2016 • A supplement to Marine Propulsion & Auxiliary Machinery
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guide
“The turbocharger business has developed a strong momentum in the last two years” Dirk Balthasar, head of turbocharger sales and promotion, MAN Diesel & Turbo, see page 10
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contents
07
guide
Special supplement to Marine Propulsion & Auxiliary Machinery published July 2016 Editor: Paul Fanning t: +44 20 8370 1737 e: paul.fanning@rivieramm.com Sales Manager: Rob Gore t: +44 20 8370 7007 e: rob.gore@rivieramm.com Sales: Paul Dowling t: +44 20 8370 7014 e: paul.dowling@rivieramm.com Sales: Jo Lewis t: +44 20 8370 7793 e: jo.lewis@rivieramm.com
Comment
Head of Sales – Asia: Kym Tan t: +65 9456 3165 e: kym.tan@rivieramm.com
3 Turbocharger innovation takes huge steps
Production Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@rivieramm.com
Turbocharger manufacturers
Korean Representative: Chang Hwa Park Far East Marketing Inc t: +82 2730 1234 e: chpark@unitel.co.kr
5 ABB Turbocharging previews first dedicated marine auxiliary product; ABB investigates two-stage turbocharging for two stroke engines 10 MAN Two-stage turbochargers move into a new era; New products in the pipeline 16 MHI turbochargers now available in hybrid configurations; MET turbochargers gain approval for all Wärtsilä large marine engines 19 Compressor squeezes Napier into new markets 22 MTU two-stage turbocharging systems designed meet its specific engine needs; In-house turbocharger design is the best option 24 KBB produces turbocharger solutions for new engine generations 27 PBS Turbo helps emission reductions with new EGR turbo blower 28 New Hedemora HS Turbocharger now on factory test
Enginebuilders' perspective 31 Two-stage turbocharging brings Wärtsilä benefits 32 MES plans new THS option
e: chpark@unitel.co.kr
Japanese Representative: Shigeo Fujii Shinano Co., Ltd. t: +81 335 846 420 e: scp@bunkoh.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Editorial Director: Steve Matthews Executive Editor: Paul Gunton Head of Production: Hamish Dickie Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK
Service profiles 35 CoroLand 35 Daewin 36 Globe Turbocharger 36 Istanbul Marine 37 Independent Waiver Service 38 La Meccanica 38 Marine Partner 39 PowerFal 40 Royston 41 Tru-Marine 42 Turbo Belgium 43 Turbo cadiz 43 Turbo Internacional 44 Turbo Spares 45 Turbo Service International 46 Turbo USA
Service directory 49 A comprehensive listing of service centres globally
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www.rivieramm.com ISSN 2055-5164 (Print) ©2016 Riviera Maritime Media Ltd Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.
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INTRODUCTION | 3
TURBOCHARGER INNOVATION TAKES HUGE STEPS
T Paul Fanning, Editor
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he 2016 Marine Propulsion Industry Survey contained a question entitled ‘Which component generally causes you the greatest problems with reliability?‘ Of those sampled, 22 per cent cited turbochargers as their most problematic equipment, which put them only second behind pumps (28 per cent) in terms of causing shipowners problems. This may not have made happy reading for turbocharger manufacturers, but at the same time it will not have been a particular surprise either. Turbochargers have long had this reputation. In a conversation recently with ABB Turbochargers senior general manager Christian Rofka, he cited the problems caused to turbochargers by deposits from HFO and the changing operational profiles under which they have to work. He summarised this by saying: “I would say [reliability] is somewhere where we have made huge steps, but it’s still a major issue.” Highlighting and celebrating those ‘huge steps’ is very much at the heart of what the Worldwide Turbocharger Guide is designed to do. As will become clear when you read, turbocharging is a discipline in which innovation is rampant and where technology is moving very quickly. If anything made this clear, it was the recent CIMAC Congress in Helsinki, Finland. Here, all of the major turbocharger manufacturers were represented and all were presenting exciting new developments and research. All of this, of course, is in response to the demands of a market that is struggling with the demands of a difficult market, ever-more stringent environmental regulation and the ever-present need to remain financially competitive at all costs. These are the challenges are posed to equipment manufacturers in this sector and the strides they are making in doing so are genuinely impressive. These developments
and more will be reflected in the Worldwide Turbocharger Guide. To offer some taster of what the forthcoming pages contain a report on MAN Diesl & Turbo pushing forward with introduction of its latest TCX turbocharger and the development of Ecocharge, its latest twostage turbochargers. In addition, MAN has new products in the pipeline in the shape of itsTCT turbocharger for two-stroke engines, and the exhaust turbo blower (ETB). Meanwhile, Mitsubishi Heavy Industries is now making its turbochargers available in hybrid configurations, while KBB continues to expand its ranges of single-stage turbochargers while also developing two-stage turbocharger technology. ABB is also innovating strongly, with the launch of a new turbocharger for auxiliary engines (the MXP) having taken place at the CIMAC Congress and having presented some highly impressive research into the use of twostage turbocharging for two-stroke engines. That is just a taste of what the OEMs have done. This Guide also contains a range of service profiles of those vital companies whose role it is to provide expert service and support for the OEM’s turbochargers. Getting to know these companies, their capabilities and credentials can be the difference between successful and unsuccessful operation. What is clear is that there is no shortage of expertise, information or innovation in the turbocharger segment. We believe that this Guide accurately reflects that. WTG
“WHICH COMPONENT GENERALLY CAUSES YOU THE GREATEST PROBLEMS WITH RELIABILITY?”
Worldwide Turbocharger Guide 2016
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ABB TURBOCHARGER MANUFACTURERS | 5
ABB Turbocharging previews first dedicated marine auxiliary product
A
t the recent CIMAC Congress 2016 in Helsinki, Finland, ABB Turbocharging presented its first dedicated turbocharger for marine auxiliary engine applications, in a development cooperation with IHI Corporation. Designed for ease of operation and service, it supports a condition-based maintenance concept. The Marine Auxiliary Power (MXP) turbocharger is a key part of the company's strategy to focus on increased value for enginebuilders and operators in the large engine industry through segmentand application-specific turbocharging offerings. MXP has been designed for auxiliary engines with power output up to 2MW, operating under HFO conditions. In this dedicated product, the complexity of parts required in turbochargers with broader usage has been simplified for the specific operational requirements of this market. These include: ease of maintenance by the crew, based on condition, as well as optimised load response behaviour, and improved efficiency at part load, which both contribute to fuel savings. A simplified service approach was also a significant focus in product development as MXP allows for conditionbased maintenance, optimising operational costs. As a ‘user-friendly’ turbocharger, it enables easy and fast service preparation and simplicity of replacing parts. Self-service maintenance by the ship’s crew onboard
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additionally lowers costs while maximising application availability and flexibility. This will be supported by a digital, interactive solution from ABB. MXP maintains the reliable, robust quality of ABB turbochargers, while delivering the required auxiliary engine operation performance for vessels such as, bulkers, tankers and mid-sized container ships. In addressing emissions regulations, the new turbocharger enables IMO II compliance of the engine without the need for any additional measures. Oliver Riemenschneider,
head of ABB Turbocharging said: “Continually pushing the boundaries of turbocharging technology is central to our offering, which translates into segment-specific products and solutions, supporting our customers to increase their productivity. With this new turbocharger, we do this through combining the roles and expertise of ABB and IHI. Highly conscious of the continuous pressures facing the global marine industry, we believe in a focus on enhancing the operation and maintenance of our customers’ applications.
MXP has been designed for auxiliary engines with power output up to 2MW
This is demonstrated by the launch of MXP dedicated for auxiliary operation, at the most significant meeting place of the large engine industry; the CIMAC Congress.” Roland Schwarz, head of Marine Auxiliary Product Group and ABB Turbocharging Japan added: “In unveiling MXP, we are delivering a dedicated product in response to true market needs for auxiliary engines: simplified and designed for service; with competitive total cost of ownership; and fully meeting load response and fuel efficiency requirements. The CIMAC Congress is renowned for sharing of technical developments across the large engine industry, so it is ideal for our first presentation of this new product. We look forward to discussing with enginebuilders and operators the value this turbocharger can bring to their applications through its optimised performance matched to auxiliary engines actual operating profiles.” Asked about this focus on Mr Schwarz continued: “In the past, it’s fair to say that our equipment has had a reputation of being ‘by engineers, for engineers’. With the MXP, we have developed a product that can be maintained easily by crew using just standard tools and our customdesigned app, which takes users through the maintenance process step-by-step. MXP will be produced in at least three frame sizes and will be commercially available in early 2017. WTG
Worldwide Turbocharger Guide 2016
6 | TURBOCHARGER MANUFACTURERS ABB
ABB investigates twostage turbocharging for two-stroke engines
Christoph Rofka, ABB Turbocharging: “We won’t develop a two-stage turbocharger for two-stroke unless we have a commitment from engine designers”
I
n one of its presentations at the recent CIMAC Congress in Helsinki, Finland, ABB posed the question ‘Is two-stage turbocharging interesting for two-stroke engines?’ In recent years, fuel costs have become the predominant part of operating costs of low-speed engines. Therefore the thermodynamic cycle of uniflow scavenged two-stroke engines needs to be optimised for the highest possible efficiency. Additionally, within the boundaries implied by the powertrain layout, there is some potential in changing
Worldwide Turbocharger Guide 2016
cylinder geometries, power density and the corresponding turbocharging system for improved system efficiency. The first attempts to assess the application of two-stage turbocharging systems on two-stroke engines were made in the 1970s with the goal of improving improve fuel efficiency and again in around 2010 to reduce NOx emissions. However, progress in single-stage turbocharger technology up to now made further consideration of two-stage systems for thermal engine efficiency improvements obsolete. In another application approach towards reduction of NOx the achievements did not fit to the IMO Tier III target for ECAs. However, subsequent investigation within ABB has shown that the turbocharging system efficiencies achievable with two-stage systems fit very well to the turbocharging requirements for a range of mean effective pressure between 25 and 30 bar – assuming today’s engine tuning approaches and no other components such as power turbines are applied. Two-stage turbocharging systems' characteristic of having the maximum efficiency at the upper end of overall compressor pressure ratios and a steeper decline of efficiency towards lower pressure ratios is the principal drawback that one-stage systems do not have. The full potential of two-stage
turbocharging could therefore still not be utilised and still left some space for further improvement of the engine and turbocharging system. Building upon an earlier study, ABB has focused on checking how the layout of the two-stage turbocharging system could be adapted for suiting to the characteristics of low-speed two-stroke engines and how the engines could better exploit the potential of two-stage turbocharging with flexible intake ports. In the aforementioned study the conclusion was formulated that a range in BMEP of 25 to 30 bar would suit best to the efficiency of a typical two-stage turbocharging system. The layout of a two-stage turbocharging system at full load is ideally achieved by overweighing the pressure ratio of the low-pressure stage against the high-pressure stage in order to preserve high turbocharging system efficiency also at low loads. Components of the two stages' layout can be individually adapted. For the compressor layouts in particular, the moderate pressure ratios allow for more freedom in matching map width and position of the optimum isentropic efficiency to the operating line of the engine. A high-pressure turbine bypass mitigates the inherently less favourable shape of turbocharging system efficiency over compressor pressure ratio. With such a control device lowpressure compressor pressure
ratio can be increased at partload, what results in a gain of turbocharging system efficiency from a higher intercooling temperature difference. Christoph Rofka, ABB Turbo Systems’ senior general manager products, says: “There is obviously no gas exchange stroke on two-stroke engines and that is where turbochargers usually win. So we started to play around and asymmetric variation is where we found the potential. Asymmetric timing of intake ports enables an extension of the expansion stroke without the adverse effects seen with a heavily reduced port height. Based on a sleeve mechanism it shows a consistent, quite linear effect on fuel consumption for the different considered cases with single-stage turbocharging at a BMEP of 21 bar and two-stage turbocharging at a BMEP of 25 bar, as long as port height is well matched. Due to the shortened duration of port opening, scavenging is deteriorated at a port height unchanged from symmetric timing. This is mainly valid for lower loads, where turbocharging system efficiency is lower than at high loads. An increase of port height corrects for this issue, but slightly reduces the gain in efficiency at high loads. Starting from a singlestage turbocharged engine at a BMEP of 21 bar with highpressure tuning savings in fuel consumption by combination of two-stage turbocharging with asymmetric port timing may reach 2-7 g/kWh at 20 per cent higher BMEP in the considered load range but a penalty needs to be subtracted to consider the auxiliary power requirement for the actuation of the system. However, in terms of further development, Christoph Rofka, ABB Turbo Systems senior general manager products sounds a note of caution. “We won’t develop a two-stage turbocharger for two stroke unless we have a commitment from engine designers that they will support it.” WTG
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ABB TURBOCHARGER MANUFACTURERS | 7
OEM SUPPLIERS FAVOURED BY 87 PER CENT FOR REDUCED DOWNTIME
A
n independent study for ABB Turbocharging found that 87 per cent of organisations work only or mostly with original equipment manufacturers (OEMs) for maintenance support and spare parts procurement. Key benefits cited were: reduced downtime and better parts availability according to the Forrester Consulting Technology Adoption Profile. The individuals surveyed held responsibility for maintenance, repair and supplier management in 105 organisations that leverage large engines and capital intensive machinery. The survey underlines respondents’ need to focus on long-term productivity and the efficiency of their assets during the service and maintenance procurement process. It also highlights that quality of service and parts can have a direct impact on business performance. In addition to better spare parts access and improved reliability, OEMs were confirmed by respondents to offer the benefits of: service responsiveness; expertise and business knowledge; as well as the required quality of parts and service - which can contribute to higher application efficiency. The survey identified that organisations are under pressure to reduce costs; three quarters always consider the cost implications of parts and service. Decreasing unplanned downtime, and costs of maintenance, availability and reliability are therefore significant considerations for investing in capital intensive machinery. Furthermore total cost of ownership over the entire application life cycle is increasingly important.
