Dieselfacts_2006_2

8/8/2019 Dieselfacts_2006_2

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DIESELFACTS

20062

SERVICEENGINESTURBOCHARGERS PROPULSION SYSTEMS MARINESTATIONARY

DIESELFACTSSERVICEENGINESTURBOCHARGERS PROPULSION SYSTEMS MARINESTATIONARY

New TCR22 radial T/Cleading the way forward

Page 3

Waste power recovery frommain engine exhaust

Page 3

Comprehensive update tomedium speed workhorse

Pages 4-5

Hitachi-Zosen giventype approval

Page 5

How to comply with futureemission regulations

Pages 6-7

Boil-off gas available asadditional GenSet fuel

Page 7

Time between overhaulsleading to 32,000 hours

Pages 8-9

Propulsion packages toMAERSK Anchor Handlers

Page 10

Hudong build first Chinese8S60ME-C engine

Page 10

Holeby CODAG systemincreases effciency

Page 11

A classroom in a boxPage 12

On-line business fromMAN B&W Diesel

Page 13

Ice-going transportationbraking barriers

Pages 14-15

Denmarks new attractionby MAN B&W Diesel

Back page

The introduction of the new ME-Bengines marks a step towardsstrengthening the small bore,two-stroke engine range. Thesestate-of-the-art engines enableowners to select modern, futureoriented two-stroke engines.

The small bore two-stroke enginesfrom MAN B&W Diesel have beenthe world leader in their marketsegment for decades.

Since the delivery of the firstL35MC in 1982, a total of 1000L35MC, 500 S35MC, 200 L42MC and250 S42MC engines are on order orhave been delivered.

However, the market is alwaysmoving, and requirements formore competitive engines, i.e. thelowest possible propeller speed,lower fuel consumption, lowerlube oil consumption and moreflexibility regarding emission andeasy adjustment of the engineparameters, call for a reevaluationof the design parameters, enginecontrol and layout.

Investigations into this segment,including scrutinising the power

against propeller speed for tankers,containers and bulkers, has shownthat a 35 cm bore engine with aslightly reduced speed and a higherengine power will suit well. In thesegment for the S42MC type, a40 cm bore engine with 146 rpmwill, together with an updated 35

Dual cylinder HCU

cm bore engine, cover the requiredoutput area between the S35 andthe S46MC-C very well, as shown inFig. 3 (page 2).

The market acceptance of elec-tronically controlled engines isnow turning into a market demand.The new engine with a futureelectronic fuel system control willbe designated ME-B, i.e. S35ME-Band 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 strokebore ratio 4.4:1 (the same as theMAN B&W Diesel research engine 4S50TX) to facilitate low propellerspeed; 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 followingengine data, see Table 1 (page 3).

The specific fuel consumptionhas been reduced by 2 g/kWh byusing a higher firing pressure.

A comparison between a 6 cylinderof the new S35ME-B and a 7 cylinderof the existing S35MC shows 40 kWmore power, 0.42 m shorter enginelength, 3 tonnes lower engine massand 2 g/kWh lower SFOC for thenew design.

A compari son b etw een a6S40ME-B and the existing 6S42MCshows that the 6S40ME-B cansupply 5% more power and is0.42 m shorter. The engine weightis 16 tonnes less (11% lighter) and ithas a 2 g/kWh lower SFOC.

While a small camshaft operates theexhaust valves in the conventionalmanner, fuel injection is performedby one fuel booster per cylinder,similar to the present ME engine.The boosters are mounted onhydraulic cylinder units (HCU),two boosters on each unit. Thehydraulic oil is supplied to theHCUs via a single oil pipe enclosedin the camshaft housing. The accu-mulators used in the HCUs of thepresent ME engine are replaced by

The largest registered ship inSwedish maritime fleet is theice-strengthened Stena Arctica.This 249 m long product carrieris tasked to take oil from theBaltic Sea to the major Europeanmainland ports.

The 117,100 dwt tanker is not onlythe largest Swedish flagged ship butalso the Worlds largest Ice-classedtanker with the highest Ice-class.Its hull is heavily reinforced and itspropulsion system is considerablymore powerful compared withnormal tankers, thus enablingit to safely manoeuvre in theicy waters of the Baltic Sea. TheStena Arctica, together with addi-tional ice-strengthened units and incooperation 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 withSovcomflot, we aim to providethe Baltic and the North Sea with

safe seabourne transportation ofRussian oil. In 2008, Stena Bulkand its sister company, ConcordiaMaritime, will be operating a fleetof about a dozen large, ice-strength-ened tankers. The objective is toship 20-25 million tons of Russian

oil per year from the Baltic to theUK/European mainland. Since thenew terminal in Primorsk was builtin 2001, 57 million tons of oil aretransported out from the Gulf ofFinland annually.

The Stena Arctica is built inaccordance with the Finnish andSwedish ice class rules. In thissystem, the lowest ice class is 1C andthe highest is 1A Super. Stena Arcticais built in accordance with Ice Class1A Super, which means that she cansail under her own power through1 metre of broken ice.

Continued on pages 2 & 3 >>


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DIESELFACTSDIESELFACTS

one buffer of hydraulic oil servingeach HCU, which in turn servesthe injection of two cylinders.

Compression of the oil with respectto its bulk modulus accounts for theaccumulator effect.

Two electrically driven pumpsprovide the hydraulic power forthe injection system. In case offailure of one pump, more than50% engine power will be available,enabling around 80% ship speed.

The ME-B system will have the samepossibility of rate shaping as thepresent ME engines. The injectionis controlled by a proportionalvalve enabling continuous changeof the injection pressure. Typically,a gradual pressure increase duringthe injection is optimal.

The injection profile influencesthe SFOC as well as emissions. Oneprofile is often favourable forSFOC, however at a cost of highNOx emissions, while the oppositeapplies for a different injectionprofile. The injection profile reflectsa compromise between SFOC andNOx. Thus, the freedom to choosethe injection profile is a tool thatcan be used to minimise the SFOC,while keeping emissions withingiven limits.

There is one Hydraulic CylinderUnit (HCU) per two cylinders. TheHCU is equipped with two pressureboosters, two ELFI valves and twoAlpha Lubricators.

The Hydraulic Power Supply(HPS) used for the new small boreengine is installed in the frontend of the engine. The HPS iselectrically driven and consists oftwo electric motors each driving ahydraulic pump.

The pressure for the hydraulicoil for the new system has beenincreased from the 250 bar used forthe normal ME system to 300 bar.Each of the pumps has a capacitycorresponding to 50% of the enginepower, approximately 80% speed.

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

In case of malfunction of oneof the pumps, it is still possibleto operate the engine with 50%engine power.

The structural parts have been

designed with respect to rigidityand strength to accommodate thehigher output for these engines.

The bedplate is of the well-proven welded design. For thenew engines, the normally castpart for the main bearing girdersis made from rolled steel plates.This secures homogeneity of thematerial with no risk of castingimperfections occurring during thefinal machining.

The framebox is of the well-proven triangular guide planedesign with twin staybolts givingexcellent support for the guideshoe forces. This framebox is nowstandard on all our updated enginetypes.

For the cylinder frame, twopossibilities are available:

Nodular cast iron

Welded design with integratedscavenge air receiver.

It has been decided to usenodular cast iron due to its highstrength and high E-modulus forthis material to counteract the highignition force. Compared with greycast iron material, the weight fora 6S35ME-B cylinder frame can bereduced by 3 tonnes.

The stiffness and stress levelhave been carefully evaluatedfor the main structure with FEMcalculations, and all deformationsand stresses are lower or equalto the level used for our existingengines, i.e. the reliability of theengine structure will be at leastat the same level as the existingengines, which have proven verygood performance.

Even though the stroke/bore ratiohas been increased for the newengines, the cylinder distance hasbeen only slightly increased.

