1/2012A Technical Customer Magazine of MAN Diesel & Turbo

Copenhagen Welcomes Holeby GenSets to Low-Speed FamilyAdopts business model

> Page 3

Two-Stroke Adds Mexican Power ReferenceExpansion of Baja Californian power facility

> Page 5

The Basic Principles of Ship PropulsionExtracts from new technical paper

> Pages 6-8

Australian Dual-Fuel Power Plant Complete12V51/60DF engines to drive power facility

> Pages 10-11

Service agreement with Norwegian Cruise Line covers Florida-based vessels.

MAN Diesel & Turbo has received an order from the US-based cruise liner company Norwegian Cruise Line for the maintenance of the en-gines on nine of the fl eet’s cruise liners. The service agreement runs for four years and is being han-dled by the MAN PrimeServ serv-ice offi ce in Fort Lauderdale, Flor-ida, USA. During the term of the agreement, two further Norwegian cruise ships will be put into service, which will then also be incorporat-ed into the contract. The order is worth USD 30 million.

“MAN Diesel & Turbo has been a partner to Norwegian for many years,” said Brian Swensen, Senior Vice President of Technical Opera-tions & Refurbishment for Norwe-gian Cruise Line. “We are pleased

to enter into this service agreement for the maintenance of the engines on nine of our vessels.”

“The order from Norwegian Cruise Line represents a milestone for MAN Diesel & Turbo and for our service brand MAN PrimeServ,” says Dr. Stephan Timmermann, Executive Board Member of MAN Diesel & Turbo, responsible for the Engines & Marine Systems and Af-ter-Sales Strategic Business Units. “It is one of the fi rst service agree-ments of its kind with one of our major customers and constitutes a key after-sales success in a very exciting cruise liner business.”

To date, 52 engines with 542 cyl-inders from various series have been produced for Norwegian Cruise Line’s vessels, including the world’s fi rst common-rail conver-sion. The company’s next ship, “Norwegian Breakaway”, will be launched in April 2013.

PrimeServ Clinches Major American Maintenance Contract

In separate announcements at MAN Diesel & Turbo’s second ME-GI test demonstration for customers in Copenhagen on 6 March, HHI-EMD – the Engine and Machinery Division of Hyundai Heavy Industries – and Mitsui Engineering and Shipbuild-ing Co., Ltd. stated that they intend to build prototypes of MAN Diesel & Turbo’s gas engine.

The situation effectively means that the MAN B&W ME-GI engine has edged even closer to commercial production.

Both companies intend to carry out full-scale demonstrations of the ME-GI principle based on the tem-porary conversion of existing pro-duction engines to ME-GI units. Accordingly, Hyundai intends to

convert an 8S70ME-GI unit in No-vember 2012, while Mitsui will con-vert a 6S70ME-GI unit in the sec-ond quarter of 2013.

MAN Diesel & Turbo sees the announcement of the demonstra-tions as stemming from customer requests to employ the ME-GI en-gine in new projects and states that production capability for the ME-GI is already available. Similarly, the company also reports that test beds and ancillary gas-supply sys-tems will also be available in time for ME-GI delivery.

Ole Grøne, Senior Vice President Low Speed Promotion & Sales, MAN Diesel & Turbo said: “We view this latest development in the ME-GI project as very positive. It is im-mensely encouraging that some of

our biggest licensees, based in the greatest shipbuilding countries in the world, are showing such tan-gible interest in this gas engine.” Grøne attributed the licensee an-nouncements of full-scale ME-GI demonstrations to customer inter-est and said: “Over the years, MAN Diesel & Turbo has staged tests in Copenhagen with excellent results where we have improved effi cien-cy and lowered pilot injection vol-umes, but these full-scale demon-strations mark the most signifi cant milestone yet for the ME-GI.”

The ME-GI engine

Unveiled at a major event at MAN Diesel & Turbo’s Copenhagen… Continued on page 2

Market Entry Beckons for ME-GI Gas Engine Major players push technology toward commercial maturity with customer interest growing

View of the Fort Lauderdale coast. The local MAN PrimeServ centre will service NCL ships in nearby Port Everglades according to the terms of a new contract (Picture copyright Ft. Lauderdale CVB)

PAGE 2 DIESELFACTS 1/2012

Market Entry Beckons for ME-GI Gas Engine

PrimeServ New Zealand was re-cently contacted by Reederei Gebr. Winter of Hamburg and advised of a fuel cam damaged on board the MV Yellow Moon on route to Auckland.

The MV Yellow Moon is a 13,760 DWT General Cargo vessel with a 1,118 TEU container capacity built in 2008 and fitted with an MAN B&W 6S50MC-C engine. Prime-Serv Australia in support respond-ed to the call and assisted to or-ganise spare parts and technical assistance for the vessel as soon as it berthed.

Our Superintendent Engineer Mikael Kristensen was surprised to find that the cam had slipped on the shaft, bending the shaft, with consequential damage to the fuel pump base plate. The camshaft had slipped inside the chain wheel,

which had resulted in mistiming and a consequential scavenge fire. In addition to this, water had heavily contaminated the LO system with

the LO filter and bearing suffering some damage.

A repair programme was de-vised by PrimeServ Australia and agreed to by the vessel manag-ers, insurance representatives and classification society and a skilled team was assembled for the work.

All crosshead, crankpin and main bearings were inspected and renewed as required by our super-intendents and the specialist serv-ices of Metalock Denmark were engaged for crankshaft journal sur-face restoration. The camshaft and base plate had to be renewed, and all pistons, liners and exhaust valves were overhauled. The turbo-charger was overhauled, re-bladed and balanced by MAN in New Zea-land and the fuel equipment was serviced in MAN PrimeServ Syd-ney’s specialised workshop.

MV Yellow Moon pictured alongside in Auckland during repairs (source Reederei Gebr. Winter)

Installation of the new camshaft by Allan Valdaris and Mikael Kristensen of MAN PrimeServ Australia

The ME-GI engine pictured at Copenhagen’s Diesel Research Centre

Continued from page 1

…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. The first two-stroke GI engine, a 12K80MC-GI-S, entered service at a power plant in Chiba, near Tokyo, Japan in 1994.

The ME-GI engine is a gas-in-jection, dual-fuel, low-speed die-sel 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, depending on the ener-gy source available on board and dictated by relative cost and owner preference. Indeed, Mitsui reports introducing an ME-GI engine as prime mover aboard the LNG carri-er ‘Double Eco MAX’ in July 2011, a move that realised a 30% reduction in fuel costs and CO2 emissions.

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 gas or HFO.

MAN Diesel & Turbo sees sig-nificant 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 en-gine, when combined with exhaust gas recirculation (EGR) and waste heat recovery (WHR) technologies, delivers significant reductions in CO2, NOX and SOX emissions ful-filling Tier II and Tier III regulations.

MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine, extending from LNG and LPG carriers to other ocean-going vessel segments such as container ships as well as ships plying a fixed trade. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.

Antipodean Repair of Lunar ProportionNew Zealand and Australia PrimeServ outfits take joint care of the Yellow Moon

“It is amazing what we can achieve

when we work as ‘One Company’…

Customer satisfaction is guaranteed.”

