A Technical Customer Magazine of MAN Diesel & Turbo
2/2017
MAN Reveals 45/60CR, the New Four-Stroke Marine Flagship New 45/60CR marine engine features best-in-class SFOC with 166 g/kWh and 1300 kW/cyl power rating with focus on cruise business, RoPax, RoRo and dredger segments. MAN has revealed the successor to its 48/60CR engine in the company’s 4x line of high-performance diesel engines. The MAN 45/60CR marine diesel engine will initially be available as 12V and 14V versions that boast power outputs, of 15,600 and 18,200 kW respectively, with inline versions following at a later stage. For land-based p owe r g e n e rati o n a p p l i c ations, MAN has developed the
ma ximum power version, the 20V45/60 with 26 MW. Wayne Jones, Chief Sales Of ficer of MAN Diesel & Turbo, said: “The new engine combines the best features of the current 48/60CR, such as MAN’s common-rail system with ECOMAP capability, and adds new technologies such as two-stage turbocharging for an unrivaled specific fuel oil consumption. The resultant reduction in operating expenses and positive environmental impact are sure to attract strong market interest.” MAN Diesel & Turbo states that the 45/60CR’s power increase and low consumption
Partners Win Special Russian Order MAN Diesel & Turbo and AKA to provide diesel-electric propulsion package for federal vessel
are particularly aimed at such MAN Diesel & Turbo and AKA have electric motors for main props key, lifecycle-cost-oriented ap- received an order in connection and thrusters plications as cruise liners, Ro- with the building of a multi-purpose frequency converters for elecPax ferries, RoRo vessels, and supply vessel for a federal Russian tric motors the drive control and powerdredgers. The company is mak- agency. ing the 45/60CR engine availmanagement systems. able first as 12V and 14V ver- Delivery is scheduled for March Wayne Jones, Chief Sales Ofsions with 6L to 10L variants to 2018 in St. Petersburg and marks ficer – MAN Diesel & Turbo, said: follow later. It reports that the the first successful collaboration “This specialist vessel, with its engine has been conceived between the two partners since unique operational demands, from the beginning as a family MAN Diesel & Turbo bought a showcases MAN Diesel & Turbo’s concept that will accommodate 40% share in AKA – the electric- competence as a solution providfuture derivatives, for example, and-hybrid-systems company – in er and the broader capability we such as a dual-fuel derivative. June 2017. The order comprises 4 now possess with AKA’s energyThe first set of V-type engines × MAN 7L21/31 GenSets, includ- management expertise. Encouragwill be available from end-2020 ing alternators, with AKA’s scope ingly for our new partnership, the with delivery of the first L-type of supply for the order covering: previous vessel in this series was complete 690V main switchengines due from 2022. equipped with... board 690V-to-400V transformers Continued on page 2 Continued on page 2
Karpowership Continues with MAN Engines Turkish global powership market leader
Classification Societies Rubberstamp MAN 175D Serial type approval opens for global use
Cost-Optimised FGSS Designs for ME-GI Engines aboard LNG Carriers New technical paper
Nicaraguan Power Plant Project Completed Eight 48/60 engines generate 140 MW
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DIESELFACTS 2/2017
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MAN Reveals 45/60CR, the New Four-Stroke Marine Flagship Continued from front page
Game-changing power density and efficiency
low-pressure and a high-pressure turbocharger arranged in series. “We are the only company in the market that develops both engine and turbochargers”, says Stiesch. “This unique, in-house competence allows us to truly tailor-design this engine for optimized two-stage turbocharging and to unleash its full potential. It’s also noteworthy that, despite the turbo-charging being two-stage, load pick-up behavior is the same as for the single-stage turbocharged 48/60CR engine. Operators thus profit from maximized peak pressure and optimal utilization of the Miller cycle.”
Jones added: “With this engine, innovative engineering meets the vast experience of a world market-leader in four-stroke engine design. MAN’s 4x family has accumulated millions of operating hours all over the world and we have listened closely to the needs of our customers. Accordingly, we knew exactly where we wanted to go in engineering the next generation of this global success story: We were aiming for a game-changing level in power density and efficiency, and we accomplished that mis- The perfect fit for shipping Modern shipping faces constant sion.” Dr. Gunnar Stiesch, Head of En- demands to increase efficiency gineering Engines at MAN Diesel & and comply with ever more strinTurbo, said: “Next to a frontloading gent emissions regulations, amid approach, using thermodynamic growing public awareness of its engine process calculations, we environmental role. used computational fluid dynamics to simulate and optimize the combustion process. Also, finite elements analysis was used to optimize the engine’s mechanical strength and vibration behavior. We then put the power unit to the test on the world’s largest, fourstroke, single-cylinder test engine and started the experimental optimization and validation phase.” The new engine is also a new centerpiece of MAN’s extended systems approach which reflects in the company’s latest generation digital Safety and Control System, SaCoS 5000. Following a decentralized design concept, SaCoS 5000 offers unprecedented data availability and optimized alarm visualization and diagnosis. “Thanks to the new SaCoS, the MAN 45/60CR is not only onlineready but also equipped for the digital future of power generation”, stated Stiesch. The two-stage turbocharger module rounds off the MAN 45/60CR’s superior profile. MAN Diesel & Turbo is the pioneer in developing and operating two-stage turbocharging for large-bore engines, a concept which achieves excellent efficiency thanks to a Customers inspecting the new engine
The MAN V45/60CR engine performance flexibility and superior enables owners and operators to efficiency in either diesel-electric or meet such demands, while simul- diesel-mechanical configurations. Calculations, based on a reptaneously optimizing operating expenses with unrivaled, low levels resentative load-profile of a cruise of fuel-consumption. Through in- vessel, show that a ship operating creasing standardization and us- with an MAN 45/60CR engine can ing modular sub-components, the enjoy a fuel-oil cost benefit of 5 to new MAN V45/60CR engine also 12% in comparison with a vessel allows faster installation and easier powered by an equivalent engine from other manufacturers. For a maintenance. The new four-stroke unit meets cruise vessel of around 120,000 IMO Tier II, while IMO Tier III is met – 150,000 gross tonnage with 60 – with MAN’s in-house, compact 65 MW of installed power and an SCR system; the engine is shortly assumed fuel price of 500 EUR/t, scheduled for approval by all major this translates into annual savings of 0.9 to 2.4m EUR when employclassification societies. The 45/60CR is suitable for use ing the 45/60CR. in a wide range of marine applications, especially applications with Extending the possibilities high power-demands like ultra- The new engine combines the modern cruise vessels, large Ro- proven characteristics of its predePax and RoRo ferries, as well as cessor – the MAN 48/60CR – inmega-dredgers. Its primary focus cluding its in-house common-rail is on reliable power generation, injection system, with the latest
innovations in diesel-engine technology such as two-stage turbocharging as previously mentioned here. The MAN V45/60CR can also be combined with the innovative MAN ECOMAP 2.0 technology that grants operators the flexibility to run an engine following different SFOC power characteristics, facilitating optimal efficiency at different load points. The latest development with this innovative technology is the integration of the MAN SCR system into ECOMAP, offering even further possibilities to optimize the efficiency of the propulsion system, taking into account fuel and urea prices. This offers operators a whole new dimension of unrivalled operational flexibility, and completely new opportunities for optimal economic operation – regardless of prevailing consumer prices.
