1/2013A Technical Customer Magazine of MAN Diesel & Turbo

Colossus to Stride the Seven SeasWorld’s largest windfarm installation vessel

> Page 4

US Oil Major Places Ultra-Efficient OrderChevron Corporation orders G-type with EGR

> Pages 5

Investigation of Ice Classed ShipsNew technical two- stroke paper

> Pages 6-7

Order Book Reflects Growing InterestUnprecedented high efficiency G-type

> Page 8

Exhaust Gas Recirculation technique makes marine diesel engine IMO Tier III NOX-compliant.

MAN Diesel & Turbo, together with HHI-EMD, the engine and machin-ery division of Hyundai Heavy In-dustries, has presented the first IMO Tier III-compliant diesel en-gine utilising EGR (Exhaust Gas Recirculation). The presentation of the engine took place at HHI-EMD production facilities in Ulsan, South Korea on 9 October 2012 when a group, representing shipyard and shipowners, was invited to an infor-mal presentation of the new engine type – an MAN B&W 6S80ME-C9 with integrated EGR.

The EGR system represents a milestone in Tier III development that enables the engine to meet IMO Tier III NOx regulations, which

will be introduced in ECAs (Emis-sion Controlled Areas) from 2016. The new development means that this strict emissions limit can be met without significantly com-promising engine performance. In this respect, MAN Diesel & Turbo’s Søren H. Jensen, Vice President and Head of Research & Devel-opment, Marine Low Speed, said: “Testing achieved a low penalty, equivalent to 1-3 g/kWh, which is even better than our most optimis-tic expectations.”

The EGR system was designed, produced and assembled in close cooperation with HHI-EMD, Alfa Laval, Siemens, GEA and Vestas Aircoil. This close cooperation has ultimately resulted in a reliable pro-totype engine configuration...

Continued on page 2

MAN Diesel & Turbo Engine Clinches World Emissions First

Just days after MAN Diesel & Turbo announced the first order for its low-speed, dual-fuel ME-GI engine, prom-inent shipping company Teekay also placed an order, bringing the number of confirmed engines up to six, plus options.

American shipping company, TOTE, signed a contract with its compatriot shipyard NASSCO in San Diego for the construction of two new state-of-the-art container ships with an option for three more vessels for primarily domestic serv-ices. The vessels will each be pow-ered by an 8L70ME-GI dual-fuel gas-powered engine.The two 3,100 TEU vessels will be the most environmentally friendly container ships in the world, pow-ered primarily by liquefied natural

gas (LNG), and will operate be-tween Florida and Puerto Rico. The ships will be built at the NASSCO shipyard in San Diego and will be designed by Korean DSEC, part of Daewoo Shipbuilding & Marine En-gineering (DSME). Construction for the first containership is scheduled to begin in the first quarter of 2014, with delivery to occur by the fourth quarter of 2015; the second ship will be delivered in the first quarter of 2016.

Teekay

Teekay LNG Partners L.P., an off-shoot of Teekay, the international shipping group, has placed an or-der for two LNG carriers powered by 2 × 2 5G70ME-GI engines, in-cluding an option for three fur-ther ships. The propulsion solution

Teekay has chosen is the most fu-el-efficient, low-emission method available on the market.

Peter Eversen, Chief Executive Officer of Teekay GP LLC said: “The newbuildings will be con-structed with M-type, Electronical-ly Controlled, Gas Injection (ME-GI) twin engines, which are expected to be significantly more fuel-effi-cient and have lower emission lev-els than other engines currently be-ing utilized in LNG shipping.”

He continued: “MAN’s ME-GI engine is highly suited to the LNG carrier market and is recognized as the most fuel-efficient gas-burning engine on the market. We are con-fident that the quality and fuel-ef-ficiency of these engines will be...

Continued on page 3

ME-GI Orders Kickstart New Era of PropulsionProminent Teekay also chooses fuel flexibility

World’s Greatest Visits Copenhagen /Page 4

PAGE 2 DIESELFACTS 1/2013

Continued from front page

...that MAN Diesel & Turbo states will form the basis for its future low-speed diesel programme.

Søren H. Jensen further stat-ed: “As a promising spin-off ben-efit, the engine can also run in a fuel-optimised Tier II mode that fa-cilitates an approximate 4 g/kWh fuel-oil consumption reduction at part load.” As such, MAN Diesel & Turbo reports that this makes the engine even more efficient than today’s high-efficiency Tier II en-gines during transoceanic opera-tion. This favourable result was ac-complished through a combination of sequential turbocharging, turbo-charger cut-out and low EGR rates.

The engine will be installed in a Maersk Line C-class container vessel, currently under construc-tion at Hyundai’s shipyard. The ship is due for delivery in the first quarter of 2013 and is bound for service between South East Asia and West Africa. The A.P. Moller – Maersk Group and MAN Diesel & Turbo have agreed to operate the engine 20% of the time in IMO Tier III mode, and to otherwise favour the fuel-optimised Tier II mode with low EGR rate. MAN Diesel & Turbo intends to follow the engine’s per-formance closely over the next three years in order to gain service experience and further increase the EGR system’s reliability for fu-ture engines.

The MAN B&W 6S80ME-C9 engine with integrated EGR pictured at Hyundai Diagram of the Exhaust Gas Recirculation system

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World Emissions First

2

3

1

4

5

6

7

1 EGR inlet pipe & pre-scrubber (not seen)

2 Distribution chamber

3 EGR cooler

4 EGR blower

5 EGR scrubber

6 Water Mist Catcher

7 EGR mixing

PAGE 3DIESELFACTS 1/2013

ME-GI Orders Kickstart New Era of Propulsion

Continued from front page

...very attractive to our customers.”Furthermore, the Teekay engines

are based on the new ultra-long-stroke G-type concept to deliver an even higher overall propulsion plant efficiency. Previously, the G-type engine has gained the fastest market acceptance of any engine in the MAN B&W portfolio.

The ships will be constructed by Daewoo Shipbuilding & Marine Engineering CO., LTD., (DSME) of South Korea. Teekay LNG Partners L.P. intends to secure long-term contract employment for both of the two 173,400 cubic metre LNG carriers prior to their delivery in the first half of 2016.

Ole Grøne, Senior Vice President Low Speed Sales and Promotions, MAN Diesel & Turbo, said: “Our experience with two-stroke, dual-fuel engines stretches back to the 1990s. With the current develop-ments in fuel prices and multiple customer requests for a solution, the momentum towards the de-velopment of a commercial, low-

speed dual-fuel engine became unstoppable. We see these orders as a natural culmination, and see the ME-GI as the beginning of a significant new era.”

