MAN B&W Diesel facts

DIESELFACTS2006 2

SERVICE ENGINES TURBOCHARGERS PROPULSION SYSTEMS MARINE STATIONARY

DIESELFACTSSERVICE ENGINES TURBOCHARGERS PROPULSION SYSTEMS MARINE STATIONARY

New TCR22 radial T/C leading the way forward

Page 3

Waste power recovery from main engine exhaust

Page 3

Comprehensive update to medium speed workhorse

Pages 4-5

Hitachi-Zosen given type approval

Page 5

How to comply with future emission regulations

Pages 6-7

‘Boil-off gas’ available as additional GenSet fuel

Page 7

Time between overhauls leading to 32,000 hours

Pages 8-9

Propulsion packages to MAERSK Anchor Handlers

Page 10

Hudong build first Chinese 8S60ME-C engine

Page 10

Holeby CODAG system increases effciency

Page 11

A classroom in a box Page 12

On-line business from MAN B&W Diesel

Page 13

Ice-going transportation braking barriers

Pages 14-15

Denmark’s new attraction by MAN B&W Diesel

Back page

The introduction of the new ME-B engines marks a step towards strengthening the small bore, two-stroke engine range. These state-of-the-art engines enable owners to select modern, future oriented two-stroke engines.

The small bore two-stroke engines from MAN B&W Diesel have been the world leader in their market segment for decades.

Since the delivery of the first L35MC in 1982, a total of 1000 L35MC, 500 S35MC, 200 L42MC and 250 S42MC engines are on order or have been delivered.

However, the market is always moving, and requirements for more competitive engines, i.e. the lowest possible propeller speed, lower fuel consumption, lower lube oil consumption and more flexibility regarding emission and easy adjustment of the engine parameters, call for a reevaluation of the design parameters, engine control and layout.

Investigations into this segment, including scrutinising the power against propeller speed for tankers, containers and bulkers, has shown that a 35 cm bore engine with a slightly reduced speed and a higher engine power will suit well. In the segment for the S42MC type, a 40 cm bore engine with 146 rpm will, together with an updated 35

Dual cylinder HCU

cm bore engine, cover the required output area between the S35 and the S46MC-C very well, as shown in Fig. 3 (page 2).

The market acceptance of elec-tronically controlled engines is now turning into a market demand. The new engine with a future electronic fuel system control will be designated ME-B, i.e. S35ME-B and S40ME-B, respectively.

Low specific fuel oil consumption (SFOC)Increased engine powerLow lube oil consumptionLong time between overhauls (TBO)Easy adjustment of parametersLow emissionsLow propeller speedLow minimum running speedHigh reliability.

The new engines will have a stroke bore ratio 4.4:1 (the same as the MAN B&W Diesel research engine – 4S50TX) to facilitate low propeller speed; 167 rpm for the S35ME-B and 146 rpm for the S40ME-B.

The new engines will be intro-duced with a mean effective pres-sure of 21 bar offering the following engine data, see Table 1 (page 3).

The specific fuel consumption has been reduced by 2 g/kWh by using a higher firing pressure.

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A comparison between a 6 cylinder of the new S35ME-B and a 7 cylinder of the existing S35MC shows 40 kW more power, 0.42 m shorter engine length, 3 tonnes lower engine mass and 2 g/kWh lower SFOC for the new design.

A c o mp a r i s o n b e t we e n a 6S40ME-B and the existing 6S42MC shows that the 6S40ME-B can supply 5% more power and is 0.42 m shorter. The engine weight is 16 tonnes less (11% lighter) and it has a 2 g/kWh lower SFOC.

While a small camshaft operates the exhaust valves in the conventional manner, fuel injection is performed by one fuel booster per cylinder, similar to the present ME engine. The boosters are mounted on hydraulic cylinder units (HCU), two boosters on each unit. The hydraulic oil is supplied to the HCUs via a single oil pipe enclosed in the camshaft housing. The accu-mulators used in the HCUs of the present ME engine are replaced by

The largest registered ship in Swedish maritime fleet is the ice-strengthened Stena Arctica. This 249 m long product carrier is tasked to take oil from the Baltic Sea to the major European mainland ports.

The 117,100 dwt tanker is not only the largest Swedish flagged ship but also the World’s largest Ice-classed tanker with the highest Ice-class. Its hull is heavily reinforced and its propulsion system is considerably more powerful compared with normal tankers, thus enabling it to safely manoeuvre in the icy waters of the Baltic Sea. The Stena Arctica, together with addi-tional ice-strengthened units and in cooperation with Sovcomflot, will

Main elements of the new ME-B engine

Cam activated exhaust valves

Reduced camshaft diameter

Bearings only near cams

Hydraulic oil line in containment

transport Russian crude oil.According to Ulf G. Ryder, CEO

of Stena Bulk, “With the Stena

Arctica, and in cooperation with Sovcomflot, we aim to provide the Baltic and the North Sea with

safe seabourne transportation of Russian oil. In 2008, Stena Bulk and its sister company, Concordia Maritime, will be operating a fleet of about a dozen large, ice-strength-ened tankers. The objective is to ship 20-25 million tons of Russian oil per year from the Baltic to the UK/European mainland. Since the new terminal in Primorsk was built in 2001, 57 million tons of oil are transported out from the Gulf of Finland annually.”

The Stena Arctica is built in accordance with the Finnish and Swedish ice class rules. In this system, the lowest ice class is 1C and the highest is 1A Super. Stena Arctica is built in accordance with Ice Class 1A Super, which means that she can sail under her own power through1 metre of broken ice.

Continued on pages 2 & 3 >>

DIESELFACTSDIESELFACTS

one buffer of hydraulic oil serving each HCU, which in turn serves the injection of two cylinders. Compression of the oil with respect to its bulk modulus accounts for the accumulator effect.

Two electrically driven pumps provide the hydraulic power for the injection system. In case of failure of one pump, more than 50% engine power will be available, enabling around 80% ship speed.

The ME-B system will have the same possibility of rate shaping as the present ME engines. The injection is controlled by a proportional valve enabling continuous change of the injection pressure. Typically, a gradual pressure increase during the injection is optimal.

The injection profile influences the SFOC as well as emissions. One profile is often favourable for SFOC, however at a cost of high NOx emissions, while the opposite applies for a different injection profile. The injection profile reflects a compromise between SFOC and NOx. Thus, the freedom to choose the injection profile is a tool that can be used to minimise the SFOC, while keeping emissions within given limits.

There is one Hydraulic Cylinder Unit (HCU) per two cylinders. The HCU is equipped with two pressure boosters, two ELFI valves and two Alpha Lubricators.

The Hydraulic Power Supply (HPS) used for the new small bore engine is installed in the front end of the engine. The HPS is electrically driven and consists of two electric motors each driving a hydraulic pump.

The pressure for the hydraulic oil for the new system has been increased from the 250 bar used for the normal ME system to 300 bar. Each of the pumps has a capacity corresponding to 50% of the engine power, approximately 80% speed.

The control system can be sim-plyfied as the exhaust valves are mechanically activated.

In case of malfunction of one of the pumps, it is still possible to operate the engine with 50% engine power.

The structural parts have been

designed with respect to rigidity and strength to accommodate the higher output for these engines.

The bedplate is of the well-proven welded design. For the new engines, the normally cast part for the main bearing girders is made from rolled steel plates. This secures homogeneity of the material with no risk of casting imperfections occurring during the final machining.

The framebox is of the well-proven triangular guide plane design with twin staybolts giving excellent support for the guide shoe forces. This framebox is now standard on all our updated engine types.

For the cylinder frame, two possibilities are available:

Nodular cast iron

Welded design with integrated scavenge air receiver.

It has been decided to use nodular cast iron due to its high strength and high E-modulus for this material to counteract the high ignition force. Compared with grey cast iron material, the weight for a 6S35ME-B cylinder frame can be reduced by 3 tonnes.

The stiffness and stress level have been carefully evaluated for the main structure with FEM calculations, and all deformations and stresses are lower or equal to the level used for our existing engines, i.e. the reliability of the engine structure will be at least at the same level as the existing engines, which have proven very good performance.

Even though the stroke/bore ratio has been increased for the new engines, the cylinder distance has been only slightly increased.

Comprehensive FEM calcula-tions were performed to ensure that the geometry (incl. journal diameters) of the crank shaft had been optimised keeping the rigidity, shrink fit and stresses on the same level as for the rest of MC-C engines.

The connecting rod is based on the well-known design used for the entire small bore engine pro-

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gramme initially introduced for the L35MC.

To reduce the oscillating forces, the new design is made as a com-bination of the design used for the MC-C and 35MC engines.

The design for the crosshead pin is taken from the S50MC-C, whereas the bearing dimension has been based on long time experience with the 35MC, i.e. with hardened running surface of the pin, see Fig. 4. The guide shoe is of the new low friction design, as also seen in the new large bore engine designs. The low friction design facilitates the low lube oil consumption.

The bearings used for the new engines are of the same design as the one used with very good results on our other small bore engines for now more than 15 years. The bearing is of the thinshell design. The loads on the large bearings are in all cases well below our design targets.

With the increased power of the new ME-B engines, the combus-tion chamber has been carefully investigated to compensate for the higher ignition pressure and higher thermal load – but also to increase the reliability of the components and further increase the TBOs.