Karpowership Powership „Orhan Bey“, Lebanon
Karpowership Continues to Work with Engines from MAN Diesel & Turbo Turkish global market leader for powerships places yet another major order The Turkish energy company Karpowership has placed an order for a total of 38 engines of the type MAN 51/60. 18 of the units will be multifuel engines, which can be run on gas or liquid fuel. Another 20 are pure gas engines, including the MAN 18V51/60G TS, currently the most powerful and efficient gas engine in
Partners Win Special Russian Order Continued from front page
...an identical propulsion package, but from a different supplier.” AKA’s CEO, Jason Aspin, said: “We are excited to deliver on this first order together with our new partner, MAN Diesel & Turbo. Our expertise in energy management, and electrical-system integration, combined with MAN’s vast experience in power-train solutions, allows us to deliver a completely integrated power and propulsion system for this vessel, making it a WIN-WIN-WIN between our partnership and this client”. Basecamp 3000+ The partnership with AKA repre-
sents part of MAN Diesel & Turbo’s strategic development programme, “Basecamp 3000+”, launched in 2016 when the company announced strategic acquisitions and partnerships to expand its product range with respect to the global trends of decarbonisation and digitisation.
shore-oil-&-gas sectors. The company is also a leader within the field of energy storage and hybrid-pow-
the world. The engines each have a Karpowership’s powership fleet. power output of 18.5 - 20.4 MW, and “Powerships perform an important deliveries are due to start later this function in the power-generation year. Installation and commission- segment. They quickly and reliably ing will take place in 2017 and 2018. make power available, which not The total volume of the order is in only enables economic growth but also secures the livelihood of milthe three-digit million range. lions of people around the world,” The engines will be employed in explains Wayne Jones, Chief Sales
Officer of MAN Diesel & Turbo. “We are proud to open a new chapter of our partnership with Karpowership, a strong relationship that now spans nearly ten years.” Karpowership is the world’s only company that operates a whole fleet of powerships. A total of 13 ships currently generate a
er solutions for a broader range of marine and land-based applications. The company employs some 220 people globally.
About AKA Based on Prince Edward Island, Canada, Aspin Kemp and Associates is the world market-leader in diesel-hybrid-powered vessel-propulsion systems with integrated battery-storage systems and in high-reliability, on-board-power systems in dynamic-positioning applications for the marine and off-
The MAN 21/31 engine
Inside the power house of Karpowership “Orhan Bey“
Alternate view of the “Orhan Bey’s“ power house
total capacity of more than 2.7 gigawatts. Further ships with a power capacity of 5.3 GW are currently under construction. Countries where ships with MAN engines are in operation include Lebanon and Mozambique.
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DIESELFACTS 2/2017
Metalock Denmark Changes Name to MAN PrimeServ On-site Recovery Full integration into MAN PrimeServ organisation finally achieved Metalock Denmark, the well-known global specialist in field-machining within the marine, wind and industry segments, has changed its name to MAN PrimeServ On-site Recovery, becoming a full member of MAN PrimeServ, MAN Diesel & Turbo’s after-sales division. MAN Diesel & Turbo took over Metalock in 2008, since when it has continued to provide in-situ machining services globally from its base in Copenhagen. Per Rud, Head of PrimeServ Diesel, said: “This is a strategic move on our part. We have long felt that there were advantages to bringing MAN PrimeServ On-site Recovery – with its unique capabilities – into the PrimeServ fold, essentially eliminating any gap between its customers and the PrimeServ organisation. I welcome MAN PrimeServ On-site Recovery and am confident that this move will be beneficial for the now-expanded PrimeServ family and customers alike” Stig Holm, Head of MAN PrimeServ On-site Recovery, said: “Our integration into the MAN family offers a greater synergy to our customers with the easier access to global on-site support that belonging to the PrimeServ network entails. With this move, MAN
PrimeServ now supports all customers looking for partners that offer all-in-one support for in-situ machining within our key segments with an increased focus on the marine segment and uptower repair for the wind industry. Essentially, MAN PrimeServ Onsite Recovery’s mission remains the same as always: to minimise the downtime of our customers’ equipment.”
MAN PrimeServ On-site Recovery offers innovative, on-site-machining repairs worldwide within the marine, offshore and industry segments
Classification Societies Give Thumbs Up to MAN 175D Successful serial-type approval opens door for global use sel & Turbo reports that the engine optimised for propelling ferries, offperformed perfectly, exceeding all shore supply vessels, tug boats and class requirements, with subse- working vessels. Lex Nijsen – Head of Four-Stroke quent inspection of the engine and its parts demonstrating its robust- Marine – MAN Diesel & Turbo, said: ness and durability. As a result, the “The MAN 175D is compact, reliable MAN 175D is now globally certified and efficient – properties that are for marine propulsion in both diesel- of essential importance for use on mechanic and diesel-electric modes, working vessels to allow safe maand auxiliary operation for a power noeuvrability in the most challengoutput of up to 2,220 kW for the ing and rough weather conditions.” He continued: “The business 12-cylinder version. case behind it also has to be right for the customer, and this is where the Testing took place in Frederikshavn, About the MAN 175D Denmark from May 22nd to 24th The marine engine supplements and engine sets standards in more than in the presence of 10 international completes MAN Diesel & Turbo’s just fuel consumption. Our longclassification societies, including maritime product portfolio. The en- term aim for this engine is to make it ABS, BKI, BV, CCS, DNV GL, KRS, gine is available with an output spec- the most efficient engine we’ve ever LR, NK, RINA and RRS. MAN Die- trum from 1,500 to 2,200 kW and is had throughout its lifetime.” MAN Diesel & Turbo has announced that its MAN 175D marine engine programme has achieved another milestone on its path and on time. Following on from its multiple achievements during 2016 that saw it employed in a series of commercial orders in diverse applications both as main propulsion engine and and GenSet, the MAN 175D high-speed diesel engine has now received serial type approval from the main classification societies.
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Dual-Fuel Engine Continues Strong Market Performance Texan shale-gas deals confirm popularity of ME-GI engine within LNG carrier market Knutsen OAS Shipping, the Norwegian operator, has ordered 4 × MAN B&W 5G70ME-GI engines with EGR systems in connection with the construction of two 180,000 m3 LNG tanker newbuildings. Upon delivery in 2020, the vessels will transport cargoes worldwide for two Spanish utility companies. The order follows the increasingly popular path initiated by Gas Natural Fenosa, the multinational Spanish group that was the pioneer in adopting ME-GI technology in an order for 4 × LNG tankers in 2013.