Jeffrey Moloney – PrimeServ Australia

PAGE 3DIESELFACTS 1/2012

In connection with MAN Diesel & Turbo’s recent repositioning of the Holeby GenSet portfolio to within its Copenhagen-based two-stroke or-ganisation, DieselFacts interviewed Mikael C. Jensen, Vice President and Head of Engineering for the Low Speed Business Unit.

It’s a bright sunny morning in the Danish capital when DieselFacts steps inside Mikael Jensen’s of-fice with its panorama view of Copenhagen’s lower harbour. A company veteran, Jensen has worked for MAN Diesel & Turbo for nearly 28 years and took up his current position in the sum-mer of 2008. Since the summer of 2011, he has also become offi-cially responsible for the engineer-ing of Holeby GenSets – namely Holeby GenSets, headquartered in the eponymous, Danish town some two hours’ drive from the big smoke – which has significantly increased the size of the Low Speed organisation.

The rationale behind the reposi-tioning is that the engines involved are exclusively produced by licen-sees and can therefore logically be aligned with the similar, two-stroke business model. This leaves MAN Diesel & Turbo’s headquarters in Augsburg free to concentrate on its own production of the larger-bore, four-stroke units.

“Holeby GenSets have a good reputation among customers as very reliable workhorses,” states Jensen. With Holeby joining the Low Speed business unit, Copen-

hagen’s increased contact with the four-stroke designer is giving it the opportunity to see what this repu-tation is based upon.

Fact finding

He hails the “great enthusiasm” with which the Holeby workers have met the project and says: “We have travelled with them to China and Korea to talk to licensees but, first and foremost, to listen to the licensees, to hear their opinions, and to introduce our plans. Essen-tially, we’re in a fact-finding phase.”

This fact-finding phase aims to gather as much information as possible about Low Speed’s new areas of responsibility, bearing in mind that Holeby four-stroke en-gines are also used for propulsion and not exclusively for electricity production. Low Speed is trying to establish the extent of any techni-

cal problems, known solutions and associated costs. MAN Diesel & Turbo has already written service letters to ship owners to this effect.

Low Speed is also looking at li-censee sourcing patterns – to de-termine where they get the parts for their engines from and any problems that might arise therein – as well as the potential for stream-lining production.

“We want to know what licen-sees think – in the broadest mean-ing of the word,” says Jensen. “How the Holeby engines are man-ufactured, how they get parts, how they test them, how they think our engines compare with the market, pricing, what their own customers think. Everything!” Another objec-tive is the benchmarking of the en-gines to establish how competitive they are.

One of the reasons for the initia-

tive is to raise MAN Diesel & Turbo’s share of the four-stroke market. Despite this, Jensen states: “We still own a large share of the mar-ket, which means that we are get-ting a lot of things right and we are in the process of identifying these.” As such, the project is a start to re-versing this negative trend.

Jensen reports a very favour-able reaction from licensees and ship owners up till now, but says that the success of the fact-finding mission is a double-edged sword in that the Low-Speed organisa-tion now has something to live up to. He says: “We’ve been basking in the glory of having started this project, but now people want to see results.”

Organic growth

The new project is actively foster-ing relationships between Hole-by technicians and their licensee counterparts. This corresponds to the way Low Speed works with its licensees where there is an in-tense working relationship at all levels. Jensen says: “There is di-rect contact on a daily basis at all organisational levels. We regularly exchange visitors with our two-stroke licensees and intend this to be the case with four-stroke also. We don’t want to live in a bubble here in Copenhagen.”

He is also at pains to make clear that it will take time before the Holeby business is running just like its two-stroke cousin and says: “There are lots of commercial and technical issues to be resolved.

This will take time but we had also reckoned on it. After all, if it was as easy as this [clicks fingers], then there would be nothing interesting about the project.”

Many technical plans are already in place with an adjustment to the four-stroke programme the first of these – the uprating of the classic 23/30 model. This particular en-gine has been modernised many times since its original introduction, but MAN Diesel & Turbo is currently increasing its output and introduc-ing other developments that will al-low for it to be manufactured at a lower cost than before. The move has had a positive response and increased orders for a workhorse that originally entered the market in the 1960s.

Jensen underlines that the Medium Speed Business Unit’s sales teams in Augsburg & Fred-erikshavn will continue to sell and promote four-stroke marine diesel mechanic and diesel electric pro-pulsion packages.

As a final message, Mikael Jensen wants to reassure custom-ers and licensees that Low Speed’s dedication to two-stroke remains as strong as ever. He says: “We are growing our organisation to inte-grate Holeby as we could never ac-cept a situation where a licensee or ship owner approached us with a query and we were forced to tell them that we didn’t have time to answer them because we had to use our resources on Holeby GenSets.”

Copenhagen Welcomes Holeby GenSets to Low Speed FamilyAuxiliary engines join two-stroke business unit and adopt same business model

Library photo of the MAN L23/30H GenSet

Mikael C. Jensen, Vice President and Head of Engineering for the Low-Speed Business Unit, in his Copenhagen office. The HC Ørsted power plant, a neightbour to MAN Diesel & Turbo’s DieselHouse museum, is pictured in the background

PAGE 4 DIESELFACTS 1/2012

Weihai Haida Ferry Co., operating in NE China, has placed an order for a 2,200-passenger/1,100-lane-metre Ropax ferry featuring an MAN Diesel & Turbo propulsion package.

Weihai Haida is the exclusive oper-ator on the route between the ma-jor cities of Weihai and Dalian on opposite sides of the Bohai strait in China where it undertakes a Ropax service. The company currently has two vessels in its fl eet oper-ating on the route – the ‘Xin Shen

Shen’ and ‘Shen Shen 1’ – with the former shortly due to exit service.

The newbuilding will be con-structed at local Huanghai ship-yard and will be called ‘Shen Shen 2’. It will feature a twin-screw pro-pulsion plant comprising two well-proven MAN 9L32/40 (IMO Tier-II compliant) four-stroke engines manufactured by MAN Diesel & Turbo in Augsburg (Germany), two Renk single-reduction gearboxes with PTO shaft to drive alternators, and two MAN CP propellers using

the new, high effi ciency type Alpha VBS1020 Mk 5 design. Additional-ly, the Alphatronic 2000 has been designated as propulsion control system. MAN Diesel & Turbo Fre-derikshavn (Denmark) will support the integration of the full propulsion package. The new ferry will be ca-pable of carrying its 2,200 passen-gers at a design speed of 18 knots.

Along with the optimised propul-sion package, Weihai Haida has also ordered engine spare-parts from MAN PrimeServ, MAN Diesel & Tur-bo’s after-sales division.

Weihai Haida is a new custom-er for MAN Diesel & Turbo, but the company has a long-term re-lationship with Huanghai shipyard that has seen the construction of eight Ropax ferries with MAN four-stroke propulsion systems to date. The shipyard has also ordered 34 MAN Diesel & Turbo licence-built, two-stroke engines in this time.

The regional increase in tourism is an important driver for the order of the ferry. The city of Weihai and its hinterland has a fast-developing and attractive seaside location and is currently experiencing growing numbers of tourists from northern China, especially from around the Dalian area.