Comprehensive FEM calcula-tions were performed to ensurethat the geometry (incl. journaldiameters) of the crank shafthad been optimised keeping therigidity, shrink fit and stresses onthe same level as for the rest ofMC-C engines.

The connecting rod is based onthe well-known design used forthe entire small bore engine pro-

gramme initially introduced forthe L35MC.

To reduce the oscillating forces,

the new design is made as a com-bination of the design used for theMC-C and 35MC engines.

The design for the crosshead pinis taken from the S50MC-C, whereasthe bearing dimension has beenbased on long time experiencewith the 35MC, i.e. with hardenedrunning surface of the pin, see Fig.4. The guide shoe is of the new lowfriction design, as also seen in thenew large bore engine designs. Thelow friction design facilitates thelow lube oil consumption.

The bearings used for the newengines are of the same design asthe one used with very good results

on our other small bore engines fornow more than 15 years. The bearingis of the thinshell design. The loadson the large bearings are in all caseswell below our design targets.

With the increased power of thenew ME-B engines, the combus-tion chamber has been carefullyinvestigated to compensate for thehigher ignition pressure and higherthermal load but also to increasethe reliability of the componentsand further increase the TBOs.

A slim cylinder liner which isalso used on our other small boreMC-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 beenupgraded to counteract the higher

ignition pressure. The piston clean-ing ring has been introduced toprevent bore polish.

The piston is bore-cooled andwith a high top land. The shape

of the piston crown against thecombustion chamber has beencarefully investigated to cope with


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The new generation of high effi-ciency TCR and TCA turbochargersare the basis for the newly launchedexhaust gas power turbine series.

These power turbines are the corefor Thermo Efficiency Systems (TES)to be applied to two-stroke dieselengine arrangements.

The current high fuel oil priceslead to a high demand for thermoefficiency systems to increase theefficiency of two-stroke Dieselengine arrangements.

The two MAN B&W Dieselthermo efficiency systems are:

Turbo Compound System

with Power Turbine andGenerator (TCS-PTG)Combination of a Diesel-GenSetand Exhaust Gas Turbine(CODAG).

The MAN B&W Diesel turbo com-pound system includes an exhaustgas power turbine, a generator andauxiliary systems. Its maximum

additional output of 4,500 kW canonly be achieved with the MANB&W Diesel power turbine, whichhas the highest efficiency in themarket connected with MAN B&WDiesel high efficiency TCA turbo-chargers on the main engine. Withthis TCS-PTG stand alone solution,

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 standardfor radial-flow turbochargers: Highpower density, low weight andcompact design at yet unsurpassedefficiencies characterise this newdesign. A total of six frame sizescovers two- and four-stroke enginesfrom 390 to 5,800 kW engineoutput per turbocharger. TCR22,the largest frame size of this series,is the largest turbocharger with aradial turbine in the market.

Recent test runs on a 6S35MCengine (rated at 4,440 k W) showedyet unsurpassed efficiencies overthe entire load range of the engine.Compared to turbochargers cur-

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

directly tolower fuel oilconsumption of theengine. At the same time,

additional GenSet, maintenancecan be done without any electricalpower loss, in cases where theGenSet has to be shut down for theoverhaul period.

Approximately up to 13% fromthe exhaust gas receiver can bediverted to the power turbine,when used in combination withMAN B&W Diesel turbochargers

on the main engine. The powerturbine connects to a gear box,which reduces the turbine rotorspeed to the required generatorshaft speed, for producing 50 Hzor 60 Hz electrical power.

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

one exhaust gas turbine has theadvantage that only small changeshave to be introduced to the engineroom, to supply additional elec-trical power to the grid via thediesel GenSet and reduce fuel oilconsumption.

The exhaust gas is extractedbefore the main engine turbo-charger to the exhaust gas power

turbine, which is mounted on theGenSet frame and is connected tothe generator. The power turbinerotor speed is transferred via a gearbox and a coupling to the requiredgenerator shaft speed to supply50 Hz or 60 Hz electrical power.In cases of maintenance or GenSet

shut down the power turbine or thegenerator can be disconnected byusing the clutches.

With both solutions, the TCS-PTGand the CODAG combined withMAN B&W Diesel high efficiencyturbochargers on the main engine,an additional electrical power of 3%to 5% of the main engine power canbe recovered. So both systems have

the potential to save a considerableamount of fuel oil as with the extragenerated electrical power of apower turbine a GenSet can be runwith lower load or can be shut downcompletely. Depending on fuel oilprices a pay back period of 2 to 5years is achievable.

the engines exhaust gas tempera-ture is reduced, relieving thermallyhighly loaded engine componentsand thereby prolonging componentlife times.

Radial turbochargers arebased on a design that

contains less com-ponents than axialturbochargers. Thenew TCR22 can bemounted on thenew MAN B&WDiesels new small

bore S35ME-B andS40ME-B series, and

thus further improvethe 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 newengine. Comprehensive FEM calcu-lations have been made to develop

the piston crown geometry.The piston ring pack is similar tothe rings used for the existing smallbore engines. All rings are withAlucoat on the running surfacefor safe running-in of the pistonring. If prolonged time betweenoverhauls is requested, a specialring pack with hard coating on therunning surface for piston rings canbe supplied as an option.

As for the larger bore ME engines,the Alpha Lubricator is standard onthe new small bore engines. TheACC lubrication mode is, therefore,now also available for our smallbore engines with the benefit of avery low total lube oil consumptionand still keeping very good cylinder

condition.The calculated temperature levelfor the combustion parts is wellinside our design value as shownin Fig. 5.

As the propeller thrust is increasingdue to the higher engine power,

a flexible thrust cam has beenintroduced to obtain a more evenload distribution on the pads. Theoverall dimension of the parts cantherefore be smaller than withthe old design, thus giving a morecompact installation.

The introduction of these newengines marks a future step towards

strengthening the small bore two-stroke engine position in the mar-ket, enabling the owner to selectmodern, future oriented two-strokeengines as direct coupledprime movers.


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In addition to doing continuousbasic research, MAN B&W Diesel

is always working on improv-ing the fuel efficiency, outputlevel, reliability, environmentalcompatibility and the general cost-effectiveness of the entire productrange, this includes the freshlyupdated L58/64 engine.

This medium speed, HFO-powered,L58/64 engine has a long andreliable service record during the20 years of its existence, and it isstill very much sought after by thecustomers.

With over 300 units sold andover 11,000,000 total operationalhours to its credit, the in-lineL58/64 continues to offer custom-

ers dependable service in a wide ofapplications.The multiple technical advances

that MAN B&W Diesel has real-ised in recent times have all beenapplied to comprehensively updateof the L58/64. Each updating optionhas been carefully evaluated withregard to making the engine moreefficient, reliable and easier tomaintain.

The need for economic efficiencyand reliability is more importanttoday than ever before operat-ing margins and environmentalconsiderations are progressivelystricter.

Out of the possible alternatives,the following four main systemsand units were seen as the bestsolutions in order to obtain the bestsolution for engine operators:

Latest generation of TCA turbocharger fitted

New concept for the control forvalve actuation

The entire cylinder head wasredesigned

extensive redesign of thecomplete exhaust system.

The L58/64 in-line engine type hasbeen taken to the next level. Twomain objectives were achievedwith the updating; fuel savingsacross the entire operating rangewhile maintaining existing poweroutputs and a reduction in emis-sions. See Table 1: Fuel and emissionsavings.

Aggravating cost pressures inthe shipbuilding sector and in thepower industry have resulted inever increasing demands on thesetypes of four-stroke, HFO-poweredengines. The comparative price offuels make HFO operation moreand more attractive for an increaserange of applications.

For this reason, MAN B&W Die-sel continuously tries to developengines to meet the crucial require-ments of the market. These enginesare 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 upperlimit of the output range of themedium-speed diesel engines.Above its current output range,MAN B&W Diesel now offer thenew range of two-stroke, low-speed,ME-B engines (see later).

As emission regulations tighten,development work of the engineersfocusses on meeting these andfuture demands.