About MAN PrimeServ On-site Recovery Established in 1952, Metalock Denmark was acquired by MAN Diesel & Turbo in 2008. As MAN PrimeServ On-site Recovery, it offers innovative, on-site-machining repairs worldwide within the marine, offshore and industry segments both for MAN Diesel & Turbo and all other diesel-engine brands. MAN PrimeServ On-site Recovery’s headquarters are located in Copenhagen where it maintains office space and co-ordinates its worldwide business. It also operates a workshop at the same site with the capability of manufacturing tailor-made tools as assignments demand. It maintains an international presence through the global MAN PrimeServ network of after-sales workshops.
DIESELFACTS 2/2017
Bjarne Foldager – Vice President Sales & Promotion, Two-Stroke Business at MAN Diesel & Turbo – said: “These orders are notable in that they are the 6th and 7th such carriers bound for service for Spanish utilities that have been ordered within the past four years alone. As such, our G70ME-GI engine has become a popular choice for LNG carriers globally. This can be attributed in great part to the ME-GI’s embracing of the Diesel principle, which is simply the most effective method of converting gas fuel to propulsion power.” The new orders stem from Corpus Christi Liquefaction, LLC – a subsidiary of Cheniere Energy, Inc. (NYSE MKT: LNG) – that recently entered into 20-year LNG sale and purchase agreements (SPAs) with the two Spanish utilities. Under the terms of their re-
spective SPAs, the Spanish utilities have agreed to purchase a combined total of over 1 million tonnes per annum of LNG upon the commencement of operations from the LNG export facility currently being developed near Corpus Christi, Texas. About the ME-GI engine The ME-GI dual-fuel low-speed diesel engine represents the culmination of many years of development work. Depending on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of using either HFO or gas – predominantly natural gas. The ME-GI is a Diesel engine in contrast to the other dual- or triple-fuel engines on the market, which are Otto engines. Simply put, engines that operate according to the Diesel principle have a higher efficiency and power concentration than those following the Otto principle. MAN Diesel & Turbo sees significant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaustemission limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO 2, NO X and SOx emissions. Furthermore, the ME-GI engine’s negligible methane slip makes it the most environmentally-friendly technology available.
As such, the ME-GI engine represents a highly efficient, flexible, propulsionplant solution. In May 2017, an MEGIE variant passed operational tests running on ethane, while an ME-LGI c o u n t e rpart to the ME-GI that runs on LPG, methanol and other liquid gasses has also successfully been introduced to the market. About Knutsen Knutsen OAS Shipping AS is a fully integrated shipping company whose activities cover shipping o p e r ati o n s, newbuilding supervision, chartering and in-house project development. The company’s headquarters lie in Haugesund, Norway.
The MAN B&W G70ME-GI engine
SaCoS 5000 Represents Major Upgrade of Engine-Control System Function-oriented architecture addresses complexity of modern four-stroke engines
Test personnel and classification society representatives pictured in Frederikshavn
MAN Diesel & Turbo has announced Stroke, MAN Diesel & Turbo, said: the latest release of its proprietary “The main benefit of SaCoS 5000 engine-control system. SaCoS 5000 is its function-oriented architecrepresents a comprehensive up- ture that makes it ultra-flexible grade and expansion of the origi- and enables us to offer tailornal system’s capabilities, and also made solutions, like in the automarks the culmination of four years motive industry. This allows us to add different options to a standof R&D effort. ard system for the individual cusThe development of SaCoS 5000 tomer, such as cylinder-pressure is a response to the increas- measurements, crankcase moniing complexity and exponential toring, and injection-system leakgrowth in functionality of mod- age monitoring.” Furthermore, the new system ern engines. Günther Glas, Head of Systems Automation - Four- is capable of handling complex
functions that demand a lot of control and calculation resources. Such functions include cylinder balancing and the company’s own ECOMAP function that grants operators the flexibility to run an engine following different SFOC power characteristics, facilitating optimal efficiency at different load points. The new SaCoS also lays the foundation for the next generation of MAN Diesel & Turbo’s digital products: “SaCoS 5000 is a key element of our digitisation
strategy and enables a new line of digital solutions which will be available from the year 2018 on. This will offer distinct benefits to our customers”, states Audi Lucas, Chief Digital Officer at MAN Diesel & Turbo. “Those solutions will feature a new and modern security design, with both active and passive defenses, while continuous upgrades will ensure that the system evolves as needs change. They will also allow hybrid local and cloud based analytics across a customer’s fleet and
a completely new and revolutionary way to exchange data in real time with all partners necessary. With the introduction of SaCoS 5000 we take a first step into that digital future.” SaCoS 5000 was primarily developed at MAN Diesel & Turbo’s headquarters in Augsburg with assistance from its St. Nazaire and Copenhagen sites. It is now introduced to the market on the new MAN 45/60 engine.
