the world's first man b&w me-gi in service
TRANSCRIPT
3/2015A Technical Customer Magazine of MAN Diesel & Turbo
World-First Dual-Fuel Conversion AnnouncedFour-stroke MAN engine on container ship
> Page 3
Popularity of 32/44CR Engine ConfirmedInflux of orders in fishing segment
> Pages 4-5
Condition-Based Main-tenance for TCA and TCR TurbochargersNew concept introduced
> Pages 6-7
Record-Breaking Engine Leaves Test Bed in KoreaMAN B&W-branded engine’s market début
> Page 9
Fixed pitch propeller delivers excel-lent results in service.
One of the first bulk carrier applica-tions of MAN Diesel & Turbo’s new MAN Alpha Kappel FP propeller took place off the coast of China recently when the ‘Elsabeth C’, a 58,500-dwt Supramax bulk carrier owned by Frontmarine Co. Ltd – an affiliated and managed company of Lemissoler Navigation Co. Ltd., the Cypriot ship management group – successfully completed its sea tri-als. The newbuilding is the first in a series of eight sister-ships, all fea-turing single MAN B&W 5S60ME-C8.2 engines with an SMCR 8050 kW @ 89 rpm. The Elsabeth C’s sister ship, ‘Mirela’, the second in the series, has since successfully
completed its own sea trials.Lemissoler reports that the Kap-
pel propeller offers significant fuel savings compared to conventional propellers and, together with the new vessels’ design and lines as well as the silyl acrylate antifoul-ing paint, contributed to the fa-vourable results from the first two vessels’ sea trials. It reports that both vessels consumed an aver-age 23 mtns per day at a speed of some 14.2 knots in ballast con-ditions during the trials. The Elsa-beth C also performed a success-ful crash-stop test that was notable for its lack of noise and vibration.
Thomas Leander, Head of Pro-pulsion – PrimeServ Four-Stroke – Denmark, said:... Continued on page 2
MAN Alpha FP Kappel Design Launches 58,500-dwt Bulker into Fuel-Saving Future
Nakilat, in association with Qatari LNG producers Qatargas and Ras-Gas Company Limited and engine manufacturer MAN Diesel & Turbo, recently celebrated the success of the ME-GI project.
The project involved retrofitting chartered Q-Max vessel, Rashee-da, with a gas-burning M-Type Electronically Controlled – Gas In-jection (ME-GI) System, which has now been successfully commis-sioned.
The Qatari-owned Q-Max vessel is the world’s first low-speed ma-rine diesel engine to be converted to use LNG as a fuel. The retro-fit modification meets the current known and future stated global emissions regulations.
Nakilat’s Rasheeda built in 2010 is a 266,000 m3 LNG carrier with two MAN B&W S70ME-C HFO-burning engines, which have been converted to the dual-fuel ME-GI concept. The shipyard operator Nakilat-Keppel Offshore & Marine (N-KOM) carried out the ship’s conversion at its Erhama bin Jaber Al Jalahma Shipyard facilities in the major Qatari port of Ras Laffan In-dustrial City.
The project collaborators, in-cluding MAN PrimeServ, installed the ME-GI system on the vessel at the Erhama bin Jaber Al Jalah-ma shipyard in Qatar in June 2015. The partner for the ME-GI fuel sup-ply system is TGE.
Christian Ludwig, Head of Ret-rofit and Upgrades, MAN Prime-
Serv, said: “This is a fantastic mile-stone in our company’s history. It is a lighthouse project, and there has been a remarkable partner-ship and cooperation through this historic conversion. Our ME-GI or-der book now stands at 140 orders
– for different vessel sizes and ap-plications, which we see as a com-pelling case for our technology to be designated the industry stand-ard.”
Nakilat Managing Director Eng. Abdullah Al-Sulaiti, said, “The suc-cess of the ME-GI project is the culmination of years of coopera-tion with Qatargas, RasGas and MAN Diesel & Turbo as turnkey project manager. In late 2013, Na-kilat worked with our charterers...
Continued on page 2
The World’s First MAN B&W ME-GI in ServiceRetrofit milestone: successful ME-GI gas injection project for Nakilat’s ‘Rasheeda’
Traditional dhows at anchor in Doha, Qatar, home to Nakilat (picture used under Creative Commons licence, StellarD,Wikipedia)
PAGE 2 DIESELFACTS 3/2015
The World’s First MAN B&W ME-GI in Service MAN Alpha FP Kappel Design
The FAT (Factory Acceptance Test) of the first ME-GI engine in Japan recently took place at the Tamano Works of Mitsui Engineering & Ship-building Co., Ltd. (MES).
Overseen by the DNV GL classi-fication society, the engine is the first of two 8S70ME-C8.2-GI units for delivery to VT Halter Marine of Mississippi, USA for installation aboard two 2,400-teu ConRo ships for Crowley Maritime Cor-poration, USA.
The Crowley order
Crowley, the marine solutions, transportation and logistics com-pany, ordered the ME-GI engines, along with 3 × MAN 9L28/32DF
auxiliary engines for each vessel, in early-2014.
The ConRo ships – with con-tainer Lift-On/Lift-Off (LO/LO) and Roll-On/Roll-Off (RO/RO) – will be named ‘El Coquí’ and ‘Taíno’, and are scheduled for delivery in the second and fourth quarters of 2017, respectively.
The vessels will be two of the world’s first LNG-powered Con-Ro ships, designed to travel at speeds up to 22 knots, and carry various sized containers, along with hundreds of vehicles in en-closed, weather-tight car decking.
Crowley states that the vessels will offer customers fast ocean-transit times and, being powered by LNG, will set a new standard
for environmentally responsible shipping.
Crowley selected the high-pressure, Diesel-cycle ME-GI en-gines due to their high efficiency and power concentration. The ME-GI’s ability to avoid derating, and its negligible methane slip, also contributed to its selection.
Crowley reports that the new-buildings will reduce the amount of CO2 emissions attributable to each container by some 38%. Also, the ships will meet or ex-ceed all regulatory requirements and have the CLEAN notation, which requires limitation of opera-tional emissions and discharges, as well as the Green Passport, both issued by DNV GL.
