A Technical Customer Magazine of MAN Diesel & Turbo

1/2012

View of the Fort Lauderdale coast. The local MAN PrimeServ centre will service NCL ships in nearby Port Everglades according to the terms of a new contract (Picture copyright Ft. Lauderdale CVB)

Market Entry Beckons for ME-GI Gas Engine

Major players push technology toward commercial maturity with customer interest growing
In separate announcements at MAN Diesel & Turbos second ME-GI test demonstration for customers in Copenhagen on 6 March, HHI-EMD the Engine and Machinery Division of Hyundai Heavy Industries and Mitsui Engineering and Shipbuilding Co., Ltd. stated that they intend to build prototypes of MAN Diesel & Turbos gas engine. The situation effectively means that the MAN B&W ME-GI engine has edged even closer to commercial production. Both companies intend to carry out full-scale demonstrations of the ME-GI principle based on the temporary conversion of existing production engines to ME-GI units. Accordingly, Hyundai intends to convert an 8S70ME-GI unit in November 2012, while Mitsui will convert a 6S70ME-GI unit in the second quarter of 2013. MAN Diesel & Turbo sees the announcement of the demonstrations as stemming from customer requests to employ the ME-GI engine in new projects and states that production capability for the MEGI is already available. Similarly, the company also reports that test beds and ancillary gas-supply systems will also be available in time for ME-GI delivery. Ole Grne, Senior Vice President Low Speed Promotion & Sales, MAN Diesel & Turbo said: We view this latest development in the MEGI project as very positive. It is immensely encouraging that some of our biggest licensees, based in the greatest shipbuilding countries in the world, are showing such tangible interest in this gas engine. Grne attributed the licensee announcements of full-scale ME-GI demonstrations to customer interest and said: Over the years, MAN Diesel & Turbo has staged tests in Copenhagen with excellent results where we have improved efciency and lowered pilot injection volumes, but these full-scale demonstrations mark the most signicant milestone yet for the ME-GI. The ME-GI engine Unveiled at a major event at MAN Diesel & Turbos Copenhagen Continued on page 2

PrimeServ Clinches Major American Maintenance Contract

Service agreement with Norwegian Cruise Line covers Florida-based vessels. MAN Diesel & Turbo has received an order from the US-based cruise liner company Norwegian Cruise Line for the maintenance of the engines on nine of the eets cruise liners. The service agreement runs for four years and is being handled by the MAN PrimeServ service ofce in Fort Lauderdale, Florida, USA. During the term of the agreement, two further Norwegian cruise ships will be put into service, which will then also be incorporated into the contract. The order is worth USD 30 million. MAN Diesel & Turbo has been a partner to Norwegian for many years, said Brian Swensen, Senior Vice President of Technical Operations & Refurbishment for Norwegian Cruise Line. We are pleased to enter into this service agreement for the maintenance of the engines on nine of our vessels. The order from Norwegian Cruise Line represents a milestone for MAN Diesel & Turbo and for our service brand MAN PrimeServ, says Dr. Stephan Timmermann, Executive Board Member of MAN Diesel & Turbo, responsible for the Engines & Marine Systems and After-Sales Strategic Business Units. It is one of the rst service agreements of its kind with one of our major customers and constitutes a key after-sales success in a very exciting cruise liner business. To date, 52 engines with 542 cylinders from various series have been produced for Norwegian Cruise Lines vessels, including the worlds rst common-rail conversion. The companys next ship, Norwegian Breakaway, will be launched in April 2013.

Copenhagen Welcomes Holeby GenSets to Low-Speed Family Adopts business model > Page 3

Two-Stroke Adds Mexican Power Reference Expansion of Baja Californian power facility > Page 5

The Basic Principles of Ship Propulsion Extracts from new technical paper > Pages 6-8

Australian Dual-Fuel Power Plant Complete 12V51/60DF engines to drive power facility > Pages 10-11