Beginning in 2007, the new EPATier 2 requirements (see later) forengines of this size require thatthe NOx emission is reduced by upto 30%, in comparison to presentlegislation.

In addition, a trend throughoutthe industry currently pointstowards transforming as much aspossible of the power of the avail-able engines, i.e. towards reachinga high power density.

Boundary conditions for the con-tinuous development on the basisof the existing L58/64 engine:Within the scope of the continuousdevelopment process at MAN B&WDiesel, various concepts have beenrealised on the engines withinthe course of recent years whichimprove the economic efficiencyand reliability. However, thesedevelopments had to be incorpo-rated into the L58/64s well-proven

engine architecture and reliability.Therefore, the task set for the

development of the L58/64 was toimprove one of the Worlds bestengines not an undertaking donewithout a great deal of planningand thought. The objectives were,on the one hand, very simple;

supply the customer with a distinctincrease in efficiency withoutcutbacks with regard to operationalsafety. However, the rewards would,therefore, have to be substancial inorder for the update to be called asuccess.

The end result, just as the engi-neers planned, justified all theinput and hard work. Every aspectof the updated units and design hasproved to exceed expectations.

Many of the changes nowpresented on the revised L58/64have already been installed oneither/both of the 32/40 and48/60B engines, and have, there-fore, proven their worth in servicein a wide range of applications overmany thousands of operationalhours.

The final assessment led tochanges in five main areas andassembly 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 thevarious assembly groups that goto make up the engine were eitherpartly or completely redesigned

and documented.The inspiration for many of the

features seen on the new L58/64where taken from, in part, thedesign of the 48/60B. The conceptswere applied, tested and adapted tomeet the structural conditions ofthe L58/64.

The modernisation included allthe components which are locatedabove the crankcase.

The new MAN B&W Diesel TCAturbocharger series was selectedas it fulfilled current and expectedfuture demands of the customers.The new TCA.

During the development of the newTCA series, particular importancewas attached to the followingfeatures:

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 tothe 58/64 were displaced by theTCA55 and TCA66 turbochargers.

At the same time, the engineersdeveloped a new turbochargerbracket, which weighs considerablyless and requires less roomfor fitting.

The resultant free space isused for laying the supply pipes,which permits a compact and cleararrangement.

The development engineersplaced the cast casing on thecharge-air cooler for routing the airflow when entering and leaving thecharge-air cooler in such a cleverway that an extremely compactdesign resulted for this assemblygroup.

The reduction of the scope ofparts finally also adds up to areduction of the manufacturingcosts for this engine.

When developing the new rockerarm concept for the L48/60B, thedesigners successfully fulfilledthe design brief that set out togenerate a unit that was simple androbust. The finished design allowedeasy fitting, valve adjustment andremoval.


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This new concept for the control of

the valve actuator has already beenproving its functional efficiency formany thousands of operating hourson the L48/60B and L32/40CDengines.

Given the success of the design,the L58/64s development engineersselected this trustworthy unit as theideal solution for the rocker arm.

A combined of the introductionof a new valve actuator and newcasting technology allowed engi-neers to integrate the charge-airpipe into the rocker arm casing this meant that the supportsystem for the old charge-air pipecould be dispensed with.

Although most of the basicconcept for the cylinder head is

based on the one designed forthe L48/60B, it became apparentduring the course of the designprocess that the individual adapta-tion to the structural conditions

of the larger engine necessitatedmodelling a new cylinder head.

By connecting the charge-airpipe to the rocker arm casing thussimplifying the routing of the airflow it became possible to designa flatter and more compact cylinder

head. This has been made possibledue to operational reliability andthe wear resistance of the valves

which were increased to such anextent that refashioning the valvesand valve seats is not requiredout of the regular maintenanceintervals.

Thus, the exhaust valves weredirectly installed in the cylinder

head, as is the case with the inletvalves.Both the exhaust pipe proper as

well as the area around the exhaustpipe were redesigned. This led to theinsulation and covering, exhaustpipes supports, exhaust-gas blow-off device and the charge-air by-passing device all being reassessedand tailored to meet the demandsset by the resizing.

A designed flow velocity increaseled to the redesigning the gaspassage between cylinder headand the exhaust pipe leading toa reduction of the cross-section ofthe exhaust pipe by 50%.

This improves the exhaustadmission to the turbochargerin non-stationary engine opera-tion, which results in an improvedturbocharger response time.

As a large number of newcomponents were integrated into

the existing engine concept, theengineers took the opportunity toredesign the supply pipes of theengine. This included combiningthe passage of media from thesystem to the engine at optimisedconnection points.

When designing the pipe system,data produced by modern 3D-CADsystems were directly coupledinto the manufacturing process consequently, the pipes were

Long-standing licensee, Hitachi-Zosen of Japan has completed thefirst MAN B&W Diesel S65ME-Ctwo-stroke engine.

optimise fuel use, reduce lube oilconsumption, extend time betweenoverhauls and lower overall main-tenance costs.

The electronic control givesprecise control of the fuel injection

and exhaust valve timing, therebyoptimising fuel efficiency. Thiscontrol is also helped through theadoption of innovative designenhancements that have beenbrought together in one package.

Developments such as animproved 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, betterexhaust valve performance andcombustion temperature param-eters greatly improved throughthe use of the OROS-profiled pistoncrown all help create better cylinder

conditions.Although this new type of

two-stroke diesel engine wasdesigned to respond to customersspecific present and future bulkcarrier needs, it also fits neatly intoSuezmax tankers.

Mr Ole Grne, Senior VicePresident, Two-stroke Sales andMarketing, MAN B&W Diesel A/S,states: "The recently completedS65ME-C engine offers an idealsolution for modern large bulk car-riers and Suezmax tankers ownerswho wish to take advantage of thenew engines excellent fuel effi-ciency and ease of operation. It alsomatches the power requirementsof the 2-3,000 teu containerships.

Whatever segment of the marketowners wish to operating in, MANB&W Diesel offers the appropriateengine for vessels of all sizes."

The 7S65ME-C main engineoffers all the latest technicaldevelopments in one package. Forexample, the electronic control

system allows greater control overthe fuel injection and exhausttiming functions. This helps tomaximise the benefits of theother technical improvementsand, together, results in an overallengine condition improvement andincreased performance. In additionto the improved fuel consumption,time between overalls and totalcomponent lifetimes arelengthening.

available for assembly within arelatively short time.

The scope of the test programmefor the engine included a completetype testing and acceptance testingby a classification society.

The newly designed componentsproved their functional efficiencyduring the test programme andwithstood the stresses occurringduring engine operation.

For many years now, MAN B&WDiesel has been using calculationsconcerning strength and thermo-dynamics during the design phaseowing to very short developmentperiods, therefore the design of thecomponents has to meet the real

requirements in engine operationto the largest possible extent. Thishas meant that very little time isspent on redesigning componentsand systems.

This engine has been tailor-madefor fuel efficient power produc-tion for a broad range of mediumsized vessels. With power outputsfrom 14,350 kW up to 22,960 kW,this compact power unit presentsowners with a range of cutting-edge technologies designed to


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In the third Resolution to theIMO protocol of 1997 for the

International Convention forthe Prevention of Pollution fromShips, the Marine EnvironmentalProtection Committee (MEPC) wasasked to review the Nitrogen Oxideemission limits at an interval ofmaximum five years after cominginto force.

As many countries consider otheremission components, especiallyparticulates, hazardous to humansand the environment, and theseare also, therefore, to be includedin the Annex VI emission reductionrequirements. For this reason,at the 53rd MEPC meeting, theBulk, Liquids and Gases (BLG)

sub committee was instructedat their next meeting (BLG 10)to review Annex VI and the NOxTechnical Code (NTC) from theview of improvements to existingtechnologies and lack of addressingemissions of particulate matter(PM), volatile organic compounds(VOC) or greenhouse gas emissions(GHG) in MARPOL Annex VI.