Hyundai

The new orders have been placed since Hyundai revealed the first, commercial MAN B&W ME-GI en-gine at a large customer event in Korea on 9 November 2012. The ME-GI is a gas-injection, dual-fu-el, low-speed diesel engine that, when acting as main propulsion in LNG carriers or any other type of merchant marine vessel, can burn gas or fuel-oil at any ratio, depend-ing on the energy source available on board and the relative cost of combustibles as well as owner preference.

The ME-GI type was successful-ly demonstrated at the ceremony in Korea, culminating in it achiev-ing 100% load when powered by gas with a minimal amount of pilot oil for ignition. The engine subse-quently passed its Type Approval Test at the end of November.

The ME-GI engine

Originally unveiled at a major event at MAN Diesel & Turbo’s Copenha-gen Diesel Research Centre in May 2011, the ME-GI engine represents the culmination of many years’ work that began in the 1990s with the company’s prototype MC-GI dual-fuel engine that entered serv-ice at a power plant in Chiba, near Tokyo, Japan in 1994.

Depending on relative price and availability, as well as environmen-tal considerations, the ME-GI en-gine gives shipowners and opera-tors the option of using either HFO or gas – predominantly natural gas but also, eventually, LPG. MAN Diesel & Turbo sees signifi-cant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, previous re-search indicates that the ME-GI engine delivers significant reduc-tions in CO2, NOx and SOx emis-sions. Furthermore, the ME-GI en-gine has no methane slip, and is therefore a very environmentally friendly technology.

MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine, extending from LNG and LPG carriers to other oceangoing vessel segments such as contain-er ships as well as ships that ply a fixed trade. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution that is retrofittable for all existing ME engines.

About TOTE

TOTE Inc. is one of the United States leading marine transporta-tion companies. TOTE Inc.’s mari-time subsidiaries include the well-known TOTE Shipholdings Inc., Totem Ocean Trailer Express and Sea Star Line, which provide regu-lar marine transportation for gen-eral cargo between the continen-tal United States and Alaska and Puerto Rico. TOTE Inc. is a whol-ly-owned subsidiary of Saltchuk Resources, Inc., a family owned, Seattle, Washington-based hold-ing company of freight transpor-tation and petroleum distribution companies.

About NASSCO

Part of the General Dynamics Cor-poration – the US aerospace and defense company – NASSCO has designed and built ships in San Di-ego’s industrial corridor since 1960 and has locations on both the U.S. west and east coasts. The compa-ny specialises in the design, con-struction and repair of auxiliary and support ships for the U.S. Navy, as well as oil tankers and dry cargo carriers for commercial markets.

About Teekay

Teekay LNG Partners L.P. is a pub-licly-traded master limited partner-ship formed by Teekay Corpora-tion, one of the world’s largest shipping companies, as part of its strategy to expand its operations in the LNG and LPG shipping sec-tors. It provides LNG, LPG and crude oil marine transportation services primarily under long-term, fixed-rate charter contracts with major energy and utility companies through its fleet of 27 LNG carriers, five LPG/Multigas carriers and 11 conventional tankers.

Rendering of new TOTE ship (Source: General Dynamics NASSCO)

MAN Diesel & Turbo has won the contract to supply the engines for two Greek LNG carriers (LNGCs). The installation of the MAN 51/60DF dual-fuel engines aboard the newbuildings represents an important first such reference in this segment.

The new order covers 2 × 9L51/60DF + 2 × 8L51/60DF en-gines, a total of 34 MW installed

power per vessel. Each engine is IMO Tier II-compliant in die-sel mode with lower exhaust-gas emissions in gas mode than IMO Tier III stipulates – fuel-sharing mode will be applied to each unit.

Greek customer

The customer is Athens-based Al-pha Tankers and Freighters Inter-national Ltd. Both newbuildings

will be 160,000 m³ carriers and are DFDE (dual-fuel diesel electrical)-driven. An option for further ves-sels and engines exists.

Due for construction at STx Off-shore & Shipping Co. Ltd. in South Korea, MAN Diesel & Turbo reports that engine delivery for both ves-sels is due in the fourth quarter of 2013 with vessel delivery to follow in 2014 and 2015. The engines will

be built at MAN Diesel & Turbo’s Augsburg plant in Germany.

Fuel-sharing mode

The order is the first LNGC new-building globally with fuel-sharing capability. The company’s LNG sales team, based in Augsburg, Germany, has promoted this spe-cial feature since 2009 with a spe-cial focus on LNG carrier applica-

tions. To optimise the carriers’ fuel flexibility in fuel-sharing mode, the dual-fuel engines are capable of burning both gaseous and liquid fuels simultaneously. This will prove especially beneficial during ballast voyages where the volume of gen-erated, natural boil-off gas is sig-nificantly lower than on a laden voyage.

Greek Shipowner Sees the Advantage of Employing Fuel-Sharing ModeLNG carriers employing 51/60DF engines are first reference in important segment

PAGE 4 DIESELFACTS 1/2013

DieselFacts received an exclusive tour around the massive ship from Lars Blicher, General Manager & Di-rector of Danish company Swire Blue Ocean A/S.

Swire Blue Ocean provides serv-ices to the offshore wind industry and its newest vessel, the state-of-the-art Pacific Orca, was chris-tened in October in Copenhagen. Built in Korea by Samsung over 1½ years, the 8 × MAN 9L27/38 GenSets for diesel-electric pro-pulsion were built by Doosan. The subsequent trip from Korea to Denmark took 80 days.

Pacific Orca is the world’s most modern WIV with an overall length of 160.9 m, a breadth of 49.0 m, and a speed of 13.0 knots. The ship is designed to transport up to 12 × 3.6 MW disassembled off-shore windmills and its main crane has a maximal capacity of 1,200 tons.

Lars Blicher told DieselFacts: “The engines are hugely important

as we have to be able to rely on them. They are diesel-electrics so, if any fail, we have others to take over. We opted to put identical en-gines in the ship to make life easier when it comes to spare parts and

maintenance.” He continued: “There is a lot of

redundancy in the engines and, in our experience, MAN engines are very reliable and easy to work with. We are delighted to have MAN en-

gines on board our vessel.”Blicher also said: “It is a 3rd gen-

eration ship for the wind turbine in-dustry, but also works in the oil and gas sector where we have to de-commission platforms in the North Sea. Our unique selling point is the large weather window we have. The crane can work in up to 20-metre-per-second winds and the ship can manoeuvre in 2.5-metre waves. This means that, when other ves-sels have to give up, we can sail out to the site and be ready. So we are much more efficient.”