Highlighting the major challenges to organisations when meeting their business priorities, the survey respondents viewed working with non-OEM suppliers as likely to impact their ability to win, service, and retain customers due to the possible lack of quality and availability of parts, and more frequent breakdowns. Minimising such operational risks is a priority for 66% who are focused on eliminating both the potential for damage to their installations and breaching of safety regulations caused by parts failures. Organisations’ expectations for long-term business value from OEM suppliers were also recognised, with the study highlighting the importance of relationships for better managed services provision, expertise, and diagnostics. The majority of respondents identified importance of meeting key performance indicators and offering strong service level agreements. Rolf Bosma, head of service sales, ABB Turbocharging commented: “In our opinion, this study is well-aligned with the current increased demand for turbocharger OEM managed service offerings which we have seen rise by 20% year-on-year. Outsourcing maintenance of industrial equipment has become prevalent in the turbocharging market with a focus on maximising uptime and increasing application efficiency. Through our latest technology and offerings for turbocharger servicing, spare parts and upgrades, the multiple benefits of working closely with OEMs are being recognised by customers for the strong potential to deliver long-term business gains.” WTG
The survey underlines respondents’ need to focus on long-term productivity and efficiency
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Worldwide Turbocharger Guide 2016
8 | TURBOCHARGER MANUFACTURERS ABB
ABB services over 300 turbochargers for CSCL A
The MMA includes service of the turbochargers on board container ship CSCL Globe
“Understanding our customers’ specific service needs is essential, as one contract solution may not fit the requirements of all turbocharging applications.” Allan Wang, ABB Turbocharging, China
Worldwide Turbocharger Guide 2016
t the end of 2015, ABB Turbocharging signed its third and largest Operation Performance Package service agreement with China Shipping Container Lines (CSCL), the logistics and containerised transportation company based in Shanghai, China. The contract covers the service and provision of spare parts for 113 turbochargers on 23 vessels, including 51 TPL type and 62 VTR type turbochargers. Added to existing service agreements, ABB now services over 300 turbochargers for CSCL, the largest number covered under contract with any customer. The Operation Performance Package (OPAC) provides customers with a more flexible and cost-effective approach to service, based around turbocharger running hours, according to ABB. It includes proactive service to identify potential future issues. Service is fully delegated to ABB. The service agreement comes with the guarantee that only ABB parts customised to each specific turbocharger will be fitted. CSCL has previously signed two OPAC service agreements with ABB Turbocharging, first for 60 turbochargers in 2012, and two years later a second contract was concluded covering the service of 56 turbochargers. This is a continuation of ABB’s strong relationship with CSCL which has signed a further Maintenance Management Agreements (MMA) in addition to the three OPAC contracts, to meet the differing needs of its turbocharger service operations. The MMA includes service of the turbochargers on board container ship, Globe. At the time of launch in early 2015 at 19,100 teu, Globe was the largest container ship in the world, and still remains the longest container vessel in operation. “We own a fleet of 74 vessels managed by ourselves, therefore ensuring they are operating at optimum performance is crucial to our business. We rely on ABB to ensure that any potential turbocharger problems are not allowed to mature and to help us minimise overall vessel downtime. An OEM service agreement gives us reassurance from their knowledge of our turbocharger products, and enables us to improve planning and management of our service requirements,” said a representative from the Technology and Maintenance Division, China Shipping Container Lines. Allan Wang, hub business unit manager, ABB Turbocharging, China said, “Understanding our customers’ specific service needs is essential, as one contract solution may not fit the requirements of all turbocharging applications. This is demonstrated by CSCL selecting both our OPAC and MMA agreements to cover more than 300 turbochargers. It clearly indicates that long term care is a priority for ship operators, underlined by the 22 per cent year-onyear growth we have seen in signed service contracts.” WTG
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MAN Turbocharger On top of engine performance
MAN Turbochargers TCA TCR TCX Since 1934, MAN Turbocharger reliably has set the pace for pioneering innovations. It was MAN that ďƒžrst introduced the plain bearing design for large turbochargers in 1940, the prevailing design concept until today. Again, in 2008, MAN was a pioneer with the introduction of the variable turbine area VTA for heavy fuel oil operated engines. With TCA and TCR Turbochargers MAN has more than 100 million operating hours of experience and by that proves to have one of the most reliable series in the market. Find out more at www.mandieselturbo.com
10 | TURBOCHARGER MANUFACTURERS MAN Diesel & Turbo
Two-stage turbochargers move into a new era MAN Diesel & Turbo is pushing forward with introduction of its latest TCX turbocharger and development of Ecocharge, its latest two-stage turbochargers
BELOW: V35/44G TS with TCX turbocharger
Worldwide Turbocharger Guide 2016
M
AN Diesel & Turbo (MAN D&T) is busy testing its latest generation of turbochargers and various enhancements at its production and research base in Augsburg, Germany. The facility has 12 test beds of various sizes for testing turbochargers and also engines including gas engines up to 20MW. MAN D&T is conducting serial tests for running hours and specific testing for research and development (r&d) purposes. MAN D&T is engaged in a number of major product developments for its turbochargers, in particular its two-stage turbocharger, the Ecocharge project. Dirk Balthasar, head of turbocharger sales and promotion, said that in terms of production the Augsburg plant focuses on the larger sizes of turbochargers while its facility in the Czech Republic focuses on smaller sizes. It also has a plant in China that supplies the Chinese market, mainly for two-stroke
turbochargers. MAN D&T also has two licensees for producing turbochargers in Japan and one South Korea. Mr Balthasar said that for the first time MAN D&T is supplying more turbochargers for external customers – those for engines other than MAN – than for internal customers. “No other turbocharger supplier has such a broad range of models and sizes,” Mr Balthasar said. As well as marine turbochargers MAN supplies an extensive range of turbochargers for land based applications such as power plants, mining and locomotives. “The turbocharger business has developed a strong momentum in the last two years,” he said. “Our two-stage turbocharger – Ecocharge – will bring turbocharging into a new era. We are working with external customers on twostage turbochargers.” He said that in mid2016 MAN D&T will supply its 1,000th engine with a two-stage turbocharger. Its current turbocharger product range include the TCA axial turbochargers for both two-stroke and four-stroke engines, with more than 7,000 units currently in service. There are about 9,000 of its TCR radial turbochargers in operation, for both two-stroke and four-stroke applications. Mr Balthasar said that in total for all applications about 60,000 MAN turbochargers have been delivered in the last 80 years, half of them in the last 10 years. MAN D&T marked the sale of its 60,000th turbocharger during the Marintec 2015 marine event in Shanghai in December, making a presentation to China Merchants Energy Shipping Co marking the delivery of two TCA66-21 turbochargers for a MAN B&W 7G80ME-C9 two-stroke engine powering a VLCC being delivered in 2016. Mr Balthasar said: “Through continuous development, TCA turbochargers have become the most reliable and proven series in the market. Since its initial introduction, the TCA has improved and undergone several technological developments. We have redesigned the TCA’s bearings to increase
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MAN Diesel & Turbo TURBOCHARGER MANUFACTURERS | 11
their overall lifetime. As a result bearing inspections are no longer required until the first main overhaul. The direct benefit for customers is savings in both time and money. Going from drydock to drydock without any intermediate inspection is now a reality.” The most significant development at present is the Ecocharge two-stage turbocharger. Daniel Albrecht, project manager TCX turbocharger, gave more details about the Ecocharge system, which provides 2-stage turbocharging of four-stroke engines. He said that MAN started building the first versions of two-stage turbochargers as long ago as 1978, but due to low compression ratios at that time it was never taken further due to cost and economy. It was revived in the late 2000s and it has also developed a twostage version for gas engines. “Two-stage turbocharging provides greater efficiencies than single stage. The TCA88 and TGA77 are well proven and we have developed modular designs for low pressure and high pressure modules for retrofits. Stress levels are lower for two-stage than single stage turbochargers.” Mr Albrecht said. He said that MAN D&T has been field testing the latest two-stage turbochargers since 2013 and these have been successful with no damage to turbochargers reported. So far 20 units have been sold, 10 of which are in service. The latest development is the new TCX turbocharger series for pressures above 10 bar for high pressure turbocharging. A big difference in this version is a modified thrust bearing and a new sealing concept to cope with the high air pressure. MAN D&T has established a separate sub-department specifically for testing the TCX turbocharger. The TCX is currently undergoing tests on the test beds at Augsburg for gas and diesel versions for outputs up to 12MW. It was first installed in February 2015 with two TCR20 low pressure and two TCX17 high pressure units with a MAN 12V35/44G TS engine. They are initially intended for the power generation market. “We will do field testing in that market before a shipboard application,” Mr Albrecht said. But the results from the Ecocharge development project so far are good. In 2012 MAN D&T introduced the 18V48/60 TS, the first two-stage turbocharged engine in its class which reduced specific fuel oil consumption (SFOC) by 6g/kWh with constant output and an output increase of 14 per cent with constant SFOC. Eleven of these units are in operation so far. It uses TCA88 and TCA77 turbochargers and features modular
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Dirk Balthasar (MAN D&T): No other turbocharger supplier has such a broad range of models and sizes
“NO OTHER TURBOCHARGER SUPPLIER HAS SUCH A BROAD RANGE OF MODELS AND SIZES,”
designs of low pressure and high pressure turbocharging modules and interfaces so that they are easy to retrofit to single-stage turbocharged engines. The first three test engines went into service in 2013 and the first engines have aggregated more than 10,000 hours of operation In 2015 it introduced the 18V51/60G TS range for gas engines with an output of 1,050/ 1,150 kW per cylinder. In the same year it launched the 12/20V32/44CR TS range for 600/640 kW per cylinder, and the 12/20V35/44CR TS for 620 kW per cylinder. Latest developments are focusing on optimising the system through higher pressure ratios and greater efficiency. Higher efficiency is achieved through reduction of compression work using two-stage compression with intercooling. Mr Albrecht said that its new TCX series aims to exploit the full potential of two-stage turbocharging with air pressure of more than 10 bar and the highest flow coefficients to optimise compactness and dynamics. The highest efficiencies are at pressure ratios of 1.5-3.5. It features a modified thrust bearing and impeller-hub connection to allow for increased gas forces. The high pressure level posed challenges, such as the need for a new sealing concept to reduce blow-by. Extensive testing is being undertaken at MAN D&T, with two different sizes of TCX turbochargers having completed more than 1,000 hours of testing. The first serial application of the new TCX turbocharger is for 12V/20V35/44G TS and 12V/20V32/44CR TS engines. For the 12V32/44CR TS, turbocharger efficiency is higher at every load point compared with single stage turbocharging, according to Mr Albrecht, with the charge air pressure 40 per cent higher, 40kW per cylinder higher output and significantly reduced SFOC at 100 per cent mcr. He added: “We are trying to widen the market to include high-speed engines with a special design of TCX, which we are working on now, so we can offer a wider portfolio of tow-stage turbocharging. We already have some two-stage turbochargers on board vessels for high speed engines. Field testing of TCX for medium speed engines is likely to start in 2019.” Mr Albrecht said that MAN D&T’s latest turbocharger developments are in response to changing market requirements. These include the need to improve efficiency and reduce emissions, as well as owners’ focus on cutting operating costs. “Ecocharge is intended to address these challenges,” he said. WTG
Worldwide Turbocharger Guide 2016
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MAN Diesel & Turbo TURBOCHARGER MANUFACTURERS | 13
New products in the pipeline M
AN Diesel & Turbo (MAN D&T) is continuing to develop new turbocharger products and innovations. Sephardim Koblenz, head of marketing, turbocharger promotion, said that there are two significant new turbocharger products under development, a new version of its TCT turbocharger for two-stroke engines, and the exhaust turbo blower (ETB) Mr Koblenz said that for two-stroke engines, scavenging is very important. “We have developed the first TCT for scavenging air pressure of 42-50 bar. But with a change of market requirements, we realised that the two-stroke sector was not following the fourstroke trend towards higher pressures, but that air flow is more important, so we re-adjusted scavenging pressures, lowering them by 3.5-4.7 bar and downsized the turbochargers.” Prototype testing is currently underway on the MAN D&T test bed for pressures up to 50 bar. He said that using this approach can save up to 30 per cent in size and weight which is a huge step forward compared with the earlier TCA model. The updated design features a new intake air silencer. The first field test is expected to take place in 2017 with the new version currently planned to be revealed publicly at the Marintec 2017 event in Shanghai in December 2017. Higher specific volume flows at lower pressure ratios made downsizing possible and this also means a reduction in costs. There is a reduction in size of about 30 per cent from 390kg of the current design to 275kg. Downsizing will also result in lower operating costs. It requires overhaul every 36,000 operating hours, with no intermediate inspection required. Among the other new features in the TCT model are a more conservative tank design, complete new casing design, new compressor design, and standardised mounting dimensions. A new outlet silencer is currently under development. Verification of the new air intake silencer on the test bed started in the fourth quarter 2015, it is co-operating with engine maker Mitsui regarding verification measurements on the engine during field testing. The new silencer has been undergoing field testing on TCA55-2 version since February 2016. Once the test results are validated the new features will be immediately integrated in the new generation of TCTs. Regarding the ETB Mr Koblenz said that MAN D&T has developed its own blower to recirculate exhaust gases. This is also currently undergoing testing with the first deliveries likely in 2017. It has been developed for exhaust gas recirculation of Tier III 2-stroke engines. Two frame sizes cover the whole portfolio of 50 bore engines and higher, but he said that a third frame size is possible if there is demand from the market. “The blowers are different from those currently in the market, with a lower pressure of only 1.7 bar. There are two models of two sizes – ETB30 and ETB40. There is also a third, smaller, version in the pipeline, Mr Koblenz said.” Since May 2015 a field test has been ongoing with a prototype ETB18 2-stage turbocharger onboard the 82,000 dwt bulk carrier Key Pacifico, owned by Japanese owner NYK Line. It is fitted with a MES 6S60ME-C8.2 Tier III engine, which is fitted with an exhaust
gas recirculation (EGR) blower. He said that early indications are positive. It is also undertaking a feasibility study for an ETB to be adapted to an auxiliary blower, especially for slow steaming at low engine loads. Features include a high speed e-motor, stainless steel impeller and casing. All parts in the exhaust gas flow are of stainless steel to counter the risk from the corrosive atmosphere. The e-motor allows variable speed operation, and there are speed and temperature sensors. A frequency converter adjusts the specific power range. The efficient impeller was designed using 3D simulation. The compressor has been optimised for low pressure ratios. WTG
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Turbocharger ready for delivery at MAN D&T’s Augsburg facility
14 | TURBOCHARGER MANUFACTURERS MAN Diesel & Turbo
CRUISE SHIP
RETROFITS
TAKE OFF M
AN Diesel & Turbo (MAN D&T) has carried out a number of recent turbocharger retrofits on cruise ships and is expecting more business from this sector. It is also carrying out retrofit projects on other vessel types. Alexander Schäfer, head of MAN PrimeServ Turbocharger, said that the company had received feedback from customers expressing concern about high exhaust gas temperatures. “So we looked at how we could reduce it.” It then developed attachment kits, and a retrofit turbocharger for older engines. A recent project was on the HAL cruise ship Westerdam, aimed at achieving higher turbocharger efficiency. The retrofit was carried out while ship remained in operation. “This is a major logistical challenge in terms of getting all the necessary equipment assembled and on board,” Mr Schäfer said. The retrofit involves replacing two non-MAN turbochargers with one TCA55
reducing the exhaust gas temperature by 75°C. The retrofit of the first engine took place over a period of 10 days in total between December 2015 and January 2016. The project involves one engine at a time, enabling the vessel to remain in service, using the other three engines, which will then be retrofitted in turn. The high exhaust gas temperature complained about by the vessel operator meant that operating at 100 per cent engine load was impossible, resulted in high wear on combustion chamber parts, high fuel consumption and high life cycle costs. The turbocharger retrofit addresses these issues. The retrofit project involved identifying the appropriate size of turbocharger, analysis of the engineroom configuration, thermodynamics analysis, selecting the right turbocharger, in this case the TCA55, and then designing the attachment kit. Measurements were taken of the complete engine performance, with