Global energy giant Shell recent-ly chose MAN Diesel & Turbo to supply it with rotating equipment and services under the terms of a number of enterprise frame-work agreements (EFAs).

One EFA, covering a period of six years, was signed for the sup-ply of new compression equip-ment at different Shell locations worldwide, while another fi ve-year agreement was signed for the supply of aftermarket parts and services for existing rotating equipment.

The agreement for new com-pression units covers a wide range of centrifugal compressors for sweet and sour gas services that will be used in both onshore and offshore applications.

MAN Diesel & Turbo and Shell

have enjoyed a close business relationship for many decades and cooperated in major up- and downstream projects around the globe, including the world´s larg-est Gas-to-Liquid (GTL) Project in Qatar.

“We appreciate this opportu-nity to continue our long lasting relationship. These EFAs demon-strate Shell’s level of confi dence in our equipment and servic-es”, emphasised Dr. Uwe Lau-ber, Managing Director of MAN Diesel & Turbo Switzerland and Head of the Oil & Gas Business Unit.

With these agreements in place, MAN will continue to strongly promote its high-quality compressor equipment and services around the world.

MAN Signs Signifi cant Enterprise Framework Agreements with Shell

Library photo of a 7L32/40 engine, from the same family as the Weihai engine

Chinese Ferry Group Orders Complete Propulsion PackageTwo MAN 9L32/40 engines to power Ropax ferry

New Possibilities With Parallel RunningFor many years, it has generally been accepted that parallel operation of the main-engine constant-speed shaft and auxiliary-engine-driven generators is only briefl y possible for load transfer, while continuous parallel operation is not possible in practice. Certainly, with the control equipment commercially available up till now, this has been the case.

From time to time, ship owners have held a dialogue with MAN Diesel & Turbo as to the possibility of parallel running. This led to a re-evaluation of the problem, driven by a fruitful cooperation between MAN Diesel & Turbo’s Low-Speed organisation in Copenhagen and its small-bore GenSet organisa-tion in Holeby. Stemming from this successful initiative, MAN Diesel & Turbo proposed a new control concept that has now been tested with positive results.

To facilitate parallel operation, the auxiliary engine generator must

be operated as base load and the shaft generator as a ‘swing’ ma-chine. This allows the auxiliary en-gine to follow the frequency varia-tions generated by the main engine without a large power swing. As such, the shaft-generator load must be controlled so it has a suffi -cient margin to accept random and planned changes in the electrical load. The load distribution is con-trolled by direct fuel index control of the auxiliary engine.

As previously stated, preliminary functional tests have shown very promising results. However, to be utilised commercially, the new con-trol strategy must be implemented in the PMS (Power Management System) system and the auxiliary-engine governor software must be adjusted to facilitate this type of control. Over time, MAN Diesel & Turbo expects PMS manufacturers to implement the functionality based on the company’s own specifi cations.

Picture of a new fuel actuator mounted on one of the engines involved in testing parallel running

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PAGE 5DIESELFACTS 1/2012

Chinese licensee SXD has produced two 32/40 gensets that will provide power to offshore platforms operat-ed by China’s national oil company.

Representatives from China Na-tional Offshore Oil Corporation (CNOOC), classification societies, local government officials and MAN Diesel & Turbo gathered on 18 November to celebrate the de-livery of two 12V32/40 gensets, constructed by MAN Diesel & Turbo licensee, Shaanxi Diesel Heavy Industry Co., Ltd. (SXD). The new engines will replace old-er models aboard ‘Liuhua 11-1’, a working, offshore hydrocarbon platform operated by CNOOC.

SXD is a company of the north-ern Chinese CSIC Group of state-owned factories and shipyards. The company’s relationship with MAN Diesel & Turbo originally be-gan more than 30 years ago with the signing of a licence agree-ment for Pielstick-type engines. In later years, the licence agreement was extended to include engines from MAN Diesel & Turbo’s own

engine portfolio, since when SXD has successfully delivered many MAN 32/40 engines to Chinese shipyards and owners.

For the project, MAN Diesel & Turbo provided SXD with:

  a re-design of the 32/40 genset that could meet spe-cial offshore requirements

  a Frame Auxiliary Box (FAB)   the MAN engine automation

system – SaCoSone. China has a growing need for oil and gas to continue its rapid eco-nomic development. This, in turn, increases the number of retrofit and newbuilding projects involv-ing offshore platforms, as well as for offshore supply vessels.

In his speech at the ceremony marking the handing over of the two engines, Michael Filous – Head of Medium Speed Licence Support, MAN Diesel & Turbo China – emphasised the need for cooperation at the early stages of projects involving MAN Diesel & Turbo and Chinese companies so as to maximise the likelihood of fulfilling the tough requirements

China has for local content. Filous said: “Based on the success of this particular project, MAN Diesel & Turbo is looking forward

to continuing its close coopera-tion with SXD in the future. While operating in the Chinese market brings with it some strict condi-

tions, we think it is a very exciting market and one that our coopera-tion with SXD has ultimately made very rewarding.”

GenSet Delivery is Catalyst for Chinese Celebration

Michael N. Filous, Head of Medium Speed Licence Support, MAN Diesel & Turbo China, delivering his speech at the

ceremony in China. Since the event, Filous has been appointed as the new Head of Power Management (PM) within

MAN Diesel & Turbo’s Power Plant business unit.

Ay Caramba! Two-Stroke Division Adds to Existing Mexican Power ReferenceOrder covers expansion of Baja California power facility with 12K80MC-S engine

Comisión Federal de Electricidad (CFE) – Mexico’s state-owned elec-tricity provider – has awarded Span-ish contractor ABENER – the engi-neering and construction services company – the contract for the ex-tension of a diesel power plant at La Paz, Baja California Sur.

The new order comes on the heels of another two-stroke power refer-ence in Panama where two low-speed MAN B&W 12K80MC-S engines have been ordered as part of the expansion of the Mira-flores power plant, adjacent to the Panama Canal.

The Mexican 43-MW power plant, property of CFE, will feature an MAN B&W 12K80MC-S prime

mover, and is an addition to two existing 43-MW power plants – Baja California Sur I and II, and the internal-combustion power plant Baja California Sur III, currently un-der construction in La Paz, capi-tal of Baja California Sur state. The new engine will work in single-cycle mode and produce 42.3 MW at site ambient conditions.

MAN Diesel & Turbo’s licensee STX Heavy Industries Co., Ltd., Ko-rea will supply the engine in coop-eration with UTE Baja California Sur IV – a subsidiary of ABENER – who is responsible for leading the 235 CCI Baja California Sur IV Project with the delivery and installation of the engine and the integration of all the power-plant equipment at site.

The contract initiates STX’s role in the stationary market for MAN B&W two-stroke, low-speed diesel engines.

The MAN B&W 12K80MC-S en-gine will run on local, cost-effective

fuel with a viscosity around 1,100 cSt at 50˚C and a sulphur content of maximum 4.32%. In order to comply with local legislation, the engine will be optimised to meet the World Bank’s 1998 guideline,

complying with NOX emissions guaranteed to CFE, and will feature an SCR unit. With this configura-tion, CFE will be able to control the overall running costs of the emis-sion-control system.