A slim cylinder liner which is also used on our other small bore MC-C/ME engines is possible for

Fig. 2: HCU for two cylinders

Fig. 3: Engine comparison layout diagrams

>> continued from Frontpage

Fig. 4: Cut-through drawing of the ME-B engine

both engine types, but the mate-rial for the cylinder liner has been upgraded to counteract the higher ignition pressure. The piston clean-ing ring has been introduced to prevent bore polish.

The piston is bore-cooled and with a high top land. The shape of the piston crown against the combustion chamber has been carefully investigated to cope with


The new generation of high effi-ciency TCR and TCA turbochargers are the basis for the newly launched exhaust gas power turbine series.

These power turbines are the core for Thermo Efficiency Systems (TES) to be applied to two-stroke diesel engine arrangements.

The current high fuel oil prices lead to a high demand for thermo efficiency systems to increase the efficiency of two-stroke Diesel engine arrangements.

The two MAN B&W Diesel thermo efficiency systems are:

Turbo Compound System •

with Power Turbine and Generator (TCS-PTG)Combination of a Diesel-GenSet and Exhaust Gas Turbine (CODAG).

The MAN B&W Diesel turbo com-pound system includes an exhaust gas power turbine, a generator and auxiliary systems. Its maximum additional output of 4,500 kW can only be achieved with the MAN B&W Diesel power turbine, which has the highest efficiency in the market connected with MAN B&W Diesel high efficiency TCA turbo-chargers on the main engine. With this TCS-PTG ‘stand alone’ solution,

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Permissible temperature (°C): Maximum 700 (4-stroke)

Specific air consumption (le): 7 kg/kWh

Pressure ratio: up to 52

Turbine type: radial flow

Suitable for: HFO, MDO & Gas

TCR turbocharger range

Output (kW) Speed (r/min) Mass (kg)

TCR12 390 - 760 71,300 100

TCR14 570 - 1,100 59,100 135

TCR16 830 - 1,600 49,100 205

TCR18 1,200 - 2,350 40,500 350

TCR20 1,750 - 3,400 33,600 600

TCR22 3,300 - 5,800 27,800 1,400

The TCR series sets a new standard for radial-flow turbochargers: High power density, low weight and compact design at yet unsurpassed efficiencies characterise this new design. A total of six frame sizes covers two- and four-stroke engines from 390 to 5,800 kW engine output per turbocharger. TCR22, the largest frame size of this series, is the largest turbocharger with a radial turbine in the market.

Recent test runs on a 6S35MC engine (rated at 4,440 kW) showed yet unsurpassed efficiencies over the entire load range of the engine. Compared to turbochargers cur-

rently used the improvement in efficiency of the TCR22 is particular-ly impressive in part load. A higher turbocharger efficiency contributes

directly to lower fuel oil consumption of the engine. At the same time,

additional GenSet, maintenance can be done without any electrical power loss, in cases where the GenSet has to be shut down for the overhaul period.

Approximately up to 13% from the exhaust gas receiver can be diverted to the power turbine, when used in combination with MAN B&W Diesel turbochargers on the main engine. The power turbine connects to a gear box, which reduces the turbine rotor speed to the required generator shaft speed, for producing 50 Hz or 60 Hz electrical power.

The MAN B&W Diesel com-bination of a diesel GenSet and

one exhaust gas turbine has the advantage that only small changes have to be introduced to the engine room, to supply additional elec-trical power to the grid via the diesel GenSet and reduce fuel oil consumption.

The exhaust gas is extracted before the main engine turbo-charger to the exhaust gas power turbine, which is mounted on the GenSet frame and is connected to the generator. The power turbine rotor speed is transferred via a gear box and a coupling to the required generator shaft speed to supply 50 Hz or 60 Hz electrical power. In cases of maintenance or GenSet

shut down the power turbine or the generator can be disconnected by using the clutches.

With both solutions, the TCS-PTG and the CODAG combined with MAN B&W Diesel high efficiency turbochargers on the main engine, an additional electrical power of 3% to 5% of the main engine power can be recovered. So both systems have the potential to save a considerable amount of fuel oil as with the extra generated electrical power of a power turbine a GenSet can be run with lower load or can be shut down completely. Depending on fuel oil prices a pay back period of 2 to 5 years is achievable.

the engines exhaust gas tempera-ture is reduced, relieving thermally highly loaded engine components and thereby prolonging component life times.

Radial turbochargers are based on a design that

contains less com-ponents than axial turbochargers. The new TCR22 can be mounted on the new MAN B&W Diesel’s new small

bore S35ME-B and S40ME-B series, and

thus further improve the competitiveness of

these engine series.

Fig. 5: Temperatures in combustion chamber

Table 1: Engine data

5-8S35ME-B 5-8S40ME-B

Bore (mm) 350 400

Stroke (mm) 1550 1770

MEP (bar) 21 21

Engine speed (r/min) 167 146

Mean piston speed (m/s) 8.6 8.6

Power output (kW/cyl.) 870 1135

SFOC (g/kWh) 171-176 170-175

the increased power of the new engine. Comprehensive FEM calcu-lations have been made to develop the piston crown geometry.

The piston ring pack is similar to the rings used for the existing small bore engines. All rings are with Alucoat on the running surface for safe running-in of the piston ring. If prolonged time between overhauls is requested, a special ring pack with hard coating on the running surface for piston rings can be supplied as an option.

As for the larger bore ME engines, the Alpha Lubricator is standard on the new small bore engines. The ACC lubrication mode is, therefore, now also available for our small bore engines with the benefit of a very low total lube oil consumption and still keeping very good cylinder condition.

The calculated temperature level for the combustion parts is well inside our design value as shown in Fig. 5.

As the propeller thrust is increasing due to the higher engine power, a flexible thrust cam has been introduced to obtain a more even load distribution on the pads. The overall dimension of the parts can therefore be smaller than with the old design, thus giving a more compact installation.

The introduction of these new engines marks a future step towards strengthening the small bore two-stroke engine position in the mar-ket, enabling the owner to select modern, future oriented two-stroke engines as direct coupled prime movers.


In addition to doing continuous basic research, MAN B&W Diesel is always working on improv-ing the fuel efficiency, output level, reliability, environmental compatibility and the general cost-effectiveness of the entire product range, this includes the freshly updated L58/64 engine.

This medium speed, HFO-powered, L58/64 engine has a long and reliable service record during the 20 years of its existence, and it is still very much sought after by the customers.

With over 300 units sold and over 11,000,000 total operational hours to its credit, the in-line L58/64 continues to offer custom-ers dependable service in a wide of applications.

The multiple technical advances that MAN B&W Diesel has real-ised in recent times have all been applied to comprehensively update of the L58/64. Each updating option has been carefully evaluated with regard to making the engine more efficient, reliable and easier to maintain.

The need for economic efficiency and reliability is more important today than ever before – operat-ing margins and environmental considerations are progressively stricter.

Out of the possible alternatives, the following four main systems and units were seen as the best solutions in order to obtain the best solution for engine operators:

· Latest generation of TCA turbocharger fitted

· New concept for the control for valve actuation

· The entire cylinder head was redesigned

· extensive redesign of the complete exhaust system.

The L58/64 in-line engine type has been taken to the next level. Two main objectives were achieved with the updating; fuel savings across the entire operating range while maintaining existing power outputs and a reduction in emis-sions. See Table 1: Fuel and emission savings.

Aggravating cost pressures in the shipbuilding sector and in the power industry have resulted in ever increasing demands on these types of four-stroke, HFO-powered engines. The comparative price of fuels make HFO operation more and more attractive for an increase range of applications.

For this reason, MAN B&W Die-sel continuously tries to develop engines to meet the crucial require-ments of the market. These engines are characterised by:

· Utmost economic efficiency and,at the same time, low emissions

· Reliability, sturdiness and acces-sibility

· Long maintenance intervals, Short maintenance times· Compact design· Possibility of running as multi-

fuel engine.

The L58/64 is found at the upper limit of the output range of the medium-speed diesel engines. Above its current output range, MAN B&W Diesel now offer the new range of two-stroke, low-speed, ME-B engines (see later).

As emission regulations tighten, development work of the engineers focusses on meeting these and future demands.

Beginning in 2007, the new EPA Tier 2 requirements (see later) for engines of this size require that the NOx emission is reduced by up to 30%, in comparison to present legislation.

In addition, a trend throughout the industry currently points towards transforming as much as possible of the power of the avail-able engines, i.e. towards reaching a high power density.

Boundary conditions for the con-tinuous development on the basis of the existing L58/64 engine: Within the scope of the continuous development process at MAN B&W Diesel, various concepts have been realised on the engines within the course of recent years which improve the economic efficiency and reliability. However, these developments had to be incorpo-rated into the L58/64’s well-proven engine architecture and reliability.

Therefore, the task set for the development of the L58/64 was to improve one of the World’s best engines – not an undertaking done without a great deal of planning and thought. The objectives were, on the one hand, very simple;

supply the customer with a distinct increase in efficiency without cutbacks with regard to operational safety. However, the rewards would, therefore, have to be substancial in order for the update to be called a success.

The end result, just as the engi-neers planned, justified all the input and hard work. Every aspect of the updated units and design has proved to exceed expectations.