thermodynamic analysis with the MAN online measuring system. Specific values were recorded and calculations made of turbocharger efficiency. There was an evaluation of measured values and a comparison of this measured data with shop trial records. A comparison was made between measured efficiency curves and the efficiency curves of a suitable turbocharger retrofit, leading to preparation of a service report including performance curves, engine performance data and efficiency curves. The project had to be approved and certified by class. There was a detailed service report showing engine performance data, performance curves, performance measurement sheet, annex to the technical file and a marine design appraisal document The retrofit on Westerdam followed similar turbocharger retrofits on two Royal Caribbean Cruises vessels and two ships of its associated company Pullmantur. The contract covers the retrofit of a total of 30 turbochargers on board the four vessels, along with attachment kits and technical support. The two RCL vessels Grandeur of the Seas and Enchantment of the Seas, were retrofitted with a total of 16 TCA55 turbochargers. Pullmantur’s Horizon and Zenith, have been retrofitted with four NA40/S and 10 NA34/S turbochargers. For the retrofits of the two Royal Caribbean Cruises vessels, which were built in the mid 1990s, the aim was to achieve higher turbocharger efficiency by 4 per cent as well as lower exhaust gas temperatures and enhanced containment safety. The results showed an exhaust gas temperature after the cylinder reduced by 60 deg. C, with reduced fuel oil consumption and savings on spare parts. These retrofits were also carried out one engine at a time while the vessels remained in service. WTG
MAN TURBOCHARGER CRUISE SHIP RETROFITS VESSEL
ENGINE TYPE
OLD TURBOCHARGER
Costa Victoria
NEW TURBOCHARGER
NO. OF UNITS
6L58/60
NA48/T
TCA55
6
Zenith
9L40/54B
NA40/T
NA40/S
7
Horizon
9L40/54B
NA40/T
NA40/S
7
Westerdam
Non MAN
Non MAN
TCA55
2
Grandeur of the Seas
12V48/60
NA40/S
TCA55
8
Enhantment of the Seas
12V48/60
NA40/S
TCA55
8
Source: MAN PrimeServ
Worldwide Turbocharger Guide 2016
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16 | TURBOCHARGER MANUFACTURERS MHI-MET
MHI TURBOCHARGERS NOW AVAILABLE IN HYBRID CONFIGURATIONS
S
ince the launch of its first turbocharger products in the 1960s, Mitsubishi Heavy Industries (MHI) has maintained its reputation for innovation and its commitment to improving the efficiency of its products. More recently, with the increased global emphasis towards energy conservation and environmental performance, the company has progressed the development of its MET Hybrid Turbocharger which, in addition to delivering highpressure charge air, recovers
excess energy from the exhaust gas and converts this to electrical power. The energy conservation credentials of this product were formally acknowledged earlier this year when Mitsubishi Heavy Industries Marine Machinery & Engine Co. Ltd. (MHI-MME), received the Japan Machinery Federation ( JMF) 36th President’s Award for energy conserving machinery. Announced by MHI-MME in January 2016, the product was selected for the award following the evaluation
of 28 entries. Selection was based on the product’s efficiency, its innovative features and also good practical service experience, the latter being highly important for marine machinery. The MET Hybrid Turbocharger has been jointly developed with Calnetix Technologies LLC, of the USA, which provided expertise for the generators and power electronics. Calnetix Technologies has extensive experience with high-speed permanent magnet motors and
The MET Hybrid Turbocharger has been jointly developed with Calnetix Technologies LLC
Worldwide Turbocharger Guide 2016
generators, with installed units now having recorded over 100 million field running hours. In the MET installation, the Magnaforce motorgenerator is installed within the turbocharger silencer unit, providing a compact installation only 313mm longer than the equivalent standard turbocharger. For hybrid turbocharger installation, the motor-generator was optimally designed to match the turbocharger shaft speed and also to be fully compatible with Calnetix highfrequency electronic drives. To operate in oil-free conditions, the unit runs on magnetic bearings integrated into a special housing arrangement, resulting in a maintenancefree system. In the operation of the hybrid turbocharger, a small proportion of the energy recovered from the exhaust gas during normal cruising is diverted for the generation of electrical power. The high-frequency AC power generated is converted to DC by a bi-directional active rectifier and then converted back to 60Hz - 440V, for connection to the ship’s grid system. The result is an auxiliary ship electrical power source with a capacity equivalent of up to 5 per cent of the main engine power output. This supply can offset or even avoid the need for operation of auxiliary diesels generators sets to supply a vessel’s electrical power demands. In the trial
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installation, MHI has advised that all electrical demand on board could be serviced by the unit when the engine was operating at over 75 per cent of its rating. The other benefit of the installation is that, during slow steaming, the motor-generator can be used to boost the operation of the turbocharger, resulting in higher pressure charge air and improved engine and emissions performance. MHI’s first hybrid turbocharger for commercial application – also the world’s first – was the MET83MAG. Successfully developed with the assistance of the Hitachi Zosen Corporation, it has seen service aboard a large bulk carrier built by Japan Marine United Corporation. The latest MET66MAG-VTI hybrid turbocharger, which includes both variable turbine features and an electric motor boost capability, was developed in cooperation with Mitsui Zosen Corporation and Kobe Diesel Co., Ltd. Operated by Nippon Yusen Kabushiki Kaisha, units have been installed on six of the companies large car carriers. MHI has told us that tests showed the power take out available at 75 per cent engine load was increased by approximately 15 per cent when the VTI was closed. Standard MET Turbochargers are available for marine engines in MA, MB, SRC and SR11 series. MA turbochargers are available in eight frame sizes with charge air delivery capabilities rising from 8.8kg/s to 65.8kg/s based on a pressure ratio of 3.5 to 1. These are suitable for charging engines of equivalent powers of up to 24MW per turbocharger. Turbines can accept exhaust gas temperatures of up to 58°C on a continuous basis with momentary excursions up to 610°C. The MB series offers similar capacities but with higher pressure ratio capabilities and more options for use in
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hybrid configurations and with MHI’s variable turbine inlet (VTI) system. The products are designed for operational reliability as well as performance and are fully compatible with heavy fuel oil use. They are provided with purpose designed silencer units and an integrated lubricating oil header tank. At a lower scale, radial turbine SRC and SR11 series products are capable of delivering airflow rates in ranges up to 7.8kg/s with the high-pressure ratio SRC capable of continuous operation at turbine inlet temperatures of up to 610°C. Turbochargers incorporating the MET VTI system offer significant benefits for applications where low load operation is a regular requirement, such as slowsteaming applications. Control of the turbine inlet area allows boost pressures to be maintained improving scavenging during the combustion cycle. The system features a butterfly valve operating in a simple two-step control arrangement, ensuring high reliability. The gas inlet casings are fully interchangeable with standard products making retrofit an attractive and simple activity for many applications. In addition to hybrid turbochargers, which can both generate power and offer electrical boost when required, MHI is also now developing a simple electric assist turbocharger. This is aimed at applications where slow steaming and low load represent a major proportion of the operational profile. The electric assist will provide improved engine performance under these conditions, enabling significant operational cost savings to be made through better fuel efficiency. The motor is directly attached to the turbocharger compressor end and use of this feature can mean that a separate auxiliary blower, to maintain engine performance, may not be required.
MET turbochargers can be used on all Wärtsilä large engines
MET turbochargers gain approval for all Wärtsilä large marine engines MET turbochargers are already used widely by many major engine manufacturers, but in February 2016 MHI announced that the Wärtsilä company Winterthur Gas and Diesel (WinGD) had approved the installation of MET turbochargers to its X-DF engine series. MET turbochargers can now be used on all Wärtsilä large low-speed marine main engines including dual fuel variants. This most recent approval is for the use of MET-MB series products on WinGD latest dual fuel engine. The Wärtsilä X-DF engine is a next-generation engine capable of operating on both diesel and gas fuels and demand for the engine is being driven by the need to reduce emissions of carbon dioxide and other pollutants, such a sulphur dioxide, both of which are reduced with the use of gas fuels. Validation of operation was carried out at Diesel United, Ltd. (DU), with which Wärtsilä has a cooperation agreement, using s DU manufactured W6X72DF engine. This was fitted with two MET60MB turbochargers and tested on both diesel and gas operation during December 2015. The testing, which was witnessed by WinGD's engineering representatives demonstrated that the MET turbochargers were capable of delivering the performance required to satisfy WinGD's requirement for Wärtsilä X-DF engines. MET turbochargers are therefore now approved for application to all Wärtsilä X-DF engines along with RTflex50DF, X52DF, X62DF, X72DF, X82DF and X92DF products. The entire range of X-DF engines, with MET turbochargers, are now available to be delivered from all South Korean, Chinese and Japanese engine licensees.
MET turbochargers celebrates 50 years of history At the end of 2015, Mitsubishi MET turbochargers celebrated its 50th anniversary since the beginning of production of its first nonwater cooled products in 1965. The MET 71 turbocharger, unlike earlier water cooled featured inboard bearings and was free from risks of sulphuric acid corrosion. MET turbochargers were originally produced only for MHI low speed, two stroke UE engines but were later applied to engines built by B&W (now MAN Diesel and Turbo) and Sulzer (now Win GD). To complement the MET range MET-SR radial turbochargers were introduced in 1988, to meet the needs of four-stroke diesel engines. Development on all product ranges has continued and numbers of turbochargers produced has now exceeded 25,000. MHI currently maintains three manufacturing licensees in Korea, with Hyundai Heavy Industries being appointed in 2001, Doosan Engine in 2010 and STX Heavy Industries in 2011. In 2012 the company produced the world’s first hybrid turbocharger and development work continues, with products including an electric assist turbocharger. WTG
Worldwide Turbocharger Guide 2016
TURBO REBUILD SERVICE
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Napier TURBOCHARGER MANUFACTURERS | 19
Compressor squeezes Napier
into new markets New compressor stage increases airflow and brings Napier’s turbochargers to a wider market of more powerful engines by Paul Gunton
BELOW: Napier’s new NT1-14 turbocharger – seen here under construction on the company’s new production line – benefits from a high air capacity compressor (credit: Napier Turbochargers)
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N
apier Turbochargers claims that the pressure ratio of the NT1 series is the best in the business for a single stage turbocharger at 6.0:1 and that enginebuilders have requested that these benefits be made available across a wider range of engine platforms and power outputs. In order to achieve this within the existing NT1 range envelope and to avoid reducing efficiency, it would require as much as 15 per cent more air capacity from the turbochargers, the company’s head of sales and marketing, Ewen Hamilton, told Worldwide Turbocharger Guide. So work began at the end of Q3 last year to design a new compressor stage that could deliver that extra airflow at the same pressure ratio. During Q1 this year, the new design was available for initial testing with enginebuilder customers. This development, from initial concept might seem very quick but the basic architecture of the turbocharger would not be affected by the design change since the pressure ratio would not change. “Our
finite element analysis proved that this was well within the capability of the product that was already tested and approved,” Mr Hamilton said. This new compressor stage has been designated the ‘LC’ compressor, to distinguish it from the existing ‘L’ version originally designed for the NT1 series of products, and both testing and validation have been completed for this variant on the NT1-10 turbocharger – the smallest of the three in the range. Units have already been delivered to enginebuilders with the new LC compressor stage and the design will be integrated in to the NT1-12 and the NT1-14. This extra airflow makes the turbocharger suitable for higher-powered engines, extending the range to 12MW for an LC-equipped NT1-14 unit. When applied to an NT1-10 turbocharger, it could make it suitable for applications where the larger NT1-12 would have been specified previously, saving both space and weight – up to 880kg, according to data on the company’s website. Although the LC compressor is now available as an upgrade, not all applications will need this extra airflow. Every new engine goes through a process of validation and application matching to review the many parameters that contribute to its operating profile so engines that are matched to turbochargers using the current compressor will not necessarily benefit from switching to the new device – unless a major engine upgrade is planned. However, there may be situations where retrofits with the new compressor could be beneficial, Mr Hamilton said. These could include some of the company’s older 7 Series turbochargers – of which many thousands are in service. It might also include replacements for competitors’ products or where efficiency gains are needed as part of an IMO compliance upgrade. WTG
Worldwide Turbocharger Guide 2016
20 | TURBOCHARGER MANUFACTURERS Napier
Tests get underway on Napier’s largest turbocharger Tests are now underway on Napier Turbocharger’s latest and largest development, the NT1-14. It is already detailed on Napier’s website as part of the company’s NT1 range of turbochargers, which provide a pressure ratio of 6.0:1 – the highest available for this sort of turbocharger, the company says. At the time of last year’s edition of Worldwide Turbocharger Guide, a test rig was being developed specifically for this model, since the NT1-14 is larger than the other models in the range. This was commissioned in December and represented a significant investment, Ewen Hamilton, head of sales and marketing at Napier Turbochargers, told Worldwide Turbocharger Guide. Tests began on the rig that month and a month later units were delivered to enginebuilders for their own laboratory testing to get under way. But this is just the start: validation testing through endurance tests of several thousand hours’ running are expected to take place during Q4 this year and into Q1 2017, for which a land-based trial site has already been identified. Its first sales are expected to be for land-based applications, Mr Hamilton said. Napier’s NT1 turbochargers are designed for large-bore four-
New tools for new turbos A new production line has been built at Napier’s UK factory to building the NT1-14 turbocharger. Because of its size, new tooling was necessary. Trials in Q4 of last year were carried out using larger versions of the equipment used for the smaller turbochargers but it proved to be inefficient so a new production method was devised. A key difference is that the established production method allows workers to manipulate the turbocharger as they work on it; the new technique has the turbocharger static, with the
Napier goes for gold Napier Turbochargers was granted Caterpillar’s Supplier Quality Excellence Process (SQEP) certification in November last year and it plans to raise its status within the scheme when it reapplies later this year. The scheme recognises a range of factors, in particular product quality and on-time delivery, Ewen Hamilton, head of sales and marketing at Napier Turbochargers, told Worldwide Turbocharger Guide. It awards certificates based on a supplier’s performance over a 12-month period
Worldwide Turbocharger Guide 2016
Napier Turbochargers has developed a new test rig for its NT1-14 model (credit: Napier Turbochargers)
stroke engines and its published data indicates that the NT1-14 will be suitable for applications rated from 5-12MW. This rating is based on it being fitted with the company’s new LC-type compressor (see above), which increases the airflow by 15 per cent compared with the current L-type compressor.
technicians moving around it, Ewen Hamilton, head of sales and marketing at Napier Turbochargers, told Worldwide Turbocharger Guide. The first of three build stations was installed early in the first quarter of this year and, after trials, two more were added, completing the installation in April. A further station can be added later if needed. Creating this new production concept has not increased production costs, Mr Hamilton said, but it has reduced the time taken to assemble each unit. And it is a versatile installation. Although the NT1-14 model is still in development and will not begin full production for some months, the new assembly line is already in use for the NT1-12 model. “It increases our overall capacity and gives us more options,” Mr Hamilton said.
against a range of parameters and Napier was awarded a ‘bronze’ certificate. But Mr Hamilton is confident that it will reach the ‘gold’ standard at its next assessment, one level down from the top level, ‘platinum’. In a statement earlier this year he had said that the company “worked tirelessly to ensure our performance and embedded processes mirror [Caterpillar’s] expectations and prerequisites” but said that it would “strive to improve upon this foundation.” Asked what measures were being taken to make that improvement, he underlined the importance of inventory control and efficiency.