This review process was startedin early April 2006, together witha discussion of interpretations(carried over from the Diesel Equip-ment (DE) sub committee) of theNTC, and instructions to considerguidelines for equivalent methodsto reduce NOx or SOx.

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

The Regulation for the C3 enginesis supposed to be adopted by April2007, i.e. the proposal for theRegulation is about to be settled.

EUROMOT, the European manufac-turer association, has submitted itsown proposal to the BLG 10 meetingfor the future discussion. Table 1compares the EUROMOT proposalswith other papers and past EPAproposal for an up- coming Tier 2Regulation. However, the actual C3limit values are still not known. Itis expected that a reduction in NOxranging from 20 to 30%, comparedto todays limit, may be selected.

The fixed 2 g/kWh NOx reduc-

tion proposed by EUROMOT reflectsthe real life situation, where thelarge engines, on average, haverealised the largest NOx reductionof the different engine groups.A percentage reduction would,therefore, continue to favour smallengines. The basis for the EUROMOTproposal is that a new technologyshould not be requested for the C3,Tier 2 Regulation due to safety andreliability concerns, especially ifintroduced in the next 3 to 5-years.For small engines operated onclean diesel fuels, EUROMOTproposes to harmonise the comingIMO Tier 2 with the already existingEPA and EU Regulation.

the CO2 issue, much in focus formany countries as a contributor

to the greenhouse effect. Eventhough the diesel engine is themost efficient power plant, andtherefore presents a low CO2 emis-sion, reducing NOx further willinevitably increase CO2 (and alsoother emission components) again.Therefore, a number of alternativesolutions must be investigated forthe future, beyond Tier 2.

MAN B&W Diesel has proposed

to start the discussion on differenti-ated emission limits, depending onthe sustainability for the area inquestion, for two different areas;high sea versus coastal and harbourareas. This is to accommodate thedifferent requirements that existin the two areas, and to keep thehigh fuel efficiency and low CO2wherever possible. In fact, theproposal could imitate the alreadyintroduced SECA areas for especiallysensitive areas.

At present, the EUROMOT groupis not yet ready for this discussion,but the proposal has been pro-moted by MAN B&W Diesel in otherdiscussions with regulatory bodies.In the future, the proposal willfavour the ME engine and reductiontechniques that can be turned off inorder to save fuel when outside thesensitive areas.

The proposed Tier 2 requirementsfor NOx may differ betweenconventional, mechanically andelectronically controlled enginessuch as the MC/MC-C and ME/ME-Cengine types, due to the addedflexibility of adjusting an electroniccontrolled engine. For several ofthe operational ME engines, theoptimal emission mode if installedwith the engine ECS software mayalready comply with the up-comingRegulation. Additionally, for the MCengine type, several cases of opti-mising fuel nozzles have broughtthe NOx characteristics to a muchlower level than the present limitand, together with a performanceadjustment, the proposed Tier 2limits can be accomplished. How-ever, this is usually combined with

a penalty in fuel consumption.Figure 1 shows the flexibility of

NOx and SFOC as a function ofthe engine load for the ME-C andMC-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% reduc tion re lat iv e to the presen t IMO l imi tA 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 typeFuel 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 enginetypes, where the engine NOx char-

acteristic was in the high range.W a t e r e m u l s i o n m a y b eintroduced for engines where theperformance and nozzle optimisa-tion do not provide an acceptabletrade-off between emission andfuel consumption (CO2 emission).However, as experience with the MEengine optimisation improves, thismay be avoided. Water emulsionis a proven technology for power

plants, but the operational issuesneed to be reviewed in the light ofthe different load characteristics fora marine engine.

Different strategies for a wateremulsion system exist because ofthe fuel efficiency issues moreso if the regulation will favour anon/off technique.

With regards to HC and PM,technologies that use techniquesseen in the MAN B&W Diesels slidefuel valve will be a requirementto comply with a coming Tier 2Regulation. It is necessary thatthe fuel valves operate with cleanopening and closing events in orderto ensure optimum atomisation i.e. no fuel leakage or seeping.These requirements favour low COemission and low smoke values,and will ensure good liner condi-tions and minimise deposits in theexhaust gasways. Piston top linerscraper rings and tight tolerancesare further tools to minimise HC aswell as PM emissions.

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

control of the lubricating oil willalso favour low HC and PM in the

exhaust. Where excessive lube oil ispresent it is either scraped down tothe scavenge-air box or enters thecombustion chamber.

This is why the Alpha Lubricatorsystem, which properly optimises thelube oil feed rate. Correctly adjustinglubricating oil for the fuel sulphurcontent (and thereby minimisingdeposits) will improve both HC andPM emissions, see Figs. 2 and 3.

The new Annex VI (MARPOL73/78) introduced control of theexhaust SOx. This recognised thatrestricting the fuel sulphur contentwas the most convenient method tolimit SOx, but alternative methodssuch as after treatment are allowed,provided the same SOx reductionis obtained.

For vessels entering SECA areas,a special low-sulphur fuel may beused. This will require special fueltank arrangements on board and alog book which records positions,routes and fuel amounts used.However, some ports and countrieshave even tighter requirementswhen coming into harbour andalong the pier for electricity pro-duction. A limit of 0.2% sulphurexists for MDO and GO. This will betightened to 0.1% from 2010.

Depending on the duration ofoperating on new, lower fuel sul-phur content, it may be necessaryto change the lube oil formulation.MAN B&W Diesel has providedguidelines 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 governmentsconsider tightening the emissionregulation in their local areasalso for the large marine engines.The US Environmental ProtectionAgency (EPA) discussed a future Tier2 Regulation for the large marineengines (also called Category 3

engines) already in 2003/2004,when EPA introduced the first (Tier1) Regulation, corresponding to theIMO Regulation, for the Category3 engines in the EPA Code of Fed-eral register (40CFR) small marineengines, large off-road enginesand locomotives (the Category 2

Particulates, which are alreadyregulated on small engines anddiscussed recently mainly in respectto particle sizes, are very difficult tohandle with the heavy fuel oil usedin marine engines. A regulationhas been proposed by EPA, basedon the sulphur content in the fuel,but this will require a more realistic

limit compared to the 4.5% sulphurlimit of today.

Other emission components,like HC and CO, may be regulatedonly to avoid increases comparedwith todays emissions levels whenNOx is further reduced. The maindilemma is, however, how to handle


7/16


Fig. 3: HC emission

In order to avoid discharge to theair or burning-off of the surplusgas on their latest LPG-tankers,the owners requested to be ableto dispose of the gas by using itas additional fuel for one of theGenSets.

After an initial study, the MAN B&WDiesel agreed to develop a special7L16/24 variant with the accom-modations needed for admissionof a limited amount of LPG into thecharge-air and for reliable dual-fueloperation in a selected part-loadrange.

The LPG supply to the GenSetdoes so without disturbing thebasic engine design and thus main-taining the benefits of the originalengines reliable operation andefficient combustion process.

The LPG substitutes approxi-mately 20% of the normal liquidfuel and the gas is mixed intocharge-air just after the cooler.The advantage of choosing a lowLPG share is three-fold; firstly, itkeeps the gas-air mixture wellbelow explosion level. Secondly, itensures that only a small amount ofunburned LPG can pass into the airwhen both inlet and exhaust valvesare open during the valve overlap

period. Finally, the lean mixturealso hinders knocking.

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

amount of liquid fuel controlscombustion and the high loadsimply controls the firing pressurebelow the defined limits.

As the genset and gas equipmenthave to comply with the restric-tions of the IMOs IGC rules andwith Bureau Veritas requirementsfor dual-fuel plants, special safetymeasures were developed. Thegenset is equipped with safetyvalves with flame filters both oncharge-air and exhaust gas receiv-ers, crankcase monitoring, a tur-bocharger shut-off valve, inert gasconnection to the crankcase and

stainless steel gas line componentscertified according to EN10204etc.

