServ activities. In-deed, the MAN Group now pre-dicts the Greek business unit as contributing even further to and enhancing the group’s long-lasting commitment to quality.

During the awards ceremony, the ISO certificate was handed to Dr Stephan Timmermann – Exec-utive Board Member of MAN Die-sel & Turbo S.A. responsible for the Maritime Business, and Dimi-tris Vlantos – Managing Director of MDT Hellas, by Mr Tom Boardley – Lloyd’s Register Marine Director, in the presence of Apostolos Poulo-vassilis – Lloyd’s Register Regional Marine Manager EMEA, and John Kalafatis – LRQA Business Centre Manager EMBS.

Dimitris Vlantos said: “ISO cer-tification is very important to our

office as it helps us manage our systems in the direction of con-tinuous improvement. The unique approach of LRQA Business As-surance assessors helped us see tangible benefits from this process, while also helping us identify op-portunities for improving perform-

ance and reducing risk.”John Kalafatis said: “We are here

to celebrate the Quality Manage-ment System Certification of MAN Diesel & Turbo Hellas and most of all to congratulate MAN Group’s true commitment for continuous improvement and provision of high

quality products and services. It is really encouraging to see that, in today’s difficult times, companies like MAN rely on their management systems to further manage their business risks.”

Dr. Stephan Timmermann add-ed: “In the light of serving the mar-

ket with the highest level of profes-sionalism, this certification is a very important milestone, and is some-thing we aim for at every site of our global organisation of more than 110 hubs. I therefore heartily con-gratulate our office in Piraeus on this great achievement.”

Greece Receives Stamp of ApprovalMAN Diesel & Turbo Hellas awarded ISO certification for system management quality

Present at the ceremony at the Posidonia Exhibition were (left to right) John Kalafatis, Tom Boardley, Dr. Stephan Timmermann, Member of MAN Diesel & Turbo Executive Board, Dimitris Vlantos and Apostolos Poulovassilis

DIESELFACTS 2/2012

A reliable supply of electricity is es-sential for global economic growth. Given the need for reliability of sup-ply and the environmentally-friendly use of resources, the demands in terms of the energy mix are chang-ing; a flexible range of supply options and efficient, decentralised produc-tion are now more important than ever before.

MAN Diesel & Turbo’s involvement with electrical power generators goes back to 1904 when it sup-plied the first ever diesel genera-tor sets to the Kiev Tram System. More than ever before, the com-pany’s development focus is on its engines’ environmental perform-ance where it uses its unrivalled grasp of large engine technolo-gy to make progressively cleaner, more powerful and more efficient engines.

Powerful perfromance

A reliable supply of electricity is es-sential for global economic growth. Given the need for reliability of sup-ply and the environmentally-friend-ly use of resources, the demands in terms of the energy mix are changing; a flexible range of sup-ply options and efficient, decen-tralised production are now more important than ever before.

MAN Diesel & Turbo provides a reliable electricity supply with its highly efficient 20V35/44G gas engine. The newly developed Otto gas engine is suitable for smaller decentralised power plants and can also be deployed in large pow-er plants of up to 300 MW.

For this solution, MAN Diesel & Turbo draws on its extensive glo-bal expertise in delivering custom-

ised turnkey power plants. In order to achieve the highest efficiency rates and maximise sustainability, the company has implemented an integrated gas strategy, which in-corporates both its engine and tur-bine technologies.

Combined cycle

To meet the requirements of high efficiency and environmental friendliness in the production of power, MAN Diesel & Turbo has developed a power cycle process for stationary power plants that uti-lises heat from the engine exhaust gases for the production of live steam in a bottoming process.

The steam is expanded in a steam turbine, which produces electrical energy via the Clausius-Rankine cycle. This additional elec-trical energy is produced without consuming additional fuel, which is the strength of the combined cycle.

An example layout of a power station with gas engine combined cycle is shown in the illustration here. The power house contains the engines and the steam turbine with their generators. The hot ex-haust gases flow through the heat recovery steam generators before they enter the stacks. The steam

is re-cooled by a condenser. The electrical power produced by the engines and the steam turbine is then supplied to the grid at the sub-station.

Otto 20V35/44G engine

The gas engine reaches an output of 10.6 MW, has an electrical ef-ficiency of 47.3%, features many innovative technological elements and complies with all current emission limits solely by in-engine measures.

With its newest gas engine, MAN Diesel & Turbo is bringing the ben-efits of gas engines to power and cogeneration plants with electrical outputs of 100 to 300 MW.

Power density

The 35/44G is offered in a V-type version with 20 cylinders and an output of 10,600 kW

m. Its rated outputs – 530 kW per cylinder for 50 Hz power generation and 510 kW for 60 Hz power generation – give the 35/44G best-in-class pow-er density among gas engines.

The advantage of gas-fired pow-er plants lies chiefly in extremely low emissions coupled with a high level of efficiency. Due to the low-er carbon content of the fuel, gas

engines emit around 25% less CO2 than diesel engines. Nitrogen ox-ide (NOx) emissions are roughly 80% lower, while emissions of sul-phur oxides, soot, and particles are virtually non-existent.