LA parts hub opens workshop Napier turbochargers can now be overhauled in Los Angeles in a workshop that has been added to its Californian spare parts hub. It is operated by Turbonetics, which is a sister company to Napier Turbochargers in the Wabtec group. Training and tooling was provided towards the end of last year and overhauls began early this year. The workshop is well located for marine customers, commented Ewen Hamilton, Head of Sales and Marketing at Napier Turbochargers, but it will serve all of Napier’s turbocharger markets. Napier has also recently added a service partner to its global network: Barloworld Finanzauto in Gran Canaria. It joins a network of independent Napier service partners that cover major shipping locations in the Americas, Europe and Asia. WTG
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22 | TURBOCHARGER MANUFACTURERS MTU
MTU TWO-STAGE TURBOCHARGING SYSTEMS DESIGNED MEET ITS SPECIFIC ENGINE NEEDS
Demands for emissions reductions also impact strongly on turbocharging requirements
R
olls-Royce subsidiary MTU, based in Friedrichshafen Germany, has been a long-term manufacturer of turbochargers and sees advanced turbocharging technology as a key factor in the performance of its engines. Unlike some other manufacturers, MTU develops its own turbochargers and systems for specific application to its engine ranges and matched exactly to individual applications. These are wide-ranging as MTU produces engines for power generation, land based propulsion applications and marine power and propulsion. For turbocharger manufacturers, the challenges not only include the need for high efficiencies, but also the ability to operate across broad power and speed bands whilst still being capable of delivering high boost pressures. Added to this, demands for emissions reductions also impact strongly on turbocharging requirements and the designs
Worldwide Turbocharger Guide 2016
and features required in engine air systems. To reduce the levels of diesel particulates and nitrogen oxides formed during the combustion, features such as Miller timing and exhaust gas recirculation (EGR) have been introduced, both of which impact on turbocharger requirements and system designs. Miller timing in particular drives the need for higher pressure charge air to be delivered to the engine cylinders. Further to this, additional downstream exhaust gas treatment my also need to be added, in the form of selective catalytic reduction (SCR) or a diesel particulate filter (DPF), which further impact upon the conditions seen by the turbocharger. In MTU’s view, the turbocharger performance and compatibility of the system with the engine is therefore becoming ever more critical in both engine performance and the achievement of necessary emissions levels.
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MTU TURBOCHARGER MANUFACTURERS | 23
MTU concluded at an early stage that traditional single-stage turbocharging systems would not be sufficient to meet the needs of many future applications and sequential turbocharging, where a second turbocharger is brought into operation at higher engine loads, would also not assist with increasing boost pressures. The company therefore began the development of two-stage turbocharging systems, with its first fully integrated system being installed on Series 1163 engine during the 1980s. Up to five sequentially-arranged turbocharger groups with low and high pressure stages now allow this engine to deliver up to 7,400kW of power. The current MTU two-stage system ensures a high rate of charge air can be delivered to the engine at all operating points and ambient conditions. Low-pressure turbochargers provide pre-compression of the intake air, which passes through an intercooler before undergoing further compression in the high-pressure turbocharger stage. It is then further cooled before delivery to the engine cylinders. Control of the system is integrated into the MTU electronic engine management system via its Engine Control Unit (ECU), which the company developed in-house to exactly match product needs. Two-stage turbocharging can be applied in two different configurations. Sequential two-stage turbocharging operates in a similar manner to sequential single stage systems. In the latter, individual turbochargers are added sequentially, and in parallel, by the operation of valves in the intake and exhaust system, which respond to rises in engine speed and load demands. The sequential two-stage system reacts in the same way but with matched pairs of turbochargers – low and high pressure – being connected or disconnected as required. The regulated two-stage turbocharging system developed by MTU also uses turbochargers arranged in series. However the exhaust gas from the engine is divided such that part of the flow is used to drive the high-pressure turbocharger turbine wheel with the balance being diverted through a wastegate valve. All of this flow then passes through the low-pressure turbine stage. The innovative regulated system is now being applied to MTU’s Series 4000 engine and, in locomotive applications, meets EU Directive 97/68/EC Stage IIIB emission requirements.
inner housing wall cooling water outer housing wall
The two-stage turbocharging system developed by MTU uses turbochargers arranged in series
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In-house turbocharger design is the best option MTU produces a wide range of engines for applications including agricultural equipment, oil and gas, military use and marine service, in power generation and primary propulsion configurations. The turbocharging requirements of some of its engines can be satisfied through the purchase of standard turbochargers but, for others, MTU believes that its best option is to manufacture its own specialist products to enable it to deliver the best performance from its engines. As such, the company currently manufactures turbochargers to meet approximately 50 per cent of its total demands engine demands. Its present range covers five series, from the smallest ZRT 12, through the ZRT 13, ZRT 35, ZRT 36 to the largest ZRT 57. Although varying in scale, one of the design concepts is the use of as many common parts as possible across the series. A further example of this standardisation is the regulated two-stage turbocharging system fitted to the Series 4000 engine for rail applications, where all three turbochargers are identical. This simplifies production and logistics and the supply of spare parts to users. In addition to in-house turbocharger design allowing optimum engine matching, systems can be configured to integrate efficiently with engine designs. This means reduced air ductwork and a more compact overall package, offering considerable installation benefits for fast vessels such as coastal patrol craft and superyachts, where space is at a premium. Many engine service requirements are also becoming more demanding, with greater numbers of load cycles and higher load excursions. MTU has considered these increased demands in its turbocharger products, optimising times between overhauls (TBO) to bring these in line with engine maintenance schedules. For the Series 4000 rail engine, for example, turbocharger TBO can be as high as 15,000 hours, but the number of load cycles in the operating pattern still has a bearing on recommended intervals. New designs also take into consideration the increasing needs of industries to control costs and maximise equipment up-time. When a new MTU turbocharger is released, it has already been subject to advanced analysis and optimisation of thermodynamics, structural and mechanical design. It’s durability and casing containment abilities will also have been evaluated before bench testing is carried out. Finite element analysis is carried out to ensure operating stresses are within safe limits and both aerodynamic and thermodynamic performance will have been analysed using computational fluid dynamics software. To offer protection from the high thermal loads seen in turbocharger operation, seals and bearings are thermally isolated and, where necessary, water-cooling provided. To further limit critical temperatures, designs incorporate water-cooling technology on highly turbocharged engines, which reduces thermal loads on the intercooler. For marine applications, the turbine is also housed in a water-cooled casing, which further allows designs to meet the SOLAS Directive that, for safety reasons, limits permissible surface temperatures to within 220°C. Further features have also been developed to enhance the performance of the turbocharger in some applications. This includes the option for variable geometry on the turbine stage on some turbocharger products. This technology enhances efficiency at lower turbocharger speeds and also helps the rotor to spool-up more quickly under rapid load demand. WTG
Worldwide Turbocharger Guide 2016
24 | TURBOCHARGER MANUFACTURERS KBB
KBB PRODUCES TUBOCHARGER SOLUTIONS
FOR NEW ENGINE GENERATIONS
KBB continues to expand its ranges of singlestage turbochargers while also developing two-stage turbocharger technology
KBB offers a new compressor family for the ST27 series of single-stage turbochargers
K
ompressorenbau Bannewitz GmbH (KBB) has been developing and manufacturing exhaust-gas turbochargers for large diesel and gas engines since 1953. More than 60,000 turbochargers have left the company over a period of 63 years, boosting engines with an accumulated output of more than 40GW. KBB turbochargers are designed for four-stroke medium and high speed diesel, gas, dual fuel and heavy fuel oil engines in the power output range from 500 to 5000kW per turbocharger. With substantial industrial experience in the development and manufacture of turbochargers gathered over eight design generations. The company has found its customers among diesel and gas engine manufacturers all over the world with all typical fields of application like marine propulsion and auxiliary engines, stationary power plants as well as locomotive engines. New turbocharging technologies have been under development over the last decade in view of a range of important requirements such as improved performance, low lifecycle costs and reduced exhaust-gas emissions. These new technologies include single-stage high-pressure turbocharging, two-stage turbocharging as well as various exhaust-gas recirculation (EGR) concepts. It is not yet clear which of these technologies will dominate the market in the future. However, KBB is prepared to cover all future customer demands with its turbocharging portfolio and solutions. On the one hand gas engines tend to make use of two-stage turbocharging systems to use the benefit of the intercooling for better performance. On the other hand, diesel engines have to include new engine technologies, like exhaust gas recirculation (EGR) or aftertreatment systems, to manage the trade-off between emissions and specific fuel oil consumption demands. Dual fuel engines, being more or less a combination of both engine types, are characterised by much higher compressor pressure ratios for diesel mode in comparison to gas mode. This poses new challenges for single-stage turbocharging due to the demands posed by high pressure ratios and wide compressor maps for mode switching. In the majority of cases, the effectiveness of all these new technologies depends on optimised or even customised turbocharger solutions. KBB’s seventh generation single stage, high-pressure
Worldwide Turbocharger Guide 2016
turbochargers from the ST27 series are suitable for engines with an output range from 300kW to 4,800 kW and have been developed for operation with pressure ratios of up to 5.5:1 to satisfy the demands of IMO II engines. Since 2010 more than 3,500 units having been installed in more than 100 different versions. The cumulative number of running hours for these units amounts to 21 million. As announced in 2015 the next step in turbocharger development is ongoing to further increase the pressure ratio for single-stage turbocharging to reflect the requirements of new engine generations. The company will offer a newlydesigned compressor family for the well-accepted turbocharger series ST27 to fulfil the pressure ratio requirements up to 6:0 for the engine maximum continuous rating. The new portfolio will be launched on the market in 2017. The performance of turbocharged engines can be improved significantly by increasing the charging pressure even further. This is also true for the reduction of emissions so that exhaust-gas after treatment is not necessary. The exhaust-gas turbocharging process has to generate pressure ratios of more than 6:1 on the engine with a simultaneous increase in the overall turbocharging efficiency. Two-stage turbocharging with intermediate cooling satisfies these requirements. Since 2013, KBB has been offering exhaust-gas turbochargers for such a two-stage turbocharging system under the name K2B (Knowledge to Boost). They provide the possibility of turbocharging diesel, heavy fuel-oil and gas engines with an engine output between 0.5 and 5 MW. The
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KBB TURBOCHARGER MANUFACTURERS | 25
maximum pressure ratio of a turbocharging group comprising a low-pressure stage and a high-pressure stage may be 10:1. First series operation of the K2B turbocharging technology started in the beginning of 2014 on a newly designed main propulsion engine for a vessel. This led to an increase of up to 8 per cent turbocharging efficiency against a standard single-stage turbocharger at the same pressure ratio. This was a further benefit for the overall engine performance. The K2B turbocharging system was also subjected to performance and endurance tests on several spark-ignition gas engines. Unlike MDO or HFO marine applications, these engines have much higher exhaust-gas temperatures of over 650°C before turbine and the most common operating regime is full-load operation. As a result, the demands on endurance and full load performance are very challenging. But results after these tests on gas engines confirm the high potential of two-stage turbocharging with a K2B system.. The new ERT20 EGR turbocharger was developed by KBB and successfully tested on the engine test rig for single-stage turbocharged diesel engines in an output range between 0.5 and 1.5 MW. The biggest challenge of EGR operation that KBB faced during all the tests was not the complex system and turbocharger matching process, as may have been expected, but the turbochargers' corrosion and fouling. There is also a demand for effective exhaust gas recirculation (EGR) solutions in the field of diesel engines. The combination of one-stage turbocharging and HP-EGR in particular offers an alternative to exhaust-gas aftertreatment in locomotive and marine applications. The main challenge here lies in the matching of the
compressor and turbine design due to the atypical turbocharger operating conditions in a high-pressure EGR system. Additional requirements are high durability at EGR specific entry conditions with intake temperatures of up to 140°C and sufficient wear resistance against condensate and particle impact on compressor side. Conventionally designed exhaust-gas turbochargers require considerable redesign to achieve efficiencies in these conditions. KBB has therefore developed an EGR turbocharger that goes by the name ERT20 especially for diesel applications with an engine output range between around 0.5MW and 2MW. The ERT20 is based on an oil-cooled exhaust-gas turbocharger with a radial turbine as used in commercial vehicles. Due to the more severe operating conditions in EGR operation, only the turbocharger shaft, the shaft bearing and individual screwed connection elements of the original series-produced turbocharger were used in the new product. All other ERT20 components were newly developed or modified. New features of the turbocharger include speed measurement and a modified oil supply. Apart from maximum turbocharger efficiency, the focus is primarily on reasonable costs and an acceptable service life. The new EGR turbocharger was successfully tested on the engine test rig for single-stage turbocharged diesel engines. The biggest challenge of EGR operation that KBB faced during all the tests was not the complex system and turbocharger matching process, as may have been expected, but the turbochargers' corrosion and fouling. KBB has approached the project from design and thermodynamic points of view and developed different use-specific solutions to greatly enhance the turbochargers' performance and service life in EGR operation. WTG