Japan’s First ME-GI Successfully Passes FAT
Continued from front page
...to implement a pilot conversion on Q-Max Rasheeda, the first ret-rofit ME-GI project ever to be im-plemented in the marine industry. This is a milestone moment for all involved parties.”
MAN Diesel & Turbo reports that the vessel’s ME-GI units have displayed a seamless change be-tween fuel-oil and gas operation – a key characteristic of the ME-GI technology.
The Qatar fleet comprises 14 Q-Max and 31 Q-Flex LNG carriers, all using dual MAN Diesel Turbo’s S70-ME-C low-speed diesel en-gines for propulsion.
The ME-GI engine
The ME-GI engine represents the culmination of many years of work, and gives ship owners and oper-ators the option of utilising fuel or gas depending on relative price and availability, as well as environ-mental considerations. The ME-GI uses high-pressure gas injection, allowing it to maintain the numer-ous positive attributes of MAN B&W low-speed engines, which have made them the default choice of the maritime community. The ME-GI is not affected by the mul-tiple deratings, fuel-quality adjust-ments or large methane-slip issues, which have been seen with other dual-fuel solutions.
MAN Diesel & Turbo sees sig-nificant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, research in-dicates that the ME-GI engine de-livers significant reductions in CO2, NOX and SOx emissions. Further-more, the ME-GI engine’s negligi-ble methane slip makes it the most environmentally friendly technol-ogy available. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.
An ME-LGI counterpart that uses LPG, methanol and other liq-uid gasses is also available and has already been ordered.
About Nakilat
Nakilat is a Qatari LNG transport company providing an essential transportation link in the State of Qatar’s LNG supply chain. Its LNG shipping fleet is the largest in the world, comprising 63 LNG vessels. Nakilat also manages and oper-ates four large LPG carriers via two strategic joint ventures: N-KOM and NDSQ. Nakilat operates the ship repair and construction facili-ties at Erhama Bin Jaber Al Jalah-ma Shipyard in Ras Laffan Indus-trial City. Nakilat also offers a full range of marine support services to all those vessels operating in Qatari waters.
Continued from front page
“A key point during the design stage was to address the prob-lem experienced by similar ves-sels that encounter an overly-small light running margin (LRM). There-fore, MAN Diesel & Turbo recently introduced new light running mar-gins for all FP propellers and two-stroke engines of 4-10%. Further-more, the propeller layout for these 58,500-dwt vessels is 3-4% higher than normally applied to these ves-
sel types. In doing so, MAN Diesel & Turbo has managed to ensure a significantly safer and more reli-able course of operation, while at the same time improving the ves-sel’s efficiency and manoeuvrabil-ity during its entire lifetime.”
The MAN Alpha Kappel propeller optimisation has been carried out based on the stern and wake field for the newly designed 58,500-dwt vessel, with a 58,500-dwt stock propeller.
The Elsabeth C and Mirela were constructed by New Times Ship-building Co. Ltd, Jiangsu, China and were scheduled for delivery in September 2015. The remaining sisters are scheduled for delivery over the following 12 months. This series of vessels was specifically designed to have the largest carry-ing capacity and greatest efficien-cy of any vessel within the 190-me-tre LOA range.
A closer view of the 6.8 metre Kappel FP propeller fitted with ‘propeller hub cap fins’
The Elsabeth C and Mirela newbuildings
About Lemissoler
Over the years Lemissol-er has become a diversi-fied shipping group with activities in the business fields of liner shipping, ship owning and ship management. The group is based in Limassol, Cy-prus and is represented globally through a broad network of offices.
PAGE 3DIESELFACTS 3/2015
World-First, Dual-Fuel Container Ship Conversion AnnouncedFour-stroke MAN engine to be converted to dual-fuel operation
Wessels Reederei, the German ship-ping company, has signed a contract with MAN Diesel & Turbo at the Euro-port exhibition for maritime technol-ogy to retrofit the 8L48/60B main en-gine of its 1,000-teu container ship
‘Wes Amelie’ to dual-fuel operation.
The vessel will be the first of its kind worldwide to be converted to an LNG-capable propulsion system.
Through running on LNG, the Wes Amelie will drastically reduce emissions of sulphur oxide by over 99%, nitrogen oxide by approxi-mately 90%, and carbon dioxide by up to 20%.
Dr. Thomas Spindler, Head of Upgrades & Retrofits – MAN Prime-Serv Four-Stroke – MAN Diesel & Turbo, said: “We are very excited about the signing of this contract and view its potential for broader adoption within the maritime sec-tor as significant. We enjoy an ex-cellent cooperation with Wessels and commend their willingness to
adopt our dual-fuel technology.”Wessels has earlier stated that
the project will promote the de-mand for LNG as a fuel within the maritime industry where Wessels Reederei GM, Christian Hoepfner, said: “With each rebuild, we are creating an increasing demand for LNG as a clean fuel. Only in this way – and not only through ap-peals – can the development of an LNG infrastructure continue to gain momentum.”
Due to the long delivery time of LNG tanks, the engine retrofit will commence in Q4 2016. Full op-erational usage of LNG as fuel is planned for early December, 2016.
Multiplier effect
The Wes Amelie is a modern feed-er-vessel that was launched in 2011 and operates in the North and Baltic Seas. When selecting a suitable vessel for conversion, special attention was paid to the scalability of the engineering ser-
vices as well as the development costs, reducing significantly the costs for follow-up projects. In this
respect, the Wes Amelie has 23 sister ships, 16 of them structurally identical, which would allow follow-
up projects to be easily implement-ed. This ship therefore facilitates a multiplier effect, with multiple, oth-er ‘conversion-capable’ vessels also found around the European continent.
About Wessels Reederei
With a current fleet of 43 ships, Wessels Reederei is one of the largest managers of coastal ves-sels with 33 coasters, four con-tainer and six multipurpose vessels in its fleet portfolio. The company employs a staff of 45 at its Haren/Ems headquarters.