Many of the changes now presented on the revised L58/64 have already been installed on either/both of the 32/40 and 48/60B engines, and have, there-fore, proven their worth in service in a wide range of applications over many thousands of operational hours.

The final assessment led to changes in five main areas and assembly groups:

· Turbocharger attachment· New cylinder head with new

combustion chamber design· New valve control· Exhaust gas pipe and exhaust-

gas-pipe environment· Supply of media.

Approximately 70 % of the various assembly groups that go to make up the engine were either partly or completely redesigned and documented.

The inspiration for many of the features seen on the new L58/64 where taken from, in part, the design of the 48/60B. The concepts were applied, tested and adapted to meet the structural conditions of the L58/64.

The modernisation included all the components which are located above the crankcase.

The new MAN B&W Diesel TCA turbocharger series was selected as it fulfilled current and expected future demands of the customers. The new TCA.

During the development of the new TCA series, particular importance was attached to the following features:

· High specific flow rate· High efficiency· Low noise emission· Easy maintainability· Uncomplicated mounting to the

engine· High economic efficiency and

reliability.

The NA48 and NA57 turbocharg-ers which were previously fitted to the 58/64 were displaced by the TCA55 and TCA66 turbochargers.

At the same time, the engineers developed a new turbocharger bracket, which weighs considerably less and requires less room for fitting.

The resultant free space is used for laying the supply pipes, which permits a compact and clear arrangement.

The development engineers placed the cast casing on the charge-air cooler for routing the air flow when entering and leaving the charge-air cooler in such a clever way that an extremely compact design resulted for this assembly group.

The reduction of the scope of parts finally also adds up to a reduction of the manufacturing costs for this engine.

When developing the new rocker arm concept for the L48/60B, the designers successfully fulfilled the design brief that set out to generate a unit that was simple and robust. The finished design allowed easy fitting, valve adjustment and removal.


This new concept for the control of the valve actuator has already been proving its functional efficiency for many thousands of operating hours on the L48/60B and L32/40CD engines.

Given the success of the design, the L58/64’s development engineers selected this trustworthy unit as the ideal solution for the rocker arm.

A combined of the introduction of a new valve actuator and new casting technology allowed engi-neers to integrate the charge-air pipe into the rocker arm casing – this meant that the support system for the old charge-air pipe could be dispensed with.

Although most of the basic concept for the cylinder head is based on the one designed for the L48/60B, it became apparent during the course of the design process that the individual adapta-tion to the structural conditions

of the larger engine necessitated modelling a new cylinder head.

By connecting the charge-air pipe to the rocker arm casing – thus simplifying the routing of the air flow – it became possible to design a flatter and more compact cylinder

head. This has been made possible due to operational reliability and the wear resistance of the valves – which were increased to such an extent that refashioning the valves and valve seats is not required out of the regular maintenance intervals.

Thus, the exhaust valves were directly installed in the cylinder head, as is the case with the inlet valves.

Both the exhaust pipe proper as well as the area around the exhaust pipe were redesigned. This led to the insulation and covering, exhaust pipes supports, exhaust-gas blow-off device and the charge-air by-passing device all being reassessed and tailored to meet the demands set by the resizing.

A designed flow velocity increase led to the redesigning the gas passage between cylinder head and the exhaust pipe – leading to a reduction of the cross-section of the exhaust pipe by 50%.

This improves the exhaust admission to the turbocharger in non-stationary engine opera-tion, which results in an improved turbocharger response time.

As a large number of new components were integrated into the existing engine concept, the engineers took the opportunity to redesign the supply pipes of the engine. This included combining the passage of media from the system to the engine at optimised connection points.

When designing the pipe system, data produced by modern 3D-CAD systems were directly coupled into the manufacturing process – consequently, the pipes were

Long-standing licensee, Hitachi-Zosen of Japan has completed the first MAN B&W Diesel S65ME-C two-stroke engine.

optimise fuel use, reduce lube oil consumption, extend time between overhauls and lower overall main-tenance costs.

The electronic control gives precise control of the fuel injection and exhaust valve timing, thereby optimising fuel efficiency. This control is also helped through the adoption of innovative design enhancements that have been brought together in one package.

Developments such as an improved ring pack configuration,

S65ME-C Engine Data Bore: 650 mm, Stroke: 2730 mm

L1 L2 L3 L4

Speed (r/min) 95 95 81 81

MEP (bar) 20 16 20 16

5S65ME-C (kW) 14,350 11,450 12,250 9,800

6S65ME-C (kW) 17,220 13,740 14,700 11,760

7S65ME-C (kW) 20,090 16,030 17,150 13,720

8S65ME-C (kW) 22,960 18,320 19,600 15,680

Specific Fuel Oil Consumption 169 162 169 162

Lubricating Oil Consumption 5 - 7 kg/cyl. 24 h

Cylinder Oil Consumption 0.7 - 1.1 g/kWh

Dimensions

Number of cylinders 5 6 7 8

Length min. (mm) 7,603 8,687 9,771 10,855

Dry Mass (t) 361 418 470 530

bore-cooled cylinder liners, better exhaust valve performance and combustion temperature param-eters greatly improved through the use of the OROS-profiled piston crown all help create better cylinder conditions.

Although this new type of two-stroke diesel engine was designed to respond to customers’ specific present and future bulk carrier needs, it also fits neatly into Suezmax tankers.

Mr Ole Grøne, Senior Vice President, Two-stroke Sales and Marketing, MAN B&W Diesel A/S, states: "The recently completed S65ME-C engine offers an ideal solution for modern large bulk car-riers and Suezmax tankers owners who wish to take advantage of the new engines’ excellent fuel effi-ciency and ease of operation. It also matches the power requirements of the 2-3,000 teu containerships. Whatever segment of the market owners wish to operating in, MAN B&W Diesel offers the appropriate engine for vessels of all sizes."

The 7S65ME-C main engine offers all the latest technical developments in one package. For example, the electronic control

system allows greater control over the fuel injection and exhaust timing functions. This helps to maximise the benefits of the other technical improvements and, together, results in an overall engine condition improvement and increased performance. In addition to the improved fuel consumption, time between overalls and total component lifetimes are lengthening.

available for assembly within a relatively short time.

The scope of the test programme for the engine included a complete type testing and acceptance testing by a classification society.

The newly designed components proved their functional efficiency during the test programme and withstood the stresses occurring during engine operation.

For many years now, MAN B&W Diesel has been using calculations concerning strength and thermo-dynamics during the design phase owing to very short development periods, therefore the design of the components has to meet the real requirements in engine operation to the largest possible extent. This has meant that very little time is spent on redesigning components and systems.

This engine has been tailor-made for fuel efficient power produc-tion for a broad range of medium sized vessels. With power outputs from 14,350 kW up to 22,960 kW, this compact power unit presents owners with a range of cutting-edge technologies designed to


In the third Resolution to the IMO protocol of 1997 for the International Convention for the Prevention of Pollution from Ships, the Marine Environmental Protection Committee (MEPC) was asked to review the Nitrogen Oxide emission limits at an interval of maximum five years after coming into force.

As many countries consider other emission components, especially particulates, hazardous to humans and the environment, and these are also, therefore, to be included in the Annex VI emission reduction requirements. For this reason, at the 53rd MEPC meeting, the Bulk, Liquids and Gases (BLG) sub committee was instructed at their next meeting (BLG 10) to review Annex VI and the NOx Technical Code (NTC) from the view of improvements to existing technologies and lack of addressing emissions of particulate matter (PM), volatile organic compounds (VOC) or greenhouse gas emissions (GHG) in MARPOL Annex VI.

This review process was started in early April 2006, together with a discussion of interpretations (carried over from the Diesel Equip-ment (DE) sub committee) of the NTC, and instructions to consider guidelines for equivalent methods to reduce NOx or SOx.

engines) were already regulated for NOx, PM, HC and CO emissions.

The Regulation for the C3 engines is supposed to be adopted by April 2007, i.e. the proposal for the Regulation is about to be settled.

EUROMOT, the European manufac-turer association, has submitted its own proposal to the BLG 10 meeting for the future discussion. Table 1 compares the EUROMOT proposals with other papers and past EPA proposal for an up- coming Tier 2 Regulation. However, the actual C3 limit values are still not known. It is expected that a reduction in NOx ranging from 20 to 30%, compared to today’s limit, may be selected.

The fixed 2 g/kWh NOx reduc-tion proposed by EUROMOT reflects the real life situation, where the large engines, on average, have realised the largest NOx reduction of the different engine groups. A percentage reduction would, therefore, continue to favour small engines. The basis for the EUROMOT proposal is that a new technology should not be requested for the C3, Tier 2 Regulation due to safety and reliability concerns, especially if introduced in the next 3 to 5-years. For small engines operated on ‘clean’ diesel fuels, EUROMOT proposes to harmonise the coming IMO Tier 2 with the already existing EPA and EU Regulation.

the CO2 issue, much in focus for many countries as a contributor to the ‘greenhouse effect’. Even though the diesel engine is the most efficient power plant, and therefore presents a low CO2 emis-sion, reducing NOx further will inevitably increase CO2 (and also other emission components) again. Therefore, a number of alternative solutions must be investigated for the future, beyond Tier 2.