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Cost-Optimised Designs of Fuel Gas Supply Systems for the ME-GI (-Gas Injection) Engine aboard LNG Carriers A technical paper by Karsten Elland, Senior Engineer, Marine Installation Department – Marine Low Speed, Engineering – MAN Diesel & Turbo The typical layout of FGSS designs has often been based on a conventional high-pressure cryogenic pump and vaporiser solution. However, the well-proven technologies of these FGSS systems have a cost. MAN Diesel & Turbo is therefore continuously involved in cost-optimising reliable FGSS solutions. When designing an FGSS for LNG carriers, in particular the amount of BOG has a large impact. A boil-off rate in the range of 0.08 to 0.1% per day must be handled continuously in loaded condition. Combined solution with pump and vaporiser unit, fuel gas compressor and partial reliquefaction An FGSS design for an LNG carrier may be based on one of: Compressor supplying the ME-GI engine with HP fuel gas and the DF gensets with LP fuel gas MAN Diesel & Turbo pump and vaporiser unit supplying the MEGI engine with HP fuel gas. Partial reliquefaction system or combinations of these systems depending on the vessel type, voyage pattern and technical layout of the ship. The FGSS shown in Fig. 1 provides a high degree of fuel flexibility and full redundancy in gas operation. The centrifugal pump submerged into the cargo tank has several functions: it feeds supply lines for both ME-GI and DF gensets and, in addition, it provides the option to feed the DF generators directly from the cargo tank through an LNG heater. Tank type C is the preferred tank type for smaller LNG carriers and gas-fuelled ships. For some tank types, the size of the submerged pump may be reduced if the tank pressure is controlled using this option. One of the options for supplying HP fuel gas to the ME-GI engine is the LNG HP piston pump and LNG vaporiser. The compressor is designed to feed BOG to the ME-GI engine with a pressure of between 200–300 bar depending on the engine load, while simultaneously feeding DF gensets with 6 bar fuel gas pressure. The compressor operates in parallel with the PVU. Another design parameter is the load-dependent, controlled and instantaneous changes of the fuel gas supply pressure required for the ME-GI engine. In this specific layout, the compressor is supplied with gas from a cold box. The cold box is in principle a heat exchanger, where warm excess fuel gas at 300 bar is cooled and expanded via two Joule-Thomson valves to one bar gas pressure. In the flash drum, some of the excess fuel gas is mixed with cold gas from a cargo
in most cases. Furthermore, it is imtank and approximately 70% of the elements is obtained. Each compressor stage is followed portant to look at the inlet temperaflow is returned to the cargo tank as LNG. The gas combustion unit (GCU) by an intercooler to fully control the in- ture of BOG to the gas compressor. provides a method to burn off exces- let temperature to the following stage, If the temperature can be lowered, a sive gas in an emergency situation as the temperature typically increases smaller compressor size can be cho150-200ºC between the stages. By- sen. Insulation of BOG pipes on deck with a critically rising tank pressure. The suction drum is not needed if pass valves are provided over stage has often been discussed as a way to the FGSS configuration is based on one, stages two and three, and stag- lower the temperature. the MAN Diesel & Turbo PVU, since es four and five. These valves regulate the effect of the suction drum is ob- the flow in the compressor according Compressor tained by recirculating LNG through to the supply pressure required by the The Laby®-GI pressure range of 150the HP pump. However, the suction engine. Fuel gas is supplied at 6 bar 300 bar covers the required fuel gas drum has to be incorporated in the to the DF gensets after the second delivery pressure in the load range of design if the FGSS is built the con- stage. ME-GI dual fuel engines from MAN ventional way with a separate LNG Diesel & Turbo. However, reliable pisFive-stage twin-compressor ton compressors applicable in this HP pump and vaporiser. The purpose of the suction drum system FGSS design are produced by sevis to ensure that there is a large LNG volume on the suction side of the LNG HP pump securing cold suction temperatures and avoiding cavitation. The FGSS in Fig. 1 is designed with partial reliquefaction, but optionally the compressors can also feed a full reliquefaction system as shown in Fig. 2. However, it is not a requirement from the ME-GI. The main components in the reliquefaction process are: A nitrogen three-stage compressor (the last stage is coupled to an expander), a cold box and a BOG compressor. The cold box has three passages, one is for cooling of BOG, another Fig. 7: Installation of the complete CT compressor solution is precooling of HP nitrogen and the third passage is low-pressure nitrogen For owners and charterers requiring eral makers, for example MES, Genproviding the cooling for the cold box. full redundancy of BOG delivery, a eral Electric, and Kobelco. The GE simplified and cost-optimised system compressor requires pre-heating of Compressor characteristics based on two fuel gas compressors the fuel gas. As mentioned, several parameters has been proposed, leaving out the Atlas Copco has developed a new must be considered when design- conventional cryogenic pump and compressor solution to suit the ME-GI ing an efficient FGSS. One of these vaporiser. The operating conditions engines. The new solution takes adis the total amount of BOG, which is for an LNG carrier are surplus BOG in vantage of the serial combination of highly dependent on the ship opera- loaded condition and approximately a centrifugal compressor for the initial tion cycle (loaded or ballast voyage) 50% BOG (of the cargo tank content) compression and a piston compresand the tank pressure level. The vary- in ballast condition, if a 10% heel is sor for the last stage. ing parameters may result in extreme maintained. This allows the vessel to operating conditions for the fuel gas operate on boil-off gas 75% of the Standard high-pressure compressor ranging for example from time. The short period (approx. 25%) multi-compressor system of operation on LNG does not allow ultra-cold to warm start-ups. The five-stage Laby®-GI fuel gas a reasonable payback time covering compressor is designed with a single the CAPEX of the LNG cryogenic pump. The layout of the FGSS for an LNG and gas-tight compressor casing. All five stages are combined in a verti- carrier can be designed as shown in cal crank gear and form the six-crank Fig. 4 with a submerged LNG supply compressor. The balanced crank pump and two compressor strings gear is an efficient way of minimis- delivering simultaneously high-presing compressor vibrations in order to sure fuel gas to the ME-GI and lowease the installation on the deck of an pressure fuel gas to DF gensets. Two Laby®-GI fuel gas compresLNG carrier, see Fig. 3. The fuel gas compressor is de- sors are each capable of handling signed for low suction temperatures. 100% of the BOG, thereby, the METhe thermal design and material se- GI engines will consume 50% each of lection means that it is not necessary the compressed fuel gas. The power to precool the compressor or to heat consumption of the compressor is the fuel gas prior to start-up. With a six times that of the cryogenic pump, pressure range covering up to 300 when delivering the same flow to the bar, the three oil-free labyrinth-sealed, main engine. The main compreslow-pressure stages (stages 1 to 3) sor will be operating continuously to are complemented with two stages ensure full redundancy, and the secof piston ring sealing systems (stages ond unit can be started manually in 4 and 5). By combining the labyrinth case of a malfunction. Studies show sealing technology and piston ring that two compressors handling 75% sealing, a long lifetime of the sealing of the BOG each might be sufficient
Since shipowners increasingly demand cost-optimised solutions, MAN Diesel & Turbo and Burckhardt Compression have developed a simple FGSS for both ME-GI powered LNG carriers as well as other ME-GI powered vessels. As an example, Fig. 5 shows the FGSS for a 174 kcum LNG carrier based on multiple small and compact compressor units. The system supplies fuel gas to the ME-GI engine and DF gensets. For this purpose, Burckhardt Compression developed a CT-D compressor design solution based on the well-proven trunk piston technology. Depending on the specific setup, and as an alternative to the Laby®-GI, the CT-D design can contribute to a tangible CAPEX reduction for the complete propulsion system. The standard high-pressure range compressors from Burckhardt Compression with a discharge pressure up to 310 bar are divided into four
compressor types with flow capacities from 24 kg/h, up to 500 kg/h for the CT compressor shown in Figs. 6 and 7, and 675 kg/h for the CX compressor. More than 700 compressors are already installed worldwide, a part of these in CNG filling stations. The first orders for marine applications have also been achieved. The FGSS solution shown in Fig. 5 is based on four CT-D compressor units, where each unit with two CTcompressors driven by a common electric motor delivers 1000 kg/h. The application of multiple compressors opens interesting partial redundancy options. Full redundancy is obtained if five CT-D compressors are installed. The system provides efficient partload operation, where one compressor unit can be taken out of operation, when the load drops. Further benefits are the simplified installation of the small unit, see Fig. 7, and the slightly reduced or comparable power consumption compared to the Laby®-GI. As with the Laby®-GI solution, a partial reliquefaction system based on a common cold box and suction drum can be built in without requiring an additional compressor.