Since its launch in 2014, the K2B system has been installed on several diesel and gas engines
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Worldwide Turbocharger Guide 2016
Istanbul Deri Organize San. Sitesi. 1.Yol X5-A Parsel Aydinli-Orhanli Mevkii Tuzla, Istanbul Tel: 0090 216 394 04 73/74 Fax: 0090 216 394 04 75 info@istmarin.com
24/7 Call: 0090 532 682 90 97
PBS Turbo TURBOCHARGER MANUFACTURERS | 27
HIGH-EFFICIENCY TURBOCHARGERS
FOR MEDIUM- AND HIGH-SPEED ENGINES PBS Turbo at the CIMAC Conference
T
he PBS business has a history of turbocharger production that dates back 60 years. Today, trading as PBS Turbo s.r.o., the company is a significant manufacturer of turbochargers for marine, locomotive and other motive-power applications.Since 1997, the company has been established as a joint venture between MAN and PBS and has been wholly-owned by MAN Diesel & Turbo since 2005. Today, PBS Turbo – based at Velká Bíteš in the Czech Republic – runs its own technology programme but also works in close conjunction with MAN Diesel & Turbo on key projects. In recent years, PBS Turbo has become key supplier to engine builders around the world. A clear focus on TCR turbochargers, with a power range of up to 2,700kW per turbocharger, allows PBS Turbo to act as an independent turbocharger supplier. While MAN produces turbocharger sizes from TCR20 and up, PBS Turbo produces all small-size turbochargers from TCR10 up to TCR18. With this portfolio, PBS Turbo covers multiple turbocharger applications for high-speed and mediumspeed engines. Besides production, quality control and validation, engineering is also a key competence at Velká Bíteš where the continuous development of TCR turbochargers is especially important. Depending on the application in question, PBS Turbo offers several customer-specific designs and, in certain instances, even develops custom solutions where standard solutions are not quite the right fit. Ivana Kratka, head of sales for PBS Turbo, said: “For us, it is vital to have engineering resources sited locally. Engineering needs to be close to production and validation so we can efficiently test new designs but this also gives us a flexibility that is really appreciated by our customers. As a result, we can concentrate on individual customer requirements and deliver a quick response time. Allied with the technical support we receive
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from our colleagues in Augsburg, these are important factors in our success.” Besides the continuous development of TCR turbochargers, PBS Turbo also takes part in several MAN Diesel & Turbo key projects. A recent example of this is the Electrical Turbo Blower (ETB) used in MAN Diesel & Turbo’s Exhaust Gas Recirculation (EGR) system, which is a key technology in the emissions control of the company’s two-stroke, marine diesel engines. The scope of the ETB joint research and development programme covered all aspects of the product – including design, simulation and testing – and was introduced during this year’s CIMAC conference in Helsinki that PBS Turbo participated in and where it also had a stand. As previously mentioned, apart from collaborating on the development of new products and technologies with MAN Diesel & Turbo, PBS Turbo maintains a strong focus on the continued production of its own, conventional turbocharger product ranges, which currently include the NR/R, NR/S and TCR series. At the top end of the present portfolio are the successful TCR products, with a range of frame sizes capable of delivering chargeair for engine powers up to and beyond 2,700kW per turbocharger. Sales growth for these products has been strong and new frame sizes continue to be introduced both at high and low ends of the capacity range. With peak efficiency levels – i.e. as much as 70 per cent – TCR turbochargers can achieve pressure ratios of 5.4 to 1, helping engine manufacturers to meet emission limits and keep fuel consumption to a minimum. TCR Turbochargers can run on all fuel types. Until today, PBS Turbo was reported to have built 120,000 turbochargers in Velká Bíteš a number that has grown since owing to the strong growth of the PBS turbo business with various engine builders that has enabled PBS Turbo to increase annual production. PBS Turbo was an exhibitor at this year’s CIMAC conference in Helsinki and also regularly participates at SMM in Hamburg. WTG
Worldwide Turbocharger Guide 2016
28 | TURBOCHARGER MANUFACTURERS HS
New Hedemora HS Turbocharger now on factory test
H
edemora Turbo and Diesel, based in the town of Hedemora, Sweden, has firmly established its position as a turbocharger manufacturer in recent years through the success of its HS4800 and HS5800 products. In an interview with Worldwide Turbocharger Guide, the company has revealed that it has now developed a new, higher capacity product to the point of in-house prototype testing. “We realised that there was an opportunity for us to develop an increased capacity turbocharger to extend our range.” said Ernst Dahlin, senior sales manager. “We have maintained the same interfaces as the current HS5800, which makes the new turbocharger attractive for retrofit opportunities as well as new engine applications”. Designated the HS7800, the product builds on technology already well proven in current turbochargers but key components have undergone redesign to provide increased flow, particularly the compressor and its casing. Mr Dahlin went on to explain that “We have based the design on similar pressure ratios to current products but the improvements made have enabled the air flow-rate to be raised to over 8kg/s, compared to the typical 5.8kg/s available from the HS5800.” Turbocharger speeds are reportedly similar to current products and the compressor design is such that temperatures are held within
Worldwide Turbocharger Guide 2016
The HS7800 is currently under in-house testing
material limits, so design life can be achieved without any new impeller cooling features. Aspects of the new turbocharger have, however, presented challenges for the company, both aerodynamic and mechanical. In addition to revised compressor design, one critical component is the thrust bearing, the capacity of which will be increased to allow for the increased loading resulting from higher flow-rates. The same pressure-fed bearing designs are being retained and works testing will include detailed evaluation of the bearing performance and resilience, to ensure that a 24,000 hour life can be reliably achieved. As with many businesses, Hedemora has not been immune to the slowdown of the market but has maintained its position and its employee base
during the past year, taking the opportunity to redirect efforts to product development. All technology development work is now based in the Hedemora facility where it also has its dedicated rig test facilities. A degree of upgrading work has been carried out on these to accommodate the higher air flow-rates of the HS7800. Hedemora has continued to develop relationships with a range of customers and has a number of units on validation trials, including with users in South America, where it continues to see significant business potential. The company also has other up-coming projects for new rail users and, based on installed units and potential new business, the lifting of sanctions on Iran will present a further major opportunity. From a marine market
perspective, Hedemora has recently secured approvals from the Russian Maritime Register of Shipping (RS) for application of its HS4800 and HS5800 products. This will provide immediate opportunities for retrofits in marine applications and Hedemora is confident that new unit business will follow. The company also intends to pursue approvals through other major class societies and references from RS approved installations will help in gaining these. The Hedemora range is currently represented by HS430 and HS550 watercooled turbochargers along with the core HS4800 and HS5800 products to which the new HS7800 is being added. These are capable of delivering air requirements for engines with equivalent powers of 740kW to 3,700kW per turbocharger, extending to 4,200kW with the HS7800. Delivery pressure capabilities are based on ratios of up to 4.5 to 1. Based on the new design of the HS7800, Hedemora is also planning to introduce further new turbocharger models, to complete the step between the HS5800 and HS7800. The name Hedemora Turbo & Diesel has recently been changed from Drivetrain Sweden to better reflect Hedemora’s history in diesel engines. The company is now a direct part of the Engenco Ltd., of Australia, and will next be exhibiting at InnoTrans in Berlin, in September 2016. WTG
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MARINE & INDUSTRIAL ENGINEERING SERVICES
Services include: ● Marine & Industrial Diesel and Turbocharger, Service, Repairs & Parts. ● Dynamic Balancing ● Ultrasonic Cleaning ● Chemical Cleaning ● Ancillary Equipment serviced ● Breakdown & Voyage repairs For enquiries, quotations or advice: 9 Kernick Industrial Estate, Penryn, Cornwall TR10 9EP Tel: +44 (0) 1326 377160 Fax: +44 (0) 1326 377161 Email: service@powerfal.co.uk Info: www.powerfal.co.uk
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MXP turbocharger for marine auxiliary engines. Designed for optimized performance.
MXP is the new dedicated turbocharger for marine auxiliary engines with power output up to 2MW. The design allows ease of operation under HFO conditions, high performance at part load, and it is optimized for excellent load response behavior. Designed-for-service, MXP supports flexible service scheduling with a conditionbased maintenance app. It also allows for easy crew maintenance whenever and wherever necessary during vessel operation, using only standard tools. To reduce your total cost of ownership for auxiliary applications find out more about MXP: www.abb.com/turbocharging
ABB Turbo Systems Ltd Bruggerstrasse 71a 5401 Baden Phone: +41 58 585 7777 E-mail: turbo@ch.abb.com
Wärtsilä ENGINEBUILDER | 31
Two-stage turbocharging brings Wärtsilä benefits In its presentation at the recent CIMAC Congress, Wärtsilä outlined its experience with twostage turbocharging
W
ärtsilä has performed fullscale engine tests with advanced Miller timing and two-stage turbocharging on diesel engines in the Engine Laboratory since 2006. The main objective was to explore the potential of advanced Miller timing as a means to reduce NOx emissions and fuel consumption and also to explore the potential for increased power density. In total, eight test engines of different types, including a single-cylinder research engine, have been tested since then at an overall pressure ratio of up to 13 and brake mean effective pressure (BMEP) of up to 36 bar. The total operating time of these engines was 11,400 hours, and most of the operation was on heavy fuel. With gas engines, both spark-ignited gas (SG) engines and dual fuel (DF) engines testing started in 2011. The main objective with these tests was to explore the potential for an increased BMEP through a widened operating window between knock and misfiring
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limits. Considerably higher engine efficiency was also expected. In total, six test engines of different type and size, including a single-cylinder research engine, have been tested. The total operating time of these test engines is 6500 hours. A BMEP of up to 32.5 bar was reached without facing problems with selfignition and knocking. The main principles for the design and layout of two-stage turbocharged engines have been clear and consistent from the beginning. The target is to reach a compact design and dimensions by building all modules and components that are related to turbocharging on the engine and, meanwhile, maintaining excellent engine dynamic properties and good serviceability. These targets
are valid for all medium speed diesel and gas engines. Recent engine developments with the two-stage system prove that the highest efficiency can be reached with a compact design while the engine dynamics still meet the same targets as previous Wärtsilä engines despite of the added mass due to two-stage turbocharging. In order to make full use of the potential of the twostage system, fundamental development on other technology areas has been carried out as well. For instance: variable valve timing; fuel system performance and flexibility; engine controls; and peak pressure capability. Based on this development, two engine types have been released for production: the Wärtsilä 32-based W20V32TS
The Wärtsilä 31 engine is one of the engine types to have resulted from the company’s research
in 2014 and the most efficient medium-speed engine family Wärtsilä 31, including diesel, DF and SG versions, in 2015. Extensive experience collected from the long series of two-stage testing on Wärtsilä engines has realised a number of benefits, revealed prerequisites for optimum utilisation and verified the targets set for the design and performance. With two-stage turbocharging, the engine output and BMEP can be increased and, simultaneously, both the fuel economy and environmental footprint can be improved. On the performance side, it is also shown that the loading capability and high altitude performance are improved, compared to one-stage charging. On the other hand, variability in valve operation, full set of control valves and elevated peak pressure capability are required to be able to fully utilise the potential available with two-stage. From a mechanical and design point of view, Wärtsilä believes it has proven that it is possible to build a two-stage system with all components built on the engine without any compromise in compactness, safety, serviceability and reliability. This gives customer benefits in lifecycle and operating cost, load-aking ability, power density and compact design. Improved lifecycle and operating cost is gained by better fuel efficiency and power density. Faster load taking ability is offering better fit e.g. for many back up and peaking power plant applications. Good altitude capability gives higher power density and possibility for reduced investment for high altitude plants. Compact design with high power density saves space in engine room and plant design. All in all two-stage turbo charging is giving various possibilities for improved business case in many kind of engine applications. WTG
Worldwide Turbocharger Guide 2016
32 | ENGINEBUILDER Mitsui
MES PLANS NEW THS OPTION Tests will begin in the next few months of a new arrangement for MES’s energy-saving THS concept
J
apanese enginebuilder Mitsui Engineering & Shipbuilding (MES) is developing a new version of its turbo hydraulic system (THS) for transferring excess energy from a turbocharger’s rotor shaft. This has been a feature in past issues of Worldwide Turbocharger Guide, which have tracked its development from its initial ‘recover’ concept – in which a hydraulic pump took the excess energy from the turbocharger to a hydraulic motor connected to the engine – to the opposite ‘assist’ arrangement, in which engine power would be used to improve the turbocharger’s performance at low engine load. All the THS installations made so far have used the ‘recover’ layout. Now, MES is working on a further refinement. Instead of using the turbocharger’s excess power to directly augment the main engine’s power, the hydraulic pump’s output will be used to operate the engine’s fuel injection pump and exhaust valve actuator via the engine’s accumulator block, as shown in the diagram on this page. In this version, the hydraulic motor will be eliminated from the system, which will reduce the number of parts and optimises the hydraulic system, MES believes. MAN Diesel & Turbo’s ME engines use hydraulic power to activate those two components, powered by hydraulic pumps. On ME-B engines, these are driven by electric motors but on ME-C engines, these pumps are driven by the engine via a gear or chain drive, using some of the engine’s power. The new THS arrangement will supply the hydraulic power to these items and any excess energy will be led to the hydraulic pump on the engine to help drive the crankshaft using the pump as a motor. Masaki Ohtsu, a technical advisor at MES, told Worldwide Turbocharger Guide that most of the ships so far fitted with a THS are probably sailing at low engine loads “where THS cannot show its effectiveness,” and said that this new arrangement will be trialled on its test engine before the end of the current fiscal year, which ends next March. Once development work has been finished, this version will replace the previous arrangements as the standard THS model, he said.