View of the CFE power plant at La Paz, Baja California Sur, Mexico. The power plant’s Sur I, II and III phases already feature MAN Diesel & Turbo engines in the form of an MAN B&W 10K90MC-S and two MAN B&W 12K80MC-S engines. The new, Sur IV engine – another 12K80MC-S unit – will work in single-cycle mode and produce 42.3 MW at site ambient conditions

Archive photograph of MAN Diesel & Turbo’s MAN B&W 12K80MC-S engine

PAGE 6 DIESELFACTS 1/2012

Basic Principles of Ship PropulsionDieselFacts presents extracts from a newly updated MAN Diesel & Turbo technical paper

This updated paper has been writ-ten by Birger Jacobsen, Senior Two-Stroke Research Engineer, based in Copenhagen.

Heavy Waves and Sea and Wind Against

When sailing in heavy seas with much wave resistance, the pro-peller can be up to 7-8% heavier running than in calm weather, i.e. at the same propeller power, the rate of revolution may be 7-8% low-er. In order to avoid slamming of the ship in bad weather conditions, and thereby damage to the stem and racing of the propeller, the ship speed will normally be reduced by the navigating officer on watch. A valid example for a smaller ship based on calculations is shown in Fig. 1. This example shows for a given reduced ship speed of 14 knots the influence of increased re-sistance caused by heavy weath-er and fouling expressed as in-creased sea margin.

Standard Engine Load Diagram

DefinitionsThe load diagram (Fig. 2) defines the power and speed limits for the continuous as well as over-load operation of an installed en-gine, which has a specified MCR point M that conforms to the ship’s specification.

Normally, point M is equal to the MCR propulsion point MP, but in

cases where a shaft generator is installed, point M may incorporate the engine power required for ship propulsion MP and for the shaft generator SG, if installed. Dur-ing shop test running, the engine will always operate along curve 1, with point M as 100% SMCR. If CP-propeller and constant speed operation is required, the delivery test may be finished with a con-stant speed test.

Limits to Continuous OperationThe continuous service range is limited by the four lines 4, 5, 7, 3 and, in extraordinary cases, 9. See Fig. 2.

Line 3 and line 9:Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105% of M. Dur-ing sea-trial conditions the maxi-mum speed may be extended to

107% of M, see line 9. The above limits may, in general, be extended to 105% and, during sea-trial con-ditions, to 107% of the nominal L

1 speed of the engine, provided tor-sional vibration conditions permit.

The overspeed set-point is 109% of the speed in M, however, it may be moved to 109% of the nominal speed in L1, provided that torsional vibration conditions permit.

Running at low load above 100%

of the nominal L1 speed of the engine is, however, to be avoided for extended periods of time.

Line 4:Represents the limit at which an ample air supply is available for combustion and imposes a limita-tion on the maximum combination of torque and speed.

Line 5:Represents the maximum mean effective pressure level (mep) which can be accepted for contin-uous operation.

Line 7:Represents the maximum power for continuous operation.

Line 10:Represents the mean effective pressure (mep) lines. Line 5 is equal to the 100% mep-line. The mep-lines are also an expression of the corresponding fuel index of the engine.

Limits for Overload OperationThe overload service range is lim-ited as follows, see Fig. 2.

Line 8:Represents the overload operation limitations. The area between lines 4, 5, 7 and the dashed line 8 in Fig. 2 is avail-able for overload running for limited periods only (1 hour per 12 hours).

Fig. 1: Influence of sea margin on a small ship sailing at 14 knots

Fig. 2: Standard engine load diagram Fig. 3: Extended load diagram for speed derated engine with increased light running

4,000

5,000

6,000

7,000

8,000

9,000

10,000

11,000

100 105 110 115 120 125 130 135 r/min

Shaft power kW

Propeller/Engine Speed

16.5 kn

75%

SeaMargin

50%

0%

14.0 kn

SMCR = 9,960 kW × 127 r/min (M)

25%

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 10585

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

__

O

80 100 1058555 90 9560 Engine speed, % of M

Engine shaft power, % of 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

PAGE 7DIESELFACTS 1/2012

RecommendationContinuous operation without a time limitation is allowed only with-in the area limited by lines 4, 5, 7 and 3 of the load diagram. For fixed pitch propeller operation in calm weather with loaded ship and clean hull, the propeller/engine may run along or close to the pro-peller design curve 6.

After some time in operation, the ship’s hull and propeller will become fouled, resulting in heav-ier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and ex-tra power will be required for pro-pulsion in order to maintain the ship speed. In calm weather condi-tions the extent of heavy running of the propeller will indicate the need for cleaning the hull and, possibly, polishing the propeller.

The area between lines 4 and 1 is available for operation in shallow water, heavy weather and during acceleration, i.e. for non-steady operation without any actual time limitation.

The recommended use of a rel-atively high light running factor for design of the propeller will involve that a relatively higher propeller speed will be used for layout de-sign of the propeller. This, in turn, may involve a minor reduction of the propeller efficiency, and may possibly cause the propeller man-ufacturer to abstain from using a large light running margin. How-ever, this reduction of the propel-ler efficiency caused by the large light running factor is actually rela-tively insignificant compared with the improved engine performance obtained when sailing in heavy weather and/or with fouled hull and propeller.

Extended Engine Load Diagram

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 on the standard load diagram in Fig. 2. Sometimes, when operating in heavy weather, the fixed pitch propeller perform-ance will be more heavy running, i.e. for equal power absorption of the propeller, the propeller speed will be lower and the propeller curve will move to the left.

As the two-stroke main engines are directly coupled to the propel-ler, the engine has to follow the propeller performance, i.e. also in heavy running propeller situations. For this type of operation, there is normally enough margin in the load area between line 6 and the nor-mal torque/speed limitation line 4, see Fig. 2. To the left of line 4 in torque-rich operation, the engine will lack air from the turbocharger to the combustion process, i.e. the heat load limits may be exceeded and bearing loads might also be-come too high.

For some special ships and op-erating conditions, it would be an advantage - when occasionally needed - to be able to operate the propeller/main engine as much as possible to the left of line 6, but in-side the torque/speed limit, line 4.

Such cases could be for:   ships sailing in areas with very

heavy weather   ships operating in ice   ships with two fixed pitch

propellers/two main engines, where one propeller/one en-gine is declutched for one or the other reason. Thus, meas-urements show an approxi-mate 8-10% heavy running of the remaining propeller in op-eration for a twin-skeg ship.

The increase of the operating speed range between line 6 and line 4 of the standard load diagram may be carried out as shown in Fig. 3 for the extended load diagram for speed derated engine with in-creased light running. The maxi-mum speed limit (line 3) of the en-gines is 105% of the SMCR speed, as shown in Fig. 2.

However, for speed and, thereby, power derated engines it is possi-ble to extend the maximum speed limit to 105% of the engine’s nomi-nal L1 speed, line 3’, but only pro-vided that the torsional vibration conditions permit this. Thus, the shafting, with regard to torsional vibrations, has to be approved by the classification society in ques-tion, based on the extended maxi-mum speed limit.