PAGE 2

DIESELFACTS 1/2012

Market Entry Beckons for ME-GI Gas Engine

Continued from page 1 Diesel Research Centre in May 2011, the ME-GI engine represents the culmination of many years work that began in the 1990s with the companys prototype MC-GI dual-fuel engine. The rst twostroke GI engine, a 12K80MCGI-S, entered service at a power plant in Chiba, near Tokyo, Japan in 1994. The ME-GI engine is a gas-injection, dual-fuel, low-speed diesel engine that, when acting as main propulsion in LNG carriers or any other type of merchant marine vessel, can burn gas or fuel oil at any ratio, depending on the energy source available on board and dictated by relative cost and owner preference. Indeed, Mitsui reports introducing an ME-GI engine as prime mover aboard the LNG carrier Double Eco MAX in July 2011, a move that realised a 30% reduction in fuel costs and CO2 emissions. Depending on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of using either gas or HFO. MAN Diesel & Turbo sees signicant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten. Indeed, previous research indicates that the ME-GI engine, when combined with exhaust gas recirculation (EGR) and waste heat recovery (WHR) technologies, delivers signicant reductions in CO2, NOX and SOX emissions fullling Tier II and Tier III regulations. MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine, extending from LNG and LPG carriers to other oceangoing vessel segments such as container ships as well as ships plying a xed trade. As such, the ME-GI engine represents a highly efcient, exible, propulsion-plant solution.
The ME-GI engine pictured at Copenhagens Diesel Research Centre

Antipodean Repair of Lunar Proportion

New Zealand and Australia PrimeServ outts take joint care of the Yellow Moon
PrimeServ New Zealand was recently contacted by Reederei Gebr. Winter of Hamburg and advised of a fuel cam damaged on board the MV Yellow Moon on route to Auckland. The MV Yellow Moon is a 13,760 DWT General Cargo vessel with a 1,118 TEU container capacity built in 2008 and tted with an MAN B&W 6S50MC-C engine. PrimeServ Australia in support responded to the call and assisted to organise spare parts and technical It is amazing what we can achieve assistance for the vessel as soon when we work as One Company as it berthed. Customer satisfaction is guaranteed. Our Superintendent Engineer Jeffrey Moloney PrimeServ Australia Mikael Kristensen was surprised to nd that the cam had slipped on the shaft, bending the shaft, with which had resulted in mistiming consequential damage to the fuel and a consequential scavenge re. pump base plate. The camshaft In addition to this, water had heavily had slipped inside the chain wheel, contaminated the LO system with the LO lter and bearing suffering some damage. A repair programme was devised by PrimeServ Australia and agreed to by the vessel managers, insurance representatives and classication society and a skilled team was assembled for the work. All crosshead, crankpin and main bearings were inspected and renewed as required by our superintendents and the specialist services of Metalock Denmark were engaged for crankshaft journal surface restoration. The camshaft and base plate had to be renewed, and all pistons, liners and exhaust valves were overhauled. The turbocharger was overhauled, re-bladed and balanced by MAN in New Zealand and the fuel equipment was serviced in MAN PrimeServ Sydneys specialised workshop.

Installation of the new camshaft by Allan Valdaris and Mikael Kristensen of MAN PrimeServ Australia

MV Yellow Moon pictured alongside in Auckland during repairs (source Reederei Gebr. Winter)

DIESELFACTS 1/2012

PAGE 3

Copenhagen Welcomes Holeby GenSets to Low Speed Family

Auxiliary engines join two-stroke business unit and adopt same business model

Mikael C. Jensen, Vice President and Head of Engineering for the Low-Speed Business Unit, in his Copenhagen ofce. The HC rsted power plant, a neightbour to MAN Diesel & Turbos DieselHouse museum, is pictured in the background

In connection with MAN Diesel & Turbos recent repositioning of the Holeby GenSet portfolio to within its Copenhagen-based two-stroke organisation, DieselFacts interviewed Mikael C. Jensen, Vice President and Head of Engineering for the Low Speed Business Unit. Its a bright sunny morning in the Danish capital when DieselFacts steps inside Mikael Jensens ofce with its panorama view of Copenhagens lower harbour. A company veteran, Jensen has worked for MAN Diesel & Turbo for nearly 28 years and took up his current position in the summer of 2008. Since the summer of 2011, he has also become ofcially responsible for the engineering of Holeby GenSets namely Holeby GenSets, headquartered in the eponymous, Danish town some two hours drive from the big smoke which has signicantly increased the size of the Low Speed organisation. The rationale behind the repositioning is that the engines involved are exclusively produced by licensees and can therefore logically be aligned with the similar, two-stroke business model. This leaves MAN Diesel & Turbos headquarters in Augsburg free to concentrate on its own production of the larger-bore, four-stroke units. Holeby GenSets have a good reputation among customers as very reliable workhorses, states Jensen. With Holeby joining the Low Speed business unit, Copen-