At lower powers, he explained, it is necessary to increase the scavenging pressure by using the auxiliary blowers, for which the ‘assist’ mode was developed. This will still be possible with the new arrangement by using the hydraulic pumps on the engine to supply hydraulic power to both the engine control gears and to its turbocharger. Eight engines are currently in service with a THS, all delivered on newbuildings from Tsuneishi Shipyard. The engines are all MAN Diesel & Turbo 7S50ME-B9.3 machines fitted with the same manufacturer’s TCA55 turbochargers. “We hear nearly nothing from the ships, which means that everything is fine,” Mr Ohtsu said. Seven more similar engines with THS are on order for newbuildings at that yard while Namura Shipyard will be installing three 6G70ME-C9.5 engines fitted with TCA77 turbochargers and THS units. MES is the longest-standing of MAN Diesel & Turbo’s licensees and was the first licensee for MAN Diesel & Turbo’s TCA turbocharger. As the table on this page shows, the TCA55 turbocharger has continued to grow in popularity since its introduction in 2012 in response to growing demand for engines of up to 50cm cylinder bore and in response to a trend towards lower powered de-rated engines. At the other end of the range, the TCA88 has seen its numbers decline at MES but it is still a vital part of the builder’s portfolio. It currently holds an order for two MAN Diesel & Turbo 11S90ME-C9.2 engines that will be fitted with TCA88 turbochargers, with work on those starting next year. MES also supplies the TCA44 turbocharger, but these are obtained as complete sets by MAN Diesel & Turbo in Germany. As mentioned in last year’s edition of Worldwide Turbocharger Guide, MES is working with MAN Diesel & Turbo on the development of its next generation of turbochargers, the TCT range, which is described elsewhere in this guide. “We will cooperate with MAN Augsburg in the form of some service tests or shop tests,” Mr Ohtsu said, “and we look forward to those new turbochargers.” Not every engine that MES builds is fitted with an MAN Diesel & Turbo turbocharger, however: it currently has two large orders that will be fitted with Mitsubishi units. Ten 11S90ME-C10.5 engines will each be fitted with three MET66MA turbochargers while three MET71MA turbochargers will be fitted to each of 13 11G95ME-C9.5 engines. The enginebuilder has considered taking taking a licence for ABB or Mitsubishi turbochargers, Mt Ohtsu said, “but so far we have not decided to go for that.” WTG
MES TCA TURBOCHARGER PRODUCTION TCA55
TCA66
TCA77
TCA88
2012
4
118
21
30
173
2013
40
88
13
9
150
2014
91
59
12
8
170
2015
80
67
19
5
171
2016*
71
68
14
1
154
Worldwide Turbocharger Guide 2016
TOTAL
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2016
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advertising features SERVICE PROFILES | 35
CoroLand benefits from fleet expansion and overseas partners CoroLand has developed from its local turbocharger service and supply industry to overseas customers including shipowners and land power plants. Leading shipowners never stop their aggressive investments in fleet expansion while the shipping market’s tough economic situation is far from ending. CoroLand offers a focused solution to the rapidly increasing need for reliable turbocharger services and suitable parts. CoroLand carried out turbocharger services for dozens of shipowners’ newly-purchased vessels in the first year of 2015
Balancing a turbocharger rotor in CoroLand’s workshop (credit: CoroLand)
and supplied parts for even more vessels. Services have been performed on models including MAN’s TCA66, TCA77, TPL77, TPL80, TCR12, NR17S, NR20S; Mitsubishi’s MET66SE; IHI’s AT14 and RH203. From the company's turbocharger service station in Shanghai, a complete range of services are offered: welding, machining, heat treatment, surface hardening and reconditioning. Its work is supported by a partner engaged in the offshore sector and with nuclear power station work. CoroLand has carried out dynamic balancing for customers’ rotors and complete cartridges suitable for turbochargers from ABB’s TPS, IHI’s AT14 and RH and MAN’s NR12S and NR17S models more than 50 times in the first half of this year. Today, stationary power plants play an important role in CoroLand’s business. During the past two years, it has been especially successful in supplying turbochargers to land-based power plants in Latin America and South-East Asia. It also now works with a group of service stations whose previous approval from a major engine OEM has not been renewed, providing service assistance and supplying parts to those service stations, which it believes share its professional outlook as demand for their services has increased. CoroLand also makes its own facilities available to others, saying that it cooperates and keeps an open mind towards technical and quality-oriented third parties. It will carry out work on their behalf and even allow them access to its workshop facilities, including its dynamic balancing machine and other special tools.
Daewin offers compete turbocharger service Shanghai Daewin Marine Parts has a professional team with a strong technical background. It can provide not only reliable replacement parts for marine turbocharger parts, but can also manufacture according to customer’s sample or drawing. Besides the spare parts supply, it also provides recondition and repair service. Daewin works to the highest standards and each component that enters the warehouse under a series of rigorous checking, Daewin prides itself on being an independent company ensuring the flexibility to offer services for all models of marine turbochargers. Daewin provides turbocharger maintenance, repair and overhauling of all turbocharger types, providing 24-hour services, seven days per week. It provides the turbocharger repair service to all of China’s Main ports, especially Shanghai. Because shipping is a risky business with movable parameters, Daewin also provides a 24-hour action team that can take responsibility for all aspects of a breakdown from supply of spare parts to organising logistics. Daewin understands that customers need at all times to be certain of high levels of product quality and professional service. Its core efforts are therefore focused on maintaining high efficiency service to its customers. The company would be delighted to hear feedback as well as proposals and suggestions. Daewin also focuses on continuously improving and expanding its global service network.
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ABOVE: Daewin provides maintenance, repair and overhauling of all turbocharger types
Worldwide Turbocharger Guide 2016
36 | SERVICE PROFILES advertising features Globe modifies components to meet flow rate and pressure ratio requirements
Globe Turbocharger Specialties excels in flow rates Globe Turbocharger Specialties has been providing new and rebuilt turbochargers and components to the diesel locomotive, marine and power generation industries for more than 30 years. It has worked with several low and medium-speed engine manufacturers to retrofit legacy engines, providing them with re-engineered and new aerodynamic components specifically designed to achieve new flow requirements, thus meeting the newest emissions criteria. It also has experience of manufacturing turbochargers itself, as a result of its 1998 purchase of the assets and manufacturing rights of the Alco Turbocharger. Through the use of computer-aided design and flow simulation software, Globe can match, create, or modify a turbocharger’s various aerodynamic components to meet specific engine flow rate and pressure ratio requirements at several operating conditions, whether a high- or low-pressure ratio is required. In many instances, subtle changes such as impeller flow reductions, re-designs of vaned diffusers and modifications to the turbine inlet area will result in significantly increased turbocharger efficiency and reduced turbine inlet and compressor discharge temperatures, thereby decreasing fuel consumption and reducing emissions. Re-evaluating compressor- to-turbine component matching for maximum efficiency is another area of expertise.
To ensure all technical requirements are met, Globe has partnered with the Natural Gas Machinery Laboratory (NGML) at Kansas State University. The NGML provides Globe with a testing facility that also provides objective third-party test data to its customers. A complete mapping of the turbocharger’s aerodynamic performance validation, vibration analysis and mechanical performance validation ensures customer satisfaction. For example, a low pressure ratio turbocharger built with new and modified aerodynamic components was shown to meet the desired engine flow requirement within 1 per cent with high efficiency and ample surge margin. In another installation, by modifying a few key aerodynamic components the design point compressor efficiency was increased by 7 per cent while increasing the available surge margin and reducing the required gas power by nearly 12 per cent. In both instances the turbocharger’s main casings, flange locations, oil and cooling water requirements and auxiliary systems remained unchanged.
IMT provides quick and quality repairs in Turkey Time has always been a major factor in the shipping business, especially when vessels are in need of repair. Shipowners always look for a company that can be ready in a short period of time during tight repair schedules and transit passages that offers quality service, said Istanbul Marine Turbine (IMT) executive and sales manager Metin Gungoren. Beyond that, the need for a reliable service partner during shipyard periods is indispensable, he added. The company’s 1,400m2 technical facility includes workshops, offices, a warehouse, bearing and oil pump
reconditioning room and a blade welding room. It is situated close to the Bosphorus and Tuzla – the main shipyard area in Istanbul – and IMT also has affiliate service companies in the ports of Izmir and Mersin. This makes it capable of carrying out turbocharger service and repairs to meet its customers’ needs all around Turkey. Among the tools available to its engineers are glass bead blasting machines and a number of cleaning machines, using hot water, high pressures and chemicals. Cleaned or repaired rotors have to be balanced – especially those
that have had blades replaced – which has to be done by a specialist. IMT has three balancing machines and can balance all types of rotor. IMT can supply new and reconditioned parts, such as bearings, oil pumps, rotors, casings, nozzle rings, turbine blades and compressor wheels, for all types of turbochargers. IMT was established in 1992 and has experienced significant growth since the arrival of Gursel Tezcanli and Demir Holat, the two shareholders. The company's history spans more than 20 years and it believes that its reputation entitles it to be considered as one of the leading turbocharger servicing organisations in Turkey. IMT is an authorised service centre and genuine spare parts supplier of Napier Turbochargers of the UK, KBB Turbocharger of Germany,
STX Turbochargers of Korea, Mitsubishi MET of Japan and SKBT Turbochargers of Russia. With service engineers trained in the UK for Napier, in Nagasaki, Japan, for Mitsubishi MET, in Dresden, Germany, for KBB and in Penza, Russia, for SKBT turbochargers, the company combines its long turbocharger experience with the latest training methods and developments in turbocharger technology. Its service engineers’ experience and training allows them to deal with every breakdown and routine maintenance needed on site and in the workshop. IMT is also a part of the global turbocharger service network and a service partner of Engine Partners. The company’s effective sales policy, dynamic response and proactive business manner enable IMT to satisfy its customers’ needs for turbocharger service.
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IMT can carry out a full range of repairs on the leading makes of turbochargers (credit: IMT)
advertising features SERVICE PROFILES | 37
IWS
Independent Waiver Service
Easy, Efficient and Cost Saving!
Deventerseweg 5A 2994 LE Barendrecht The Netherlands T: +31 10 760 07 48 info@waiver.nl www.waiver.nl
World Wide Waiver Services Independent Waiver Service BV (IWS) is the first European waiver office which its main focus on creating waiver documents. We are able to create waiver documents world-wide from any loading port to any waiver required country. Waiver Certificates are required by certain African countries. They are needed to control and manage the import and export effectively. For all cargoes, the shipper or its forwarder is obligated to issue a Waiver document in the port of loading. At transmission of the document a unique waiver number is generated which is required to be mentioned on the B/L. Cargoes arriving without valid Waiver document will be blocked for delivery by the local customs. Why choosing IWS? • KNOWLEDGE When creating a waiver document you should be aware of the most recent legislations of each single African country for which a waiver is required. Just leave this with us and focus on your core business!
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• TIME SAVING To get a waiver validated you need to get in contact with different authorities and embassies. IWS has built a strong network. Hence we receive all necessary documentation in time we can get a validated waiver within 48 hours! • TRANSPARENT FEES Thanks to our transparent fees, you know what to expect. • IWS IS INDEPENDENT IWS is specialised in providing export documents only. We are not providing any other freight services. So you can easily ask to establish a waiver for your customer without risking to lose it. We are no competition at all! With a specialised team of professionals we provide you an excellent service in which we act as an independent intermediate. Our procedure is quite simple. You send us the necessary documents and we take care of the validated Waiver document. Easy, efficient and cost saving!
Worldwide Turbocharger Guide 2016
38 | SERVICE PROFILES advertising features
MTD celebrates 30 years of success The historic heart of the port of Genoa is still home to a dense network of companies operating in various segments of the shipping industry. La Meccanica Turbo Diesel Srl (MTD) has been part of this network since 1986 and is celebrating its 30th anniversary this year. MTD specialises in maintenance, spare parts, servicing and regeneration of turbochargers of all types and for all applications. It currently employs 30 people and handles all the processes in its own workshop of 1,400 square meters on which it has invested considerable resources for new equipments and skilled and trained human resources. The company can deal with a wide range of turbochargers installed on propulsion and auxiliary engines belonging to vessels ranging from pleasure craft to large cargo ships and the latest passenger vessels. Today the activities of MTD are divided into almost equal parts between the maritime and industrial sectors. The company is structured and organised in order to operate in a flexible, fast and efficient way and to satisfy customers’ needs and requirements. MTD is fully committed to a quality policy and has been certified by RINA in compliance with ISO 9001:2008 for 12 years. The core business is turbochargers even if in 1994 MTD decided to diversify its activities and to create a company called “F.B.R. Service”, which is specialised in automation, pneumatic and electronic field. MTD is an authorised service station for MHI MET turbochargers KBB, Mitsubishi Heavy Industries UE Engines and Turbo Partners/ STX and Dantec Dynamics.
Marine Partner caters for the ‘3H’ conditions
MP’s teams work around the clock to meet the emergency service requirements of its clients
Worldwide Turbocharger Guide 2016
LMTD carries out a wide range of servicing activities
Since Marine Partner (MP) was set up in 2003 in Shanghai by a couple of marine engineers and manufacturers, ‘reliable’ has always been the fundamental motto for everyone of MP’s employees. It fully understands that a turbocharger has to run under ‘3H’ conditions – high temperature, high pressure and high speed – so it is always trying its best to offer turbocharger parts and service according to their original standards. In this endeavour, the company believes it has been successful. As a turbocharger specialist, Marine Partner manufactures most spare parts of all common types of turbochargers. It also regularly machines spare parts from drawings or can reverseengineer from samples, even if they have been used. In order to meet
requirements from clients all over the world, it develops new products using its strong technical ability. This expertise is supported not only by the factory’s 20 years of turbocharger spares machining experience, but also by a quality control team that has many years of experience of repairs on board. MP employs well-trained and certified technicians who have gained rich experience from working for turbocharger OEMs such as ABB and MAN. MP’s teams work around the clock to meet the emergency service requirements of its clients. MP understands that reliability is of the utmost importance when it comes to products and services. It provides quality service backed by in-depth knowledge and innovation. The company’s guiding principle is that ‘reliable means value’.
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PowerFal recently undertook retrofit of 8x Napier NA355 turbocharger units
PowerFal continues to deliver a comprehensive service PowerFal has been providing a comprehensive technical and service facility for all makes of turbochargers since January 1995. It supports numerous marine and industrial customers from its well equipped workshop and office near the international deep water port of Falmouth in Cornwall. As a service company the nature of Powerfal’s work is espoused in sustainability and environmental awareness. Its mission is to restore the customers’ product as closely as possible to its optimum condition within the boundaries of the technical or financial parameters specified. By aspiring to this goal its end product results in delivering its customers reduced emissions and increased efficiency. It also strives to ensure its workshop practices are environmentally responsible to comply with ISO 14001 standards. PowerFal has for many years operated a quality management system to ISO 9001:2008. It is experienced with industrial turbocharger units as well as marine applications and in 2013 it decided to apply for inclusion on the Achilles Utilities Vendor Database. This is a list of pre-qualified suppliers that was established nearly 20 years ago to support the UK’s utility industries, but which is now used by others – in particular by ports and airports. PowerFal underwent auditing and assessment for this and in January 2014 achieved accreditation. The company has recently
passed its third audit maintaining its Achilles certification for 2016. PowerFal’s turbocharger service division is supported by other services within the organisation. These include diesel engine and ancillary maintenance and repair, also specialist cleaning including chemical, ultrasonic and vapour blast of marine and industrial components and systems. PowerFal has recently completed major overhaul and refurbishment of 4 x ABB VTR401 turbocharger units for Royal Fleet Auxiliary vessel Argus and retrofit of 8 x Napier NA355 turbocharger units to replace obsolete HP300 units. PowerFal is an authorised repair agent for Mitsubishi turbochargers.