When choosing an increased light running to be used for the de-sign of the propeller, the load dia-gram area may be extended from line 3 to line 3’, as shown in Fig. 3, and the propeller/main engine op-erating curve 6 may have a corre-spondingly increased heavy run-ning margin before exceeding the torque/speed limit, line 4. A cor-responding slight reduction of the propeller efficiency may be the re-sult, due to the higher propeller de-sign speed used.

Constant ship speed line for increased propeller diameter

The larger the propeller diameter, the higher the propeller efficiency and the lower the optimum propel-ler speed. A more technically ad-vanced development drive, there-

fore, is to optimise the aftbody and hull lines of the ship – including bul-bous bow, also considering opera-tion in ballast condition – making it possible to install propellers with a larger propeller diameter.

The constant ship speed line α shown in Fig. 4 indicate the pow-er required at various propeller speeds to keep the same ship speed provided that the optimum propeller diameter with an opti-mum pitch diameter ratio is used at any given speed, taking into consideration the total propulsion efficiency.

Normally, for a given ship with the same number of propeller blades, but different propeller di-ameter, the following relation be-tween necessary power and pro-peller speed can be assumed:

P2 = P1 × (n2 /n1)

α

where:P = Propulsion powern = Propeller speed, andα = the constant ship speed coef-ficient.

For any combination of pow-er and speed, each point on the constant ship speed line gives the same ship speed.

When such a constant ship speed line is drawn into the layout diagram through a specified pro-pulsion MCR point ‘M1’, selected in the layout area, another specified propulsion MCR point ‘M2’ upon this line can be chosen to give the ship the same speed for the new combination of engine power and speed.

Provided the optimum pitch/di-ameter ratio is used for a given pro-peller diameter the following data applies when changing the propel-ler diameter:

For general cargo, bulk carriers and tankers α = 0.25 - 0.30, and for reefers and container vessels α = 0.15 - 0.25.

Fig. 4 shows an example of the required power and speed point M1, through which a constant ship speed curve α = 0.28 is drawn, ob-taining point M2 with a lower en-gine power and a lower engine

speed but achieving the same ship speed.

Thus, when for a handymax tanker increasing the propeller diameter, and going for example from the SMCR propeller speed of n

M1 = 127 r/min to nM2 = 100 r/min, the propulsion power needed will be PM2 = PM1 x (100/127)0.28 = 0.935 x PM1, i.e. involving a power reduc-tion of about 6.5%. In this example, another main engine has been ap-plied, verifying the fuel savings po-tential of this ultra low speed type engine. When changing the propel-ler speed by changing the pitch di-ameter ratio, the constant will be different.

Estimations of engine/propel-ler speed at SMCR for different single screw FP-propeller diam-eters and number of propeller blades

Based on theory and experience, the connections between main engine SMCR power PM, SMCR speed nM and propeller diameter d = Dprop can as guidance be estimat-ed as follows:

3 _____

nM = C x PM

√ (Dprop )5

nM in r/min

Dprop in m

PM in kWC is a constant depending

on the number of propeller blades, see below.

Number of

Propeller

Blades

3

4

5

6

Contant (C) 125 115 104 93

Source: MAN Diesel & Turbo

In the constant C, a light running propeller factor of 4-5% is includ-ed. The above formula is valid for standard single screw FP-propeller types.

The constant C is an average val-ue found for existing ships (before 2011) and reflects the design ship speed applied in the past.

Continued on next pageFig. 5: Selection of number of propeller blades for a ship with main engine with SMCR = 20,000 kW x 105 rpm

Fig. 4: Layout diagram and constant ship speed lines. Example for a Handymax tanker with different propeller diameters

Engine/propeller SMCR speed nM

PropulsionSMCR power

PM

Increased propeller diameter4-bladed FP-propellers

Dprop=6.3 mDprop=6.8 m Dprop=5.8 m

7G50ME

-B9.2

16.0 kn

15.5 kn

15.0 kn15.1 kn

14.5 kn

14.0 kn

13.5 kn

∝

∝

∝

∝

∝

∝

∝

100 r/min

∝ = 0.28M1 = 9,960 kW × 127 r/minM2 = 9,310 kW × 100 r/min

117 r/min 127 r/min

7S50ME-

B9.2

6S50ME-B

9.27S50

ME-C8.2

6S50ME-C

8.2

6G50ME-

B9.2

M1

M2

51.0%

51.5%

52.0%

52.5%

53.0%

53.5%

54.0%

54.5%

55.0%

55.5%

6.6 6.8 7.0 7.2 7.4 7.6 7.8 8.0 8.2 8.4 m

Propeller Efficiencyηo

Propeller Diameter

6 blades

5 blades

4 blades3 blades

Main engine SMCR = 20,000 kW × 105 r/minSingle screw fixed pitch propeller

105 r/min

105 r/min

105 r/min

105 r/min

PAGE 8 DIESELFACTS 1/2012

Continued from previous page

For lower design ship speed which seems to be the coming tendency due to EEDI (Energy Efficiency De-sign Index) and fuel costs, the con-stant C will be higher. For an NPT propeller (New Propeller Technol-ogy), the estimated, claimed en-gine/propeller speed nM might be approx. 10% lower.

Number of propeller blades

Propellers can be manufactured with 2, 3, 4, 5 or 6 blades. The few-er the number of blades, the high-er the propeller efficiency will be. However, for reasons of strength, propellers which are to be subject-ed to heavy loads cannot be man-ufactured with only two or three blades.

Normally 4-, 5- and 6-bladed propellers are used on merchant ships. In the future maybe 3-blad-ed propellers may be used due to reduced design ship speed. Ships using the MAN B&W two-stroke engines are normally large-type vessels which, so far, use at least 4-bladed propellers. Ships with a relatively large power requirement and heavily loaded propellers, e.g. container ships, may need 5 or 6-bladed propellers.

The optimum propeller speed depends on the number of pro-peller blades. Thus, for the same propeller diameter, a 6-bladed propeller has an about 10% lower optimum propeller speed than a 5-bladed. For vibrational reasons, propellers with certain numbers of blades may be avoided in individ-ual cases in order not to give rise to the excitation of natural frequen-cies in either the ship’s hull or its superstructure.

The influence of a selected number of propeller blades is shown as an example in Fig. 5 for a ship installed with a main engine with SMCR = 20,000 kW x 105 r/min. For each number of propeller blades, the corresponding applied propeller diameter according to the previous formulae is shown too.

A more comprehensive propel-ler diameter example, based on the mentioned formulae, is shown in Fig. 6 and is valid for 4-bladed FP-propeller types. By means of a given propulsion SMCR (power and speed) point, it is possible to estimate the corresponding FP-propeller diameter.

However, in the upper power and propeller diameter range, it is, for technical reasons, probably necessary to select a 5-bladed

or 6-bladed propeller type with a reduced propeller diameter and lower pressure pulses (vibrations). Some examples of main engine types (layout diagrams) to be se-lected are shown too.

The text for this article is based on extracts from the newly updat-ed MAN Diesel & Turbo paper “Ba-

sic Principles of Ship Propulsion”, written by Birger Jacobsen, Senior Two-Stroke Research Engineer in Copenhagen. An M.Sc. graduate of the Technical University of Den-mark, Jacobsen joined the com-pany back in 1969 and since 1979 has worked in the Marine Installa-tion Department. He has since be-

come the prolific author of varied technical papers on engine appli-cations and propulsion trends in different vessel segments. The original paper is freely available in its entirety upon request from MAN Diesel & Turbo.