The optimisation of fuel con-sumption and pollutant emission has always been an integral com-ponent of its business philosophy. Initiatives range from the establish-ment of emissions optimisation measures, software implementa-tion to increase energy efficiency and the development of alternative propulsion systems.
Pictured at the signing at Europort were (front, left to right) Dr Thomas Spindler (Head of Upgrades & Retrofits, MAN PrimeServ Four-Stroke) and Christian Hoepfner (Wessels Reederei GM); (back, left to right) Marcel Lodder (Project Engineer, Upgrade & Retrofit, MAN PrimeServ), Stefan Eefting (Vice President, MAN PrimeServ), Rainer Runde (Project Manager, Wessels Reederei), and Gerd Wessels (Managing Partner – Wessels Reederei)
The ‘Wes Carina’, a sister ship to the ‘Wes Amelie’ (picture courtesy Wessels)
PAGE 4 DIESELFACTS 3/2015
Voyager Fishing Company, Ltd., based in Kilkeel, Northern Ireland, has ordered a new trawler/purse seiner, designed by Salt Ship Design in Norway and to be built at Karstens-ens Skipsværft in Skagen, Denmark.
The newbuilding will be powered by a propulsion package compris-ing an MAN 12V32/44CR main en-gine, a 4,400-mm ø MAN Alpha VBS 1100 propeller, a two-speed RENK Type RSVL1000 gearbox, and an Alphatronic AT3000 remote control system. Vessel delivery is scheduled for August 2017.
Frederik Carstens, Head of Sales, Offshore/Fishing, MAN Die-sel & Turbo, said: “Fishing is an im-portant segment for the 32/44CR engine. A key reason behind the demand for the engine is that MAN Diesel & Turbo offers complete propulsion-package solutions that
– in terms of SFOC – are optimised from start to finish.”
Director Tage Rishøj, Karstens-ens, stated that Voyager will be
one of the most powerful pelagic-fishing vessels in the world with a bollard pull of more than 120 tons and commented on its very high efficiency when comparing the bol-lard pull with the size/power of the engine.
Carstens continued: “The en-gine has gained a good foothold in the market for its flexibility, low levels of noise/vibration, reduced smoke during engine start and operation, and is already building a reputation as an excellent work-horse.” He concluded: “We are also very pleased with how well the common-rail system has per-formed in this key segment.”
A powerful engine
MAN Diesel & Turbo reports that this order is its first for a 12V32/44CR type with a power rating of 7,200 kW, making it the hitherto most powerful model the company has delivered to the pe-lagic fishery market. The new Voy-ager will catch fish in the North
Atlantic in an area known for its challenging weather, a primary reason behind the owner ordering such a powerful engine.
The Voyager will replace the existing 75.6-metre vessel of the same name that Karstensens built in 2010, and represents the largest vessel built at the shipyard to date. Upon completion, the 86.4-metre fishing vessel will have a loading capacity of more than 3,200 m3. Notably, when comparing the two vessels, the newer model’s larger, optimised propeller has meant that the shipowner has been able to employ a smaller engine, despite the larger size of the newbuilding.
MAN Diesel & Turbo reports that the Voyager order is just the latest in a string of orders the company has landed in the fishing segment for the 32/44CR engine. These include orders for European tuna boats, and North American and Scan-dinavian trawlers, of which two of the latter have been delivered by Karstensens already this year.
Beneficial propulsion optimisation
The two-speed RENK gearbox of-fers both economic and environ-mental benefits, particularly for fishing vessels and other vessels having a multiple operational pro-file or reduced transit speed.
As a result of the vessel’s float-ing frequency system (from 50 to 60 Hz), the propulsion system is also able to operate in ‘shaft alter-nator mode’ with reduced engine and propeller speed in both steps. With this part-load optimisation feature, offering up to 16.7% low-er engine/propeller speed in both steps, the fuel consumption is fur-ther reduced.
The gear box features two gear-ratio settings, which facilitate a re-duced propeller speed at an opti-mal engine speed. This allows the electric power generation for the PTO on the gearbox to remain un-interrupted in both trawling and transit modes in combination with the floating frequency (from 50
to 60 Hz). This, in turn, provides the highest efficiency in all opera-tion modes, ensuring a reduction in fuel consumption of up to 20%, depending on the vessel’s opera-tion profile.
Furthermore, cavitation and noise are reduced when operat-ing at low propeller rpm, which improves the vessel’s fishing ca-pabilities.
Boost injection
The MAN 32/44CR engine also boasts of a special, patented feature for common-rail engines, called boost injection. SaCoS
one, the engine’s safety and control system, is able to detect a load in-crease at an early stage and im-prove the load response of the en-gine significantly by activation of a boost injection in the common-rail control.
If an engine detects a sudden load increase, it changes the in-jection timing and increases the rail pressure by about 200 bar.
New Order Confirms the Popularity of the 32/44CR EngineComplete propulsion package drives influx of orders in fishing segment
Graphical rendering of the new ‘Voyager’
PAGE 5DIESELFACTS 3/2015
This change leads to higher engine torque, a reduced speed-drop, a short recovery time, and no addi-tional air consumption.
Alphatronic 3000 control system
The propulsion control system specified for the Voyager is MAN Diesel & Turbo’s new and ad-vanced Alphatronic 3000 genera-tion. The installation will be config-ured for complete control station set-ups at the main bridge, the starboard and port indoor bridge wings, aft bridge and the engine control room. As a special feature for optimised operational economy, the control system is specified with two-speed gear selection – in ad-dition to the load control for floating frequency operation.
The MAN Alpha remote con-trol system AT3000 is highly user-friendly and intuitive with the ability to switch between the two speeds ensuring that the vessel always op-erates with the highest possible ef-ficiency. MAN handles all interfac-es to clutch control, PMS, etc.
Additionally, the propeller speed change is performed automatically with the shaft alternator engaged
and in full operation.
An optimised aft-ship solution
The high-efficiency (Alpha High Thrust) AHT propeller nozzle has been specified in this case for
‘headbox’ mounting. The optimi-sation and integration of the large propeller and nozzle into the ves-sel’s aft-ship design was carried out in close cooperation with Salt Ship Design.