40 | SERVICE PROFILES advertising features
Royston is UK's only Napier authorised service centre
LMTD carries out a wide range of servicing activities
O
ver 40 years of specialist turbocharger expertise that includes a dedicated engineering team and the supply of genuine parts has helped Royston build a worldwide reputation for high-quality repairs to turbochargers. Royston specialises in repairing, servicing and refurbishing all types of diesel engines and this expertise includes overhauling, balancing and re-blading all types of turbochargers. Royston is the UK’s only Napier-authorised service centre. The longstanding relationship between the two companies gives customers in the marine and maritime sectors the option of using an officially approved service provider capable of maintaining all OEM product certifications and approvals. As part of this role, Royston has made a substantial investment in the bespoke overhaul tool kits, spares and equipment that are needed to ensure that all Napier turbocharger repairs and servicing are carried out in complete compliance with required specifications and technical standards. Royston’s engineers are fully Napier-trained and its authorised service centre status means that only genuine parts are used in turbocharger repairs. OEM engineering standards are maintained during all repairs, ensuring the highest component quality and optimum turbocharger performance. For Napier, the company’s capabilities extend from the current 5- and 7-Series models, through the earlier SA range of the 1970s, right back to the MS-HP range of the 1960s.
Worldwide Turbocharger Guide 2016
In addition, under a ‘supply-only’ option, Royston carries all current Napier turbocharger overhaul kits, with same-day despatch of spares and parts from stock for immediate worldwide delivery, ensuring that repairs can be completed quickly, reducing vessel and engine downtime. The company’s extensive stockholding also means that parts for older turbochargers can still be supplied, regardless of age, extending the operational life of parts that would otherwise be regarded as obsolete. Royston’s comprehensive turbocharger product knowledge and engineering expertise also extends to other manufacturers’ products and systems, including ABB, MAN, Garret, Holset, MET, KKK and STX. The company can therefore meet the overhaul needs of all types of turbochargers used in vessels from small pleasure craft right through to large ocean-going tankers. Depending on the scope of work required, turbocharger repairs and overhauls are carried out by specialist teams working on board vessels or undertaken in the company’s fully-equipped workshops located on the banks of the River Tyne in the northeast of England. Dedicated Royston turbocharger engineers regularly travel overseas to complete service and repair work while vessels are docked and the company’s client list includes major shipping operators such as Maersk, Seacor, Svitzer, Sentinel, Caledonian MacBrayne and many others.
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advertising features SERVICE PROFILES | 41
AWARD-WINNING TRU-MARINE
IS A REPAIR PIONEER D
avid Loke, group managing director at Singapore’s turbocharger specialist Tru-Marine, started the company in 1977 and has built it up since then. Now it has a leading position providing turbocharger repairs and servicing for most of the leading original equipment manufacturers (OEMs). Tru-Marine was initially a general shiprepair company but Mr Loke decided to specialise to become more competitive and changed the company’s focus in 1985 to concentrate on turbocharger repair and servicing. It was a far- sighted decision. “We have built a strong reputation for our extensive technical expertise, offering full turbocharger service coverage from scheduled overhauls to in-situ emergency repairs, representing the majority of turbocharger makers as their authorised and co-operative repair shop,” he said. From its origins as a local Singapore company, Tru-Marine has expanded to become an international player. It now has seven overseas service centres – China (Shanghai, Zhoushan, Tianjin and Guangzhou), the UAE (Dubai), The Netherlands (Rotterdam) and the USA (Houston) – in addition to its main base in Singapore. Taken together, these service centres have a total workforce of about 200. Along the way, both he and the company have collected numerous awards. Mr Loke was named Singapore’s Marine Engineering Entrepreneur of the Year in 2007 by Ernst & Young and in 2009 the company was recognised by the Singapore Quality Award (SQA),. Tru-Marine represents the majority of the leading turbocharger makers as their authorised repair shop, including Mitsubishi Heavy Industries, Mitsui Engineering & Shipbuilding, Kawasaki Heavy Industries, KBB and Napier Turbochargers. “Through ongoing advances of relevant, high quality reclamation alternatives, we have been able to revolutionise commonplace repair methods to deliver better value by optimising the performance and lifespan of useful components,” Mr Loke said. In 2015, the company has successfully 3D printed the world’s first nozzle ring for marine turbochargers using exotic super metal alloy. The new reclamation method recovers damaged nozzle rings to ‘like-new’ condition as and when the vessel calls for it, either as an intermediary option, or as a reconditioned spare part, within a fraction of the time typically required. Tru-Marine is also the first company to have developed laseraided additive manufacturing technology to repair new-generation turbochargers made in super alloys. “This technology revolutionises the treatment of damaged components that were previously condemned,” he said. “We are now able to restore those components to become as good as new, extending their useful life and achieving substantial repair quality and productivity gains.” It is also now applying the technique to other marine components and, in 2014, Tru-Marine Rotterdam became one of the first in Europe to implement laser cladding for piston ring grooves with class certification. The company provides a full turbocharger service, from
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scheduled overhauls to in-situ emergency repairs and believes it can offer alternatives that provide better value than most maintenance, repair and overhaul methods. It lists a number of progressive service capabilities in addition to its laser cladding techniques. These include: • Turbocharger overhauls; • Cover ring reclamations; • Turbine blade repairs; • Rotor shaft repairs; • Non-destructive testing; • Reconditioning of bearings; • Reconditioning of lubricating oil pumps; • Dynamic balancing; • Turbocharger spares and technical support; and • Customised repairs for non-turbo machinery. Tru-Marine is always looking for new techniques in its quest to restore turbochargers to their original maker’s condition and to keep up with turbochargers’ increasing technical sophistication. To support this aspiration, it has a research and development programme that began in 1991 that “enables us to continuously reinvent our maintenance, repair and overhaul processes so that we can pass on to our customers the productivity and quality gains that are made over commonplace turbocharger repair methods,” Mr Loke said. That R&D benefits not only from work carried out in-house, but also through collaboration with various research agencies and industry partners. “We are advancing towards sustainable technologies that reuse resources and reduce down time and wasted by-products. Cost savings are in turn passed on to the customers when the lifespans of high-value components are extended,” he added. At the same time, constant staff training is instrumental in keeping up to date with the latest turbocharger technologies. TruMarine’s experienced workforce receives annual training from the various turbocharger makers so that they are competent to undertake repairs on all types and models of turbochargers.
Every Tru-Marine engineer is a fully qualified turbocharger expert
Worldwide Turbocharger Guide 2016
42 | SERVICE PROFILES advertising features
Turbo Belgium offers a complete service T
urbo Belgium was originally established in 2008 and recently became a member of Turbo World Services, an international group with a worldwide network of partners. Turbo Belgium tries to innovate continuously and therefore recently moved to a new workshop situated in the middle of the Port of Antwerp, where it installed a new, stateof-the-art Schenck balancing equipment. We also provided this base service station with all the mandatory machines and tools in order to service all types of turbochargers. All of its engineers and technicians have the experience and knowhow necessary to provide the service its clients need. They are always ready to travel around the globe on short notice. This is the real strength of Turbo Belgium. As it often works with repeated orders from
various shipping companies, as well with shore-based power plants, this is an approach for us of measuring and monitoring the quality of our spare parts and provided services. The company’s clients expect to get the highest quality of service, 24/7. Together with its team of service managers and managing assistants, its well skilled and experienced field service engineers can provide a reliable service for all types of turbochargers. Due to its global network of partners, Turbo Belgium can send its engineers anywhere in the world on short notice. Its engineers will not only take care of any problem, but will also suggest how to get a better performance if necessary. The company’s mission is to provide its customers with service and technical support that meet their needs. Turbo Belgium specialises
in dealing with the issues relating to turbochargers. For instance, poor quality fuel can cause immense damage to a turbocharger. Incomplete combusted particles from the diesel engine can chip pieces from the blades and often bend them. The ‘blasting’ effect of these dirt particles causes erosion while the high sulphur or water content of the fuel causes corrosion. Foreign objects passing through the nozzle ring also cause damage (pieces of broken valve, piston ring etc.). Turbo Belgium specialises in repairing and reconditioning these blades, resulting in a more economical solution for the client. Also, damaged rotor blades can cause imbalance. When the imbalance exceeds the permissible tolerance, vibrations wearing the bearing cause damage to the entire turbocharger. Extensive
Turbo Belgium uses state-of-the-art Schenck balancing equipment
repairs and downtime are then unavoidable. The result is an unstable blade with an unbalanced rotor. After reconditioning the shaft and the turbine blades, the rotor will be balanced on the company’s state-of-the-art Schenck test bench. Once the rotor is placed on the balancing bench, every step is carefully handled according to the instruction book values. After analysing the visual computerised system, the imbalances on the rotor are corrected by grinding down on the correction planes. Our experienced team of technicians adds clear and professional balancing reports to the client’s service report. When requested, the dynamic balancing can be executed together with a surveyor of Lloyd’s Register, followed by a certificate. Turbo Belgium’s warehouse situated in the Port of Antwerp, contains a wide range of turbocharger parts, new and reconditioned, both original parts and European made parts with 1 year of warranty. Furthermore, Turbo Belgium has a varied stock with a net worth of over US$1.5m. SNR Bearings and oil pumps can be purchased on direct sale base or on exchange base and the company is committed to provide high-quality products at competitive prices. For the sale of several spare parts, such as rotors and casings, the Turbo World Servicesgroup can also provide a Lloyd’s Register certificate.
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advertising features SERVICE PROFILES | 43
Turbo Cadiz’s workshops have been designed and equipped to handle all types of turbocharger repairs
Turbo Cadiz celebrates three decades of service One of the leading turbocharger repair and maintenance specialists in the Mediterranean region, Turbo Cadiz was established in Cadiz in 1986. At the beginning Turbo Cadiz was a small family-run company, whose main purpose was to service ABB Turbochargers. Soon, though, Turbo Cadiz being licensed as an official partner and
authorised agent for KBB, MAN, Napier and Mitsubishi. More recently, it has been licensed to act as official agent for STX Metal and HS turbochargers. Antonio Hurtado, managing director, points out: “Turbo Cadiz has a fluid and constant policy of collaboration with all the leading turbocharger manufacturers. Our engineers are fully trained and prepared by these companies.” The Turbo Cadiz headquarters in Chiclana del La Frontera covers an area of around 3000m2 and is strategically located close to the straits of Gibraltar and a number of significant shipyards. In addition, Turbo Cadiz now has turbocharger maintenance and repair facilities in Las Palmas de Gran Canaria and in Algeciras and Tangier. In total the group currently has 40 employees across these four sites. Further investment to expand capacity is underway. Hurtado adds, “In order to assist customers in north Africa we are building new facilities covering over 1000m2 in Tangier close to the important hub port of Tanger Med. These will be equipped with the latest technology and we expect they will be ready by the end of 2016.” Looking forward to this year, Hurtado is upbeat. “Our goal for 2016 is to improve what we have done in 2015,” he says. In particular he points out that its policy of expansion and investing in storage capacity means it can turn round turbocharger repairs and maintenance projects very quickly. “ Turbo Cadiz’ workshops have been designed and equipped to handle all types of turbocharger repairs. Its main facility near Cadiz has machines for dynamic balancing, wet and dry blasting, micro blasting, steam cleaning, ultrasonic cleaning, crack detection, the measurement of wall thickness and hydraulic testing. This is supported by an extensive stock of all types of turbocharger spare parts. The company’s turbocharger services are supported by management system certified to ISO 9001:2008 and ISO 14001:2004.
Turbo Internacional is committed to quality Turbo Internacional is an independent multi-brand turbocharger service company based in Spain solely dedicated to maintaining, repairing and selling exhaust gas turbochargers. It provides services for the main turbocharger brands, such as ABB, MAN, PBS, Mitsubishi, KBB and Napier, both in its own workshops and on site in power plants, offshore installations, vessels and on railways. Its services range from scheduled overhauls, retrofits and precise reconditioning to on-site emergency repairs, carried out by its service engineers, who it said are highly skilled, resourceful and certified. They can carry out the most complex or routine
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tasks, guaranteeing success and peace of mind for its customers, the company told Worldwide Turbocharger Guide. “We are committed to give a high quality service whenever and wherever a customer requires it,” it said. It values its customers, and understands that when their engines fail, each second counts. As a result, it maintains a growing stock of spare parts, mainly consisting of ABB and PBS (OEM) components, which it said allows it to be ahead of its competition because of its speedy response times, which it keeps to a minimum. The spare parts it supplies are the best-in-class and meet the highest quality
standards, it said. They meet the requirements of its most demanding customers and provide “a solid and smart alternative to the OEM, at a fraction of the cost,” it said. This gives it the confidence to offer a one-year warranty for all its spare parts. Its global presence consists of its main offices and workshop located in Madrid, a branch workshop in the Canary Islands and cooperation agreements and partnerships for the Asian and North American markets, allowing it to provide a swift and prompt response in emergency situations wherever required. It offers to provide an
Turbo Internacional's engineers can complete complex tasks (credit: Turbo Internacional)
honest and independent assessment of a turbocharger on request and to provide a quotation tailored to a customer’s specific needs.
Worldwide Turbocharger Guide 2016
44 | SERVICE PROFILES advertising features
TurboSpares
®
Your supplier for
TurboSpares BV Deventerseweg 5a 2994 LE Barendrecht The Netherlands T: +31 10 760 24 20 info@turbospares.com www.turbospares.com
Port of Rotterdam
Turbocharger Spares supply for Power Generation and Marine applications TurboSpares specialises in supplying Turbocharger spare parts suitable for various turbocharger brands: OEM, OEM improved and genuine spare parts for power generation and marine applications. Since 1996 TurboSpares has specialised in supplying quality spare parts and technical assistance, as well as for High Loaded Applications as power generation, ferries and cruise liners. TurboSpares is located in the port area of Rotterdam. Due to its large stock facility it can guarantee our customers fast delivery times. Besides this, a state of the art measuring room is available to carry out assembly and adjusting of complete bearing units and to provide measuring procedures for technical expertise. It is constantly improving our service level and product range according to the highest standards and market developments. In this way we are able to assist in the utmost way of service and provide
Worldwide Turbocharger Guide 2016
our customers the highest service level on technical aspects. Whether you need a service kit for overhaul or a complete cartridge with radial flow turbines, our operational and technical team is available for you. Do you want to know more about our services? Just contact us! • Quick response time • Competitive pricing • High technical expertise • Fast delivery service • 1 year warranty on spare parts • Available 24/7.