hagens increased contact with the four-stroke designer is giving it the opportunity to see what this reputation is based upon. Fact nding He hails the great enthusiasm with which the Holeby workers have met the project and says: We have travelled with them to China and Korea to talk to licensees but, rst and foremost, to listen to the licensees, to hear their opinions, and to introduce our plans. Essentially, were in a fact-nding phase. This fact-finding phase aims to gather as much information as possible about Low Speeds new areas of responsibility, bearing in mind that Holeby four-stroke engines are also used for propulsion and not exclusively for electricity production. Low Speed is trying to establish the extent of any techni-

cal problems, known solutions and associated costs. MAN Diesel & Turbo has already written service letters to ship owners to this effect. Low Speed is also looking at licensee sourcing patterns to determine where they get the parts for their engines from and any problems that might arise therein as well as the potential for streamlining production. We want to know what licensees think in the broadest meaning of the word, says Jensen. How the Holeby engines are manufactured, how they get parts, how they test them, how they think our engines compare with the market, pricing, what their own customers think. Everything! Another objective is the benchmarking of the engines to establish how competitive they are. One of the reasons for the initia-

tive is to raise MAN Diesel & Turbos share of the four-stroke market. Despite this, Jensen states: We still own a large share of the market, which means that we are getting a lot of things right and we are in the process of identifying these. As such, the project is a start to reversing this negative trend. Jensen reports a very favourable reaction from licensees and ship owners up till now, but says that the success of the fact-nding mission is a double-edged sword in that the Low-Speed organisation now has something to live up to. He says: Weve been basking in the glory of having started this project, but now people want to see results. Organic growth The new project is actively fostering relationships between Holeby technicians and their licensee counterparts. This corresponds to the way Low Speed works with its licensees where there is an intense working relationship at all levels. Jensen says: There is direct contact on a daily basis at all organisational levels. We regularly exchange visitors with our twostroke licensees and intend this to be the case with four-stroke also. We dont want to live in a bubble here in Copenhagen. He is also at pains to make clear that it will take time before the Holeby business is running just like its two-stroke cousin and says: There are lots of commercial and technical issues to be resolved.

This will take time but we had also reckoned on it. After all, if it was as easy as this [clicks ngers], then there would be nothing interesting about the project. Many technical plans are already in place with an adjustment to the four-stroke programme the rst of these the uprating of the classic 23/30 model. This particular engine has been modernised many times since its original introduction, but MAN Diesel & Turbo is currently increasing its output and introducing other developments that will allow for it to be manufactured at a lower cost than before. The move has had a positive response and increased orders for a workhorse that originally entered the market in the 1960s. Jensen underlines that the Medium Speed Business Units sales teams in Augsburg & Frederikshavn will continue to sell and promote four-stroke marine diesel mechanic and diesel electric propulsion packages. As a final message, Mikael Jensen wants to reassure customers and licensees that Low Speeds dedication to two-stroke remains as strong as ever. He says: We are growing our organisation to integrate Holeby as we could never accept a situation where a licensee or ship owner approached us with a query and we were forced to tell them that we didnt have time to answer them because we had to use our resources on Holeby GenSets.