International Shipping Group Chooses Medium-Speed MAN Propulsion PackageTwo L27/38 engines to power 7,000-dwt asphalt and oil-products tanker

Spanish concern Empresa Naviera Elcano, S.A., the international ship-ping group, has placed an order for two medium-speed MAN L27/38 en-gines as part of a propulsion package for a new vessel. The units will be de-signed by MAN Diesel & Turbo, and will power a 7,000-dwt asphalt and oil-products tanker to be built at Se-def Shipyard in Turkey. The 6-cylin-der main engines each deliver 2,040 kW at 800 rpm.

Elcano has chosen the engines as part of an MAN Diesel & Turbo propulsion package that also com-prises an Alphatronic 2000 propul-sion control system, an MAN Al-pha VBS Mk 5 CP propeller, and a double-reduction gearbox with multiple PTO clutches operating at 1,200 kW at 1,200 rpm.

The MAN L27/38 engine

Characterised by its heavy-duty propulsion and manoeuvring pow-er performance, the robust L27/38 engine series performs well over the entire load range, offering an immediate load response and quick acceleration. The L27/38 is smokeless at idling, part-load and full-load, is optimised for high-torque layout, and emits low lev-els of NOX while minimising fuel-oil

consumption.

About Sedef Shipyard

With roots dating back to 1972, the Sedef Shipyard is located on the Bay of Tuzla, near Istanbul and is part of the Turkon Holding Group, a large international enterprise with interests in shipping, tourism and shipbuilding, among others. Se-def is a diversified shipbuilder that builds all types of ships for both naval and commercial clients with Germany and the Netherlands par-ticularly prominent as markets.

About Empresa Naviera Elcano,

Based in Madrid, Spain, the com-pany was founded back in 1942 and is primarily engaged in the shipping of bulk products. These include both solids, such as coal, ores and grain, and liquids such as LNG, LPG, oil, oil products and chemical products. Including its global subsidiaries, Elcano is the parent company of a substantial, international shipping group that manages its own fleet of 27 ves-sels. These have a total tonnage of over 2.2 million dwt and include LNG vessels, oil and chemical/product tankers and LPG ships as well as bulk carriers.

Elcano Project – main particulars

Ship type 7,000 dwt asphalt and oil tanker

Yard Sedef Shipyard, Turkey

Length oa (m) 110.0

Length bp (m) 105.7

Breadth (m) 10.6

Design draft (m) 6.9

dwt at operating draft In seawater approx. 7,150 at design draught, 8,450 at scantling draft

Trial speed (kn) 14.0 at 80% of MCR (maximum continuous rating)

Propulsion package

Engines 2 × MAN 6L27/38

Output (kW) 2 × 2,040 at 800 r/min

Propulsion control system Alphatronic 2000

Engine safety, control and monitoring SaCoSone

Source: Elcano

Graphical rendering of the new tanker

Fig. 6: Example of selection of 4-bladed Fixed Pitch propeller diameter (All figures source MAN Diesel & Turbo)

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

50 60 70 80 90 100 110 120 130 140 150 160 170 r/minEngine/propeller SMCR speed

45,000

PropulsionSMCR power

kW12.0 m 11.0 m

9 Cyl.

8 Cyl.

8 Cyl.

8 Cyl. L3 - L1

8 Cyl.

9 Cyl.

9 Cyl.

5 Cyl. L4 - L2

10.0 m 9.0 m 8.0 m 7.0 m Propellerdiameter

6.0 m

5.0 m

4.0 m

4-bladed Fixed Pitch propellers

G80ME-

C9.2

G70ME-C9.2

G50ME-B9.2

G60ME-C9.2

S50ME-B8.2

S40ME-B9.2

S35MC-C9.2 / ME-B9.2

PAGE 9DIESELFACTS 1/2012

First Marine Application for New Generation TCS-PTGReederei Horst Zeppenfeld recently ordered two TCS-PTG units for 2 × 4,700 TEU container vessels.

MAN Diesel & Turbo has received a firm order for two Turbo Com-pound Systems including Power Turbine and Generator (TCS-PTG) from Samjin Shipbuilding in Weihai, China.

The TCS-PTGs will be employed aboard two 4,700 TEU container vessels currently under construc-tion, operated by German ship-owner Reederei Horst Zeppenfeld, each powered by individual MAN B&W 6S80ME-C9.2 low-speed en-gines. The order includes an option for two extra vessels.

The order represents the first such instance for a marine applica-tion for MAN Diesel & Turbo’s new generation of TCS-PTG after previ-ous applications at stationary pow-er plants in London and Panama.

Along with the 2 + 2 × TCS-

PTG20s, MAN Diesel & Turbo will supply 2 + 2 × TCA88 turbo-chargers at a total project volume of some 4 million euro. Delivery is

scheduled to begin by the end of 2012.

Through using the TCS-PTG units, Zeppenfeld will not only

save fuel, but will also reduce the operating costs of their gensets as these can be run on part-load when the TCS-PTG unit takes

over. During sea passage, if no reefer containers are carried, the TCS-PTG may even fully replace a genset. In many cases, the instal-lation of a TCS-PTG unit also al-lows the user to minimise the in-stalled genset power output and to reduce corresponding investment costs accordingly.

MAN Diesel & Turbo sees a growing potential for waste-heat-recovery systems, such as the TCS-PTG, which can recover up to 5% of the energy from a main-en-gine’s exhaust gases. As an alter-native, the company offers an STG (Steam Turbine and Generator) system that recovers energy from an exhaust-gas steam boiler. MAN Diesel & Turbo also offers a solu-tion in the form of the MARC_HRSTM system, which is a combi-nation of STG and TCS-PTG that recovers up to 10% of the energy from a main-engine’s waste heat.

Diagram of MAN Diesel & Turbo’s new generation TCS-PTG waste-heat recovery system

Jiangnan Shipyard, part of the Chi-na State Shipbuilding Corporation (CSSC) Group, recently signed a ship-building contract with China Satellite Maritime Tracking and Controlling Department (CSMTCD) for two spe-cial transportation vessels.

Each newbuilding will feature a complete twin-screw MAN Diesel & Turbo propulsion package in the form of two 6L32/40 four-stroke engines, gear boxes, propellers

and a propulsion control system.The MAN 6L32/40 engines will

be manufactured by Chinese li-censee Zhenjiang CME Co. Ltd (ZJ CME), with each unit develop-ing 3,000 kW at 750 rpm. The two engines aboard each vessel will be connected to type 41VO30 MAN Alpha AMG28 gear boxes, type VBS860 CP propellers with water-lubricated sterntubes, and the Al-phatronic 2000 Propulsion Control System – supplied by MAN Diesel

& Turbo, Frederikshavn (Denmark). Both vessels will be launched in January 2013 with delivery to CS-MTCD scheduled for the following June. CSMTCD is a part of the Chi-na Military General Armament De-partment and provides a vessel re-search and space-satellite tracking and controlling service.