MAN B&W Diesel has proposed

to start the discussion on differenti-ated emission limits, depending on the sustainability for the area in question, for two different areas; high sea versus coastal and harbour areas. This is to accommodate the different requirements that exist in the two areas, and to keep the high fuel efficiency and low CO2 wherever possible. In fact, the proposal could imitate the already introduced SECA areas for especially sensitive areas.

At present, the EUROMOT group is not yet ready for this discussion, but the proposal has been pro-moted by MAN B&W Diesel in other discussions with regulatory bodies. In the future, the proposal will favour the ME engine and reduction techniques that can be turned off in order to save fuel when outside the sensitive areas.

The proposed Tier 2 requirements for NOx may differ between conventional, mechanically and electronically controlled engines such as the MC/MC-C and ME/ME-C engine types, due to the added flexibility of adjusting an electronic controlled engine. For several of the operational ME engines, the ‘optimal emission mode’ if installed with the engine ECS software may already comply with the up-coming Regulation. Additionally, for the MC engine type, several cases of opti-mising fuel nozzles have brought the NOx characteristics to a much lower level than the present limit and, together with a performance adjustment, the proposed Tier 2 limits can be accomplished. How-ever, this is usually combined with a penalty in fuel consumption.

Figure 1 shows the flexibility of ΔNOx and ΔSFOC as a function of the engine load for the ME-C and MC-C engine types.

As a back-up for Tier 2 compli-ance, MAN B&W Diesel has previ-ously advised on the application

Table 1: The Tier 2 C3 engine emission limits assumptions

Component EPA/IMO proposals EUROMOT proposal

NOx 20 to 30% reduction relative to the present IMO limitA fixed 2 g/kWh reduction

across the speed range independent of engine size

PM Tied to the HFO type and fuel S content, but lately discussion

on PM size. Early EPA limit based on 1.5% fuel S limit Not proposed, since strongly depending on the fuel type

Fuel Sulphur

HC

Anticipated only VOC from storage tanks, but stated that the

engine HC not to increase compared to present values.

An early EPA limit of 0.4 g/kWh is too tight

Not included – assumed low

COEarly EPA limit of 3.0 g/kWh. Also included in order to keep

CO at present valuesNot included – assumed low

SOx Based on fuel S content depending on the fuel type Not proposed

Fig. 1: Flexibility of NOx and SFOC as a function of the engine load

of water emulsion for a few engine types, where the engine NOx char-acteristic was in the high range.

Wa t e r e m u l s i o n m a y b e introduced for engines where the performance and nozzle optimisa-tion do not provide an acceptable trade-off between emission and fuel consumption (CO2 emission). However, as experience with the ME engine optimisation improves, this may be avoided. Water emulsion is a proven technology for power

plants, but the operational issues need to be reviewed in the light of the different load characteristics for a marine engine.

Different strategies for a water emulsion system exist because of the fuel efficiency issues – more so if the regulation will favour an on/off technique.

With regards to HC and PM, technologies that use techniques seen in the MAN B&W Diesel’s slide fuel valve will be a requirement to comply with a coming Tier 2 Regulation. It is necessary that the fuel valves operate with clean opening and closing events in order to ensure optimum atomisation – i.e. no fuel leakage or seeping. These requirements favour low CO emission and low smoke values, and will ensure good liner condi-tions and minimise deposits in the exhaust gasways. Piston top liner scraper rings and tight tolerances are further tools to minimise HC as well as PM emissions.

Similar to the tight control of the fuel injection process, a tight

control of the lubricating oil will also favour low HC and PM in the exhaust. Where excessive lube oil is present it is either scraped down to the scavenge-air box or enters the combustion chamber.

This is why the Alpha Lubricator system, which properly optimises the lube oil feed rate. Correctly adjusting lubricating oil for the fuel sulphur content (and thereby minimising deposits) will improve both HC and PM emissions, see Figs. 2 and 3.

The new Annex VI (MARPOL 73/78) introduced control of the exhaust SOx. This recognised that restricting the fuel sulphur content was the most convenient method to limit SOx, but alternative methods such as after treatment are allowed, provided the same SOx reduction is obtained.

For vessels entering SECA areas, a special low-sulphur fuel may be used. This will require special fuel tank arrangements on board and a log book which records positions, routes and fuel amounts used. However, some ports and countries have even tighter requirements when coming into harbour and along the pier for electricity pro-duction. A limit of 0.2% sulphur exists for MDO and GO. This will be tightened to 0.1% from 2010.

Depending on the duration of operating on new, lower fuel sul-phur content, it may be necessary to change the lube oil formulation. MAN B&W Diesel has provided guidelines for operation on low-sulphur fuels and the change-over

Fig. 2: Lube oil feed rate

In addition to the MEPC proc-ess, different local governments consider tightening the emission regulation in their local areas also for the large marine engines. The US Environmental Protection Agency (EPA) discussed a future Tier 2 Regulation for the large marine engines (also called Category 3 engines) already in 2003/2004, when EPA introduced the first (Tier 1) Regulation, corresponding to the IMO Regulation, for the Category 3 engines in the EPA Code of Fed-eral register (40CFR) – small marine engines, large off-road engines and locomotives (the Category 2

Particulates, which are already regulated on small engines and discussed recently mainly in respect to particle sizes, are very difficult to handle with the heavy fuel oil used in marine engines. A regulation has been proposed by EPA, based on the sulphur content in the fuel, but this will require a more realistic limit compared to the 4.5% sulphur limit of today.

Other emission components, like HC and CO, may be regulated only to avoid increases compared with today’s emissions levels when NOx is further reduced. The main dilemma is, however, how to handle


Fig. 3: HC emission

In order to avoid discharge to the air or ‘burning-off’ of the surplus gas on their latest LPG-tankers, the owners requested to be able ‘to dispose’ of the gas by using it as additional fuel for one of the GenSets.

After an initial study, the MAN B&W Diesel agreed to develop a special 7L16/24 variant with the accom-modations needed for admission of a limited amount of LPG into the charge-air and for reliable dual-fuel operation in a selected part-load range.

The LPG supply to the GenSet does so without disturbing the basic engine design and thus main-taining the benefits of the original engine‘s reliable operation and efficient combustion process.

The LPG substitutes approxi-mately 20% of the normal liquid fuel and the gas is mixed into charge-air just after the cooler. The advantage of choosing a low LPG share is three-fold; firstly, it keeps the gas-air mixture well below explosion level. Secondly, it ensures that only a small amount of unburned LPG can pass into the air when both inlet and exhaust valves are open during the valve overlap period. Finally, the lean mixture also hinders knocking.

Operation in LPG-mode has been designed to occur only in part-load operation, i.e. between about 30 and 70% of MCR. The low load is excluded in order to avoid pos-sible instability when only a small

amount of liquid fuel controls combustion and the high load simply controls the firing pressure below the defined limits.

As the genset and gas equipment have to comply with the restric-tions of the IMO‘s IGC rules and with Bureau Veritas‘ requirements for dual-fuel plants, special safety measures were developed. The genset is equipped with safety valves with flame filters both on charge-air and exhaust gas receiv-ers, crankcase monitoring, a tur-bocharger shut-off valve, inert gas connection to the crankcase and

stainless steel gas line components certified according to EN10204 etc.

The gas control unit plays a key role in the gas system which, besides controlling gas admission to the engine, also ensures reliable communication with the vessel‘s monitoring & control system – to determine when the gas-mode may be run.

The newly designed systems and components were extensively tested and further optimised at the Test Centre in Holeby. The approval test for customer and classification

society were also completed at the site.

After the prototype tests and verification of adequate function-ing of all components, operation with seven different LPG types was performed in order to check their ability to be burned in such a system. Although some differ-ences between performance of the specific gas types were detected, all seven types could be released for field operation.

During the development proc-ess, there was close contact with the customer and the owners

procedures. Items such as fuel viscosity, lube oil additives, liner lacquering, and fuel pump clear-ances are important when consider-ing long-term engine operation.

On the international emissions debate, certain countries, but espe-cially oil companies, have been

discussing ‘banking and trading’ of emission quotas or points as a way to comply with SOx and CO2 emissions Regulation. Some ship owners have been asked to provide emissions data for both local regulators and customers on emission factors or emission

management accounts in the still increasing debate on a sustainable environment.

For future Tier 3 Regulation, MAN B&W Diesel is working firmly on maturing future reduction meth-

ods like SAM and EGR. Water-in-fuel emulsion may well be the next Tier Regulation, and SAM and EGR only introduced at a later stage. At such a time, a more pragmatic approach to the emission accountability may exist, and maybe also an introduc-tion of coastal emission control

areas to better optimise the trade-off between the different emission components and fuel consumption. The SCR option will only be used, when special requirements exist, due to complexity and cost.

expressed their satisfaction with the process and results. In addition, very constructive cooperation was maintained with the GenSet licensee, STX, which enabled the GenSet builder to make the timely preparations needed for the modi-fication process.

The first system for field opera-tion will be installed in the Sum-mer of this year. Although this development has been dedicated to fulfilling the specific project, the results achieved have already raised interest from other customers and market segments.