Safety is enhanced through a 6-leg design that allows the ves-sel to remain stable in the event of a leg penetrating the seabed dur-ing operations. With a large cargo area and high capacity deck load-ing, the vessel offers great flexibil-ity in the carriage and installation of wind turbines and foundations of all types and sizes.

Pacific Orca has an operations crew of 25-30, but the ship can ac-commodate up to 111 persons on

board, each with an individual cab-in and en suite facilities. The unique vessel is propelled using four 3.4 MW azimuth stern thrusters. It has no rudder but is instead equipped with two bow thrusters and two bow-tunnel thrusters, each provid-ing 2.2 MW in power, that give the ship a unique manoeuvrability.

Swire Blue Ocean

With a long history of successful marine and engineering operations and a strong focus on the environ-ment, Swire Blue Ocean provides premium level services to the off-shore wind industry. Its innovative vessels, combined with a long-standing reputation as a provider of high quality, reliable and safe off-shore support services, efficiently installs offshore wind turbines.

Download the Diesel-Facts App on your tab-let and get access to

extra Pacific Orca material includ-ing video and many more photos.

A New Colossus Prepares to Stride the Seven SeasMAN engines provide the driving force for the gigantic ‘Pacific Orca’, the world’s largest windfarm installation vessel (WIV).

Lars Blicher, General Manager & Director of Danish Swire Blue Ocean A/S

The Pacific Orca pictured at berth in Copenhagen harbour

PAGE 5DIESELFACTS 1/2013

G-type engines with integrated EGR system offer both high efficiency and low NOX emissions.

MAN Diesel & Turbo has received an order from Chevron Corpora-tion, the American multinational energy company, for two lighter-ing newbuildings with each vessel to be powered by an MAN B&W 6G70ME-C9.2 prime mover. The newbuildings will each use an MAN Diesel & Turbo EGR (Exhaust Gas Recirculation) system to help their ME-C prime movers meet Tier III emission standards well in ad-vance of requirements coming into effect. The engines will also retain the ability to switch to Tier II opera-tion when outside the ECA (Envi-ronmental Control Area).

MAN Diesel & Turbo states that the engine for the first vessel has a delivery date in December 2012, with the second due in early 2014 and the vessels due for delivery in 2014. Chevron has also ordered 1 × MAN 8L27/38 + 2 × MAN 7L21/31 gensets for each vessel. Doosan Engine will construct both gensets and G-type engines at its works in Korea.

Exhaust gas reduction

Generally, ships use HFO as fuel, which contains sulphur and forms NOx and SOx during combustion. MAN Diesel & Turbo’s EGR system ensures full fuel flexibility, ranging from HFO to distillates and natural gas, and reduces NOx by directing part of the exhaust gas back into the engine’s scavenge air. This re-duces the oxygen content of the air in the combustion chamber, there-by lowering the combustion tem-perature and, as a result, reduces NOx formation. Tests at MAN Die-sel & Turbo’s Diesel Research Cen-tre in Copenhagen have shown that EGR alone can achieve the IMO’s forthcoming Tier III NOx emission requirements.

Target group

The target group for MAN Diesel & Turbo’s EGR system is owners of ships of over 2,000 dwt, a seg-ment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, glo-bal seafaring flexibility, the added resale value it gives ships, and its disposal of the requirement for dai-ly maintenance.

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. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9 and G50ME-B9 models. The G-types have designs that follow the prin-ciples 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-efficiency.

Rationale behind the G-type’s introduction

Tankers and bulk carriers have tra-ditionally used MAN B&W S-type engines with their long stroke and low engine speed as prime movers, while larger container vessels have tended to use the shorter-stroke K-type with its higher engine speed.

Larger container vessels, in re-cent years, have also been speci-fied with S80ME-C9 and S90ME-

C8/9 engines because of the opportunity they offer to employ larger propeller diameters. Follow-ing efficiency optimisation trends in the market, MAN Diesel & Turbo has also thoroughly evaluated the possibility of using even larger pro-pellers and, thereby, engines with even lower speeds for the propul-sion of tankers and bulk carriers.

Such vessels may be more com-patible with propellers with larger diameters than current designs can accommodate, and facilitate higher efficiencies following adap-tation of the aft-hull design to ac-commodate a larger propeller. It is estimated that such new designs offer potential fuel-consumption savings of some 4-7%, and a simi-lar reduction in the amount of CO2 emissions.

At the same time, the engine it-self can achieve a high thermal ef-ficiency through using the latest engine process parameters and design features.

G-type efficiency

MAN Diesel & Turbo has previ-ously compared its 7S80ME-C9.2 engine with a G80 engine installed aboard a 319,000-dwt VLCC, where the G80 engine had a great-er efficiency of 1%. Assuming opti-mum running conditions, including an optimum propeller set-up, the company found that propeller effi-ciency could be improved by about 3.6%. Under the same ship-speed conditions, overall running costs could accordingly be reduced by 4.6%, a significant saving that the company’s own figures suggest can even be bettered, depending on individual circumstances. Un-der the same ship-speed condi-tions, the EEDI would be reduced by some 8.2% when using the G80 as opposed to an S80 engine.

The G80’s longer stroke results in a lower rpm for the engine driv-ing the propeller: a reduction from 78 rpm for the S80 engine to 68 rpm for the G80. This lower opti-

mum engine speed allows the use of a larger propeller and is, ulti-mately, significantly more efficient in terms of engine propulsion. To-gether with an optimised engine design, this reduces fuel consump-tion and reduces CO2 emissions.

MAN Diesel & Turbo believes that, just as MAN B&W S-engines became first choice for container ships, G-engines will become first choice for bulkers, tankers and some box ships.

About Chevron

Chevron Corporation is an Ameri-can multinational energy corpora-tion headquartered in San Ramon, California and active in more than 180 countries. It is engaged in eve-ry aspect of the oil, gas, and geo-thermal energy industries, includ-ing exploration and production; refining, marketing and transport; chemicals manufacturing and sales; and power generation.