Lean-burn concept

In a lean-burn gas engine, the mix-ture of air and gas in the cylinder is lean, i.e. more air is present in the cylinder than is needed for complete combustion. With lean-er combustion, the peak temper-ature is reduced and less NOx is produced.

Advanced Ignition Technology

The ignition system comprises a capacitive discharge system and an ignition coil, which delivers the necessary high voltage via an igni-tion lead to the spark plug.

To improve combustion, the spark plug is located in the pre-chamber. Gas is precisely metered to the pre-chamber by means of a separate valve.

In conjunction with the lean mix-ture from the main chamber, which is fed into the pre-chamber by the compression cycle, this creates a highly efficient, almost stochiomet-ric mixture. This is ignited using the

spark plug, providing an ignition amplifier for the main chamber.

SaCoSone

The 35/44G engine is equipped with the SaCoSone safety and con-trol system. Built with integrated self-diagnosis functions and tar-getting maximum availability, Sa-CoSone guarantees reliable engine operation with an optimum opera-tion range between knocking and misfiring. Furthermore, each en-gine cylinder is regulated on an in-dividual basis.

Cogeneration or combined cycle

In addition to using thermal energy recovered from engine sources for heating or cooling in cogeneration or tri-generation applications, the exhaust heat of the 35/44G engine can also be used to produce steam to drive a steam turbine generator. As a result of this capability, the overall output and efficiency of a power plant can be increased with-out additional fuel costs.

Further major benefits of the 35/44G

Reliable power source: 10,600 kWm rated power

Low fuel costs: 47.3% el. effi-ciency single cycle

Heat utilisation: > 90% total ef-ficiency

Short power ramp up time: 100% load within 8 minutes

Ambient temperature compen-sation: ΔTair = 40 Kelvin without power derating

Easy maintenance / high avail-ability

High safety standards Excellent load response.

A Real Powerhouse of a SolutionOtto 20V35/44G engine brings gas benefits and is ready to meet future power needs

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

DIESELFACTS 2/2012

For further information

MAN Diesel & TurboGroup Marketing [email protected] www.mandieselturbo.com

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

Publisher: Peter Dan Petersen, Group Marketing 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.

The newest MAN PrimeServ Acad-emy held its official opening on 21 May 2012 in Frederikshavn, Den-mark, in the process becoming the 11th training and education centre in MAN Diesel & Turbo’s global network.

The formal opening of the new facil-ity was marked by a traditional rib-bon-cutting ceremony and a series of speeches delivered by Ole Sohn

– the Danish Minister for Business and Growth, Lars Møller – Mayor of Frederikshavn, Wayne Jones

– Head of the PrimeServ Diesel Business Unit, Dr. Stephan Tim-mermann – Executive Board Mem-ber of MAN Diesel & Turbo, along with Poul Knudsgaard – Head of PrimeServ Four-Stroke Denmark and Site Manager of MAN Diesel & Turbo, Frederikshavn, who also hosted the event.

In his opening speech, Knuds-gaard said: “It’s with very great pride I stand here today. It’s really a dream come true for Frederik-shavn with a new asset and a clear sign of the company’s transforma-

tion from manufacturing to service and knowledge.”

The specific focus and core competencies of the new Prime-Serv Academy are centred on pro-pulsion plants, aft-ship solutions,

propellers and control systems. Frederikshavn offers general train-ing programmes as well as more specialised ones for specific target groups within a typical shipowner organisation. These range from general understanding of manoeu-vring functionality and handling for navigators, through optimised op-eration, maintenance and repair actions for engineers and super-intendents, to in-depth knowledge, fine-tuning and troubleshooting training for specialists.

Instructors at the new academy will host several streams of training sessions. These will range from ba-sic, standard training programmes and/or special, tailor-made train-ing sessions held in Frederikshavn with simulator drills, hands-on full-scale products and test-rig facilities to, for example, optional training performed on-site at a shipowner premises or even aboard a ship.

Poul Knudsgaard added: “Train-ing is a prerequisite for optimising the performance of a plant and safeguarding customers’ invest-ment. In addition, the MAN Prime-Serv network promotes a constant and direct exchange of knowl-edge among customers, suppli-ers and our Research & Develop-ment organisation. This helps us to continuously increase our mar-ket orientation and our customers’ satisfaction with our performance.”

For a list of the product areas in which MAN PrimeServ Academy Frederikshavn will provide special-ist training, see the table above.

Today, MAN Diesel & Turbo has established PrimeServ Academies in Augsburg, Busan, Copenhagen, Fort Lauderdale, Frederikshavn, Nuremberg, Oberhausen, Shang-hai, Saint-Nazaire, Stockport and Zurich.

Frederikshavn Opens its Doors PrimeServ invests significantly in propulsion and propeller training at Danish location

Guests pictured in the new PrimeServ Academy’s propeller training department

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

Propulsion engines MAN L27/38 and MAN L21/31

Gearboxes MAN Alpha AMG range

Propellers MAN Alpha CPP Mk 3 and Mk 5 range

Engine control and monitoring

systems

Alphatronic 2000 and SaCoSone

Propulsion control systems Alphatronic 2A and 2000

Source: MAN Diesel & Turbo

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

Find more information at:

http://www.mandieselturbo.com/0000134/PrimeServ/PrimeServ-Academies.html

df_2012-2

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