The gas control unit plays akey role in the gas system which,besides controlling gas admissionto the engine, also ensures reliablecommunication with the vesselsmonitoring & control system todetermine when the gas-mode maybe run.

The newly designed systemsand components were extensivelytested and further optimised at theTest Centre in Holeby. The approvaltest for customer and classification

society were also completed at thesite.

After the prototype tests andverification of adequate function-ing of all components, operationwith seven different LPG typeswas performed in order to checktheir ability to be burned in sucha system. Although some differ-ences between performance of thespecific gas types were detected, allseven types could be released forfield operation.

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

procedures. Items such as fuelviscosity, lube oil additives, liner

lacquering, and fuel pump clear-ances are important when consider-ing long-term engine operation.

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

discussing banking and tradingof emission quotas or points as

a way to comply with SOx andCO2 emissions Regulation. Someship owners have been asked toprovide emissions data for bothlocal regulators and customerson emission factors or emission

management accounts in the stillincreasing debate on a sustainable

environment.

For future Tier 3 Regulation, MANB&W Diesel is working firmly onmaturing future reduction meth-

ods like SAM and EGR. Water-in-fuelemulsion may well be the next Tier

Regulation, and SAM and EGR onlyintroduced at a later stage. At sucha time, a more pragmatic approachto the emission accountability mayexist, 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 withthe process and results. In addition,very constructive cooperationwas maintained with the GenSetlicensee, STX, which enabled theGenSet builder to make the timelypreparations needed for the modi-fication process.

The first system for field opera-tion will be installed in the Sum-mer of this year. Although thisdevelopment has been dedicatedto fulfilling the specific project, theresults achieved have already raisedinterest from other customers andmarket 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


8/16

DIESEDIESE

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 optimisedliner 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 spindlesand W-seat bottom piece

Slide fuel valves.

Approximately 40 vessels with6S90MC-C/ME-C engines havebeen used to illustrate that TBOsof 32,000 hours (or 5 years) is arealistic option.

The M/T Kos and M/T AstroCygnus are also both equipped with

The wish to extend the TimeBetween Overhauls (TBO) has

been recognised by a gradualimprovement, as seen in shiptypes such as VLCCs (see Table 1).This has prompted investigationinto whether 32,000 hours (or5 years) between overhauls arerealistic.

As the basis for the investigation,the S90MC-C/ME-C engine serieswas selected as a representativefor the newest generation of MCengines. This engine series has beendesigned and delivered with thenewest features available for theMC/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 22,000-24,000hours, respectively. The pulling ofpistons on both these engines wascaused by internal coking of thepistons. The reason for this was fueloil contamination of the system oil.Apart from this specific problem,both engines have shown excellentcylinder condition with low pistonring wear rates; at about 21,000hours the wear rates on the M/TKos top ring were under 1.0 mm.

On the M/T Maria A. Angelicous-sis (equipped with a Hyundai-built 6S90MC-C engine), pistonoverhauls have been carried out

successively from 8,000 hoursand upward. The piston ring wearis extremely low.

The engine onboard M/T AstroCygnus has been a test vehicle forcylinder oil consumption testing,according to the so-called AlphaACC principle (ACC=Adaptive Cyl-inder oil Control. As can be seen inFig. 1, this test has been extremelysuccessful and it indicates furtherpotential for reduction in thecylinder oil consumption.

Below is a summary of thecylinder condition based on allobservations 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: Predictedlifetime: 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 conditionalso gives rise to optimism withrespect to the increase of TBOs.Fig. 5 shows a bottom piece of theW-seat design in combination witha nimonic spindle on a K90MCengine inspected after 36,400hours without overhaul.

With respect to the fuel equip-ment, 32,000 hours seem to berealistic for the fuel pump itself.The latest experience with thefuel valves confirms overhaulintervals of 8,000/16,000 hours,at which point both the fuel nozzleand the spindle guide should beexchanged. This experience is basedon fuel valves of the slide valvetype equipped with nozzles of thecompound type.

Based on service experience ingeneral, the conclusion is that the

time between major overhauls of

32,000 hours (or 5 years) is withinreach.

To increase margins further inthis respect, MAN B&W Diesel willintroduce the following designimprovements which are notpresent on the 6S90MC-C enginesdescribed in this section:

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

Anti internal coking device: pistoncooling insert

Ring groove wear reduction:underside chrome plating on rings1 and 2.

For tanker operators, these higherTBOs mean that major overhaulscan be done in connection withthe scheduled dry dockings of thevessels.

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

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


9/16

ACTSACTS

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

S90MC-C


10/16


MAN B&W Diesel, Frederikshavn,Denmark attracts large prestigious

contract to supply complete twin-screw twin-in/single-out mediumspeed propulsion packages foreight Anchor Handling Tug SupplyVessels (AHTS).

The newbuildings, which will bebuilt by Aker Yards AS, Norway, wereordered by the A.P. Moller MaerskGroups Maersk Supply Service.

The finalised vessels are expectedto be delivered from Norway (fromboth Akers Brattvaag and Langstenshipyards) with two month inter-vals during 2008 and 2009. The73m AHTS vessel design, designatedVS 472, is designed by the renownedNorwegian group of ship design

consultants, Vik-Sandvik AS.This order, which follows anumber of recent large offshorecontracts, is a substantial ordernow with another 32 main enginesand strongly positions MAN B&WDiesel in the offshore supportvessel market sector.

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

twin-in/single-out plant with 7 and8 cyl L27/38 engines arranged in a

father and son configuration withRenk double gears.Further the MAN B&W Diesel

package supply incorporates com-plete 4 metre ducted CP Propellerstype VBS1080, complete shaftingand propeller nozzles type FD 4030 together with the Alphatronic2000 Propulsion Control andManagement System for enginecontrol room and forward and aftbridge consoles.

The first Chinese-built ME enginehas now been delivered to theowner by MAN B&W Diesel licen-see Hudong Heavy MachineryCo. Ltd.

Ole Grne, Senior Vice President,Sales & Marketing, MAN B&W Die-sel A/S, With this engine, Hudongonce again proves that they areamong the front-runners in thebusiness. It is only a year since theyand Dalian received orders for thefirst 90-cm bore MC-engines inChina, and now Hudong are first inChina with the ME engines.

The 8S60ME-C engine will beinstalled in an 1,800 TEU containership, built for German owner MPCMnchmeyer 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 atHudong is now being complement-ed with the starting-up of a newfacility in Lingang near Shanghai.This set up will be completed in mid2007. The additional capacity willbe about 2-3 million HP per year.

Hudong Heavy Machinery Co.Ltd. has been a member of theMAN B&W Diesel licensee familyfor more than 25 years and, in thattime, has built more than 500 MCengines, with a combined output ofover 5,500,000 kW.

The 60-cm bore ME engine isone of the most popular sizes ofME engines. To date, 40 MAN B&WDiesel S60ME-C engines are eitherin service or on order.


11/16


Rising fuel prices often result ina call for improved utilisation of

available resources. This can beachieved by increasing the dieselengine efficiency, which has alsobeen the focus of MAN B&W Dieselfor long time, bringing the figuresof well above 40%.

An additional approach to thisissue is the utilisation of the wastethermal energy, specifically theexhaust gas energy. MAN B&WDiesel also offers solutions withinthis field, e. g. turbo-compound-systems or CODAG (CombinationOf Diesel And Gas turbine).

The latest ideas surrounding theThermal Efficiency Systems (TES),as developed by MAN B&W Diesel,

have borne interest in major ownersorganisations and first installationsof TES have been ordered and arenow being executed.

Despite the unchallenged supe-riority of the TES in efficiencyof exhaust gas utilisation, somecustomers seek less complex andless expensive solutions and, there-fore, there has been an increasingnumber requests for the simplerHoleby CODAG system.

Based on a specific customerrequest, a study for possible devel-opment and installation of a HolebyCODAG system for an existing orderof vessels has been concluded and apreliminary solution planned.