US Oil Major Places Order for Ultra- Efficient Tier III-Compliant EnginesChevron Corporation orders G-type units with integrated exhaust gas recirculation

Graphical rendering of the G-type engine. The adaptation of aft-hull designs to accommodate larger propellers offers potential fuel savings of some 4-7%

PAGE 6 DIESELFACTS 1/2013

Investigation of Ice Classed ShipsA new paper by Birger Jacobsen, Senior Two-Stroke Research Engineer

Ice Classes and Requirements

Ships with an ice class have a strengthened hull to enable them to navigate through sea ice. De-pending on the class, sea chests, i.e. the openings in the hull for sea-water intake, have to be properly arranged in order to avoid block-ing up with ice. Most of the strong-er classes require several forms of rudder and propeller protection, and strengthened propeller tips are often required. Different ice classes and types exist, depending on the classification societies, but the ice class most often referred to is the Finnish-Swedish ice class:

Temperature Restrictions and Load-up Procedures at Start of MAN B&W Two-stroke Engine

In order to protect the engine against cold corrosion attacks on the cylinder liners, some minimum temperature restrictions and load-up procedures have to be consid-ered before starting the engine.

Recommended start of engine at normal engine load operation

Fixed pitch propellers

Normally, a minimum engine jack-et water temperature of 50ºC is recommended before the engine is started and run up gradually to 80%, and slowly from 80% to 90% of the specified MCR speed (Spe-cific Maximum Continuous Rating rpm) during 30 minutes For run-ning-up between 90% and 100% of the SMCR rpm, it is recommended that the speed be increased slowly

over a period of 60 minutes.

Controllable Pitch Propellers

Normally, a minimum engine jacket water temperature of 50°C is rec-ommended before the engine may be started and run up gradually up to 50%, and then slowly from 50% to 75% of specified MCR load (SMCR power) over 30 minutes.

For running-up between 75% and 100% of SMCR power, it is recommended that the load be in-creased slowly over a period of 60 minutes.

Recommended start of engine at normal very low engine load op-eration

For engines running most of the time at 10% to 40% engine low load, an extra slow load-up proce-dure is recommended compared with the load-up procedures de-scribed above.

Preheating during standstill periods

During short stays in ports (i.e. less than 4-5 days), it is recommended to keep the engine preheated, the purpose being to prevent tempera-ture variations in the engine struc-ture and corresponding variations in thermal expansions, and thus the risk of leakages.

A standard preheater system with a built-in preheater is shown in Fig. 2.

Design Recommendations of MAN B&W Two-stroke Main En-gine for Operation at Extremely Low Air Temperature

When a standard ambient tem-perature matched main engine on a ship operates under arctic condi-tions with low turbocharger air in-take temperatures, the density of the air will be too high. As a result, the scavenge air pressure, the com-pression pressure and the maxi-mum firing pressure will be too high.

In order to prevent such exces-sive pressures under low ambi-ent air temperature conditions, the turbocharger air inlet temperature should be kept as high as possible.

Furthermore, the scavenge air coolant (cooling water) tempera-ture should be kept as low as pos-sible and/or the engine power in service should be reduced.

Main precautions for extreme low air temperature operation, arctic exhaust gas bypass

With a load-dependent arctic ex-haust gas bypass system (stand-ard MAN Diesel & Turbo recom-mendation for extreme low air temperature operation), as shown in Fig. 2, part of the exhaust gas bypasses the turbocharger turbine, giving less energy to the compres-sor, thus reducing the air supply and scavenge air pressure to the engine.

Ships with ice class notation

For ships with the Finnish-Swed-

ish ice class notation 1C, 1B, 1A and even 1A super or similar, most MAN B&W two-stroke diesel en-gines meet the ice class demands, i.e. there will normally be no chang-es to the main engines. This again means that the standard thrust bearings for most of the MAN B&W two-stroke engines are sufficient.

The Extended Main Engine Load Diagram

A controllable pitch propeller (CP propeller) may, with advantage, be applied for high ice classed ships.

However, because of the high ef-ficiency and simplicity, a fixed pitch propeller (FP propeller) may often be preferred for low ice classes.

When a ship with fixed pitch pro-peller is operating in normal sea service, it will in general be oper-ating around the design propeller curve 6, as shown in the standard load diagram in Fig. 3.

FP propeller and no ice ramming

For ships with special operating

conditions, like occasionally op-erating in thick ice, it would be an advantage during normal operation conditions to be able to operate the propeller/main engine as much as possible close to line 6, but in ice situations with heavy running pro-peller inside the torque/speed limit, line 4.

For ships occasionally operating in heavy ice, the increase of the op-erating speed range between line 6 and line 4 of the standard load dia-gram may be carried out as shown in Fig. 4 for the extended load di-agram for speed derated engine with increased light running.

CP propeller and ice ramming

When a ship with CP propeller is operating under ice ramming con-ditions, the running point on the combinatory curve of the CP pro-peller (could be on line 6) will sud-denly change because of the ice ramming and move to the left in the load diagram. The reason is that there is some reaction time in

Preheaterpump

Preheater

Preheaterbypass

Diesel engine Jacket water main pumps

Direction of main water flow Direction of preheater circulating water flow

D2

C1+2

B

D1

1

2

Diesel engine

Scavengeair receiver

Scavengeair cooler

Compressor

Turbocharger

Turbine

Exhaust gasreceiver

Exhaust gas system

Air intakecasing

Exhaust gas bypass

C1+2 Control device Ensures that the load-dependent

scavenge air pressure does not exceed the corresponding ISO based pressure

D Required electric measuring deviceD1 Scavenge air pressureD2 Engine speed and engine load

B Exhaust gas bypass valve Controlled by the scavenge

air pressure

Line 1: Propeller curve through SMCR point (M) – layout curve for engineLine 2: Heavy propeller curve – fouled hull and heavy seasLine 3: Speed limitLine 4: Torque/speed limitLine 5: Mean effective pressure limitLine 6: Light propeller curve – clean hull and calm weather – layout curve for propellerLine 7: Power limit for continuous runningLine 8: Overload limitLine 9: Sea trial speed limitLine 10: Constant mean effective pressure (mep) lines

80 100 105 11085

50

70 7565 90 9560

60

70

80

90

mep110%

Engine speed, % M

40

2

4

M

9

7

8

5100

Engine shaft power, % M

6100%

90%

80%

70%

60%

1

10

3

M Specified engine MCR110

Fig. 1: Preheating of jacket cooling water system Fig. 2: Standard load dependent low ambient air temperature arctic exhaust gas bypass system

Fig. 3: Standard MAN B&W two-stroke engine load diagram

Ice class Ice thickness

1A Super

1.0 m and a 0.1 m thick

consolidated layer of ice

1A 1.0 m

1B 0.8 m

1C 0.6 m

Source: MAN Diesel & Turbo

PAGE 7DIESELFACTS 1/2013

changing the CP propeller pitch.For such running conditions, the

extended load diagram shown in Fig. 4 may also be useful for the main engine operation.