Table 2: How to Comply with the IMO C3 Regulation

IMO Regulation Reduction method

Tier 1

Current IMO Regulation

NOx – 17 g/kWh

SOx – 4.5% (1.5%) Sulphur

1 Jan. 2000 to end Dec. 2009

Fuel nozzle optimisation

Performance optimisation

Tier 2

10-15% NOx reduction (from Tier 1)

HC and CO must not increase

PM & SOx by fuel Sulphur content

From Jan. 2010

Fuel nozzle optimisation

Performance optimisation

Slide valves mandatory

Fuel-water emulsion?

Tier 330% NOx reduction (from Tier 1)

From Jan. 2015

Fuel-water emulsion

Tier 4 50%? NOx reduction (from Tier 1) SAM, EGR, SCR

DIESELDIESELLL

Table 1: S90MC-C/ME-C TBOs (hours)

Old MC-C New MC-C ME-C Realistic potential

Piston rings 12-16,000 16,000 24,000 32,000

Piston crown 12-16,000 16,000 24,000 32,000

Piston crown, rechroming 24,000 24,000 24,000 32,000

Exhaust valve, spindle and bottom piece 16,000 16,000 16,000 32,000

Fuel valve nozzle 8,000 8,000 8,000 8,000

Fuel valve spindle guide 8,000 16,000 16,000 16,000

Fuel pump 16,000 32,000 - 32,000

Fuel pressure booster - - 48,000 48,000

• Cylinder liner with optimised liner wall temperature

• Alu-coated piston rings, Control-led Pressure Relieve (CPR) top ring

• Alpha Lubricator in ACC mode (0.19 g/bhph x S%)

• Exhaust valve: Nimonic spindles and W-seat bottom piece

• Slide fuel valves.

Approximately 40 vessels with 6S90MC-C/ME-C engines have been used to illustrate that TBOs of 32,000 hours (or 5 years) is a realistic option.

The M/T Kos and M/T Astro Cygnus are also both equipped with

The wish to extend the Time Between Overhauls (TBO) has been recognised by a gradual improvement, as seen in ship types such as VLCCs (see Table 1). This has prompted investigation into whether 32,000 hours (or 5 years) between overhauls are realistic.

As the basis for the investigation, the S90MC-C/ME-C engine series was selected as a representative for the newest generation of MC engines. This engine series has been designed and delivered with the newest features available for the MC/ME engines:

• OROS combustion chamber with high topland piston

Hyundai-built 6S90MC-C engines.In these engines, the pistons

have been pulled between 20,000-21,000 hours and 22,000-24,000 hours, respectively. The pulling of pistons on both these engines was caused by ‘internal coking’ of the pistons. The reason for this was fuel oil contamination of the system oil. Apart from this specific problem, both engines have shown excellent cylinder condition with low piston ring wear rates; at about 21,000 hours the wear rates on the M/T Kos’ top ring were under 1.0 mm.

On the M/T Maria A. Angelicous-sis (equipped with a Hyundai-built 6S90MC-C engine), piston overhauls have been carried out successively from 8,000 hours and upward. The piston ring wear is extremely low.

The engine onboard M/T Astro Cygnus has been a ‘test vehicle’ for cylinder oil consumption testing, according to the so-called Alpha ACC principle (ACC=Adaptive Cyl-inder oil Control. As can be seen in Fig. 1, this test has been extremely successful and it indicates further potential for reduction in the cylinder oil consumption.

Below is a summary of the cylinder condition based on all observations on the S90MC-C/ME-C engine:

1. Cylinder liner wear rates: 0.02-0.07 mm/1,000 hours (see Fig. 2)

2. Piston ring wear rates: Predicted lifetime: 50,000 hours (see Fig. 3)

3. Piston ring groove wear rates: Predicted time between recondi-tioning: 40,000 hours (Fig. 4).

The exhaust valve condition also gives rise to optimism with respect to the increase of TBOs. Fig. 5 shows a bottom piece of the W-seat design in combination with a nimonic spindle on a K90MC engine inspected after 36,400 hours without overhaul.

With respect to the fuel equip-ment, 32,000 hours seem to be realistic for the fuel pump itself. The latest experience with the fuel valves confirms overhaul intervals of 8,000/16,000 hours, at which point both the fuel nozzle and the spindle guide should be exchanged. This experience is based on fuel valves of the slide valve type equipped with nozzles of the compound type.

Based on service experience in general, the conclusion is that the time between major overhauls of

32,000 hours (or 5 years) is within reach.

To increase margins further in this respect, MAN B&W Diesel will introduce the following design improvements which are not present on the 6S90MC-C engines described in this section:

• Increased scuffing margin: modi-fied piston ring package, Fig. 6

• Anti internal coking device: piston cooling insert

• Ring groove wear reduction: underside chrome plating on rings 1 and 2.

For tanker operators, these higher TBOs mean that major overhauls can be done in connection with the scheduled dry dockings of the vessels.

As a conclusion, MAN B&W Die-sel support the wish to extend TBOs further and, for certain ship types (e.g. VLCCs), up to 32,000 hours (or 5 years) between overhauls are realistic. It should also be noted that, for container carrier operators, a conditioned-based philosophy is a better guide for judging mainte-nance intervals.

Fig. 4: Piston grove 1 wear (2 mm from edg

LFACTSLFACTS

Fig. 2: Maximum cylinder linerwear for 6S90MC-C

Fig. 6: Updated piston ring package

Fig. 3: Piston ring wear for S90MC-C (top ring)

Fig. 1: Cylinder lube oil feed rate for S90MC-C on M/T Astro Cygnus

ge) for S90MC-C


MAN B&W Diesel, Frederikshavn, Denmark attracts large prestigious contract to supply complete twin-screw twin-in/single-out medium speed propulsion packages for eight Anchor Handling Tug Supply Vessels (AHTS).

The newbuildings, which will be built by Aker Yards AS, Norway, were ordered by the A.P. Moller – Maersk Group’s Maersk Supply Service.

The finalised vessels are expected to be delivered from Norway (from both Aker’s Brattvaag and Langsten shipyards) with two month inter-vals during 2008 and 2009. The 73m AHTS vessel design, designated VS 472, is designed by the renowned Norwegian group of ship design consultants, Vik-Sandvik AS.

This order, which follows a number of recent large offshore contracts, is a substantial order now with another 32 main engines and strongly positions MAN B&W Diesel in the offshore support vessel market sector.

The quadruple-engine propul-sion packages are each based on a twin-screw, diesel-mechanical,

twin-in/single-out plant with 7 and 8 cyl L27/38 engines arranged in a ‘father and son’ configuration with Renk double gears.

Further the MAN B&W Diesel package supply incorporates com-plete 4 metre ducted CP Propellers type VBS1080, complete shafting and propeller nozzles type FD 4030 – together with the Alphatronic 2000 Propulsion Control and Management System for engine control room and forward and aft bridge consoles.

The first Chinese-built ME engine has now been delivered to the owner by MAN B&W Diesel licen-see Hudong Heavy Machinery Co. Ltd.

Ole Grøne, Senior Vice President, Sales & Marketing, MAN B&W Die-sel A/S, “With this engine, Hudong once again proves that they are among the front-runners in the business. It is only a year since they and Dalian received orders for the first 90-cm bore MC-engines in China, and now Hudong are first in China with the ME engines.”

The 8S60ME-C engine will be installed in an 1,800 TEU container ship, built for German owner MPC Münchmeyer Petersen Marine.

Engine data:

Layout points L1 L2 L3 L4

Bore (mm) 600 600 600 600

Stroke (mm) 2400 2400 2400 2400

Speed (r/min) 105 105 79 79

MEP (bar) 20 16 20 16

Output (kW) 19040 15200 16080 12880

Specific Fuel Oil Consumption

(SFOC) (g/kWh)170 163 170 163

Lubricating oil Consumption 5 - 6.5 (kg/cyl. 24 h)

Cylinder oil Consumption (g/kWh) 0.7 - 1.1 g/kWh

Length min. (mm) 9,728

Dry Mass (t*) 439

*The mass can vary by up to 10%, depending on the design and options chosen.

Principal Particulars AHTS:

Length oa 73.2 m

Length pp 64.2 m

Breadth 20.0 m

Depth 9.10 m

Draught max 7.60 m

Deadweight 3700 t

Speed (sea trial) 16 knots

Accommodation 30 persons

Design VS 472 (Vik-Sandvik)

Engine building capacity at Hudong is now being complement-ed with the starting-up of a new facility in Lingang near Shanghai. This set up will be completed in mid 2007. The additional capacity will be about 2-3 million HP per year.

Hudong Heavy Machinery Co. Ltd. has been a member of the MAN B&W Diesel licensee family for more than 25 years and, in that time, has built more than 500 MC engines, with a combined output of over 5,500,000 kW.

The 60-cm bore ME engine is one of the most popular sizes of ME engines. To date, 40 MAN B&W Diesel S60ME-C engines are either in service or on order.


Rising fuel prices often result in a call for improved utilisation of available resources. This can be achieved by increasing the diesel engine efficiency, which has also been the focus of MAN B&W Diesel for long time, bringing the figures of well above 40%.

An additional approach to this issue is the utilisation of the waste thermal energy, specifically the exhaust gas energy. MAN B&W Diesel also offers solutions within this field, e. g. turbo-compound-systems or CODAG (Combination Of Diesel And Gas turbine).