Fig. 1: Fuel gas supply system for a 174 kcum LNG carrier with partial reliquefaction
Fig. 2: Full reliquefaction system
Fig. 3: Burckhardt Compression Laby®-GI compressor and in the insert, the mass-balancing weights
Fig. 4: Fuel gas supply system solution with two fuel gas compressors for a 174 kcum LNG carrier
Fig. 5: Fuel gas supply system solution with four CT-D compressors for a 174 kcum LNG carrier
Fig. 6: Cross section of the CT compressor
Fig. 8: Turn-down curve for 5 CT compressors and for comparison a compressor with bypass
Fig. 9: Fuel gas supply system solution with two CT-D compressors for a 30 kcum LNG carrier
Compressor characteristics The CT-D compressor is built with an inter-cooler between the five stages to fully control the inlet temperature to the next stage. Since the FGSS is based on multiple smaller compressors, the smaller rating of the electric motor enables the use of less expensive and less complicated variable frequency drives than for the larger motors. The electric motor and the variable frequency drive must be ATEX approved. The use of a variable frequency drive gives an optimum turn-down power curve, see Fig. 8. The figure shows a comparison of relative shaft power (shaft power/shaft powermax) as a function of relative flow (flow/flowmax) for the CT compressor operated with variable frequency drive (ideal curve) and conventional bypass (blue curve). Normal in-between maintenance work on the CT-compressors can be performed by the engineers on board. The maintenance cycle of the CT compressor is higher than on the Laby®-GI, though still manageable, which makes this design an attractive alternative. Standard high-pressure twincompressor system For smaller LNG carriers even less than four CT-D compressors are required. As an example, the FGSS in Fig. 9 for a 30 kcum LNG carrier requires only two CT-D compressors.
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DIESELFACTS 2/2017
China Chalks Up Several New Success Stories within Dredging Sector Four new Trailing Suction Hopper Dredgers choose MAN power In the short period of just four months, MAN Diesel & Turbo has won contracts for four Chinese dredger newbuildings. Chinese outfits CHECD, Jiangsu Haixin and Huanghua Port Bureau recently chose MAN mediumspeed engines for trailing suction hopper dredger (TSHD) newbuildings. CHEC Dredging Company Ltd. (CHECD) – a subsidiary of CCCC Shanghai Dredging Company Ltd., a branch of CCCC Dredging Company Ltd. (CDC), one of the leading dredging companies in the world and the largest in China – chose complete propulsion packages from MAN Diesel & Turbo for their new 2 × 6,500 m3 TSHDs. Each vessel will feature 1 × 6L32/44CR + 1 × 9L32/44CR engines with the latest, flexible, common-rail technology. CHECD cited the engines’ proven robustness, high efficiency and high output as important decision criteria during the selection process. One of the engines will be dedicated to driving a CPP, as well as a mechanical dredge pump, and is designed to satisfy its demands for constant torque and reliable performance under different operational conditions. Furthermore, the engines will be de-
engines at its Augsburg plant in Delivery is scheduled for end-2017. livered as ‘SCR (Selective Catalytic Jiangsu Haixin Reduction)-ready’ so as to readily In another boost to MAN Diesel & Lex Nijsen – Vice President and Germany. accommodate any retrofit should Turbo locally, Jiangsu Haixin Ship- Head of Four-Stroke Marine – MAN Tier III operation be requested in the ping Heavy Ind. has again ordered Diesel & Turbo, said: “This new Huanghua Port Bureau 2 × MAN 32/40 engines as part of vessel adds to the already sizable Huanghua Port Bureau has also future. The propulsion packages also in- a propulsion package in connection number of dredging references we chosen MAN engines in the form of clude an MAN Alpha Twin screw CP with a repeat order for an 8,000 m3 have in the Chinese market. With- 2 × 12V32/44CR units to power a propeller plant – type VBS720-ODF TSHD, a further sister to an existing in the past number of years, MAN 10,000m3 TSHD newbuilding. Both engines have won more and more engines will drive a CPP and have – with AHT nozzles, as well as 2 × series of MAN-powered vessels. MAN Renk RSLV-720 gearboxes. a power take-off for a mechanical Shipment of both shipsets is scheddredge-pump drive. uled for the turn of 2017/18. The Port of Huanghua is an arThe new CHECD dredgers’ basic tificial, deep-water, international design comes from Royal IHC in the seaport on the coast of Huanghua, Netherlands. IHC has an extensive Cangzhou Prefecture, Hebei. MAN know-how and many years of exDiesel & Turbo is working with a perience in the design and building partner, Yue On Shipping, on this of standardised and custom-built project to provide the propulsion dredgers for many different applipackage, as well as additional excations. pertise. Egbert Sprokkereef – Sales ManWeijian Yang – Senior Sales Manager, Marine – MAN Diesel & Turager, Marine – MAN Diesel & Turbo, bo, the Netherlands, said: “We are Augsburg, said: “This order repreproud that CHECD went with our sents the first new dredger for MAN product portfolio again. IHC and The MAN 32/44CR engine, ordered as a 12V version for Huanghua Port Bureau Diesel & Turbo in northern China MAN Diesel & Turbo can look back with the new TSHD being built at The scope of delivery covers one of this important, domestic market CSSC Huangpu Wenchong Shipon a longstanding partnership in various, successful projects in the shipset including a propulsion pack- – increasingly as part of entire MAN building Co., Ltd., which is a wellpast and we are delighted to contin- age consisting of 2 × 9L32/40 en- propulsion packages – and this re- known dredger specialist worldue our close cooperation with both gines, an MAN Alpha twin-screw peat business is a ringing endorse- wide with longstanding experience companies.” The new vessels will VBS860 CP propeller, single ma- ment of the quality of our products.” and excellent expertise. Through be built at the Shanghai Zhenhua rine reduction RSVL-800 gearboxes Jiangsu Haixin will construct the this project, we start a cooperation Heavy Industry Co., Ltd. (ZPMC) from Renk, plus an SCR system that vessels at its yard in China, and with the shipyard that we hope to enables the engines to fulfill Tier III. MAN Diesel & Turbo will build the deepen in the future”. shipyard.
MAN Diesel & Turbo Expands Mitsui Cooperation Comprehensive agreement promises unique product portfolio tomorrow’s challenges. This will also include working more closely in the field of Floating Production Storage and Offloading systems (FPSOs), as well as steam turbines and compressors – mainly for the Japanese market.”