Ice Class Demands for Propel-ler Type and Main Engine Pow-er OutputPropulsion advantages with CP propeller

Normally, and also valid for low ice classes, FP propellers are installed in merchant ships because of their simplicity and high efficiency. The propellers are cast in one block, and therefore the position of the blades, and hence the propeller pitch, is once and for all fixed with a given pitch that cannot be changed in operation. This means that when operating in, for example heavy weather and ice, the propeller per-formance curve will be very heavy (reduced speed for same power).

Compared to the FP propel-ler, for the CP propeller, the posi-tion of the blades, and thereby the propeller pitch, can be controlled to avoid heavy running and over-load of the main engine. Therefore, CP propellers can, with advantage, be applied both for moderate ice classes as well as for very strong ice classes.

Required minimum propulsion power output

When sailing in ice with a bulk car-rier or a tanker, the ship has to be ice classed for the given operating need of trading in coastal states with seasonal or year round ice-covered seas.

Besides the safety of the hull structure under operation in ice, the minimum required propulsion power for breaking the ice has to be met.

Existing ships with conventional main engines

Based on the average bulk carriers and tankers before 2007, the mini-mum power demand, according to the formulae of the Finnish-Swedish ice classed ships, class 1A Super, 1A, 1B and 1C, has been estimated, see Fig. 5. In general, the lowest ice classes, 1B and 1C can – power-wise – almost always be met.

Future ships with modern main engines

In the Finnish-Swedish ice class formula, the needed installed pro-pulsion power is inversely propor-tional to the propeller diameter, i.e. the larger the propeller is, the lower the needed power will be.

Modern ships of the future may

be installed with a highly efficient propeller, i.e. with a 10-12% larg-er propeller diameter. This means a lower optimum propeller speed, and an ultra-long-stroke MAN B&W two-stroke main engine of the G-type to be installed, involving an about 5-8% higher total efficiency.

Low Load Operation and Serv-ice Optimisation of MAN B&W Two-stroke Main Engines

An ice classed ship with high ice class has a relatively high demand to the SMCR power (max. power) caused by the extra power margin needed for sailing in ice.

However, most of the time, the ship will normally be operating in ice-free areas involving that the main engine in normal sea service may operate at low load. Therefore, in such cases a low load optimisa-tion of the main engine might be a good idea.

Fuel consumption and optimisa-tion possibilities

NOx regulations place a limit on the SFOC on two-stroke engines. In general, NOx emissions will in-crease if SFOC is decreased and vice versa. In the standard config-uration, the engines are optimised close to the IMO NOx limit and,

therefore, NOx emissions may not be further increased.

The IMO NOx limit is given as a weighted average of the NOx emis-sion at 25, 50, 75 and 100% load. This relationship can be utilised to tilt the SFOC profile over the load range. This means that SFOC can be reduced at part load or low load at the expense of a higher SFOC in the high-load range without ex-ceeding the IMO NOx limit.

Only high-load optimisation is available for engines with con-ventional efficiency turbochargers (64% instead of 67%) and non-ad-justable maximum firing pressure at part load (MC engines without VIT).

Optimisation of SFOC in the part-load (50-85%) or low-load (25-70%) range requires the application of a tuning method. Furthermore, a turbocharger cut-out method is available for SFOC reduction at part/low load operation.

Propulsion Systems Applied and ExampleIce classes without ramming

For ice classed ships anticipated to be without ice ramming, the stand-ard diesel-mechanical propulsion systems for merchant ships can be applied, i.e. with Controllable Pitch propeller (CP propeller) or with

Fixed Pitch propeller (FP propeller) directly coupled to an MAN B&W two-stroke main engine, see Fig. 6.

Ice classes with ramming

The ramming on ice may involve occasional high torque on the propulsion system and, therefore, the diesel-electric system with CP propeller may often be preferred, as the electric motor is suitable for high torque deviations, see Fig. 7.

However, such a propulsion sys-tem has a lower efficiency (11-12%) compared with a propulsion sys-tem with CP propeller directly cou-pled to an MAN B&W two-stroke engine. Therefore, as the major time in ship operation is often in normal sea service without ice, al-ternative to the conventional diesel-electric propulsion system might be preferred.

This is a heavily abridged version of

a much more detailed paper with the

same title and is available from MAN

Diesel & Turbo upon request.

Download the DieselFacts App on your tablet and get access to

video interview with the author of the paper.

Two-stroke MAN B&W diesel engine CP or FP propeller

Diesel engine Generator Electric converter Electric propulsion motor Thrust bearing/reduction gear CP propeller

O

80 100 1058555 90 9560Engine speed, % M

Engine shaft power, % M

Heavy running operation Normaloperation

50

70

80

90

100

40

110

60

110 115 120

L1

L1 M

L2

5%L3

L4

70 7565

Standard load diagram area Extended light running area

2

1

5

6 3 3́

4

7

Line 1: Propeller curve through SMCR point (M) – layout curve for engineLine 2: Heavy propeller curve – fouled hull and heavy seasLine 3: Normal speed limitLine 3´: Extended speed limit – provided torsional vibration conditions permitLine 4: Torque/speed limitLine 5: Mean effective pressure limitLine 6: Increased light running propeller curve – clean hull and calm weather – layout curve for propellerLine 7: Power limit for continuous running

M Specified engine MCR

Deadweight of ship at scantling draught, dwtscant

SMCR powerkW

0 50,000 100,000 150,000 200,000 250,0000

dwt

Sm

all Han

dys

ize

Han

dym

ax Pan

amax

Cap

esiz

e

VLB

C

5,000

10,000

15,000

20,000

25,000

30,000

1A Super

Normal SMCRpower for average bulk carriers without ice class notation

14.7 kn

14.5 kn

35,000

40,000

45,000

1A

1B

1C

1ASuper

1A Super

1A

1B

1C

1A

1B

1C Alternative handymax(St. Lawrence Canal)

Fig. 6: Example of diesel-mechanic propulsion system with CP (or FP) propeller Fig. 7: Example of a diesel-electric propulsion system with CP propeller

Fig. 4: Extended load diagram for MAN B&W two-stroke speed derated engine with increased light running

Fig. 5: Minimum required propulsion SMCR power demand (CP propeller) for existing average-size bulk carriers with Finnish-Swedish ice class notation (for FP propeller add +11%)

PAGE 8 DIESELFACTS 1/2013

MAN Diesel & Turbo has reported a healthy interest in its ultra-long-stroke G-type engine with orders for the high-efficiency engines stead-ily growing. Most recently, Piraeus-based Polembros and U-ming of Tai-wan have placed orders for a further six engines, bringing the current number of G-type orders up to 70 just one year after being available on the market.