A propeller- and propulsion-op-timised aft-ship solution delivers energy optimisation, resulting in
fuel-consumption savings and low-er exhaust-gas emissions. The fine tuning of the final propeller-blade design has been based on a care-ful assessment of the Voyager’s predicted operational power/speed/duration profiles, while tak-ing onto consideration the com-promises involved in finding the perfect design solution for, for ex-ample, high-speed steaming and maximum pulling power efficiency at trawling speed with suppression of cavitation and noise.
Principal details – Voyager
Length overall (m) 86.4
Breadth (m) 17.8
Depth (m) 10.3
Main engine 1 × MAN 12V32/44CR (7,200 kW)
Propeller plant ø (mm) 4,400
Shaft alternator (kW) 3,500
Thrusters (kW) 1 × 1,400
Gearbox Two-speed RENK – Type RSVL1000
Propeller 4.4-m MAN Alpha propeller, incl. AHT nozzle
Control system
AT3000 remote control system with
two-speed gear selection
Source: MAN Diesel & Turbo
Library photo of the 4,400-mm ø MAN Alpha VBS 1100 propeller, the associated rudder bulb, and the high-efficiency (Alpha High Thrust) AHT propeller nozzle
Library photo of the MAN 12V32/44CR engine ordered for the Voyager newbuilding
At a signing ceremony in Anqing, Anhui province on 8 October 2015, CSSC Marine Power Co., Ltd. (CMP) renewed its contract with MAN Diesel & Turbo for another 10 years of production of four-stroke medium speed engines. CMP is an engine-manufacturing division of the Chinese State Shipbuilding Corporation (CSSC), one of the largest Chinese shipbuilders.
The new agreement marks the renewal and continuation of a cooperation that first started in the 1980s.
Mr. Zhang Haisen, Chairman of CSSC Marine Power Co., Ltd.
- said: “The extension of the four-stroke licence agreement be-tween CMP and MAN Diesel & Turbo is a tribute to the very first licence we bonded 35 years ago. Furthermore, the com-prehensive cooperation scope refers not only to four-stroke diesel engines, but also to two-stroke low speed engines, CPP propellers, turbochargers, and SCR systems. CSSC values MAN Diesel & Turbo as its pre-mium partner, and sincerely ex-pects to continue this important business partnership to another 35-year milestone.”
Klaus Engberg – Senior Vice President and Head of Two-Stroke Licensing –said: “We have enjoyed a long, close co-operation with CSSC/CMP that stretches all the way back to 1980, and over the years CMP has produced a broad range of MAN four-stroke engines, but also small two-stroke engines.” Engberg continued: “Especially over the last decade, our two companies have intensified their technical cooperation, making
CMP today one of MAN Diesel & Turbo’s major licensees glob-ally for such engines, and the largest producer of MAN four-stroke engines in China.”
Ulrich Vögtle – Vice President and Head of Large Bore Four-Stroke Licensing – said: “We view our relationship with CSSC as pivotal to our success in giv-ing Chinese customers access to our technology. Accordingly, we are very happy and proud today to be able to officially an-nounce the continuation of our excellent business relationship for the next decade.”
To date, CMP has deliv-ered 5,000 units of MAN four-stroke diesel engines, equiva-lent to 4,700,000 kW. CMP also holds a licence agreement for two-stroke MAN B&W engines, which it too renewed for a dec-ade at a ceremony in Beijing earlier this year.
About CSSC/CMP
Headquartered in Beijing, CSSC handles shipbuilding activities in the east and south of China and consists of vari-ous ship yards, equipment manufacturers, research insti-tutes and shipbuilding-related companies. Some of the best-known shipbuilders in China, such as Jiangnan Shipyard and Hudong-Zhonghua Shipbuild-ing, are currently owned by CSSC.
Zhenjiang Marine Diesel (ZJMD), CMP’s predecessor, was founded in 1976 and signed a 15-year medium-speed licensing agreement with MAN Diesel & Turbo on 13 May 1980. This was subsequently extended in 1995 and 2005.
Chinese CMP Renews Four-Stroke Licence Agreement
MAN Diesel & Turbo attendees at the ceremony included Klaus Eng-berg – Senior Vice President and Head of Two-Stroke Licensing, Ulrich Vögtle – Vice President and Head of Large Bore Four-Stroke Licensing, Dr Manfred Biedermann – Head of MAN Diesel & Turbo, China, and Dai Jun – Head of Licensing Support, China
PAGE 6 DIESELFACTS 3/2015
Condition-Based Maintenance for TCA and TCR TurbochargersKemal Oguz Coban – of the Product Line Turbochargers Division – MAN Diesel & Turbo, introduces a new concept
As 75% of the total output of contem-porary diesel engines is solely at-tributable to the turbochargers, their downtime greatly endangers the operational availability of the plant/vessel.
Moreover, they are – in general – one of the most critical compo-nents of an engine as they are sub-ject to both extreme temperatures and revolutions, which makes their production, as well as the produc-tion of turbocharger spare-parts, very expensive. Accordingly, en-suring their safe operation and reg-ular maintenance is of great impor-tance for shipowners.
Having been introduced in the early 2000s, MAN’s latest turbo-charger series – the TCA and TCR series – have been very well re-ceived by the market as they are both still able to cope with the re-quirements of the entire MAN en-gine portfolio despite the many changes in market demands and new regulations. This positive mar-ket reception has not only yielded more than 7,000 TCR references and some 6,500 for the TCA, but has also culminated in millions of running hours that have delivered valuable service experience. This, in turn, has led to MAN developing a number of service solutions for customers, one of which is called ‘Condition-Based Maintenance’ (CBM).
The CBM concept
In brief, CBM can be described as the replacement of parts only when absolutely necessary. During over-hauls, all turbocharger parts are in-spected and evaluated according to pre-defined MAN PrimeServ cri-teria. If evaluated as being within the prescribed limits, the parts are deemed as fit to use until the next overhaul provided that operating instructions are strictly adhered to.