MAN Diesel & Turbo has entered a comprehensive cooperation agreement with Mitsui Engineering & Shipbuilding Co., Ltd. that will intensify their existing, joint business activities. The agreement was signed by Takao Tanaka, President & CEO of Mitsui Engineering & Shipbuilding and Dr. Uwe Lauber, CEO of MAN Diesel & Turbo. “Together, we will offer a solution portfolio that is unique in today’s market,” said Dr. Lauber. The two companies are longstanding partners, with multiple previous collaborations, and have now agreed to deepen mutual activities within sales, production, R&D, and EPC (engineering, procurement, construction), with the potential for other business fields to be added in the future. The common goal is to enhance mutual business opportunities in a more timely and effective fashion. “Mitsui Engineering & Shipbuilding and MAN Diesel & Turbo can look back at almost a century of successful cooperation in many
Old acquaintances
Mitsui and MAN Diesel & Turbo plan to target the FPSO segment in the future (picture courtesy Petrobras)
fields of business, for example, twoand four-stroke engines for marine and stationary applications”, said Tanaka. “With this agreement, we not only consolidate these cooperative efforts, but we also extend them to include the steam turbine and compressor segment.” “Along with the ongoing implementation of our technology in
power plants and marine projects, we have also agreed to set a greater focus on our joint R&D efforts,” said Dr. Lauber. “Driven by the global trends of decarbonisation and digitalisation, markets are in transition. We want to continue to combine our strengths to offer propulsion and energy solutions that help our customers to tackle
Mitsui Engineering & Shipbuilding’s relationship with MAN Diesel & Turbo started in 1926, when the companies signed a license agreement for the production and sale of two-stroke, marine, diesel engines. Furthermore, the company’s subsidiary – Burmeister & Wain Scandinavian Contractor (BWSC) – a long-established EPC contractor, has worked closely and successfully with MAN Diesel & Turbo as a supplier of four-stroke engines for custom-designed power plants for many years. Both companies are engaged globally in the production of various types of rotating machinery, such as compressors and turbines. Mitsui Engineering & Ship-
building’s product portfolio here focuses primarily on the likes of oil refineries, chemical and petro/ chemical plants, steel mills, similar to MAN Diesel & Turbo. About Mitsui Engineering & Shipbuilding (MES) Based in Tokyo, Japan, MES is one of the major heavy-industry manufacturers in Japan, and was established as the Shipbuilding Division of Mitsui & Co., Ltd. in 1917. Since then, for nearly 100 years, MES has built numerous ships for the world’s seas. The company em-ploys around 12,700 staff, and has four manufacturing works in Japan and many group companies worldwide. The company product portfolio includes shipbuilding, two-stroke marine diesel engine, rotating machinery of various types such as compressors and turbines, EPC of various plants including medium-sized power plants, and offshore installations such as FPSOs.
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MAN Diesel & Turbo Finishes Power Plant Project in Nicaragua Eight engines generate 140 MW electrical power in country’s largest thermal plant MAN Diesel & Turbo successfully commissioned eight type 18V48/60 engines in the new “Planta MAN 140” power plant in Los Brasiles, Nicaragua and handed them over to the operator, ALBA Generación S.A. Based in Augsburg, the company is also responsible for engineering and delivery of the engines and equipment, steel structure, piping and electrics. With a generation capacity of 140 MW, Planta MAN 140 is the largest and most cutting-edge thermal power plant in Nicaragua and has a share of around 12% of the total capacity nationwide. In close proximity to the capital city, Managua, “Planta MAN 140” replaces older and less efficient diesel power plants and balances fluctuations in the generation of electricity from renewable sources. The engines run on heavy fuel oil (HFO). Nicaragua has ambitious plans with regard to power generation. It is aiming to produce 90% of electrical power from renewable sources by 2020. Renewable sources, primarily wind power and hydropower, already account for 57% of the country’s electricity demand. Wind levels, however, are subject to considerable fluctuations. “Engine power plants are ideal as a back-up for renewable energies,” explains Thorsten Dradrach, Head of Sales for Power Plants on the American continent at MAN Diesel & Turbo. “Not only can the
One of the eight MAN 18V48/60 engines on arrival in Los Brasiles
engines be started up and reach full load in 3-5 minutes, they also operate efficiently at partial load. In the event of low wind levels or even no wind at all, our MAN48/60 engines generate energy reliably and in a highly flexible manner in order to compensate for fluctuations in the power network.” Transporting the engines 156 kil-
ometres from the port of Corinto to Los Brasiles was a highly logistical challenge. At temperatures of up to 40 °C and under increased volcanic activity, each of the eight 320-ton engines had to cross more than 60 bridges, many of which first had to be bridged with fly-over ramps. A video documentary about the engines being transported can be
watched on YouTube. Alba Generacion S. A. is a subsidiary of ALBA Nicaragua S.A. (ALBANISA), which is owned by the Bolivarian Alliance for the Peoples of Our America (ALBA). ALBA is an economic and political alliance of nine countries in Latin America and the Caribbean, including Nicaragua. ALBA’s aim is
to achieve greater independence from the USA and Europe by means of economic cooperation between the countries in Latin America and the Caribbean. The energy sector has a particularly important part to play in this mission.
Tough Middle East Climate Conquered by MAN Engines Six gensets will supply power to the new KAAI cement factory in Samawah, Iraq MAN Diesel & Turbo has delivered six MAN 18V32/40 engines, including gensets and mechanical equipment, to its customer CGGC-UN Power Co Ltd. (China Gezhouba Group Cooperation) in Samawah, Iraq. CGGC is taking on the role of EPC contractor (engineering, procurement, construction) in the building of a 50 MW captive power plant for a cement factory, which will be operated by the Iraqi producer Kairat Al Abar Iraqi co. (KAAI). The engines will run on heavy fuel oil (HFO) in base load mode. Overall EPC for the cement factory is the Chinese company
Sinoma (Suzhou) Construction Co., Ltd. Both Sinoma and CGGC are state-owned Chinese corporations, which operate as EPC contractors on a global scale. Samawah has a population of around 150,000 and is located on the River Euphrates half way between Baghdad and the Persian Gulf. A mere 100 mm of rain falls over the course of a year and temperatures reach a peak of over 40 °C from June to September. The high temperatures mean demanding fringe conditions for power supplies for industrial processes. “The MAN 32/40 engines are particularly
robust. They are thus the ideal solution for reliable power supplies under extreme climatic conditions,” explains Waldemar Wiesner, MAN Diesel & Turbo’s Head of the company’s power plants business in the MEA region. As a country, Iraq has the fifth largest oil reserves and the second largest natural gas reserves in the world. Nevertheless, many places there experience regular power shortages. The unstable security situation and complex import requirements make it a great challenge to develop the infrastructure. The MAN engines pictured upon arrival
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MAN Diesel & Turbo Signs Cooperation Agreement with MM-Offshore Propulsion/manoeuvring specialists agree to develop and optimise efficient after-ship solutions for future ship designs At a signing ceremony on 1 June at the Nor-Shipping trade fair in Norway, MAN Diesel & Turbo signed a cooperation agreement with MMOffshore, the major, German supplier of ship’s equipment to the international shipbuilding market.
ment will be on developing common propulsion and manoeuvring solutions for different ship types using each company’s unique experience and know-how, and I am already looking very much forward to the results.”