Figures 2 and 3 show the mainconcepts of the Holeby CODAG sys-tem, in which the surplus exhaustgas from the main engine areutilised to drive a power turbine.This turbine is attached to a GenSetshaft system and, thus, contributesto driving the alternator. The endresult is a saving in costs for electri-cal power production.

The specific, intended projectconsists of an MAN B&W Diesel

9L28/32H GenSet and a PTG23power turbine. The plant layout isshown in Fig. 3.

For the same project, the obtain-able fuel savings are estimatedas shown in Fig. 5. Even with therelatively small power turbineselected for this project, the HolebyCODAG system provides significantpotential for savings on the opera-tional costs.

The projected solution allowedpreparation and presentation ofspecific quotations for the yard,both for the preparation of theGenSets at STX as well as the finalHoleby CODAG assembly (matchingtogether with the main engine andcommissioning which is to be

completed by MAN B&W Diesel).During the feasibility phase ofthe Holeby CODAG project, therehas been an emerging interest fromother customers and additionalplants have been quoted.

The Holeby CODAG systems arealso to be seen as a further develop-ment of the integrity of the shipssystems and, specifically, integra-tion between the main propulsionand GenSets systems. Thanks to theMAN B&W Diesel Groups leadingexpertise in the major subsystemsinvolved, i.e. the main engine,GenSets, turbochargers, powerturbines and gearboxes, the teamdeveloping the Holeby CODAGsystems can, together with itspartners, provide the best solutionsfor 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

MDO

Crude 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

Powerturbine

Gear

box

Auxiliary engine

ICS line

Exhaust gas line

Main engine

Turbocharger

Powerturbine

Chargeaircooler

Freshair

To boiler

Exhaust gas

Scavenge air

Alternator


12/16


In response to the increasingpopularity of the ME engine, there

is a need for more flexible train-ing facilities to instruct engineoperators on the proper use andthe benefits of the ME engine.The Research and Developmentdepartment of MAN B&W Diesel,where the ME operating system isdeveloped, are responding to theneeds of the shipping industrywith the creation of the newest,fully portable ME enginesimulator.

In contrast to the existing MEsimulator at MAN B&W Dieselsheadquarters in Copenhagen, Den-mark, the portable unit is containedwithin a small ships console cabinet

and is mounted on wheels. This is afully transportable unit, which canbe moved to anywhere in the Worldon a standard euro pallet.

From the outset, it was designedto fit onto a standard euro-palletand roll through the width of a typi-cal office door. It is, therefore, easilytransported to facilities throughoutthe World. By using automaticpower converters the power supplyto the simulator can be from mostany power grid available in nearlyall countries.

The simulator frame can bewholly or partically opened whilein operation. It can even remainfolded, depending on the spaceavailable.

Being a physical ME operat-ing system, it contains the sameoperational functionality as theactual engine. The ME system isdesigned for easy operation byanyone familiar with the opera-tion of one of MAN B&W Dieselsstandard engines. If necessary, thesimulator can be retrofitted withnumerous components from anME control system, such as remotecontrol, 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 touchscreens, a local operating panel anda simulation switchboard. To savedisplay space, the CoCoS computerinterfaces to the same screen asone of the Main Operating Panels.All materials and design for theoperating system follow marinestandards.

For instruction and accesspurposes, the back of the consolecabinet is mounted with a mov-able hinged opening, on which aremounted the engine-based operat-

ing system computers, the MultiPurpose Controllers (MPCs). Withinthe console cabinet are mountedthe Engine Control Room-basedMPCs, CoCoS computer and thepower supplies. Within the uppercabinets are mounted the touch-screens, touch-screen interfacecomputers, simulation MPCs andinstrumentation. On the side ofthe console cabinet is mountedthe Local Operation Panel, whichcan fold out for easier classroomvisualisation.

The first portable simulator islocated in Korea and the secondunit will be based in China. MANB&W Diesels ME training staffare sure that these units will beaccepted positively by instructionfacilities throughout the Far East.

Mr Lennart Cronhamn, MESimulator Training Manager, Welook forward to production ofat least two more units withinthe year, which will be used forextended training possibilitiesaround the world. The ME engineis improving operational efficiencyand there is more functionalityavailable to the engine operatorwhile the engine is running. Theextended capabilities of the engineoperator require education, not inthe inherited intuative and basic

functionality of the engine, butin the proper usage of the MEinterface which enable the engineoperators to make sure they get thevery best out of the ME engines.

Training with the simulatorcould, in addition to the ME operat-

ing system, include service trainingwith the electronics which aremounted on the engine. The MPCscan be exchanged with replacementunits in short time, just as on thereal engine.

Short courses in ME operationcan allow a person to operate theengine. Complete training of anengineer may take longer, depend-ing on the in-depth coverage.

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

The first portable system is nowoperational in various locationsthroughout Korea and the secondsystem is soon to be delivered to asites in Shanghai, China, during theSummer this year. Further units arecurrently under construction andare due for readiness from the earlyAutumn onwards.

Similar units are now also underconstruction by several partnersin Japan.

During the training, instructorschange between PowerPoint (slide)presentations and Main OperatingPanel (MOP) views of the simulator.

This means that the simulator onlyhas to be placed in the trainingroom with projector and boardfacilities.

Although the new ME-simulatoris fully transportable, the type ofsurface it has to be moved over has

to be suitable for such a task, i.e.reasonably smooth, enabling theunits wheels to rotate safely.

The dimensions of the portable MEsimulator offer almost unlimitedflexibility, a width of only 70 cm,length of 280 cm and height of 140cm mean that it can be fitted intothe tightest of places with relativeease. Even when folded, the widthis only 90 cm and the length isreduced to 145 cm.

A low weight (520 Kg) means thatno machinery is normally neededin order to move the unit aroundmost locations.

The Simulator is equipped witha CE standard power plug for freeconnections.

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

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

Beyond above requirements for theinstallation of the portable simula-tor in the training room, the roommust also contain seats and tablesfor students, a projector and boardfor PowerPoint presentations andan easily view of the Main Operat-

ing Panel (MOP) screen located onthe simulator.


13/16


E-commerce is an important com-plement to MAN B&W Diesels

spare part business as it providesall partners in the relationshipwith a way to improve communi-cation. The possibility of handlingerrors can be reduced, enablingMAN Diesel to provide a betteroverall customer service.

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

The purpose of the policy isto ensure that the e-commerceservice MAN B&W Diesel provides

customers with an operationallyreliable, secure and cost-efficientservice which complies with allnecessary regulatory requirements.Most importantly, the e-commercespare parts service has to createreal business benefits for all partiesinvolved.

MAN B&W Diesels E-commerceSpare Part Service aims to meet aset of criteria:

Fulfil customer requirements

Create business benefits

Ensure operational reliability

Safeguard information security

Comply with regulatorydemands

Generate operationalcost-efficiencies

Built-in scalability.

MAN B&W Diesels e-commerceservice is designed to meet thevariety of business practices anddifferences in IT infrastructurefound throughout the World in the

offices of ship owners and managerswith e-commerce ambitions.

In MAN B&W Diesel, e-com-merce is about integrating businessprocesses and systems to optimisethe exchange of information, prod-ucts, services and finance in orderto create real business benefits forpartners and MAN B&W Diesel.

An essential rule needed tomeet this criteria means that MANB&W Diesel does not supporte-commerce initiatives that requireadditional work to prepare quotesand order confirmations in format-ted html forms and excel spreadsheets.

Suppliers

Buyers

Shipserv Tradenet

If your company is a ShipServTradeNet member, you can integrate

your business processes and sys-tems with those of MAN B&W Dieselsimply by adding our TradeNet IDinto your purchasing system.

All implementation, operationand support related to MAN B&WDiesels E-Commerce Service arecarried out by the 24/7 serviceorganisation of our e-commercepartner ShipServ.