CBM for bearings
Since 2009 and the introduction of new lubrication-tank and axial bearing designs, more than 2,000 TCAs have entered service with, notably, no reported failures to date. As a result, the previously pre-scribed, intermediate, axial-bear-ing inspections for both two- and four-stroke engines were revoked in April 2014 (as announced by customer letter CUS333). The cur-rent, intermediate inspection for the TCA series just recommends a visual check of the compressor wheel for possible blade damage; this entails the simple disassem-
bly of the filter silencer and insert piece, a task easily performed by on-board crew over roughly 2-3 hours. In comparison, the TCR series requires no intermediate in-spection. Accordingly, to all intents and purposes, both turbocharger series can operate normally be-tween consecutive dry-dock visits. Expected bearings lifetime for the TCA and TCR series are, respec-tively, 50,000 and 30,000 hours. Service experience with both se-ries has, until now, shown that the bearings can be used up to a sec-ond major overhaul, provided that internal lubrication is normal and rotor balance is maintained. During major overhauls, the wear limits for axial and radial bearings are meas-ured and evaluated regarding con-tinued use until the following, major overhaul. Figures 1 and 2 belong to the recent service reports for a TCA66 and for a TCR22 after a first major overhaul and illustrate the condition of different bearings that were evaluated as acceptable for continued use.
CBM for nozzle rings:
In MAN Diesel & Turbo’s project guides, the expected lifetime of TCA and TCR nozzle rings are stat-ed as 40,000 and 30,000 hours, respectively. During inspections, the TCAs are specifically checked for cracks. Critical types of crack are described in more detail in MAN Diesel & Turbo’s customer information letter – PCI338. In Fig-ure 3, the condition of the nozzle rings from a TCA77 aboard a con-tainer ship after 57,000 hours can be observed.
The wear on TCR nozzle rings compared to TCA units tends to be higher owing to the way the vanes are exposed to exhaust gases and the duration of the exposure.
Therefore, effective cleaning is par-ticularly necessary as prescribed in the respective instruction manuals.
There are many good examples of nozzle rings that have not required replacement during major over-
hauls. Figures 4 and 5 are taken from the service reports for two different TCR22s aboard different tankers after 26,000 and 24,000 hours, respectively.
CBM for Compressor Wheels
In MAN Diesel & Turbo project guides, the expected lifetime of TCA compressor wheels are stated as 80,000 operating hours. How-ever, experience shows that the actual lifetime of the compressor wheel mostly depends on operat-ing cycles, with operating temper-atures being of particular impor-tance. Lifetime evaluation is based on the relation between electrical conductivity and material hard-ness. However, measuring mate-rial hardness can lead to damage, particularly on an aluminum alloy as very high forces are brought to
Figure 1: Bearings from a TCA66 turbocharger pictured aboard a bulk carrier after 28,000 running hours
Figure 2: Axial Bearings on a TCR22-21 turbocharger pictured aboard a tanker after 26,000 running hours
Figure 3: Nozzle rings on no. 1 and 2 TCA77s after 57,000 running hours
Figures 4 and 5: TCR22 nozzle rings pictured after 26,000 and 24,000 hours
PAGE 7DIESELFACTS 3/2015
bear on a very small area, which can potentially cause tiny cracks. Instead, MAN uses an electrical conductivity test where the com-pressor wheels are evaluated by their “International Annealed Cop-per Standard”, known as ‘% IACS’, that is, the electrical conductiv-ity for metals and alloys relative to a standard, annealed, copper conductor. During the production phase and upon the finalisation of each compressor wheel, its elec-trical conductivity is measured at several designated points and reg-istered in a database, see Figures 6 and 7.
During an overhaul, this test is offered to shipowners as an op-tion, especially when the expected lifetime of a compressor wheel is close or already reached. In such a case, the same points as were measured in production are meas-ured by service engineers and
the results compared to the pro-duction values. If the values are within the designated limits, the compressor wheel is evaluated as suitable for continued operation until the next overhaul as long as individual operating instructions are strictly adhered to. To date, no TCA compressor wheel has been opened for a third major overhaul but precedence exists in the form of the ample service experience that exists for the previous-gen-eration NA series. Figures 8 and 9 are from the service report for an NA57/T turbocharger aboard a containership after 107,000 oper-ating hours.
Conclusion
The examples we have covered in this article clearly show that the CBM concept delivers potentially significant savings to shipowners that are not automatically com-
pelled to replace parts due to the scope of an overhaul or based purely on the age of parts. Moreo-ver, parts are replaced only when necessary and there is no ‘service kit’ concept where every compo-nent is renewed regardless of con-dition. In addition, MAN Diesel & Turbo offers owners several types of maintenance contract, depend-ing on their requirements and budget, where their fleet is under continuous surveillance. So far, nearly 1,500 MAN turbochargers are covered by such contracts. Correct spare-parts handling and effective maintenance planning play a major role for owners in their budget planning for plants. Thanks to the CBM concept for TCA and TCR turbochargers, shipowners can enjoy significant savings by maintaining equipment at the opti-mal time.
Figure 6: Basics of the electric conductivity test where a potentiometric method with electrodes is employed that creates an electric field that causes electrons to drift towards the positive terminal
Figure 7: Example of measurement points on a compressor wheelFigures 8 and 9: Measuring Points on an NA57/T compressor wheel
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PAGE 8 DIESELFACTS 3/2015
MAN PrimeServ Welcomes New Member to Prestigious ClubMAN Diesel & Turbo’s service wing recently welcomed a new member to its noteworthy ‘100,000 Operating Hours Club’.
The happy party was Mastermind Shipmanagement Ltd. of Cyprus who received the award for an MAN 9L32/40 engine that serves as main driver aboard the ‘Ema-nuel 49’, a multipurpose tween-decker that has sailed the high seas since 1997 with special break bulk and heavy lift cargoes.
Originally built at MAN Diesel & Turbo’s Augsburg works in south-ern Germany, Emanuel 49’s four-stroke engine is now the proud
owner of a memorial plaque boast-ing of its fine achievement. In gen-eral, the 32/40 engine has a power output from 3 - 9,000 kW, and is characterised by low wear-rates and long maintenance intervals.