The latest ideas surrounding the Thermal Efficiency Systems (TES), as developed by MAN B&W Diesel, have borne interest in major owners‘ organisations and first installations of TES have been ordered and are now being executed.

Despite the unchallenged supe-riority of the TES in efficiency of exhaust gas utilisation, some customers seek less complex and less expensive solutions and, there-fore, there has been an increasing number requests for the simpler Holeby CODAG system.

Based on a specific customer request, a study for possible devel-opment and installation of a Holeby CODAG system for an existing order of vessels has been concluded and a preliminary solution planned.

Figures 2 and 3 show the main concepts of the Holeby CODAG sys-tem, in which the surplus exhaust gas from the main engine are utilised to drive a power turbine. This turbine is attached to a GenSet shaft system and, thus, contributes to driving the alternator. The end result is a saving in costs for electri-cal power production.

The specific, intended project consists of an MAN B&W Diesel 9L28/32H GenSet and a PTG23 power turbine. The plant layout is shown in Fig. 3.

For the same project, the obtain-able fuel savings are estimated as shown in Fig. 5. Even with the relatively small power turbine selected for this project, the Holeby CODAG system provides significant potential for savings on the opera-tional costs.

The projected solution allowed preparation and presentation of specific quotations for the yard, both for the preparation of the GenSets at STX as well as the final Holeby CODAG assembly (matching together with the main engine and commissioning – which is to be completed by MAN B&W Diesel).

During the feasibility phase of the Holeby CODAG project, there has been an emerging interest from other customers and additional plants have been quoted.

The Holeby CODAG systems are also to be seen as a further develop-ment of the integrity of the ship‘s systems and, specifically, integra-tion between the main propulsion and GenSets‘ systems. Thanks to the MAN B&W Diesel Group‘s leading expertise in the major subsystems involved, i.e. the main engine, GenSets, turbochargers, power turbines and gearboxes, the team developing the Holeby CODAG systems can, together with its partners, provide the best solutions for this emerging market.

12 000

50

100

150

200

14 000 16 000 18 000 20 000

Saved fuel (kg/h)

SFOC increase = 0 g/kWh

1.5 g/kWh

Main engine power (kW)

Fig. 4: Estimated obtainable fuel savings

Fig. 2: Holeby CODAG system

50

100

150

200

250

Index August 2000 = 100 Basis US$

20012000 2002 2003 2004 2005 2006

380 cSt

MDOCrude Oil

Fig. 1: Relative fuel costs increase

Saved fuel for maximum available CODAG power as a function of main engine power

Fig. 3: Holeby CODAG system

Power turbine

Gear box

Auxiliary engine

ICS line

Exhaust gas line

Main engine

Turbocharger

Power turbine

Charge air cooler

Fresh air

To boiler

Exhaust gas

Scavenge air

Alternator


In response to the increasing popularity of the ME engine, there is a need for more flexible train-ing facilities to instruct engine operators on the proper use and the benefits of the ME engine. The Research and Development department of MAN B&W Diesel, where the ME operating system is developed, are responding to the needs of the shipping industry with the creation of the newest, fully portable ME engine simulator.

In contrast to the existing ME simulator at MAN B&W Diesel’s headquarters in Copenhagen, Den-mark, the portable unit is contained within a small ship’s console cabinet and is mounted on wheels. This is a fully transportable unit, which can be moved to anywhere in the World on a standard euro pallet.

From the outset, it was designed to fit onto a standard euro-pallet and roll through the width of a typi-cal office door. It is, therefore, easily transported to facilities throughout the World. By using automatic power converters the power supply to the simulator can be from most any power grid available in nearly all countries.

The simulator frame can be wholly or partically opened while in operation. It can even remain folded, depending on the space available.

Being a physical ME operat-ing system, it contains the same operational functionality as the actual engine. The ME system is designed for easy operation by anyone familiar with the opera-tion of one of MAN B&W Diesel’s standard engines. If necessary, the simulator can be retrofitted with numerous components from an ME control system, such as remote control, FIVA valve, lubricators, hydraulic controls etc.

Thirteen computers are con-tained within the console cabinet, including operating system, CoCoS, interface and simulation comput-ers. User interface to the operat-

ing system is through two touch screens, a local operating panel and a simulation switchboard. To save display space, the CoCoS computer interfaces to the same screen as one of the Main Operating Panels. All materials and design for the operating system follow marine standards.

For instruction and access purposes, the back of the console cabinet is mounted with a mov-able hinged opening, on which are mounted the engine-based operat-

ing system computers, the Multi Purpose Controllers (MPCs). Within the console cabinet are mounted the Engine Control Room-based MPCs, CoCoS computer and the power supplies. Within the upper cabinets are mounted the touch-screens, touch-screen interface computers, simulation MPCs and instrumentation. On the side of the console cabinet is mounted the Local Operation Panel, which can fold out for easier classroom visualisation.

The first portable simulator is located in Korea and the second unit will be based in China. MAN B&W Diesel’s ME training staff are sure that these units will be accepted positively by instruction facilities throughout the Far East.

Mr Lennart Cronhamn, ME Simulator Training Manager, “We look forward to production of at least two more units within the year, which will be used for extended training possibilities around the world. The ME engine is improving operational efficiency and there is more functionality available to the engine operator while the engine is running. The extended capabilities of the engine operator require education, not in the inherited intuative and basic functionality of the engine, but in the proper usage of the ME interface which enable the engine operators to make sure they get the very best out of the ME engines.”

Training with the simulator could, in addition to the ME operat-

ing system, include service training with the electronics which are mounted on the engine. The MPCs can be exchanged with replacement units in short time, just as on the real engine.

Short courses in ME operation can allow a person to operate the engine. Complete training of an engineer may take longer, depend-ing on the in-depth coverage.

The initial design and construc-tion phase took place during the first half of 2006. By April, 2006, all necessary documentation was completed in time for its first deployment in the Far East.

The first portable system is now operational in various locations throughout Korea and the second system is soon to be delivered to a sites in Shanghai, China, during the Summer this year. Further units are currently under construction and are due for readiness from the early Autumn onwards.

Similar units are now also under construction by several partners in Japan.

During the training, instructors change between PowerPoint (slide) presentations and Main Operating Panel (MOP) views of the simulator. This means that the simulator only has to be placed in the training room with projector and board facilities.

Although the new ME-simulator is fully transportable, the type of surface it has to be moved over has

to be suitable for such a task, i.e. reasonably smooth, enabling the unit’s wheels to rotate safely.

The dimensions of the portable ME simulator offer almost unlimited flexibility, a width of only 70 cm, length of 280 cm and height of 140 cm mean that it can be fitted into the tightest of places with relative ease. Even when folded, the width is only 90 cm and the length is reduced to 145 cm.

A low weight (520 Kg) means that no machinery is normally needed in order to move the unit around most locations.

The Simulator is equipped with a CE standard power plug for free connections.

Power requirements: 110 - 230 Vac: 50 - 60 Hz (1 Phase, Zero and Ground)

Consumption: (peak) 2000 W, (running) 1000 W

Beyond above requirements for the installation of the portable simula-tor in the training room, the room must also contain seats and tables for students, a projector and board for PowerPoint presentations and an easily view of the Main Operat-ing Panel (MOP) screen located on the simulator.


E-commerce is an important com-plement to MAN B&W Diesel’s spare part business as it provides all partners in the relationship with a way to improve communi-cation. The possibility of handling errors can be reduced, enabling MAN Diesel to provide a better overall customer service.

MAN B&W Diesel was one of the early pioneers in ship supply e-commerce. In this time, valuable experience has been gained and, based on these experiences, MAN B&W Diesel has formalised a cus-tomer e-commerce service policy.

The purpose of the policy is to ensure that the e-commerce service MAN B&W Diesel provides customers with an operationally reliable, secure and cost-efficient service which complies with all necessary regulatory requirements. Most importantly, the e-commerce spare parts service has to create real business benefits for all parties involved.

MAN B&W Diesel’s E-commerce Spare Part Service aims to meet a set of criteria:

Fulfil customer requirements

Create business benefits

Ensure operational reliability

Safeguard information security

Comply with regulatory demands

Generate operational cost-efficiencies

Built-in scalability.

MAN B&W Diesel’s e-commerce service is designed to meet the variety of business practices and differences in IT infrastructure found throughout the World in the

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offices of ship owners and managers with e-commerce ambitions.

In MAN B&W Diesel, e-com-merce is about integrating business processes and systems to optimise the exchange of information, prod-ucts, services and finance in order to create real business benefits for partners and MAN B&W Diesel.

An essential rule needed to meet this criteria means that MAN B&W Diesel does not support e-commerce initiatives that require additional work to prepare quotes and order confirmations in format-ted html forms and excel spread sheets.

Suppliers

Buyers

Shipserv Tradenet

If your company is a ShipServ TradeNet member, you can integrate your business processes and sys-tems with those of MAN B&W Diesel simply by adding our TradeNet ID into your purchasing system.

All implementation, operation and support related to MAN B&W Diesel’s E-Commerce Service are carried out by the 24/7 service organisation of our e-commerce partner ShipServ.

Depending on the type of solu-tion and project scope, you should plan to allocate internal resources to the implementation project considering milestones, education of staff, roles and responsibilities.