Library photo of the MAN L23/30H GenSet

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DIESELFACTS 1/2012

New Possibilities With Parallel Running

For many years, it has generally been accepted that parallel operation of the main-engine constant-speed shaft and auxiliary-engine-driven generators is only briey possible for load transfer, while continuous parallel operation is not possible in practice. Certainly, with the control equipment commercially available up till now, this has been the case. From time to time, ship owners have held a dialogue with MAN Diesel & Turbo as to the possibility of parallel running. This led to a reevaluation of the problem, driven by a fruitful cooperation between MAN Diesel & Turbos Low-Speed organisation in Copenhagen and its small-bore GenSet organisation in Holeby. Stemming from this successful initiative, MAN Diesel & Turbo proposed a new control concept that has now been tested with positive results. To facilitate parallel operation, the auxiliary engine generator must be operated as base load and the shaft generator as a swing machine. This allows the auxiliary engine to follow the frequency variations generated by the main engine without a large power swing. As such, the shaft-generator load must be controlled so it has a sufcient margin to accept random and planned changes in the electrical load. The load distribution is controlled by direct fuel index control of the auxiliary engine. As previously stated, preliminary functional tests have shown very promising results. However, to be utilised commercially, the new control strategy must be implemented in the PMS (Power Management System) system and the auxiliaryengine governor software must be adjusted to facilitate this type of control. Over time, MAN Diesel & Turbo expects PMS manufacturers to implement the functionality based on the companys own specications.

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Chinese Ferry Group Orders Complete Propulsion Package

Picture of a new fuel actuator mounted on one of the engines involved in testing parallel running

Two MAN 9L32/40 engines to power Ropax ferry

Weihai Haida Ferry Co., operating in NE China, has placed an order for a 2,200-passenger/1,100-lane-metre Ropax ferry featuring an MAN Diesel & Turbo propulsion package. Weihai Haida is the exclusive operator on the route between the major cities of Weihai and Dalian on opposite sides of the Bohai strait in China where it undertakes a Ropax service. The company currently has two vessels in its eet operating on the route the Xin Shen Shen and Shen Shen 1 with the former shortly due to exit service. The newbuilding will be constructed at local Huanghai shipyard and will be called Shen Shen 2. It will feature a twin-screw propulsion plant comprising two wellproven MAN 9L32/40 (IMO TierII compliant) four-stroke engines manufactured by MAN Diesel & Turbo in Augsburg (Germany), two Renk single-reduction gearboxes with PTO shaft to drive alternators, and two MAN CP propellers using the new, high efciency type Alpha VBS1020 Mk 5 design. Additionally, the Alphatronic 2000 has been designated as propulsion control system. MAN Diesel & Turbo Frederikshavn (Denmark) will support the integration of the full propulsion package. The new ferry will be capable of carrying its 2,200 passengers at a design speed of 18 knots. Along with the optimised propulsion package, Weihai Haida has also ordered engine spare-parts from MAN PrimeServ, MAN Diesel & Turbos after-sales division. Weihai Haida is a new customer for MAN Diesel & Turbo, but the company has a long-term relationship with Huanghai shipyard that has seen the construction of eight Ropax ferries with MAN fourstroke propulsion systems to date. The shipyard has also ordered 34 MAN Diesel & Turbo licence-built, two-stroke engines in this time. The regional increase in tourism is an important driver for the order of the ferry. The city of Weihai and its hinterland has a fast-developing and attractive seaside location and is currently experiencing growing numbers of tourists from northern China, especially from around the Dalian area.

MAN Signs Signicant Enterprise Framework Agreements with Shell

Global energy giant Shell recently chose MAN Diesel & Turbo to supply it with rotating equipment and services under the terms of a number of enterprise framework agreements (EFAs). One EFA, covering a period of six years, was signed for the supply of new compression equipment at different Shell locations worldwide, while another veyear agreement was signed for the supply of aftermarket parts and services for existing rotating equipment. The agreement for new compression units covers a wide range of centrifugal compressors for sweet and sour gas services that will be used in both onshore and offshore applications. MAN Diesel & Turbo and Shell have enjoyed a close business relationship for many decades and cooperated in major up- and downstream projects around the globe, including the worlds largest Gas-to-Liquid (GTL) Project in Qatar. We appreciate this opportunity to continue our long lasting relationship. These EFAs demonstrate Shells level of condence in our equipment and services, emphasised Dr. Uwe Lauber, Managing Director of MAN Diesel & Turbo Switzerland and Head of the Oil & Gas Business Unit. With these agreements in place, MAN will continue to strongly promote its high-quality compressor equipment and services around the world.