The six MAN B&W G70ME-C9.2 en-gines are all destined for 186,300 dwt Capesize bulk carriers and will be manufactured by CSSC-MES Diesel Co. Ltd. (CMD), the Chinese engine manufacturer. The first of the six engines is scheduled for delivery in December 2013 with the remaining five due in 2014. The vessels will all be built at Shanghai Waigaoqiao Shipyard (SWS), one of the largest such facilities in the People’s Republic of China.

Comparison

MAN Diesel & Turbo has released figures comparing the perform-ances of a 6G70ME-C9.2 type and a 6S70ME-C8.2 type aboard a Capesize bulk carrier – the lat-

ter engine represents a tradition-al choice for such a vessel. Re-sults show that the G-type engine makes a significant 6.5% saving in comparison to the S-engine, of

which 4.5% stemmed from the im-proved propeller efficiency – which is a consequence of the lower rpm – and 2.0% from the actual engine. The table below contrasts the most

important values for the S- and G-type engines.

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. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9, G50ME-B9, G45ME-B9 and G40ME-B9 models. The G-types have de-signs that follow the principles of the large-bore, Mark 9 engine se-

ries that MAN Diesel & Turbo intro-duced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency.

G-type background

Tankers and bulk carriers have tra-ditionally used MAN B&W S-type engines with their long stroke and low engine speed as prime movers, while larger container vessels have tended to use the shorter-stroke K-type with its higher engine speed.

Larger container vessels, in re-cent years, have also been speci-fied with S80ME-C9 and S90ME-C8 engines because of the opportunity they offer to employ larger propeller diameters. Follow-ing efficiency optimisation trends in the market, MAN Diesel & Turbo has also thoroughly evaluated the possibility of using even larger pro-pellers and thereby engines with even lower speeds for the propul-sion of tankers and bulk carriers.

Such vessels may be more com-patible with propellers with larger diameters than current designs, and facilitate higher efficiencies fol-lowing adaptation of the aft-hull de-sign to accommodate a larger pro-peller. It is estimated that such new designs offer potential fuel-con-sumption savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the en-gine itself can achieve a high ther-mal efficiency using the latest en-gine process parameters and design features.

Order Book Reflects Growing InterestUltra-long-stroke G-type engine series with unprecedented high efficiency continues to attract market attention

10,000

15,000

20,000

25,000

60 70 80 90 100 r/minEngine/propeller speed at SMCR

PropulsionSMCR powerkW

175,000 dwt Capesize bulk carrierIncreased propeller diameterG70ME-C9.2

4-bladed FP-propellersconstant ship speed coefficient ∝ = 0.3

SMCR power and speed are inclusive of: 15% sea margin 10% engine margin 5% light running

Tdes = 16.5 m

G70ME-C9.2Bore = 700 mmStroke = 3,256 mmVpist = 9.01 m/sS/B = 4.65MEP = 21 barL1 = 3,640 kW/cyl. at 83 r/min

13.5kn

14.0 kn

14.5 kn

15.0 kn

15.5 kn

15.3 kn

16.0 kn

PossibleDprop = 8.7 m(= 52.7% of Tdes)

PossibleDprop = 9.0 m(= 54.5% of Tdes)

ExistingDprop = 8.2 m(= 49.7% of Tdes)

83 r/min

91 r/min

M = SMCR (15.3 kn)M1 = 19,620 kW x 91 r/min, 6S70ME-C8.2M2 = 18,730 kW x 78.0 r/min, 6G70ME-C9.2

6G70ME-C9.26S70ME-C8.2

M2

M1

∝

∝

∝

∝

∝

∝

Source: MAN Diesel & Turbo

Vpist

(m/s)

S

(mm)

B

(mm)

S/B

mepL1

(bar)

Pcyl L1

(kW)

rpm

L1

SFOC

(g/kWh)

S70ME-C8.2 8.49 2,800 700 4.00 20.0 3,270 91 169

G70ME-C9.2 9.01 3,256 700 4.65 21.0 3,640 83 168

Source: MAN Diesel & Turbo

South American hub clinches sig-nificant contract extension with Pe-troleo Brasileiro energy group.

MAN Diesel & Turbo SE, the lead-ing international manufacturer of large-bore diesel engines and turbomachinery, has concluded a long-term service agreement with the Brazilian energy group Petroleo Brasileiro (Petrobras) for the maintenance, repair and operational support of 20 MAN THM gas turbine trains on four offshore platforms in the crude oil and natural gas exploration area off the north-east coast of Rio de Janeiro. The agreement spans five years and is the sec-ond extension of this service con-tract, which was originally signed in 2002. The value of the agree-ment is 150 million euro.

The gas turbines drive ten gas compressors and ten genera-

tors on the Petrobras platforms Cherne 1 and 2, Garoupa and Pampo situated 150 kilometres off the Brazilian coast in the Cam-pos Basin, where around 80 per cent of Brazil’s crude oil and nat-ural gas production are located. The service agreement includes technical support for the opera-tion of systems, regular mainte-nance work, any repairs that are required as well as spare parts and their logistics. Besides the core components turbine, com-pressor and generator, the con-tract also covers all auxiliary equipment as well as the control system.

The service from MAN Diesel & Turbo meets the particular re-quirements of the oil and gas busi-ness: round-the-clock availability 365 days a year, rapid response times to maintain operations and compliance with exacting safety

and environmental requirements. “The further extension of the

service agreement confirms our excellent collaboration with Petro-bras and represents a key refer-ence on the Brazilian oil and gas

market,” says Dr. René Umlauft, CEO of MAN Diesel & Turbo. “We are absolutely delighted to be a highly trusted partner of many years’ standing to Petrobras.”

MAN Diesel & Turbo operates

over 100 service stations world-wide under the MAN PrimeServ brand, including stations in the Brazilian cities of Rio de Janeiro, Manaus, Macaé, Petrópolis and Salvador.