The impetus for the agreement stems from the marine industry’s constant efforts to enhance ship performance. These have resulted in highly efficient propulsion and manoeuvring systems with both now optimised – individually – essentially to perfection. Poul Knudsgaard – Vice President and Head of the Aft Ship & Propeller department – MAN Diesel and Turbo, said: “Any further potential for improving overall efficiency can only be realised through a combined optimisation of propeller and rudder systems, using a holistic approach that takes the interaction between these two vital components – as well as the ship’s
The agreement aligns the two companies’ strategies so they can jointly develop and offer solutions to the marine market related to: the optimisation of the complete propulsion system, including the interaction of propeller and rudder in order to create a partnership between both systems the provision of optimised propulsion solutions based on MAN Diesel & Turbo’s proprietary Kappel propeller design, optimised rudder bulb and hub-fairing cones, and MMOffshore’s advanced EMPRESS – twisted rudder designs
Alignment
Jan Hamann (left) and Poul Knudsgaard congratulate each other in Oslo
hull – into consideration.” He added: “A number of recent projects have already documented how beneficial such a combined optimisation could be for ship designers, operators and owners in achieving low fuel and operating costs, as well as attaining a low EEDI. I welcome this agreement with MM-Offshore and look forward to developing our technology
together and making further gains in terms of propulsion efficiency.” Jan Hamann, President of MMOffshore, said: “A further refinement of this concept – aided by modern and advanced simulation and calculation tools – requires a coordinated effort right from the initial design phase of the vessel before the ship design is frozen. The focus of this cooperation agree-
the application of energy-saving devices, optimised and combined the technical coordination of common shipbuilding projects to ensure overall optimum solutions with clear benefits for ship designers, ship yards, ship owners and operators.
About MM-Offshore Based in Oldenburg, northern Germany, MM-Offshore GmbH is one of the major designers and producers of ship’s equipment in the international shipbuilding market. The company has more than half a century of experience in delivering tailor-made products to ships, including rudders and hydraulic equipment. During the last few years, MM-Offshore has also become one of the world’s leading manufactures of rudder systems, in particular highly efficient rudders.
21/31 Gensets form part of innovative energy-saving diesel-electric propulsion system product portfolio.” The order follows the recent delivery of newbuildings constructed at Çeliktrans Shipyard for Icelandic fishing company, HB Grandi, where MAN Diesel & Turbo provided each of three trawlers with individual 6L27/38 main engines, SCR systems and MAN Alpha CP propeller plants. The first of its kind variable medium speed GenSets will be assembled and tested at MAN Diesel & Turbo’s Aurangabad facility in India. Salt Ship Design of Norway, with a strong reputation in offshore and
specialist vessels, is providing the full design and engineering package for the new vessel, which is scheduled for delivery in Q4, 2018. The new WSOV will be used for operations and maintenance work on German offshore wind farms, Borkum Riffgrund 1 and 2, as well as Gode Wind 1 and 2. The 83 × 19.4m wide vessel will operate for DONG Energy, the Danish energy company with a strong renewables profile. About the MAN 21/31 engine MAN 21/31 units are characterised by reliable and HFO-based GenSet The MAN 21/31 GenSet will power Cemre’s newbuild no. 57
Rendering of the new WSOV (image courtesy Salt Ship Design)
The Gaschem Beluga
Dual-Fuel ME-GIE Successfully Completes Ethane Operation Positive operational performance expands MAN B&W alternative fuel possibilities
MAN GenSets Chosen for Wind Service Application Turkish shipyard, Cemre Marin Endüstri they can be retrofitted at a later time A.S., has ordered 4 x MAN 8L21/31 vari- with MAN’s state-of-the-art SCR able speed GenSets, in connection with system. This is to cater for the posthe construction of a wind service op- sibility that IMO TIER III NOX emission eration vessel (WSOV) for Louis Dreyfus limits be introduced without obligaArmateurs (LDA), the French shipowner. tion within NOX emission-control arThe newbuilding will feature ABB’s eas (NECAs) in the North and Baltic Onboard DC Grid system which will Seas before 2021. increase the efficiency of the vessel Lex Nijsen, Head of Four-Stroke by allowing the ship’s GenSets to work Marine at MAN Diesel & Turbo, said: at variable speed thus significantly re- “This new order confirms our solducing the vessel’s CO2 emissions and id foothold within the segment for small-bore, medium-speed engines fuel consumption. powering specialised vessels. I welThe MAN engines will be prepared come this new reference and feel for IMO Tier III and set up such that that it highlights the diversity of our
View of the 7G50ME-C9.5-GIE engine aboard the Gaschem Beluga
power, delivering the lowest possible accumulated costs during their entire lifecycle. As such, the GenSet represents a proven, safe investment. Cheaper infrastructure The new order was spurred on by the steady decrease in the cost of establishing new, off-shore windmills in comparison with the early days of eco-energy. This increases their competitiveness and helps to implement EU climate and energy projects for the revision of the Renewable Energy Directive and for electricity market design after 2020.