Library photo of a 7L32/40 engine, from the same family as the Weihai engine

DIESELFACTS 1/2012

PAGE 5

Ay Caramba! Two-Stroke Division Adds to Existing Mexican Power Reference

Order covers expansion of Baja California power facility with 12K80MC-S engine
Comisin Federal de Electricidad (CFE) Mexicos state-owned electricity provider has awarded Spanish contractor ABENER the engineering and construction services company the contract for the extension of a diesel power plant at La Paz, Baja California Sur. The new order comes on the heels of another two-stroke power reference in Panama where two lowspeed MAN B&W 12K80MC-S engines have been ordered as part of the expansion of the Miraores power plant, adjacent to the Panama Canal. The Mexican 43-MW power plant, property of CFE, will feature an MAN B&W 12K80MC-S prime mover, and is an addition to two existing 43-MW power plants Baja California Sur I and II, and the internal-combustion power plant Baja California Sur III, currently under construction in La Paz, capital of Baja California Sur state. The new engine will work in single-cycle mode and produce 42.3 MW at site ambient conditions. MAN Diesel & Turbos licensee STX Heavy Industries Co., Ltd., Korea will supply the engine in cooperation with UTE Baja California Sur IV a subsidiary of ABENER who is responsible for leading the 235 CCI Baja California Sur IV Project with the delivery and installation of the engine and the integration of all the power-plant equipment at site.

View of the CFE power plant at La Paz, Baja California Sur, Mexico. The power plants Sur I, II and III phases already feature MAN Diesel & Turbo engines in the form of an MAN B&W 10K90MC-S and two MAN B&W 12K80MC-S engines. The new, Sur IV engine another 12K80MC-S unit will work in single-cycle mode and produce 42.3 MW at site ambient conditions

Archive photograph of MAN Diesel & Turbos MAN B&W 12K80MC-S engine

The contract initiates STXs role in the stationary market for MAN B&W two-stroke, low-speed diesel engines. The MAN B&W 12K80MC-S engine will run on local, cost-effective

fuel with a viscosity around 1,100 cSt at 50C and a sulphur content of maximum 4.32%. In order to comply with local legislation, the engine will be optimised to meet the World Banks 1998 guideline,

complying with NO X emissions guaranteed to CFE, and will feature an SCR unit. With this conguration, CFE will be able to control the overall running costs of the emission-control system.

GenSet Delivery is Catalyst for Chinese Celebration

Chinese licensee SXD has produced two 32/40 gensets that will provide power to offshore platforms operated by Chinas national oil company. Representatives from China National Offshore Oil Corporation (CNOOC), classication societies, local government ofcials and MAN Diesel & Turbo gathered on 18 November to celebrate the delivery of two 12V32/40 gensets, constructed by MAN Diesel & Turbo licensee, Shaanxi Diesel Heavy Industry Co., Ltd. (SXD). The new engines will replace older models aboard Liuhua 11-1, a working, offshore hydrocarbon platform operated by CNOOC. SXD is a company of the northern Chinese CSIC Group of stateowned factories and shipyards. The companys relationship with MAN Diesel & Turbo originally began more than 30 years ago with the signing of a licence agreement for Pielstick-type engines. In later years, the licence agreement was extended to include engines from MAN Diesel & Turbos own engine portfolio, since when SXD has successfully delivered many MAN 32/40 engines to Chinese shipyards and owners. For the project, MAN Diesel & Turbo provided SXD with: a re-design of the 32/40 genset that could meet special offshore requirements a Frame Auxiliary Box (FAB) the MAN engine automation system SaCoSone. China has a growing need for oil and gas to continue its rapid economic development. This, in turn, increases the number of retrot and newbuilding projects involving offshore platforms, as well as for offshore supply vessels. In his speech at the ceremony marking the handing over of the two engines, Michael Filous Head of Medium Speed Licence Support, MAN Diesel & Turbo China emphasised the need for cooperation at the early stages of projects involving MAN Diesel & Turbo and Chinese companies so as to maximise the likelihood of fullling the tough requirements

Michael N. Filous, Head of Medium Speed Licence Support, MAN Diesel & Turbo China, delivering his speech at the ceremony in China. Since the event, Filous has been appointed as the new Head of Power Management (PM) within MAN Diesel & Turbos Power Plant business unit.