Gas Turbine Deal for Brazilian Offshore Platforms

PAGE 9DIESELFACTS 1/2013

MAN Diesel & Turbo’s PrimeServ di-vision in Frederikshavn has, in close cooperation with shipowner and constructional engineering company NCC, performed a propulsion equip-ment upgrade for the ‘M/V Baltic’ – a 900 m³ sand and gravel dredger.

In connection with a fleet energy-optimising project, NCC contacted MAN PrimeServ at the beginning of 2012 with an enquiry regarding upgrade possibilities for an exist-ing vessel’s propeller and nozzle. NCC has a fleet of five ships and was, as a starting point, interested in the upgrade of the Baltic. The vessel, which was built in 1983, had – during many years of opera-tion – suffered from propeller and aft-ship vibrations resulting in high noise levels in the accommodation. Eventually, the nozzle broke loose from the hull.

In January 2012, the Prime-Serv retrofit department in Fred-erikshavn entered a dialogue with NCC Chief Superintendent, John Jeppesen, on the design of new propeller blades and a new, cus-tomised propeller nozzle – with the priority being increased propulsion efficiency and fuel savings. The propeller-blade design chosen was a medium-skew blade profile for ducted operation with an MAN Alpha AHT nozzle – customised with a length/diameter ratio of 0.5. The new nozzle and blades were installed in April 2012 while the vessel was docked at Svendborg Shipyard, Denmark.

The ship has been in operation with the new propulsion equipment since April and the feedback from the Chief Engineer and the opera-tional crew clearly indicates a much improved performance. Chief Su-perintendent Jeppesen confirms: “The measured fuel consumption reduction is 14% and the noise level in the accommodation is re-duced by 10 dB together with an effective reduction of vibrations. Also, the ship’s manoeuvrability in harbours has been improved.”

The financial aspect of the project has also proved very at-tractive for NCC with an estimated payback time of just 1½ years.

The MAN Alpha propeller and aft-ship portfolio

MAN Alpha propellers cover a pow-er range from 4 to 40 MW with fixed pitch and controllable pitch propel-lers in four and five-bladed execu-tions. The propellers are designed and optimised for a vast number of vessels of different design and ap-plications, from cargo vessels, fer-

ries, cruise ships, offshore vessels, tugs and work boats to fishery and navy vessels. Previous examples of high-end MAN Alpha propeller installations include some of the world’s largest dredgers – Cristo-bal Colon and Leiv Eiriksson, both 46,000 m³ and with the dredging capacity to a water depth of 155 m – operated by Jan de Null. Anoth-er notable reference is the world’s largest RoPax ferry – the 78,300 bhp ‘M/F Tanit’ – recently started in service for CTN between Mar-seilles and Tunis. To date, the MAN Alpha brand has produced more than 7,000 propellers since the first Alpha CP Propeller design was supplied in 1902 and patented in 1903. MAN Diesel & Turbo deploys the latest advanced design tools, including Computational Fluid Dy-namics, Finite Element Methods and Topology Optimisation in the development of its propellers and cooperates with the world’s lead-ing test tanks and research insti-tutes to verify results.

About NCC

One of the leading construction and property development compa-nies in the Nordic region, NCC de-velops and builds residential and commercial properties, industrial facilities and public buildings, roads, civil engineering structures and other types of infrastructure. NCC also offers input materials used in construction, such as ag-gregates and asphalt, and provides paving and road services. The NCC Group had sales of SEK 53 billion in 2011, and has approxi-mately 17,500 employees. The group’s shipping company has a fleet of five sand and gravel dredg-ers, with loading capacities ranging from 340 m3 to 1,150 m3. Three of the vessels are ISM and ISPS certi-fied. Collectively, the NCC fleet dredges some two million tonnes of raw material annually.

MAN Alpha Propeller Blade and Nozzle Upgrade Pays Off NCC-owned dredger benefits from recent PrimeServ exchange and modernisation of propeller blades and propeller nozzle – with payback time of just 1½ years

NCC Chief Superintendent, John Jeppesen

The M/V Baltic pictured in drydock during the propeller blade and nozzle upgrade job in Svendborg

PAGE 10 DIESELFACTS 1/2013

Reintroducing the 32/44K EngineA.2 version features conventional injection system to optimise GenSet application

MAN introduced the first 32-bore (32/40) engine in 1997 with over 1,588 such GenSets produced thus far. Most of these are 6- and 7-cyl-inder engines representing power outputs of 2,880 to 3,500 kW.

The original cylinder output has ris-en from 440 to 500 kW, while the current version meets IMO Tier II regulations. Thermodynamic cal-culations show that an increase of the stroke and firing pressure promises a higher output at lower specific fuel consumption.

The first improved engine was introduced in 2007 as a 32/44CR A.1, configured with a common rail injection system. To get a GenSet-optimised engine, MAN Diesel & Turbo is introducing the 32/44K A.2 engine with a conventional injection system. The Factory Ac-ceptance Test of the first, licensee-built, serial engine is expected dur-ing 2013.

Optimisation of the GenSet Ap-plication

The 32/44K A.2’s engine struc-ture and GenSet components are based on the reliable and ro-bust design of the 32/40CD. The turbocharger matching as well as the valve timing at part load is op-

timised for low specific fuel con-sumption, Fig. 2. This results in re-markable fuel savings in the range from 40% to 75% MCR.

One of the mean key perform-ance indicators for optimised

GenSets is a high capability for dy-namic load response. The 32/44K A.2 engine shows a reasonable faster dynamic load response by optimised rotor inertia and higher speed of the turbocharger at part

load. The well-known GenSet de-sign with a common base frame enables an easy installation of the whole GenSet. Due to its similar-ity with 32/40 GenSets’ major di-mensions and connecting points,

it is easy to adapt the 32/44K A.2 to engine room designs made for 32/40 GenSets.

FeaturesVariable valve timing

The new 32/44K engine is able to operate with different valve timings. The switching of the valve timing takes place automatically at a cer-tain load point defined in the en-gine control system.

Variable injection timing

The injection timing enables the adjustment of a higher firing pres-sure at part load, which results in a lower fuel consumption. Simply, in order to get acceptable operating data such as firing pressure and exhaust gas temperature at full load, the injection time is adjusted accordingly.

Bore/stroke 320/440 mm

The stroke of 32/44K is enlarged by 40 mm in order to achieve a per-fect combustion-chamber shape at TDC. There is also the possibility of realising a higher compression ratio of 17:1 in order to keep the distance between the piston crown and cylinder head, which has a di-rect effect on the specific fuel oil consumption.