Typically, the process goes through the following phases with our customers before we enable a joint E-commerce project. This process normally takes 1-4 weeks.

The first step is an exploration of the mutual benefits of E-com-merce in the context of our current business relationship. This means assessing customer requirements and select or define the appropriate MAN B&W Diesel E-commerce service(s).

An outline is then created which details a high-level implementation plan, including milestones, roles and responsibilities.

Finally, a formal E-commerce ser-vices pack, with all implementation terms and conditions is mutually agreed.

To explore opportunities for integrating your business processes and systems with those of MAN B&W Diesel, please contact us.

Regardless of how MAN B&W Diesel conducts business with our partners, whether data is sent via e-commerce, fax or other means, the communication must be reli-able. An untimely delivery caused by a delayed or lost message is not acceptable.

MAN B&W Diesel’s e-commerce service guarantees a reliable exchange of messages between the sales order system of MAN Diesel and the cusomters’ purchasing systems.

The business between MAN B&W Diesel and the customers is to be considered as confidential. Therefore, compromising business integrity through careless handling of potential sensitive data and information is not an option.

MAN B&W Diesel’s e-commerce service provides a secure exchange of information between the sales order system and the customers’ purchasing system.Comply with regulatory demands:

MAN B&W Diesel seeks to stay ahead of current and coming regu-lations by adhering to high process

quality, control and organisational standards. New regulations like the Sarbanes-Oxley Act of 2002 in the United States, which required tighter regulation over companies’ management financial reporting, have had a profound effect on companies and how business is done. These new stardards also had an effect in the maritime industry.

E-commerce is an important element in MAN B&W Diesel’s service offering but it is not MAN B&W Diesel’s core business. To

keep the cost of implementing, operating, trouble shooting and customer support for our E-com-merce service at a minimum MAN B&W Diesel has outsourced this to our e-commerce partner ShipServ whose core business it is.

E-commerce investments are not only about the cost of technology. It is also about the cost of aligning business processes and information flows with our customers.

Good e-commerce practice requires a reliable and secure transfer of information that fully intregrates with your business pro-cesses and systems. MAN B&W Diesel has created a system which permits partners to select the best solution for any given case.

For the same reason, MAN B&W Diesel’s E-Commerce Service is based on the MTML (Marine Trad-ing Mark-up Language) standard.

MAN B&W Diesel operates standard integrations to most of the com-monly used planned maintenance/purchasing systems in the shipping industry.

If your company uses an appli-cable version of one of these sys-tems, we can establish integration between your purchasing system and our sales order system in a very cost efficient way.

Ask us about availability and price for integrating with your busi-ness processes and your purchasing system.

If your company is not using one of the systems to which we offer standard integrations, we may still be able to offer a cost efficient solution. This will most likely require some allocation of IT staff and other resources in your organisation to work with our e-commerce partner.

Ask us about availability and price for integrating with your busi-ness processes and your purchasing system.


Many of the new oil fields and mines discovered and developed in recent years are situated in regions with tough weather conditions prevailing during the winter, leading to an increasing demand for cargo transport vessels that can operate in open waters and light ice conditions. MAN B&W Diesel already have references from ves-sels equipped with two-stroke low speed diesel main engines, directly coupled to the propeller, which have been operating in even very heavy ice with fully satisfactory results.

Some innovations in connection with MAN B&W Diesel two-stroke low speed engines, such as the electronically controlled ME engine and the Alpha Lubricator are ide-ally suited for ships with a much varying load profile, such as vessels operating in ice for only parts of the year.

Operation of a ship in ice requires the installation of a robust propul-sion system being able to cope with the propeller load scenarios expected.

The following propulsion sys-tems using a two-stroke main engine (M/E) can be envisaged:

A traditional single engine system with the engine being coupled directly to a fixed pitch propeller

A single engine system with the engine being coupled directly to a controllable pitch propeller.

System 1 (one M/E and one FPP) will typically be selected for moderate ice class and if the owner has preference for the simple FPP propeller, whereas system 2 (one M/E and one CPP) may be used for both moderate ice class as well as more rigid ice classes.

If system 1 (one M/E and one FPP) is preferred, some consideration should be made as to the propeller light running margin used. A light running margin of some 3-5 % is normally used for large ships with

•

•

traditional propulsion systems incorporating a single two-stroke low speed engine and a fixed pitch propeller. However, particularly for an ice-going vessel, one of the chal-lenges is the increased thrust and, thereby, torque that the engine will be subjected to during navigation through ice or ice channels. In order to increase the margin of the engine towards reaching the torque/speed limitation line of the engine’s load diagram, it can be chosen to increase the light running margin used for the propeller design. Fig. 1 shows an example of how to obtain a larger light-running margin by speed derating of the engine.

Alternatively, special matching of the turbochargers can be used in combination with the arctic exhaust gas bypass enabling the use of a turbocharger layout giving a better engine performance in the torque rich area, thus enabling the use of an increased margin towards overload of the engine.

Fig. 2 shows the effects on an engine with extended heavy run-ning capability. Without this, the vessel would have experienced problems when sailing in thick ice.

When system 2 (one M/E and one CPP) is used, the propeller pitch can be controlled to avoid overloading of the main engine, and this system can be used both for moderate ice classes as well as for very rigid ice classes.

MAN B&W Diesel has orders for dedicated ice breaking ves-sels including vessels employing ice ramming operation in their normal working pattern using a propulsion system consisting of one electronically controlled ME engine and one ducted controllable pitch propeller.

Ice ramming operation is defi-nitely possible using the two-stroke engine as the prime mover, even though the ship propelled by a low speed engine will normally exceed the cycle time for a similar ship with medium speed engines, because of the higher inertia in the turbo charging system of the constant pressure supercharged low speed engine.

There is, however, a potential

for reducing this difference using special control algorithms in the control system of the electronically controlled ME engine.

As long as the extent of the ice ramming operation is in a favourable proportion to the total operational time of the vessel, which will be the case for most commercial ships, there is no doubt that a simple propulsion system consisting of a single low speed two-stroke engine directly coupled to a ducted controllable pitch propeller will prove to be an extremely reli-able and cost-efficient propulsion system.

Depending on the ice class rules and specific ice classes required for a ship, the minimum ice class required propulsion power demand may be higher or lower than the above-mentioned SMCR power used for an average tanker without ice class notation.

The ice class rules most often used and referred to for navigation in ice are the ‘Finnish-Swedish Ice Class Rules’.

Based on the above-described tankers, the minimum power demand of the ice classed ships class 1A Super, 1A, 1B and 1C, have been estimated for all the tanker classes and drawn in in Fig. 3. In general, the lowest ice class 1C can, power-wise, always be met.

However, the strongest classes, 1A Super and 1A, will require a higher propulsion power than the normally needed average SMCR power for tankers without ice class notation. On the other hand, for small and handy-size tankers (less than 30,000 dwt), the normal SMCR power can in fact normally meet the ice class 1A minimum power demand.

It should be noted that if tests are carried out in dedicated towing tanks with model ice, the result may show that it can be acceptable to install a lower main engine power than indicated when applying the general calculation rules for minimum main engine power given by the Finnish-Swedish Ice Class

rules. In this case, reference will normally be made to the vessel’s ability to keep a speed of five knots through a channel in the ice with the characteristics of the channels governed by the level of ice class chosen. This calls for high part load efficiency of the main engine. Fig. 4 shows the effect of using the part load matched ME engine.

The latest in bulk carriers with ice breaking capabilities can be seen in the newbuilding Umiak I from USC Maizuru shipyard built for Fednav in Canada. The ship is a 31,500 dwt bulk carrier, which is destined for carrying Nickel concentrate from Voisey’s Bay Nickel Company’s mine in Labrador, Canada.

The ship is designed to comply with DNV ICE-15, which means the ship will be able to sail unsupported through 1.5 metre thick ice. This is an ability necessary for sailing to Labrador in winter time.

For the ship to be able to sail through 1.5 metre thick ice, the ship has been modified in many ways. One of the important modifications is the main propulsion system. Where a normal 31,500 dwt bulk carrier will have a 6S50MC-C/ME-C main engine for propulsion, delivering 9,480 kW at 127 r/min, the ICE-15 classed bulk carrier from Fednav is equipped with a Hitachi built 7S70ME-C, delivering 21,770 kW at 91 r/min.

This change, along with the fact that the engine will run under some unusual ambient and running conditions, imposes some chal-lenges when designing the parts of the main engine.

One of the challenges is that, most of time, the ship will sail under normal open water conditions, which means that the load of the main engine will be very low. Under normal conditions the main engine will run only at 36% of SMCR.

This is one of the main reasons for using the electronically control-led engine, as it will run more effectively at low load.

To be able to have the engine running under heavy ice condi-tions, some modifications to the main engine has to be made. Some of the modifications are made because of the ambient conditions that the engine will run under, and others are made because of the special ramming modes the engine will experience.