The Mastermind Group is princi-pally a ship-owning company but its ship-management division technically manages a fleet of more than 16 vessels, which con-sists of dry bulk, break-bulk and multipurpose vessels. The Master-mind Group was a launching part-ner of MAN Diesel & Turbo’s 6S40 ME-B engine and is a keen pro-moter of the EMC (Engine Manage-ment) concept.
The Turbocharger unit of MAN PrimeServ, MAN Diesel & Turbo’s service division, recently signed a Premium Turbocharger Mainte-nance Contract with AMCL - Asso-ciated Maritime Company (HKG) Ltd.
The contract initially covers ap-proximately 36 turbochargers, installed aboard various ves-sels from the AMCL fleet operat-ing worldwide. The turbocharger types covered by the contract are essentially TCA axial types for main engines, and NR radial types for auxiliary engines.
MAN PrimeServ reports that its global network of service centres is well-placed to serve AMCL’s trading routes. Under the terms of the agreement, PrimeServ will provide all relevant services as part of a complete maintenance package.
Accordingly, MAN PrimeServ Turbocharger – in coordination with the MAN PrimeServ network
– will coordinate and plan all up-coming scheduled maintenance intervals for AMCL’s turbocharg-ers, including the timely delivery of necessary spare parts.
Premium Maintenance Con-tracts
With a Premium Maintenance Contract, MAN Diesel & Turbo handles all scheduled mainte-nance planning for the customer six to seven months prior to an upcoming turbocharger service. The customer simply confirms the upcoming service by email. Such contracts entail several, other benefits:
Timely spare-parts planning that enables higher price flex-ibility
MAN PrimeServ Turbocharg-er monitors and administrates upcoming maintenance inter-vals
Fixed prices for turbocharger services and spare parts
Turbocharger operational data constantly updated in-cluding the complete mainte-nance history
Open access to mainte-nance documentation, elec-tronic spare-parts catalogues and service reports through PrimeServ’s customer in-tranet.
About AMCL
AMCL is a ship management company that is historically linked with the Tung Group. Dur-ing its long history, the Group was among the first in pioneering Very Large Crude Carriers (VLCCs)
and has made numerous signifi-cant and innovative contributions to the development of Chinese shipping industries around the world.
Today, AMCL is one of the lead-ing ship management companies in Hong Kong, operating the larg-
est tanker fleet for the China Mer-chants Group in all aspects cov-er ing ship management, commercial operations, corpo-rate and accounting services as well as new building supervision, while retaining a high degree of cost efficiency.
AMCL Signs Turbocharger Premium Maintenance Contract
Pictured at the contract signing (from left) Eric Siu - Spare Parts Sales Manager – MAN PrimeServ – HKG; Wu Jianyi General Manager Tech. Dept. AMCL; Peter Dittrich – Head of Contract Management – MAN PrimeServ Turbocharger, Ryan Soong - Spare Parts Sales Manager – MAN PrimeServ – HKG
(From left) Mastermind’s Technical Manager – Andreas Potamitis – and Manag-ing Director, Captain Eugen-Henning Adami, pictured receiving their memorial plaque from Hans Odgaard, Managing Director, Man Diesel & Turbo, Cyprus The Emanuel 49 (picture courtesy Mastermind)
PAGE 9DIESELFACTS 3/2015
Largest and most powerful MAN B&W-branded engine ever built ap-proaches market début.
Doosan Engine has reported that the initial start of an MAN B&W 11G95ME-C9.5 two-stroke engine took place during October 2015 at its works in Korea – a successful shop-test subsequently followed. Rated at 103,000 horsepower, the engine is the largest and most powerful engine from the MAN Diesel & Turbo portfolio ever de-signed and built.
The engine is the first in a series of six, bound for six 19,160-teu container ships ordered by Medi-terranean Shipping Company S.A. (MSC), one of the world’s largest shipping lines.
MAN Diesel & Turbo reports that it currently has orders for 28 × 11G95ME-C9.5 units, all for ves-sels serving the international con-tainer trade.
The introduction of the G95ME-C9 was an important addition to MAN Diesel & Turbo’s G-engine programme. The G95ME-C9 en-
gine, with a bore of 950 mm and a stroke of 3,460 mm, provides 6,870 kW/cylinder at 80 rpm and 21 bar MEP (in L1) and supplements the successful S90ME-C9/10 engine types by allowing the engine to be further de-rated thanks to the larg-er cylinder bore and/or fewer cylin-ders to be installed.
MAN Diesel & Turbo’s G-type programme entered the market in October 2010. The ‘G’ prefix be-fore an engine means it has a de-sign that follows the principles of MAN Diesel & Turbo’s large-bore, Mark 9 engine series with an ultra-long stroke that reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency.
G-type engines’ longer stroke results in a lower rpm for the en-gine driving the propeller. This low-er optimum engine speed allows the use of a larger propeller and is, ultimately, significantly more effi-cient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consump-tion and CO2 emissions.
Alternate view of the 11G95ME-C9.5 engine during its shop test in Korea (courtesy Doosan)
The G95ME-C9 engine supplements the successful S90ME-C9/10 engine types
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
90,000
60 70 80 90 100
S90ME-C9G95ME-C9
S90ME-C10
r/minEngine/propeller speed at SMCR
PropulsionSMCR power
kW
Record-Breaking MAN B&W Engine Leaves Test Bed in Korea
PAGE 10 DIESELFACTS 3/2015
Dredging Specialist Selects MAN Power
PrimeServ Clinches Large Retrofit Contract with Florida-Based ClientMajor cruise line gets new turbochargers; installation during regular sailing schedule
MAN Diesel & Turbo propulsion pack-ages ordered for two dredger new-buildings.