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advertising features SERVICE PROFILES | 45
The company has a purpose-built workshop in Rotterdam
TSI expands its global service network TSI Turbo Service International and its experienced team have been at the forefront of marine turbocharger overhaul, engineering and service since 1989. The company has sophisticated purpose-built workshops in Rotterdam (Re-located to a larger facility in ‘s-Gravendeel Rotterdam), Houston, Southampton and strategic international partners in Dubai, Hong Kong, Shanghai, Singapore and Turkey. In addition, TSI has sales offices in Greece and Cyprus in order to service these very important markets locally. TSI works to the highest standards and each component that enters the workshop undergoes a series of rigorous checks. Trained professionals carry out comprehensive measurements, wear analysis and inspection of components, transmitting the results to owners anywhere in the world. TSI prides itself on being an independent
company ensuring the flexibility to offer services for all models of marine turbochargers. Specialised weld repair methods can restore most damaged turbine blades and shafts, to their original shape, strength and integrity, offering customers a significant saving on replacements. All repairs are subject to stringent tests to ensure conformity and are of course covered by TSI’s comprehensive 12-month warranty. The company can also provide new and reconditioned parts on direct sale or on an exchange basis. These include oil pumps, rotors and bearings. TSI partners with NTN-SNR to assemble and market a full range of high-quality rollers bearings from its state-of-the-art bearing room which has been operating in Rotterdam since May 2013. TSI supplies bearing units to the global marine and power station markets. TSI’s 24-hour dedicated breakdown team can take responsibility for all aspects of a breakdown from supply of spare parts to organising logistic support and attendance of engineers worldwide. To achieve this, the company works with specialist logistic partners, who have positive relationships with airlines around the world to ensure priority treatment when required. A door-to-deck service covers the entire supply chain from collection, including dealing with customs and port authorities, to delivery on board. Every TSI engineer regularly attends OEM factory courses to ensure their skills remain current, ensuring TSI is a cost-effective alternative to OEM service. Shipping is a risk business with movable parameters. TSI is as flexible as its customers are and will always react accordingly. TSI aims to deliver on time, every time, to its customers’ exact specification and satisfaction.
Asian Marine Engineering conference
8-9 November 2016, Singapore
book now at www.marine engineeringasia.com
Gold sponsors
Providing information on the latest developments in marine engines, auxiliary equipment, fuels, lube oils and turbochargers With over 50 per cent of the world fleet owned or operated in Asia and 85 per cent of global shipbuilding capacity, the Asian maritime industry plays a vital role in influencing the development of technologies in the marine sector. The 2016 Asian Marine Engineering Conference will focus on the operational challenges of Asian shipowners and how technology can help improve efficiency and profitability in the current challenging environment. To find out more or to book your place today visit www.marineengineeringasia.com or contact Kym Tan on +65 6809 3098 or at kym.tan@rivieramm.com
Silver sponsors
46 | SERVICE PROFILES advertising features
Turbocharger specialist TurboUSA is an authorised MET agent
T
urboUSA’s tag line is ‘Installing Turbocharger Confidence’. It doesn’t manufacture engines or turbochargers. It doesn’t dabble in engine repairs. Instead, since 1999 TurboUSA has specialised in the provision of parts, repair and service for marine and power plant diesel operators. Its diverse customers operate cruise ships, cargo vessels, naval ships and power plants. The company is based in Fort Lauderdale, Florida, USA which is in close proximity to Port Everglades and the Port of Miami. In addition to Florida, the company has traditionally had a strong field service presence throughout North America, Central and South America and the Caribbean. TurboUSA can take the hassle out of operating several brands of turbochargers as it has proven expertise in the service and repair of all major turbocharger brands. TurboUSA offers true 24/7 Customer Service which also applies to weekends and holidays. In cooperation with TurboNL, a Rotterdam area-based turbocharger company, TurboUSA now offers expanded service in Europe. The TurboNL team brings a wealth of turbocharger experience and prides itself on “Experience You Can Trust.” The company also offers a full service workshop including repair capabilities. As an ISO 9001:2008 certified company, TurboUSA is obligated to source its spare parts from world class manufacturers. TurboUSA supplies parts suitable for every major brand of turbocharger. As an example of part quality, TurboUSA offers NTN-SNR bearings. This ISO certified company manufactures bearings for many precision applications including aerospace. As TurboUSA is confident about it part quality, it offers a one-year warranty on both new and attractively priced reconditioned. While all MET agents are trained in Nagasaki, TurboUSA is an authorised MET agent boasting engineers with over 25 years of MET in-the-field experience. Due to its MET expertise, some MET agents subcontract their MET work to TurboUSA. Some MET representatives limit their offerings to cleaning, balancing and new parts. TurboUSA carries a large inventory of reconditioned MET spare parts such as compressor wheels, shafts and turbine blades. This large stock of attractively priced OEM inventory permits TurboUSA to perform service and repairs on short notice. Of course, TurboUSA can also provide new MET parts. TurboUSA calls it workshop its Technical Center. Its logic is that workshops offer simple turbocharger overhaul services such as cleaning and balancing, which of course TurboUSA performs. However, TurboUSA strives to offer a state-of-the-art Technical Center. For example, TurboUSA has the only Lloyd's Register® approved thermal spray shaft repair process in the Americas. TurboUSA’s procedure fuses the sprayed layer and the underlying metal at a temperature approximating 1,200°C. The hot metal spray technology permits machined surfaces such as keyways and threads to be treated and the shaft can be balanced on the new layer without risk of damage. Hot metal spray works well when the entire shaft can be sprayed. In cases where only sections of the shaft are to be sprayed, then laser metal cladding is the optimal solution. With laser cladding, the concentrated beam of the fully automated laser avoids heat damage to neighboring areas. The powder coating material is carried by an inert gas through a powder nozzle that results in an incredibly strong metallurgical bond. Both the hot metal spray and laser metal cladding procedures are backed by TurboUSA’s 1-year warranty. WTG
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Westcon Turbo was established in 2003 when Turbo Norway and Westcon merged following many years of successfully working together. The last 12 months have seen the company pass a significant milestone: it has moved into the spare part business and opened a fully equipped workshop with storage facilities in Drammen, close to Norway’s main international airport. From its workshop in Ølensvåg, Norway, Westcon Turbo specialises in the repair and maintenance of turbochargers for marine engines. The scope of services includes: repair of damaged shafts, journals, turbine blades and nozzle rings; turbocharger rotor balancing; rotor shaft cleaning by glass pearl blasting ; rotor shaft re-blading; ultra sonic sound measurement of wall thickness; and water pressure testing of gas casings. It also carries out assignments on turbochargers for powerplants. Westcon Turbo AS – Norway N-5582 Ølensvåg - Norway (Norway) t: + 47 53 77 50 17 • Fax: +47 53 77 50 01 e: turbo@westcon.no • www.westcon.no
SERVICE DIRECTORY | 49
WORLDWIDE TURBOCHARGER SERVICE AND SPARES SPECIALISTS ARGENTINA TurboGen www.turbogen.com
Tru-Marine Machinery Engineering Guangzhou Co., Ltd www.trumarine.com
Turbomotor S.R.L. www.turbomotor.com.ar
Tru-Marine Machinery Engineering Shanghai Co., Ltd www.trumarine.com
AUSTRALIA
Turbo Diesel Engineering Corp www.turbodieseleng.com
MAN Diesel & Turbo Australia Pty Ltd www.mandieselturbo.com.au MTQ Engine Systems (Aust) Pty Ltd www.mtqes.com.au Royston Australia www.royston.co.uk
BAHAMAS Grand Bahama Shipyard Ltd www.grandbahamashipyard.com
BANGLADESH Dalwin Marine Bangladesh Ltd www.dalwin.com
BELGIUM MAN Diesel & Turbo Benelux NV www.mandieselturbobenelux.com Turbo Belgium www.turbobelgium.com
COLOMBIA Ferrostaal de Colombia Ltda www.ferrostaal.com
CROATIA Motortech Consulting d.o.o. www.motortech.hr
CYPRUS Wenzel Marine Trading & Consultants Ltd www.wenzelmarine.com
Metalock Brasil Ltda www.metalock.com.br Turbogen do Brasil Ltda www.turbogen.com.br
BULGARIA Seny Ltd www.senyltd.com
CANADA Allied Marine & Industrial Inc www.allmind.com Dynamic Engineering Inc www.dynamicengineering.com
CHILE Maestranza Diesel Ltda www.md.cl Turbodal SA www.turbodal.cl
CHINA B&F Turbo Dynamic Machinery Co., Ltd www.quickmarine.com Coroland (Shanghai) Co., Ltd www.coroland.com Marine Partner Ltd www.marine-partner.com Shanghai Daewin Marine Parts Ltd www.daewin.cn Tru-Marine Cosco (tianjin) Engineering Co., Ltd www.trumarine.com
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Turbotechniki Ltd www.turbotechniki.com Turbo Service International www.turbosi.com
GUATEMALA Elliott Turbocharger Guatemala S.A. www.elliott-guatemala.com
HUNGARY Ferryker Turbo Kft www.ferrykerturbo.hu
ICELAND Stalsmidjan EHF www.stalsmidjan.is
INDIA
MTC Ltd www.mtcltd.ru
Dalwin Marine Turbo Engineering Pvt Ltd www.dalwin.com
DENMARK
Malwi Marine www.malwimarine.com
CZECH REPUBLIC
Pon Power AS www.pon-cat.com
BRAZIL DLC Diesel www.dlcdiesel.com.br/pt
Turbomed SA www.turbomed.gr
ECUADOR Turbomotores Ecuatorianos S.A. www.grupotme.com
EGYPT Meridian Marine Ship Repair & Supply Co www.meridianmarine.org Sea Princess Maritime Services Company www.spmarine.net
FRANCE
Tru-Marine Vigil Engineering Services Pvt Ltd www.trumarine.com
INDONESIA PT Assindo Perniagaan Internasional www.ptapijak.com PT Dynamic Turbocharger Systems www.dynamicturbocharger.com
ISRAEL Radion Engineering Co Ltd www.radion.co.il
ITALY
Sud Moteurs www.sudmoteurs.fr
La Meccanica Turbo Diesel Srl www.mtd.it
Wenex Equipements SA www.wenex-equipements.fr
Palumbo SpA www.palumbo.it
GERMANY
JAPAN
Barthels + Lüders www.barthels-lueders.com
Showa Co., Ltd www.turbo110.com
H. Albert GmbH www.albert-gmbh.de
LEBANON
Rostock Diesel Service GmbH www.rostockdieselservice.de Turbinen & Motoren-Service GmbH www.turbinen-motoren.de
GREECE Eltrak S.A. www.eltrak.gr
Joseph Tehini & fils www.tehini.com
MALTA Palumbo Malta Shipyard www.palumbo.it
MEXICO
Turbo General www.generalturbos.com
Maquinaria Industrial Moderna, S.A. de C.V. www.maquimsa.com.mx
Turbomare www.turbomare.com
Resource Power Group www.rpgmarine.com
Worldwide Turbocharger Guide 2016
50 | SERVICE DIRECTORY
NETHERLANDS ANTILLES
SOUTH KOREA
Curacao Drydock Company Inc www.cdmnv.com
DSK Co Ltd www.dskworld.com
NETHERLANDS
Jonghap Maritime Inc www.jonghap.co.kr
Independent Waiver Service www.waiver.nl
Jonghap Polestar Engineering Co Ltd www.jhpolestar.co.kr
Marine Bearing Solutions BV www.marinebearingsolutions.nl
SPAIN
Tru-Marine Rotterdam BV www.trumarine.com
Turbo 3 www.turbo3.com
Turbo Diesel Engineering Europe BV www.turbodieseleng.com
Turbo Cadiz SL www.turbocadiz.com
Turbo NL B.V www.turbonl.com
Turbo Internacional www.turbointernacional.com
Turbo Service International www.turbosi.com
Turbo Vigo 10 SL www.turbovigo10.com
TurboSpares BV www.turbospares.com
SRI LANKA
NEW ZEALAND NZ Marine Turbochargers Ltd www.turbocharger.co.nz
Colombo Dockyard Plc www.cdl.lk
SWEDEN
PowerFal Ltd www.powerfal.co.uk Royston Diesel Power www.royston.co.uk Turbo Dynamics www.turbodynamics.co.uk Turbo Service International www.turbosi.com Universal Turbo www.universal-turbos.com
UNITED STATES OF AMERICA Cameron Compression System www.c-a-m.com/cs Dresser-Rand www.dresser-rand.com Eastern Turbo co., Ltd www.easternturbo.com Globe Turbocharger Specialties, Inc. www.globeturbocharger.com Marine Turbo www.marineturbo.us
HS Turbochargers www.hedemoradiesel.se
Motor Service Hugo Stamp, Inc www.mshs.com
THAILAND
Resource Power Group www.rpgmarine.com
Taknas Thailand Co. Ltd www.taknasth.com
Tru-Marine Houston, LLC www.trumarine.com
World Tech Engineering www.worldtech.co.th
Turbo Diesel Engineering www.turbodieseleng.com
Shirazi Trading Co (Pvt) Ltd www.shirazitrading.com.pk
TRINIDAD & TOBAGO
PANAMA
Resource Power Group www.rpgmarine.com
Turbo Service International www.turbosi.com
Diesel Engine Services (Panama), S. A. www.dieselenginespanama.com
TUNISIA
PHILIPPINES
La Tunisie Industrielle www.sti-tunisia.com
Turbo Engine Recovery, Inc. www.turboengineering.com
TURKEY
POLAND
GTS turbo Ltd www.gtsturbo.com
NORWAY SEVI AS www.sevi.no Westcon Turbo AS www.westcon.no
PAKISTAN
PPUH Nauta Turbo Sp. z.o.o. www.nautaturbo.com.pl
PORTUGAL
Istanbul Marine Turbine Service Ind & Tra. Co. Ltd www.istmarin.com
Lisnave – Estaleiros Navais, SA www.lisnave.pt
UNITED ARAB EMIRATES
RUSSIA
Goltens Dubai www.goltens.com
Baltic Turbo Ltd www.balticturbo.ru
Topaz Marine Repair (Nico Middle East Limited) www.topazworld.com
SINGAPORE
TurboLink www.linkmarine.ae
Cell (Singapore) Pte Ltd www.cellspore.com.sg
Turbomot Marine Engineering LLC www.turbomot.com
Dalwin Marine Pte Ltd www.dalwin.com
Tru-Marine Pte Ltd Shj Br www.trumarine.com
Pmax One Technologies Pte Ltd www.pmax.com.sg Tru-Marine www.trumarine.com.sg
Ferrostaal de Venezuela SA www.ferrostaal.com
YEMEN Algarmani Trading Corp www.algarmani.com
UNITED KINGDOM AET Engineering Ltd www.aet-turbos.co.uk A R Turbo Engineering Ltd www.arturbo.co.uk
SOUTH AFRICA
Bartech Marine Engineering www.bartechmarine.com
DORMAC (pty) Ltd www.dormac.net
DMI Marine BV www.dmiglobal.com
Worldwide Turbocharger Guide 2016
VENEZUELA
Albwardy Marine Engineering LLC www.albwardymarine.com
MTC Ltd www.mtcltd.ru
MTQ Corporation Limited www.mtq.com.sg
Turbo USA www.turbo-usa.com
DISCLAIMER: While every care has been taken in the compilation of this directory, Riviera Maritime Media Ltd will not be held responsible for any loss, damage or inconvenience caused by reliance placed on the information contained in it or through omission or errors.
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Proudly presents the newly developed
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Hedemora Turbo & Diesel AB, Sweden www.hedemoratd.com