The world’s first ME-GIE (-Gas Injection Ethane) two-stroke engine has successfully passed gas trials on board the ‘Gaschem Beluga’, an LEG (liquefied ethylene gas) carrier, while sailing between Houston and the Bahamas. The Mitsui-MAN B&W 7G50MEC9.5-GIE unit is the first in a series of two engines acting as main propulsion for two such LEG carriers of 36,000 m3 ordered by Hartmann Reederei of Germany and Ocean Yield of Norway, and constructed at Sinopacific Offshore Engineering (SOE) in China. MAN Diesel & Turbo personnel monitored proceedings aboard the vessel and reported successful operation on ethane with the ME-GIE responding as expected to different loads. No gas leaks were observed while ethane levels in the doublewalled piping were constant and comfortably under the gas’s LEL (Lower Explosive Limit). The Gaschem Beluga subsequently crossed the Atlantic on its way to Europe, powered solely by ethane, and has already achieved a total of 550 operational hours. Capt. Ulrich Adami, Fleet Manager of Hartmann Reederei, said: “Developing and finalising this type of vessel was hard work for the whole team and the process took several years. Therefore, we already knew that GasChem Beluga is a very good ship with a pioneering technology. But there is always a difference between a plan and its
successful implementation. We are proud that we achieved the expected results entirely.” René Sejer Laursen – Sales & Promotion Manager, MAN Diesel & Turbo – said: “The reports from the ME-GIE trials and first operational experiences are very encouraging and confirm our faith in this groundbreaking technology. While the engine is primarily designed for the combustion of ethane gas, our research shows that it is also possible to operate the engine on other gas types. This development is particularly exciting as it opens the prospect for multi-fuel combustion, including the combustion of methane, waste gas, and volatile organic compounds (VOCs).” Indeed, MAN Diesel & Turbo’s research recently confirmed that MEGIE operation on VOCs is feasible, making it an eminently suitable main driver within the shuttle tanker and VLCC segments. The Gaschem Beluga is equipped with a propulsion package supplied by MAN Diesel & Turbo, Frederikshavn (Denmark). It includes a remote control system AT3000, a VBS 1350 – ODS Mk5 CP propeller, and a shaft generator with frequency converter that enables it to run on variable speed between 80 to 100rpm. MAN Diesel & Turbo currently has eight ME-GIE engines on order. The benefits of the ME-GIE’s Diesel-type combustion can now be fully exploited by its ability to operate on almost any gas quality – without any reduction in efficiency – and
through a complete combustion maintained by a relatively high gasinjection pressure. The engine will be able to run on a mixture of LPG and methane, or ethane, with an unchanged gasmode efficiency. Such a mixture may comprise as much as 50% LPG, while MAN Diesel & Turbo’s findings thus far indicate that an even greater LPG percentage can be used. Significant potential MAN Diesel & Turbo sees significant opportunities in the development of the ME-GIE as the engine can also run on almost any form of waste gas. Such gases could be the light hydrocarbons or VOCs emitted from crude oil during storage and during the loading/unloading of crude oil. This opens the door for new applications for the engine in, for example, shuttle tankers, for power generation in remote power plants, or in off-shore applications – such as floating production storage and offloading vessels (FPSOs) – where VOC is abundant and poses a potential environmental hazard. Ethane While MAN B&W ME-GI engines have been designed for use by methane, operation on ethane is a new development. After methane, ethane is the second-largest component of natural gas with a content that varies from < 1% to > 6% by volume. However, before natural gas can be used as a commercial fuel,
it must be processed to remove impurities, including ethane. Like many hydrocarbons, ethane is isolated on an industrial scale from natural gas, usually by liquefaction at cryogenic temperatures. Its chief use is within ethylene production. MAN Diesel & Turbo reports that ethane was chosen as fuel for the LEG carriers, in preference to HFO, due to its more competitive pricing. As a fuel, its emissions profile is similar to methane and contains negligible sulphur and comparatively lower CO2. ME-GIE Technology The ME-GIE engine features MAN Diesel & Turbo’s newly developed pump vaporiser unit (PVU) that matches the requirements for the supply of high-pressure LNG to the ME-GIE engine. The PVU supercedes previous fuel-gas supply systems with its low installation costs, smaller space requirement and full pump redundancy. Tier III operation can also be met in combination with selective catalytic reduction (SCR) systems, either low- or high-pressure SCR. The engines can be delivered in the 5-82 MW power range. The ME-GI engine – the new industrial standard The ME-GIE’s technology is based on that of MAN Diesel & Turbo’s successful ME-GI (-Gas Injection) engine that, with over 200 engines ordered, has set a new industrial standard for two-stroke
propulsion engines aboard LNG carriers and container vessels. The ME-GI engine provides shipowners and operators with a peerless solution within environmentally friendly and high-efficiency, two-stroke technology. With the ME-GI engine, twostroke development has taken a step further by combining the unique properties of multi-fuel combustion and the well-known reliability of MAN Diesel & Turbo’s ME-engine. The Diesel principle provides the ME-GI engine with high operational stability and efficiency, including during load changes and fuel change-over, while defining properties such as a stable change-over from fuel to gas with no fuel-penalties are maintained. The negligible fuel slip of the ME-GI engine makes it the most environmentally friendly, twostroke technology available. About Hartmann Hartmann Schiffahrt is a ship-management company based in the northern German city of Leer. Founded in 1981, it manages the technical and economic aspects of its own and other fleets with a focus on the gas and container segments and is a world leader within the gastanker segment. The company is part of Hartmann AG that has diverse interests in the maritime transport and logistics sector such as dry bulk, product tankers, multi-purpose vessels and OSVs.
DIESELFACTS 2/2017
PrimeServ Courses Prove to be Big Hit with Argentinian Navy The ARA Almirante Irizar is an Argentinian Navy (Armada Republica Argentina) icebreaker and was built in 1975 in Finland. During the Falklands war (1982), the ship served as a troop transport and, later on, a hospital ship. In 2002, the icebreaker became known for its attempted rescue of the vessel ‘Magdalena Oldendorff’, a support ship for the 20th Indian Antarctic Expedition which became trapped in pack ice. Even though the Almirante Irizar ultimately failed to free the vessel, it successfully managed to move it to a safer position for overwintering and supply it with medicine and food until the ice melted and it could sail free. In 2007, the Almirante Irizar went out of service due to a serious fire outbreak in its auxiliary generator compartment. After a long journey back to the dock, the Argentinian Navy made it to their mission to repair the Almirante Irizar. During repairs, they made the decision to replace the original engines with new 32/40 and 23/30 units from MAN Diesel & Turbo. To optimise the maintenance of their new engines, the Armarda Republica Argentina participated in six different courses at the MAN PrimeServ Academies in Augsburg and Holeby during 2017. They started with a ‘32/40 engine advanced maintenance’ course where the participants learned how to perform difficult maintenance jobs such as the exchange of bearings and cylinder-head maintenance. Subsequently, the Navy participated in a ‘Turbocharger maintenance’ course to learn the theory behind, and practical methods of, maintaining an NR turbocharger. ARA personnel also picked up a basic understanding and knowledge of speed-governing systems during a “Four-stroke engine speed governor Heinzmann” course. Two further “Four-stroke engine simulator” courses familiarised the participants with the operation of the engine and how to react to different failures. Finally, the training programme concluded with a “23/30 maintenance course”. Overall, the different courses ran for five weeks with four spent at the PrimeServ Academy in Augsburg and one at the Academy in Holeby (Denmark). Both academies cooperated to en-
sure attendees received the optimal training experience. In receiving the engine-simulator courses, the ARA contingent gained the benefit of the engine simulator recently installed by Augsburg’s PrimeServ Academy with special attention devoted to fault finding. The simulator is based on two thermodynamical modules from a standard engine and a diesel-electric system. The modules enable the simulation of failure scenarios to empower the participants to interpret the engine data, to draw the correct conclusions and to react correctly to abnormalities. It was the first time that the PrimeServ Academy in Augsburg had used the simulator for a tailor-made course for customers and it proved to be a success. ARA feedback also proved to be positive: “Excellent training courses and execution”, “It was a great experience and training for future tasks on board” and “Awesome course, the teaching abilities and qualifications from the instructors are at a very good level” were just some of the statements the Argentinian Navy made about the courses that they participated in. Especially the two simulator courses received excellent feedback like “Excellent course. I gained a deeper knowledge about the engine as it was shown in different perspectives. I understood how the new input of information can change the engine”.
The Almirante Irizar
The ARA personnel from the maintainance courses at the MAN PrimeServ Academies in Augsburg and Holeby
The engine simulator at Augsburg’s PrimeServ Academy
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All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific 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 characteristics of each individual project, especially specific site and operational conditions.