The project represents the first instance of a Chinese MAN Diesel & Turbo licensee acting as suppli-er for a complete propulsion sys-

tem, including the propulsion train. To better facilitate the integration and optimisation of the propulsion system and project management, Frederikshavn will provide on-site support for the technical interface coordination, based on a coopera-tion agreement made with ZJ CME.

MAN Diesel & Turbo in Frederik-shavn plans to continue promoting this propulsion concept in the fu-ture to Chinese licensees and the Chinese market in general, with a

view to increasing MAN Diesel & Turbo’s propeller market share.

About Jiangnan Shipyard

Jiangnan Shipyard is a historic shipyard located in Shanghai, Chi-na that was located to the south of the city until 2009 when it moved to Changxing Island, in the mouth of the Yangtze River and to the north of urban Shanghai. State-owned since its founding in 1865, it is now operated by Jiangnan Shipyard (Group) Co. Ltd. The new shipyard is equipped with several super dry-docks, capable of housing the con-struction of aircraft carriers for the PLA Navy, if so required. The ship-yard builds, repairs and converts both civilian and military ships. Other activities include the manu-facture of machinery and electrical equipment, pressure vessels and steel works for various, land-based products.

About ZJ CME

Part of the CSSC Group, ZJ CME owes its origins to an asset reor-ganisation by Zhenjiang Marine Diesel Works and other enterprises of CSSC in 2001. Based in the city of Zhenjiang in Jiangsu Province, Eastern China, ZJ CME produces marine diesel engines, turbocharg-ers, auxiliary marine machinery, lift-ing machinery, and marine propel-lers, among other industrial lines.

China Gives Endorsement to Complete Propulsion ConceptMAN Diesel & Turbo propulsion solution chosen for special transportation vessels

Photograph from the signing ceremony for the main propulsion systems with: (front row, left to right) Torben Johansen – MAN Diesel & Turbo Frederikshavn, Chen Yibing – Chief Superintendent CSMTCD, Huang Chengsui – Vice President Jiangnan Shipyard (Group) Co., Ltd., Zhang Haisen, President ZJ CME; (back row, left to right) Bao Dongming – Vice General Manager ZJ CME, Sha Jin – Sales Manager MAN Diesel & Turbo Shanghai, Hu Weiguo – Director Newbuilding Division CSMTCD, Zhang Zhibing – Officer CSMTCD, Gu Jixiang – Officer CSMTCD, Wu Qiang – Vice President CSSC Group, Karsten Borneman – MAN Diesel & Turbo Frederikshavn, Shen Weiping – Vice General Manager Marine Design & Research Institute of China, Li Cheng – Vice General Manager ZJ CME, Li Jun – Project Manager ZJCME.

PAGE 10 DIESELFACTS 1/2012

MAN Diesel & Turbo Australia’s 33-MW Owen Springs project, located near Alice Springs in Australia’s Northern Territory, was built for Pow-er and Water Corporation (PWC), a major Australian public utility.

It features three of the new MAN 51/60DF dual-fuel engines and was completed and handed over to PWC in 2011. The dual-fuel ca-pability provides a high level of fuel security for this important power plant with the engines able to run, not only on natural gas from vari-ous suppliers, but also on diesel should there be an issue with the gas supply.

Larry Silva, MAN Diesel & Turbo Australia’s Managing Director, ob-served: “Long before we formed a contract, it was clear our customer (PWC) wanted a world-class solu-tion requiring the very best tech-nology, design, workmanship and project execution skills. The MAN team took up this challenge and

the superb quality of the completed power station sets a new bench-mark for remote power plants.”

At the time of signing the contract in 2008, PWC said: “MAN Diesel & Turbo Australia is an experienced company in power-station con-struction and its parent company in Germany specialises in dual-fuel engines in the size range required for this project. The contract speci-fications were technically complex as Power and Water was seeking world’s best practice in fuel effi-ciency and the lowest emissions of carbon dioxide per unit of electric-ity generated.”

Construction of the new utility started in October 2009 with the construction of the power house utilising an innovative concrete-panel design to form the exterior and interior walls. These panels were formed onsite and are char-acterised by their excellent sound attenuation properties, low con-struction costs and fast installation.

Once installed, a supporting steel framework was then erected and fastened, and the exterior painted to complete the building.

The next phase covered the construction of the control room, switch room, administration centre, tank farm, pump house and main-tenance workshop buildings, and was completed during 2010. This was followed by the installation of all mechanical and electrical sys-tems, piping and the installation of lube-oil and fuel-oil modules.

The entire project was modelled using 3D CAD software, which in turn generated the isometric draw-ings necessary for pipework con-struction, resulting in a greater de-gree of accuracy and improved site productivity. All the station electrics, load sharing, control and SCADA systems were designed and provided by MAN’s local part-ners. MAN Diesel & Turbo Austral-ia formed partnerships with local Australian suppliers and stake-

holders as much of the equipment for the Owen Springs project had to comply with Australian stand-ards. Niel Halvorsen, GM Power Engineering of MAN Diesel & Tur-

bo Australia, said: “For many of our clients, our local project man-agement, design and engineering capabilities and supplier relation-ships are perceived as high-value

Panoramic view of the Owen Springs site, located west of Alice Springs in Central Australia

Principal Data: V51/60DF and L51/60DF four-stroke, dual-fuel engines

Engine cycle Four-stroke

Turbocharging system Constant pressure

Number of cylinders, V-engines 12, 14, 18

Number of cylinders, L-engines 9

Bore 510 mm

Stroke 600 mm

Swept volume per cylinder 122.6 dm3

Cylinder output (MCR)

at 514 r/min, 60 Hz 1,000 kWm

at 500 r/min, 50 Hz 975 kWm

Cooling

Cylinder cooling (single stage) Fresh water

Charge air cooler (two-stage) Fresh water

Fuel injector cooling Fresh water

Starting Compressed air

Source: MAN Diesel & Turbo

Australian Dual-Fuel Power Plant Project Reaches CompletionThree high-efficiency 12V51/60DF engines to drive power facility in remote Outback

PAGE 11DIESELFACTS 1/2012

attributes of our business. Com-bining MAN’s local expertise with MAN’s global resources makes MAN Diesel & Turbo Australia a strong local partner to its clients.”

Milestones

The arrival of the first of Owen Springs’ three 10.9-MW genera-tor sets marked a significant mile-stone in the project. The engine was originally loaded aboard a ship in Saint Nazaire, France and sub-sequently arrived in Darwin, capital city of the Northern Territory, dur-ing 2010 from where its 230-tonne bulk was transported to the site using multiple prime-movers and a low-loading trailer. The land journey took some six days via a carefully planned 1,500-km route.

The engines were individually

commissioned on diesel fuel first, and then again on gas fuel, utilis-ing a temporary grid connection to provide the load. When the per-manent 66 kV transmission line be-came available, the full automatic control and dynamic responses were tested. All performance guar-antees were met or exceeded and, to date, the plant has never experi-enced a single trip, not even during commissioning. The facility is de-signed to operate fully automatical-ly and remote control from PWC’s Ron Goodin power station in Alice Springs is possible.