198

200

196

194

192

190

188

186

184

182

180

178

176

1740 20 40

Engine load in %

SF

OC

in g

/kw

hIndicative

60 80 100

- ISO conditions

- Hu 42,700kl/kg

- Without Pumps

- 5% tolerance

32/40 GenSet, 500 kW/cyl

32/44 konv. GenSet 530kW/cyl

Fig.1: The 6L32/44K GenSet. The ‘K’ suffix signifies the “conventional“ injection system

Fig. 2: Calculated specific fuel consumption – 32/44 K A.2 vs 32/40CD

PAGE 11DIESELFACTS 1/2013

Firing pressure 230 bar

The 32/44K is reinforced at sev-eral points in order to achieve an increased firing pressure of 230 bar. Especially the crank drive is improved. The piston skirt is made of forged steel. Thanks to the high firing pressure, it was possible to increase the specific output, al-though the engine has this low specific fuel consumption.

Waste gate

The 32/44K A.2 engine is equipped with a waste gate that opens only above 90% load. Hence the en-gine can be operated with higher charge air pressure at part load. This improves engine efficiency and ensures low soot emission at part load.

TCR turbocharger

Miller timing requires a good TC ef-ficiency at a high TC pressure ratio. This is fulfilled with the new TCR for the 32/44K where the actual compressor ratio is 4.8 bar. The turbocharger is a completely new design, see Fig. 3, and offers a re-markably high pressure ratio at full load and maintains the good per-formance at part load, see Fig. 4.

Automation

MAN Diesel & Turbo’s own, well-proven SaCoSone product family was adapted for the 32/44 engine and the 32/44 automation system consists of a control unit, a local operating panel and an auxiliary cabinet. The new variable valve timing (VVT) system is controlled by the auxiliary cabinet.

Relation to the 32/40 and New Parts

Apart from piping and cabling, ap-

proximately 70% of the engine parts are similar to the well-known 32/40 engine. As with the 32/40, the new 32/44K engine has two camshafts: one for the injection timing and one for the valve timing. The cylinder head and the crank-case are also nearly identical. The footprint is identical to the one of the 32/40 engine.

Completely new, but proven on the 32/44CR engine are:

  Turbocharger unit   Power train   Variable valve timing   SaCoSone   Variable injection timing   The fuel pumps.

GenSet Design

The GenSet equipped with 32/44K A.2 will have the same width as with the 32/40 engine. The length will increase slightly due to the higher power output (estimation

~300 mm). The design with engine and alternator assembled rigidly on a common bed frame, allows quick and easy assembly times. the GenSet is mounted resiliently on the ship, there are only minor requirements to the foundation at the ship. This enables a higher flex-ibility of the position on board.

Future Prospects

The next version of the 32/40K engine will be an adaption to pro-pulsion operation for FPP and CPP. This will be the ideal engine for small ships operating often on Chinese rivers. This engine is open for all new developments regarding the TCR product line.

This is an extract from a lengthier technical paper and is freely avail-able from MAN Diesel & Turbo upon request.

Eth

erne

t

Control Bus

Display ModuleDisplay Module

Small/SafetyDisplay Module

Small/Alarm

EDS

Optional

SaCoSone 32/44

Standard

Vessel Alarm System

SaCoSone

EXPERT

Variable ValveTiming

Remote I/O

CAN3

RS

422

/485

RS

422

/485

RS

485

70%

∏ Compressor

ηTC

68%

66%

64%

62%

60%

58%

56%1,00 1,50 2,00 2,50 3,00 3,50 4,00 4,50 5,00 5,50

32/44K

32/40CD Tier2

Fig. 4: Pressure ratio of the new TCR turbocharger

Fig. 3: TCR turbocharger

Fig. 5: Control sheme SaCoSone

DIESELFACTS 1/2013

For further information

MAN Diesel & Turbodieselfacts@mandieselturbo.com www.mandieselturbo.com

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.

On July 18th, 2012 MAN Diesel & Turbo Operations Pakistan Ltd. com-pleted a 10th successive 18,000-hour engine maintenance at Atlas Power Ltd. Pakistan.

The maintenance work began in September 2011 with the first en-gine and proceeded in accord-ance with the Government of Pa-kistan dispatch programme, which allowed just one engine to be out of commission per month during the planned, 11 month maintenance period.

Extensive planning and prepa-ration was required to perform the 18,000 hour maintenance activities for eleven MAN 18V48/60 engines to the highest level of quality while, simultaneously, minimising the service outage time to maximise plant availability and power gener-ation sales for Atlas Power. On av-erage, each engine’s maintenance could be completed in fourteen offline days – comfortably within the time permitted for the planned service.

A maintenance crew of sixteen mechanical and electrical engi-neers, mechanics, and cleaners worked in two shifts during the fourteen-day period to ensure the genset and associated auxiliary system were returned to service in

accordance with the planned out-age window.

One of the major risk factors dur-ing such time-compressed service was the quality of the work, espe-cially that on the cylinder heads.

This was mitigated by making avail-able a full set of cylinder heads and implementing a philosophy of ‘re-place then refurbish’ when cycling the parts through each succes-sive engine maintenance. Refur-

bishment could be conducted and completed in a less stressful envi-ronment once the engine returned to operation.

Each serviced engine under-went major maintenance on all pis-

ton rings, honing of liners, overhaul of the complete cylinder heads, inspections and cleaning of vi-tal engine components and a full turbocharger service. In addition to the engine maintenance work, the generator and major auxiliary equipment such as the exhaust gas boiler, LO coolers, separator and radiator coolers were all serv-iced within the same permitted en-gine outage time.

It was planned to execute the 18,000 running hour service of the eleventh unit during the final three months of 2012, assuming in the meantime that the genset had been processed as forecast.

About PrimeServ O&M

In 2009 MAN PowerManagement was awarded a ten years opera-tions and maintenance contract for the 225 MW diesel-fired Atlas Pow-er Ltd. power plant, located near Lahore, Pakistan. The power plant built by MAN Diesel & Turbo went into service in 2009 and consists of eleven MAN 18V48/60B engines and one steam turbine utilising the waste heat of the engine exhaust gases. MAN PowerManagement was integrated into MAN’s after sales-division – MAN PrimeServ – in May 2012.

Pakistan Operation Successfully Reaches Project Milestone MAN Diesel & Turbo Operations completes another lengthy engine maintenance

Scenes from the Atlas Power maintenance project including a site view and a photograph of the engine hall that features eleven MAN 18V48/60 engines

Group photograph of the maintenance crew on location in Pakistan