The engine is equipped with a standard load-dependent low ambi-ent air temperature bypass system before the turbochargers to limit the scavenge air pressure at the very cold ambient conditions the ship will sail under. When air becomes colder, the density will rise, which, without modifications, would lead to a too high compression and maximum firing pressure in the cylinders.80 1009060

Engine speed, % A

2

3

O

1 3

7

A 100% reference pointM Specified engine MCRO Optimising/matching point

Engine shaft power, % A

5

4

Heavy runningoperation Normal

operation

50

70

80

90

100

40

110

60

110

L1

A=M

L2

5%

L3

L46

70

Line 1: Propeller curve through

optimising/matching point (O) –

layout curve for engine

Line 2: Heavy propeller curve –

fouled hull and heavy seas

Line 3: Speed limit

Line 3*: Extended speed limit, provided

torsional vibration conditions permit

Line 4: Torque/speed limit

Line 5: Mean effective pressure limit

Line 6: Increased light running propeller

curve – clean hull and calm weather

– layout curve for propeller

Line 7: Power limit for continuous running

*

Fig. 1: Extended load diagram

7S70ME with extended heavy running capability

Umaik I (Fednav, Canada), a 31,500 dwt bulk carrier

Continued on page 15 >>


The exhaust gas bypass is con-trolled in such a way that it will open and lead some of the exhaust gasses around the turbochargers, keeping the scavenge air pressure of the main engine at the same level as for ISO conditions. The bypass control system is incorporated in the Engine Control System of the electronically controlled main engine, and the signal for the torque of the main engine is taken from the existing control system.

The main special feature of ships classified for ICE-15 is the capability of ice ramming. In short, the ram-ming procedure consists of sailing with a specified speed through the ice, until the ship is stopped by the resistance of the ice. The ship is sailed astern to come free of the packed ice, and then is sailed full ahead into the ice, to break through the ice until the ships stops again by the resistance of the ice. This procedure is used for thick ice and ice ridges, which puts some very unusual demands on the main engine.

For the ship to be able to sail ahead and astern within a short time cycle, the ship is equipped with a controllable pitch propeller (CPP). With this it is avoided to reverse the main engine, which can be a time consuming task. The CPP is furthermore enclosed in a nozzle, both for protection of the propeller against blocks of ice and for extra thrust.

Because the ship occasionally is used for ramming ice, the load of the main engine will cycle up and down. The engine will be highly loaded when breaking the ice, and low loaded through the pitch reversal periods for the propeller. The engine will also be highly loaded when the ship is sailed astern and once again sailing ahead to ram the ice.

The procedure for ramming the ice can occur up to 10 times per hour, which will set extra demand

on the turbochargers and auxiliary blowers. Because the load will come below 25% SMCR every time the sailing direction of the ship is changed the auxiliary blowers will have to start up and make sure that there is a sufficient pressure on the scavenge air. The auxiliary blowers are therefore designed to cope with up to 20 starts per hour.

The exhaust gas bypass is also working differently under ice ramming procedure. Normally, the exhaust gas bypass will open under very cold ambient conditions to avoid too high pressures in the engine. Under full ahead for ramming the ice, the exhaust gas bypass will remain closed until the scavenge air pressure for ISO condition is reached. The exhaust gas bypass will then gradually open to keep the maximum allowable scavenge air pressure. This is done to maximise the transient for loading the main engine.

When ramming the ice with some speed, the load of the main engine will increase rapidly. This will make the engine decrease in rotational speed. To make sure that the engine will not stop, the CPP will be controlled so that the load of the main engine is decreased sufficiently. To make sure that the change of angle on the propeller and the rotational speed of the main engine will be optimum, MAN B&W Diesel has simulated the ramming situation.

This ice ramming also poses some other stresses on the pro-pulsion system, as the dynamic loading will be different from normal propulsion mode. The main thrust bearing on the main engine will have to handle these dynamic loadings, which has led to a modification in the main thrust bearing. The main aft support has been increased, and the crankshaft thrust cam has been modified compared to the normal 7S70ME-C. These modifications have led to a

7S60MC-C, Mark 8, HHI hull No. 1621-2 MCR: 16,660 kW @ 105 (r/min)(kW)

18,000

16,000

14,000

12,000

10,000

8,000

6,000

4,000

2,000

0

(r/min)

20 30 40 50 60 70 80 90 100 110 120

Normal torque limitation

Extended torque limitaiton

with exhaust by-pass

system

Case 1 2006-03-15

Medium ice 9 knots

Case 2 2006-03-15 Thick ice 2.5 knots

Fig. 2: Engine with extended heavy running capability

SMCR

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

50,000 100,000 150,000

(kW)

Sm

all H

and

ysiz

e

Hand

ym

ax

Panam

ax

AFR

Am

ax

Suezm

ax 1A

Super

1A

1C

1B

NormalSMCR

15.0 kn

15.0 kn

15.0 kn

Weight (dwt)

1A

Super

1A

1B

1C

Fig. 3: Power demand for Finnish/Swedish Ice-classed vessels

Option 1

Option 3

Option 2

Option 1

Option 3

SFOC +/-5%

g/kWh

158

160

162

164

166

168

170

172

174

35 40 45 50 55 60 65 70 75 80 85 90 95 100 105

ME-C (100%)

ME-C (85%)

Matching point at 85 %SMCR

CSR

Engine shaft power %SMCR

Fig. 4: Influence on SFOC

better distribution of the bearing load, so that an increase of the maximum load has been avoided compared to the standard thrust bearing configuration.

Fig. 5 shows the crash-astern procedure for 100% ahead to 100% astern. The ship described above went on sea trial on 21 March 2006, where some of the features to be used for the ice ramming procedure were tested. The blue line represents the pitch of the CPP, which to begin with is set for 100% ahead. The setting of the CPP for 100% astern begins at zero seconds, and the CPP is fully set for 100% astern after 33 seconds. When the load on the propeller decreases, the fuel index of the main engine decreases, so as to prevent the main engine from overrunning. The fuel index is the black line.

When the pitch of the propeller reaches negative pitch, and the loading of the propeller increases again, it can be seen that the bypass closes, so the turbocharger receives maximum exhaust gas. After 58 seconds, the bypass is opened again as the scavenge air pressure has reached ISO conditions. The full operation of changing from full ahead to full astern is reached in 70 seconds, where the bypass has opened to the same level as before the change in the direction of thrust.

Fig. 5: Crash-astern procedure

Ch. 4: Index (%)

Ch. 5: R/min

Ch. 6: Pitch (%)

Ch. 7: By-pass (%)

Ch. 13: Pscav

Ch. 14: T/C r/min

1.0

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0.0

0 10 20 30 40 50 60 70 80 90 99

Volt

Time (s)

100 % Ahead to 100 % Astern, 103/104 ECS overspeed protection.


MAN B&W Diesel A/S MAN B&W Diesel AG MAN B&W Diesel Ltd. Publisher For further information

Teglholmsgade 41 Stadtbachstrasse 1 Bramhall Moor Lane Peter Dan Petersen PR & Information Dept.DK-2450 Copenhagen SV D-86224 Augsburg Stockport MAN B&W Diesel A/S MAN B&W Diesel A/SDenmark Germany SK7 5AQ Copenhagen Copenhagen

United Kingdom Denmark Denmark

Tel.: (+45) 33 85 11 00 Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Copyright owned by Tel.: (+45) 33 85 11 00Fax.: (+45) 33 85 10 30 Fax.: (+49) 821 3 22 33 82 Fax.: (+44) 161 487 1465 MAN B&W Diesel E-mail: [email protected]

except where mentioned www.manbw.com

His Royal Highness, Crown Prince Frederik of Denmark, officially opened MAN B&W Diesel’s new attraction, DieselHouse. This technical and cultural experience centre is dedicated to diesel engine technology, from the very first, single cylinder engines throught to the latest applied, electronic developments.

The opening ceremony was a huge success, as witnessed by Flem-ming Hansen, Danish Minister for Tranport and Energy, as well as top representatives from MAN B&W Diesel’s family of licensees.

DieselHouse is situated on the site of the H.C. Ørsted power plant, near the centre of modern Copenhagen.

The building is the original house to the long-standing B&W diesel engine which was used as late as 2003 to start up the East Danish power grid after a major collapse. This engine was commissioned in 1932 and was the World’s largest diesel engine for 30 years. The engine will be started up once a month during DieselHouse’s open-ing hours so visitors can experience the sound and feel the immense power generated by this historic, supercharged, double-acting diesel engine.

Although this huge engine is the centrepiece of the DieselHouse exhibition centre, DieselHouse also houses everything from the most modern interactive exhibitions to an extensive collection of ship and engine models that date from the era of the B&W shipyard and engineering works.

DieselHouse has three exhibition floors, each with its own theme.

From the entrance area, on the ground floor, visitors are led to

the engine deck, where the theme is ‘From steam to diesel’. Here, visitors will see a display of B&W’s first engine from 1904 and Holeby Diesel’s first engine from 1910.

The significance of diesel power in all types of shipping and in the electrification of Denmark is highlighted on the first floor, where visitors are shown how ‘Diesel drives the World’.

The second floor shows indus-trial development in Denmark, illustrated through the history of B&W, which, to many Danes, is synonymous with the industrial revolution and shopfloor workers’ history.

‘Innovation’ is the theme of the section on the third floor. Displays of everything, from basic principles of the diesel engine to the most advanced methods of development and calculation, are ment to act as an inspiration to children and students to learn about the diesel engine and, hopefully, choose a career path that will allow them to take the next step foreward in the diesel engine development.

MAN B&W Diesel facts

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