Depending on the type of solu-tion and project scope, you shouldplan to allocate internal resourcesto the implementation projectconsidering milestones, educationof staff, roles and responsibilities.

Typically, the process goes throughthe following phases with ourcustomers before we enable a jointE-commerce project. This processnormally takes 1-4 weeks.

The first step is an explorationof the mutual benefits of E-com-merce in the context of our currentbusiness relationship. This meansassessing customer requirementsand select or define the appropriateMAN B&W Diesel E-commerceservice(s).

An outline is then created whichdetails a high-level implementationplan, including milestones, rolesand responsibilities.

Finally, a formal E-commerce ser-vices pack, with all implementationterms and conditions is mutuallyagreed.

To explore opportunities forintegrating your business processesand systems with those of MANB&W Diesel, please contact us.

Regardless of how MAN B&WDiesel conducts business with ourpartners, whether data is sent viae-commerce, fax or other means,the communication must be reli-able. An untimely delivery causedby a delayed or lost message is notacceptable.

MAN B&W Diesels e-commerceservice guarantees a reliableexchange of messages between thesales order system of MAN Dieseland the cusomters purchasingsystems.

The business between MAN

B&W Diesel and the customers isto be considered as confidential.Therefore, compromising businessintegrity through careless handlingof potential sensitive data andinformation is not an option.

MAN B&W Diesels e-commerceservice provides a secure exchangeof information between the salesorder system and the customerspurchasing system.Comply with regulatory demands:

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

quality, control and organisationalstandards. New regulations likethe Sarbanes-Oxley Act of 2002 inthe United States, which requiredtighter regulation over companiesmanagement financial reporting,have had a profound effect oncompanies and how business isdone. These new stardards also hadan effect in the maritime industry.

E-commerce is an importantelement in MAN B&W Dieselsservice offering but it is not MANB&W Diesels core business. To

keep the cost of implementing,operating, trouble shooting and

customer support for our E-com-merce service at a minimum MANB&W Diesel has outsourced this toour e-commerce partner ShipServwhose core business it is.

E-commerce investments are notonly about the cost of technology.It is also about the cost of aligningbusiness processes and informationflows with our customers.

Good e-commerce practicerequires a reliable and securetransfer of information that fullyintregrates with your business pro-cesses and systems. MAN B&WDiesel has created a system whichpermits partners to select the bestsolution for any given case.

For the same reason, MAN B&W

Diesels E-Commerce Service isbased on the MTML (Marine Trad-ing Mark-up Language) standard.

MAN B&W Diesel operates standardintegrations to most of the com-monly used planned maintenance/purchasing systems in the shippingindustry.

If your company uses an appli-cable version of one of these sys-tems, we can establish integrationbetween your purchasing systemand our sales order system in a verycost efficient way.

Ask us about availability andprice for integrating with your busi-ness processes and your purchasingsystem.

If your company is not usingone of the systems to which weoffer standard integrations, wemay still be able to offer a costefficient solution. This will mostlikely require some allocation of ITstaff and other resources in yourorganisation to work with oure-commerce partner.

Ask us about availability andprice for integrating with your busi-ness processes and your purchasingsystem.


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Many of the new oil fields andmines discovered and developed in

recent years are situated in regionswith tough weather conditionsprevailing during the winter,leading to an increasing demandfor cargo transport vessels that canoperate in open waters and lightice conditions. MAN B&W Dieselalready have references from ves-sels equipped with two-stroke lowspeed diesel main engines, directlycoupled to the propeller, whichhave been operating in even veryheavy ice with fully satisfactoryresults.

Some innovations in connectionwith MAN B&W Diesel two-strokelow speed engines, such as the

electronically controlled ME engineand the Alpha Lubricator are ide-ally suited for ships with a muchvarying load profile, such as vesselsoperating in ice for only parts ofthe year.

Operation of a ship in ice requiresthe installation of a robust propul-sion system being able to copewith the propeller load scenariosexpected.

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

A traditional single engine systemwith the engine being coupleddirectly to a fixed pitch propeller

A single engine system with theengine being coupled directlyto a controllable pitch propeller.

System 1 (one M/E and one FPP) willtypically be selected for moderateice class and if the owner haspreference for the simple FPPpropeller, whereas system 2 (oneM/E and one CPP) may be used f orboth moderate ice class as well asmore rigid ice classes.

If system 1 (one M/E and one FPP)is preferred, some considerationshould be made as to the propellerlight running margin used. A lightrunning margin of some 3-5 % isnormally used for large ships with

traditional propulsion systemsincorporating a single two-stroke

low speed engine and a fixed pitchpropeller. However, particularly foran ice-going vessel, one of the chal-lenges is the increased thrust and,thereby, torque that the engine willbe subjected to during navigationthrough ice or ice channels. In orderto increase the margin of the enginetowards reaching the torque/speedlimitation line of the enginesload diagram, it can be chosen toincrease the light running marginused for the propeller design. Fig. 1shows an example of how to obtaina larger light-running margin byspeed derating of the engine.

Alternatively, special matchingof the turbochargers can be usedin combination with the arctic

exhaust gas bypass enabling theuse of a turbocharger layout givinga better engine performance in thetorque rich area, thus enabling theuse of an increased margin towardsoverload of the engine.

Fig. 2 shows the effects on anengine with extended heavy run-ning capability. Without this, thevessel would have experiencedproblems when sailing in thick ice.

When system 2 (one M/E and oneCPP) is used, the propeller pitch canbe controlled to avoid overloadingof the main engine, and this systemcan be used both for moderate iceclasses as well as for very rigid iceclasses.

MAN B&W Diesel has ordersfor dedicated ice breaking ves-sels including vessels employingice ramming operation in theirnormal working pattern using apropulsion system consisting ofone electronically controlled MEengine and one ducted controllablepitch propeller.

Ice ramming operation is defi-nitely possible using the two-strokeengine as the prime mover, eventhough the ship propelled by alow speed engine will normallyexceed the cycle time for a similarship with medium speed engines,because of the higher inertia inthe turbo charging system of theconstant pressure superchargedlow speed engine.

There is, however, a potential

for reducing this difference usingspecial control algorithms in the

control system of the electronicallycontrolled ME engine.As long as the extent of the

ice ramming operation is in afavourable proportion to the totaloperational time of the vessel,which will be the case for mostcommercial ships, there is no doubtthat a simple propulsion systemconsisting of a single low speed two-stroke engine directly coupled to aducted controllable pitch propellerwill prove to be an extremely reli-able and cost-efficient propulsionsystem.

Depending on the ice class rules

and specific ice classes requiredfor a ship, the minimum ice classrequired propulsion power demandmay be higher or lower than theabove-mentioned SMCR powerused for an average tanker withoutice class notation.

The ice class rules most oftenused and referred to for navigationin ice are the Finnish-Swedish IceClass Rules.

Based on the above-describedtankers, the minimum powerdemand of the ice classed shipsclass 1A Super, 1A, 1B and 1C, havebeen estimated for all the tankerclasses and drawn in in Fig. 3. Ingeneral, the lowest ice class 1C can,power-wise, always be met.

However, the strongest classes,1A Super and 1A, will require ahigher propulsion power than thenormally needed average SMCRpower for tankers without ice classnotation. On the other hand, forsmall and handy-size tankers (lessthan 30,000 dwt), the normal SMCRpower can in fact normally meetthe ice class 1A minimum powerdemand.

It should be noted that if testsare carried out in dedicated towingtanks with model ice, the result mayshow that it can be acceptable toinstall a lower main engine powerthan indicated when applyingthe general calculation rules forminimum main engine power givenby the Finnish-Swedish Ice Class

rules. In this case, reference willnormally be made to the vesselsability to keep a speed of five knotsthrough a channel in the ice withthe characteristics of the channelsgoverned by the level of ice classchosen. This calls for high part loadefficiency of the main engine. Fig.4 shows the effect of using the partload matched ME engine.