The Owen Springs Project

PWC is a Northern Territory Gov-ernment-owned corporation that services more than 80,000 cus-tomers and has 360 MW of ex-

isting power-generation capacity. The Owen Springs plant is based on three 10.9 MW

e generator sets, each powered by a twelve-cylin-der, vee-configuration 12V51/60DF engine. The generator sets supply baseload power to the local grid in their gaseous-fuel mode, that is, burning natural gas ignited by a distillate fuel “micropilot”.

Upon operation, the Owen Springs power station became the highest efficiency open-cycle dual fuel power supply in Australia.

The MAN 51/60DF engine

For power-generation applications, the 51/60DF is available in a nine-cylinder, inline version and in vee-configuration versions with 12, 14 and 18 cylinders. The engines have mechanical ratings of 1,000 kW per

cylinder for 60-Hz power genera-tion (514 rpm) and 975 kW for 50-Hz applications (500 rpm). These give an overall generator-set rating range of 8,560 to 17,550 kWe.

With its fuel flexibility and low emissions, the MAN 51/60DF en-gine targets applications where op-eration on a back-up fuel is either essential or desirable. The engine’s fuel flexibility centres on the capa-bility to operate on either gaseous or liquid fuel, and to switch be-tween them seamlessly at full-rated output. In the gaseous-fuel mode, an air-gas mixture is ignited by in-jection of distillate diesel fuel. On the 51/60DF, the liquid fuel micro-pilot amounts to 1% of the quantity of liquid fuel needed to achieve full-rated output.

It is injected via a common-rail

system that allows flexible setting of injection timing, duration and pressure for each cylinder. This flexibility allows the engine to achieve low emissions and to re-spond rapidly to combustion knock signals on a cylinder-by-cylinder basis. In back-up, liquid-fuel mode, the 51/60DF engine operates as a normal diesel engine injecting dis-tillate or heavy fuel oil (HFO) through a separate, normally dimensioned injector in a camshaft actuated, pump-line-nozzle system. At 500 mg/Nm3 at 5% O2 on gaseous fuel, the 51/60DF readily achieves emis-sions of oxides of nitrogen (NOX) in compliance with both Germany’s TA Luft clean-air regulations and the World Bank Pollution Preven-tion and Abatement Handbook.

The Owen Springs plant is based on three 10.9 MWe generator sets Each generstaor set is powered by a twelve-cylinder, vee-configuration 12V51/60DF engine

Archive photo of the first engine in transit to Owen Springs after arriving in Darwin in 2010

DIESELFACTS 1/2012

For further information

MAN Diesel & TurboGroup Marketing dieselfacts@mandieselturbo.com 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.

Historic Milestone: 100th Anniversary of Selandia’s Launching CommemoratedGerman genius and Danish resourcefulness deliver first ocean-going, diesel-powered vessel and create template for modern shipping

Steam power gave way to the diesel engine revolution on February 17th 1912 when Burmeister & Wain, now MAN Diesel & Turbo, launched Selan-dia – the world’s first ocean-going ship powered by diesel engines.

Research turned to commercial success when the Danish founder of the East Asiatic Company saw beyond the scepticism of the day and placed an order for a diesel-powered bulk carrier in 1910. For Burmeister & Wain of Copenhagen, it was the justification for nearly 20 years of development work labelled by some in the industry as ill-ad-vised due to the huge effort and capital expense being put into a vi-sion that many others had failed to realise.

Based on the original develop-ment of German engineer, Rudolf Diesel, it was Danish civil engineer Ivar Knudsen who recognised the commercial potential of the engine and took it to Burmeister & Wain. The new invention was capable of using about 34 per cent of the cal-orific value of its fuel where steam engines of the day used about 15 per cent and gas engines about 23 per cent.

Appointed to a special role with-in the company, Knudsen was re-sponsible for several key enhance-

ments including the use of oil rather than coal dust as fuel, and a system to cool the engine’s cylinder walls. The first stationary engine was put into service in 1904 and, along with engineer Olav E. Jørgensen, Knud-sen went on to adapt the engine

design to make it suitable for the propulsion of ships most notably by the invention of a reversing gear.

H. N. Andersen, founder of the East Asiatic Company, saw po-tential in the engine and his confi-dence, demonstrated by the order

of the 6,800 dwt bulk carrier Selan-dia, was later celebrated by lead-ers around Europe when the ves-sel left Copenhagen on February 22nd 1912, calling in to London en-route to Bangkok for the first time. In sea trials, Selandia had logged a steady speed of 11-12 knots and had successfully negotiated icy waters.

“It will mean a revolution in ship-ping,” said Andersen. “In future, people will speak of the time be-fore and after the Selandia.”

Selandia’s maiden voyage dem-onstrated its seaworthiness and manoeuvrability without mishap through adverse wind and wave conditions and at slow speed in heavy fog. The vessel had two main engines, each 8-cylinder, four-stroke engines operating at 140 revolutions per minute at nor-mal speed. Electric motors were used to start the engines from any crank position via a 2 m-diame-ter flywheel. Two air compressors were normally used for fuel injec-tion but an exhaust valve on one of the cylinders could be replaced with a delivery valve so that it oper-ated as a backup to the compres-sors and the engine could maintain

satisfactory performance running on seven cylinders.

The switch between full ahead and full astern could be achieved in less than 20 seconds via a cam-shaft arranged so that it could be displaced lengthwise when the rods and valves were cranked away. Reversing was achieved using two handles which corre-sponded to the two levers on an ordinary steam engine.

Engine speed was controlled by an Aspinall’s governor that regulat-ed fuel supply. Fuel oil was stored in the double-bottom of the vessel and was sufficient for travelling a distance of 26,000 nautical miles. The settling tanks in the engine room provided enough fuel for 12 hours of normal engine operation.

Twin auxiliary engines were in-stalled to provide redundancy along with two sets of electrically-driven lubricating pumps, circulat-ing pumps and electricity trans-formers. With the exception of a small boiler used for heating the accommodation, all equipment, in-cluding deck machinery, was elec-trically driven.

Fuel oil was consumed during Selandia’s eight-week maiden voy-age at a rate of 0.165 kg per indi-cated horse-power hour, including consumption for both the main and auxiliary engines.

After 12 years of operation, the only noteworthy delay to service was one 10-day stop in port due to machinery problems. When asked about the engines, the chief engi-neer at the time stated: “It is evi-dent that they will easily outlast the hull, and there is actually no limit to the lifetime of these or similar en-gines.”

The trip from Denmark to Bang-kok was completed 55 times in Se-landia’s first 25 years of operation and the East Asiatic Company’s entire fleet eventually consisted of diesel-engine powered vessels. Other shipowners followed and Burmeister & Wain continued to grow on the strength of new or-ders. Their design was constantly improved and, today, half of the world’s merchant fleet is powered by engines from MAN Diesel & Turbo. Library photo of Selandia from B&W archives. MAN Diesel & Turbo’s DieselHouse museum in Copenhagen is hosting an

exhibition on this famous ship. Visit www.Selandia100.dk/diesel-2 for more details

Martin Dessau - Director, B&W, H.N. Andersen - East Asiatic Company, Lord Pirrie - Harland & Wolff, Belfast, Ivar Knudsen - Technical Director, B&W, and I.L. Amundsen pictured by Selandia during its construction