Van Oord, the leading dredging and marine contractor based in Rotterdam, has placed an order for two trailing-suction hopper dredg-ers. Each vessel will feature a com-plete MAN Diesel & Turbo propul-sion package with:
MAN 6L48/60CR engines RENK gearboxes with PTO MAN Alpha CP Propeller sys-
tems AHT (Alpha High Thrust) Pro-
peller nozzles MAN Alpha AT3000 propul-
sion-control systems.The vessels will be constructed at CNN LaNaval Shipyard in Sestao, Spain with delivery dates sched-uled for 2017. The order is part of Van Oord’s continuous investment programme.
The new dredgers will have a hopper capacity of approximately 17,000 m3, a length of 158 metres and a width of 36 metres. They will also be equipped with two suc-tion pipes with submerged e-driv-en dredge pumps, two shore-dis-charge dredge pumps, six bottom doors and a total installed power of 23,680 kW. The newbuildings will each have accommodation for 38 persons.
Green credentials
Special attention was paid to the energy-efficiency of the vessels. The design includes several as-pects which result in substantial reductions in fuel consumption and consequently a fall in CO2 emissions. The vessels will be equipped with innovative and sus-tainable systems and will both ob-tain a Green Passport and Clean Ship Notation.
The 48/60CR engine
The 48/60CR engine type is one of the most successful engine types used in dredging application. Cur-rently, MAN Diesel & Turbo has 14 such engines on order for instal-lation aboard cutter- and hopper-dredger newbuildings for cus-tomers in Benelux and China. All engines will be built at MAN’s main facility in Augsburg, Germany.
The engines are equipped with key, in-house-developed technol-ogies to optimise their economic and ecological performance, in-cluding:
high-efficiency, TCA-type, ex-haust-gas turbochargers
advanced, electronic fuel-in-jection system
electronic hardware and soft-ware for engine control, moni-toring and diagnosis, SaCoSone and CoCoS EDS.
Propellers and aft-ship details
The MAN Alpha propeller and aft-ship package supply for each Van Oord vessel consists of a complete twin-screw propeller, nozzle and shaft system, including Alphatronic 3000 propulsion controls.
The CP propellers are driven via shaft lines. Each shaft includes a disc brake and locking system. The ducted propellers are head-
box-mounted AHT nozzles. A high degree of service friendliness is ensured since the propeller-hub mechanism can be inspected and dismantled from aft. Additionally, by means of intermediate plates between propeller blade flanges and propeller blades, the propel-ler blades are predisposed to un-derwater replacement – in this way avoiding the need for docking
– should such a scenario arise.
Propulsion control
The twin-screw Alphatronic 3000 system will control the two propul-sion lines with engine, reduction gear and CP propeller via main-bridge control stations, engine-room control stations and an interface to joystick control for dynamic-posi-tioning requirements.
MAN PrimeServ has won the con-tract from Royal Caribbean Cruises Ltd. (RCCL) to retrofit the turbo-chargers aboard four cruise liners from its fleet.
The contract covers the retrofit of a total of 30 turbochargers aboard four vessels – two operated by Royal Caribbean International, and two operated by Pullmantur, a wholly-owned RCCL subsidiary, along with attachment kits and technical support. The vessels are called ‘Grandeur of the Seas’ and ‘Enchantment of the Seas’, are both equipped with 4 × 12V48/60 MAN engines, and will be retrofitted with 16 × TCA55 turbochargers. Simi-larly, the cruise vessels ‘Horizon’ and ‘Zenith’ – both equipped with 2 × 9L40/54B and 5 × 6L40/54B engines – will also be retrofitted with 4 × NA40/S and 10 × NA34/S turbochargers.
Speaking at RCCL headquar-ters in Miami, Wayne Jones, Senior Vice President and Head of MAN
PrimeServ Diesel, said: “This tur-bocharger upgrade will not only boost engine performance but also extend engine life and sup-port the entire operation both from a technical as well as a cost per-
spective. In the end it’s an invest-ment in sustainability.”
Gregory Purdy, Senior Vice Pres-ident, Marine Operations, Royal Caribbean International, said: “Our ships are the best and most inno-
vative in the world. Thus we are always eager to explore new solu-tions to increase their performance. We put high expectations in this turbocharger upgrade.”
“Our fleet has an outstanding
reputation; our customers always expect the best vacation experi-ence. To meet and even exceed this expectation we need reliable partners with focus on sustain-ability” underlined William Baum-gartner, SVP Global Marine Oper-ations at RCCL.
Wayne Jones was equally con-fident: “RCCL’s vision is exactly what we strive to achieve: to ex-ceed our customer’s expectations and this is exactly what we hope for in this project!”
Installation of the first retrofit will take place aboard Enchantment of the Seas in December 2015 dur-ing its regular sailing schedule be-tween Florida and the Bahamas. Each installation will take approxi-mately 10 days per engine.
The project has been and will be handled from MAN PrimeServ Tur-bocharger HQ in Augsburg, in close collaboration with the local MAN PrimeServ Diesel team in Fort Lauderdale (USA).
Graphical representation of the new hopper-suction dredger (courtesy Van Oord)
Pictured at the signing of the turbocharger contract (from right to left): Gregory M. Purdy (SVP, Marine Operations, Royal Caribbean International), Wayne Jones (SVP MAN PrimeServ), Carlos Pedercini (VP, Marine Operations & Global Nautical Services, Royal Caribbean International), Michael Kontny (Director Sales, MAN PrimeServ), Evangelos P. Sampanidis (As-sociate VP, Fleet Management, Celebrity), Leonidas Lavdas (Fleet Director, Celebrity), Kimmo Heikkila (Director, Power-plant & Technical Systems) , Stiliyan Dimov (Manager, Global Marine Operations)
PAGE 11DIESELFACTS 3/2015
Jan De Nul Group, the leading dredg-ing specialist, is set to further ex-pand its modern fleet with a self-propelled, cutter-suction dredger to be built at Croatian shipyard, Uljanik Brodogradiliste in Pula.
The vessel, currently designat-ed ‘JDN8069’, will feature 1 × MAN 14V48/60CR + 2 × MAN 9L48/60CR engines as well as 3 × step-up, RENK Rheine gearbox-es for a diesel-electric plant. RENK will also deliver the gearboxes for the cutter-head drive as well as for the dredger and booster pumps. Upon completion, the vessel will be the largest of its type in the world.