The latest in bulk carriers with icebreaking capabilities can be seen inthe newbuilding Umiak I from USCMaizuru shipyard built for Fednavin Canada. The ship is a 31,500 dwtbulk carrier, which is destined forcarrying Nickel concentrate fromVoiseys Bay Nickel Companys minein Labrador, Canada.

The ship is designed to complywith DNV ICE-15, which means theship will be able to sail unsupportedthrough 1.5 metre thick ice. This isan ability necessary for sailing toLabrador in winter time.

For the ship to be able to sailthrough 1.5 metre thick ice, the shiphas been modified in many ways.One of the important modificationsis the main propulsion system.

Where a normal 31,500 dwt bulkcarrier 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 fromFednav is equipped with a Hitachibuilt 7S70ME-C, delivering 21,770kW at 91 r/min.

This change, along with the factthat the engine will run under someunusual ambient and runningconditions, imposes some chal-lenges when designing the parts ofthe main engine.

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

This is one of the main reasonsfor using the electronically control-led engine, as it will run moreeffectively at low load.

To be able to have the enginerunning under heavy ice condi-tions, some modifications to themain engine has to be made. Someof the modifications are madebecause of the ambient conditionsthat the engine will run under, andothers are made because of thespecial ramming modes the enginewill experience.

The engine is equipped with astandard load-dependent low ambi-ent air temperature bypass systembefore the turbochargers to limitthe scavenge air pressure at the very

cold ambient conditions the ship willsail under. When air becomes colder,the density will rise, which, withoutmodifications, would lead to a toohigh compression and maximumfiring 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 running

operation Normaloperation

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 propellercurve 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 >>


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The exhaust gas bypass is con-trolled in such a way that it willopen and lead some of the exhaustgasses around the turbochargers,keeping the scavenge air pressureof the main engine at the same levelas for ISO conditions. The bypasscontrol system is incorporated inthe Engine Control System of theelectronically controlled mainengine, and the signal for thetorque of the main engine is takenfrom the existing control system.

The main special feature of shipsclassified for ICE-15 is the capabilityof ice ramming. In short, the ram-ming procedure consists of sailingwith a specified speed through theice, until the ship is stopped bythe resistance of the ice. The shipis sailed astern to come free of thepacked ice, and then is sailed fullahead into the ice, to break throughthe ice until the ships stops againby the resistance of the ice. Thisprocedure is used for thick ice andice ridges, which puts some veryunusual demands on the mainengine.

For the ship to be able to sailahead and astern within a shorttime cycle, the ship is equippedwith a controllable pitch propeller(CPP). With this it is avoided toreverse the main engine, whichcan be a time consuming task. TheCPP is furthermore enclosed in anozzle, both for protection of thepropeller against blocks of ice andfor extra thrust.

Because the ship occasionallyis used for ramming ice, the loadof the main engine will cycleup and down. The engine willbe highly loaded when breakingthe ice, and low loaded through

the pitch reversal periods for thepropeller. The engine will also behighly loaded when the ship issailed astern and once again sailingahead to ram the ice.

The procedure for ramming theice can occur up to 10 times perhour, which will set extra demand

on the turbochargers and auxiliaryblowers. Because the load will comebelow 25% SMCR every time thesailing direction of the ship ischanged the auxiliary blowers willhave to start up and make sure thatthere is a sufficient pressure on thescavenge air. The auxiliary blowersare therefore designed to cope withup to 20 starts per hour.

The exhaust gas bypass is alsoworking differently under iceramming procedure. Normally,the exhaust gas bypass will openunder very cold ambient conditionsto avoid too high pressures inthe engine. Under full ahead forramming the ice, the exhaust gasbypass will remain closed untilthe scavenge air pressure for ISOcondition is reached. The exhaustgas bypass will then gradually opento keep the maximum allowablescavenge air pressure. This is doneto maximise the transient forloading the main engine.

When ramming the ice withsome speed, the load of the mainengine will increase rapidly. Thiswill make the engine decrease inrotational speed. To make sure thatthe engine will not stop, the CPPwill be controlled so that the loadof the main engine is decreasedsufficiently. To make sure that thechange of angle on the propellerand the rotational speed of themain engine will be optimum,MAN B&W Diesel has simulated theramming situation.

This ice ramming also posessome other stresses on the pro-pulsion system, as the dynamicloading will be different fromnormal propulsion mode. Themain thrust bearing on the main

engine will have to handle thesedynamic loadings, which has led toa modification in the main thrustbearing. The main aft support hasbeen increased, and the crankshaftthrust cam has been modifiedcompared 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)

Small H

andysize

Handymax

Panamax

AFRAmax

Suezmax 1A

Super

1A

1C

1B

NormalSMCR

15.0kn

15.0kn

15.0kn

Weight (dwt)

1ASuper

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 1 00 105

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 bearingload, so that an increase of themaximum load has been avoidedcompared to the standard thrustbearing configuration.

Fig. 5 shows the crash-asternprocedure for 100% ahead to 100%astern. The ship described abovewent on sea trial on 21 March2006, where some of the featuresto be used for the ice rammingprocedure were tested. The blueline represents the pitch of the CPP,which to begin with is set for 100%ahead. The setting of the CPP for100% astern begins at zero seconds,and the CPP is fully set for 100%astern after 33 seconds. When theload on the propeller decreases,the fuel index of the main enginedecreases, so as to prevent the mainengine from overrunning. The fuelindex is the black line.

When the pitch of the propellerreaches negative pitch, and theloading of the propeller increasesagain, it can be seen that the bypasscloses, so the turbocharger receivesmaximum exhaust gas. After 58seconds, the bypass is openedagain as the scavenge air pressurehas reached ISO conditions. Thefull operation of changing fromfull ahead to full astern is reachedin 70 seconds, where the bypasshas opened to the same level asbefore the change in the directionof 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.


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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/S

Denmark Germany SK7 5AQ Copenhagen CopenhagenUnited 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 wher e mentioned www.manbw.com

His Royal Highness, Crown Prince

Frederik of Denmark, officiallyopened MAN B&W Diesels newattraction, DieselHouse. Thistechnical and cultural experiencecentre is dedicated to diesel enginetechnology, from the very first,single cylinder engines throughtto the latest applied, electronicdevelopments.

The opening ceremony was a hugesuccess, as witnessed by Flem-ming Hansen, Danish Minister forTranport and Energy, as well as toprepresentatives from MAN B&WDiesels family of licensees.

DieselHouse is situated onthe site of the H.C. rsted power

plant, near the centre of modernCopenhagen.The building is the original

house to the long-standing B&Wdiesel engine which was used as lateas 2003 to start up the East Da nishpower grid after a major collapse.This engine was commissioned in1932 and was the Worlds largestdiesel engine for 30 years. Theengine will be started up once amonth during DieselHouses open-ing hours so visitors can experiencethe sound and feel the immensepower generated by this historic,supercharged, double-acting dieselengine.

Although this huge engine isthe centrepiece of the DieselHouseexhibition centre, DieselHouse alsohouses everything from the mostmodern interactive exhibitionsto an extensive collection of shipand engine models that date fromthe era of the B&W shipyard andengineering works.

DieselHouse has three exhibitionfloors, each with its own theme.

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

the engine deck, where the theme

is From steam to diesel. Here,visitors will see a display of B&Wsfirst engine from 1904 and HolebyDiesels first engine from 1910.

The significance of diesel powerin all types of shipping and inthe electrification of Denmark ishighlighted on the first floor, wherevisitors are shown how Dieseldrives the World.

The second floor shows indus-trial development in Denmark,illustrated through the historyof B&W, which, to many Danes, issynonymous with the industrialrevolution and shopfloor workershistory.

Innovation is the theme of thesection on the third floor. Displays

of everything, from basic principlesof the diesel engine to the mostadvanced methods of developmentand calculation, are ment to actas an inspiration to children andstudents to learn about the dieselengine and, hopefully, choose acareer path that will allow them totake the next step foreward in thediesel engine development.

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