Lex Nijsen – Vice President and Head of Four-Stroke Marine – MAN Diesel & Turbo, said: “Jan De Nul
Group knows MAN very well and much of its fleet features our en-gines. This new vessel represents a significant development within the dredger segment in that, up to now, the largest installed power on similar vessels was approximately 27-28 MW, a figure the new vessel easily surpasses. I’m confident this order will help Jan De Nul Group maintain its strong presence in the dredger market.”
Popular dredging choice
The MAN L/V 48/60CR engine type is one of the most successful engine types used in dredging ap-plications. Among the 56 such en-gines MAN Diesel & Turbo current-ly has on order for various marine applications, 14 alone are bound for installation aboard cutter- and
hopper-dredger newbuildings for customers in Benelux and China. All engines will be built at MAN’s main facility in Augsburg, Germany.
The 48/60CR engines are equipped with key, in-house-de-veloped technologies to optimise their economic and ecological per-formance, including:
high-efficiency, TCA-type, ex-haust-gas turbochargers
advanced, electronic fuel-in-jection systems
electronic hardware and soft-ware for engine control, moni-toring and diagnosis in the form of MAN Diesel & Turbo’s propri-etary SaCoSone system.
The new vessel will be able to boast of over 40,000 kW total die-sel installed power, making it ap-
proximately 50% more powerful than the Luxembourg outfit’s own ‘J.F.J. De Nul’, currently the largest cutter-suction dredger in the world. JDN8069 is due for delivery at the beginning of 2017 and will operate globally.
About Jan De Nul Group
People and global expertise. These are the corner stones of Jan De Nul Group’s success. Thanks to its
skilled employees and the world’s most modern fleet, Jan De Nul Group is a leading expert in dredg-ing and marine construction activi-ties, as well as in specialised ser-vices for the offshore industry of oil, gas and renewable energy. These core marine activities are further enhanced by Jan De Nul Group’s in-house civil and environmental capabilities offering clients a com-plete package solution.
Jan De Nul Group Order – Principal Engine Data
Total installed power (kW) 40,975
Individual engine output (kWmech)
16,800 (14V48/60CR)
10,800 (9L48/60CR)
Engine fuel HFO/MDO/ MGO
Cutter power (kW) 8,500
Pump power (kW) 3 × 8,500
Length o.a. (m) 151.3
Width (m) 36.0
Draught (m) 5.8
Speed (kn) 12.0
Suction pipe (mm) 1 × 1,100
Dredging depth (m) 45.0
Source: Jan De Nul
Library photo of the MAN 48/60CR engine
Side profile of the dredger newbuilding (picture courtesy Jan De Nul Group)
Graphical rendering of the Jan De Nul Group newbuilding ‘JDN8069’ that, upon completion, will become the largest cutter-suction dredger in the world (picture courtesy Jan De Nul Group)
MAN Engines Ordered for World’s Largest Cutter-Suction Dredger
DIESELFACTS 3/2015
For further information
MAN Diesel & [email protected] www.mandieselturbo.com
See DieselFacts online with video clips: www.mandieselturbo.com/dieselfactsor download the app to your tablet or smartphone.
Publisher: Peter Dan Petersen, MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational purpo-
ses only and is especially not guaranteed in any way. Depending on the subsequent spe-
cific individual projects, the relevant data may be subject to changes and will be assessed
and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
MAN 32/44CR Gets EPA CertificationCommon-rail unit declared ready for the vital US market
MAN Diesel & Turbo has announced that the MAN 32/44 Common Rail engine family (rated power: 3,600
– 12,000 kW) has received US EPA Certification, a requirement for all engines installed aboard US-flagged vessels.
Chuck Griffith, Sales Manag-er, MAN Diesel & Turbo, North America, said: “This certification is a significant step in our four-
stroke, marine-engine strategy for the US market. The engine family has been certified US EPA Tier 2 for Category 3 engines and builds the foundation for us to introduce our US EPA Tier 3 for Category 3 product in 2016. This will allow US customers to benefit from the high power output and low fuel-con-sumption of our medium-speed, common-rail engines.”
US EPA Tier 3 is currently the fi-
nal emissions tier for Category 3 (≥ 30L/cyl displacement) engines, and is similar to US EPA Tier 4 for Category 1 and 2 (< 30 L/cyl dis-placement) engines.
The US EPA certification pro-cess was initiated in response to demand from the American fishing industry. MDT has already received several orders within the United States for the engine, including that for an MAN 8L32/44CR en-
gine to power a newbuilding trawl-er for Fishermen’s Finest, the U.S. fishing company. This order was significant in that it represented a breakthrough for the CR engine in the important, US domestic-fishing segment.
MAN’s CR engines are marked by their excellent fuel efficiency and low operating costs. Since being introduced in Europe eight years ago, the engines have con-
sistently proven their reliability and durability within the fishing industry.
32/44CR characteristics
MAN common-rail engines are among the most technological-ly advanced in its portfolio with a segment-leading SFOC that sig-nificantly lowers emissions of soot and NOX over its complete oper-ating range. The company’s CR engines have already established a solid presence in several marine segments globally.
Specifically, the MAN 32/44CR is characterised by:
common-rail technology fea-turing optimised NOX vs. SFOC trade-off at every load point, in-dependent of rpm
a high power output: 600 kW/cyl for diesel-electric set-ups and CPPs; 510 kW/cyl for FPPs and dredgers
low fuel-consumption of 172.4 g/kW-hr for diesel-electric and CPP set-ups, and the use of high-efficiency turbochargers.
MAN 32/44CR engines are suita-ble for a variety of applications in-cluding fishing, ATBs (Articulated Tug Barges), anchor handlers, off-shore construction vessels, dredg-ers and drill ships.
MAN Diesel & Turbo library photo of the MAN 32/44CR engine
The US EPA certification: (top) 2015 Model Year, Certificate of Conformity with the Clean Air Act; (bottom) Office of Transportation and Air Quality, Engine International Air Pollution Prevention Certificate