China has for local content. Filous said: Based on the success of this particular project, MAN Diesel & Turbo is looking forward

to continuing its close cooperation with SXD in the future. While operating in the Chinese market brings with it some strict condi-

tions, we think it is a very exciting market and one that our cooperation with SXD has ultimately made very rewarding.

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DIESELFACTS 1/2012

Basic Principles of Ship Propulsion

DieselFacts presents extracts from a newly updated MAN Diesel & Turbo technical paper
This updated paper has been written by Birger Jacobsen, Senior TwoStroke Research Engineer, based in Copenhagen.
Shaft power kW 11,000
Sea Margin
75 % % %

of the nominal L1 speed of the engine is, however, to be avoided for extended periods of time. Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. Line 5: Represents the maximum mean effective pressure level (mep) which can be accepted for continuous operation. Line 7: Represents the maximum power for continuous operation.

Heavy Waves and Sea and Wind Against When sailing in heavy seas with much wave resistance, the propeller can be up to 7-8% heavier running than in calm weather, i.e. at the same propeller power, the rate of revolution may be 7-8% lower. In order to avoid slamming of the ship in bad weather conditions, and thereby damage to the stem and racing of the propeller, the ship speed will normally be reduced by the navigating ofcer on watch. A valid example for a smaller ship based on calculations is shown in Fig. 1. This example shows for a given reduced ship speed of 14 knots the inuence of increased resistance caused by heavy weather and fouling expressed as increased sea margin. Standard Engine Load Diagram Denitions The load diagram (Fig. 2) denes the power and speed limits for the continuous as well as overload operation of an installed engine, which has a specied MCR point M that conforms to the ships specication. Normally, point M is equal to the MCR propulsion point MP, but in

SMCR = 9,960 kW 127 r/min (M)

10,000

50

25

0%

9,000

8,000
16.5 kn

7,000

6,000

5,000
14.0 kn

4,000 100

105

110

115

120

125

130

135 r/min

Propeller/Engine Speed

Fig. 1: Inuence of sea margin on a small ship sailing at 14 knots

Line 10: Represents the mean effective pressure (mep) lines. Line 5 is equal to the 100% mep-line. The mep-lines are also an expression of the corresponding fuel index of the engine. Limits for Overload Operation The overload service range is limited as follows, see Fig. 2. Line 8: Represents the overload operation limitations. The area between lines 4, 5, 7 and the dashed line 8 in Fig. 2 is available for overload running for limited periods only (1 hour per 12 hours).

cases where a shaft generator is installed, point M may incorporate the engine power required for ship propulsion MP and for the shaft generator SG, if installed. During shop test running, the engine will always operate along curve 1, with point M as 100% SMCR. If CP-propeller and constant speed operation is required, the delivery test may be nished with a constant speed test.

Limits to Continuous Operation The continuous service range is limited by the four lines 4, 5, 7, 3 and, in extraordinary cases, 9. See Fig. 2.

107% of M, see line 9. The above limits may, in general, be extended to 105% and, during sea-trial conditions, to 107% of the nominal L1 speed of the engine, provided torsional vibration conditions permit. Line 3 and line 9: The overspeed set-point is 109% Line 3 represents the maximum of the speed in M, however, it may acceptable speed for continuous be moved to 109% of the nominal operation, i.e. 105% of M. Dur- speed in L1, provided that torsional ing sea-trial conditions the maxi- vibration conditions permit. mum speed may be extended to Running at low load above 100%

Engine shaft power, % M 110 100 90 80 70

mep 110% 100% 10 8 4 2 1 6

Engine shaft power, % of M

L1 L3
5 M

M Specied engine MCR

5

110
7

M Specied engine MCR

7

100 90 80 70 60
4 1 2

5%L1 L2

O L4 Heavy running operation

Normal operation

60

90% 80%

50
3

50

70% 9 60%

40 55 60 65 70 75 80 85 90 95 100 105 110 115 120

Engine speed, % of M Standard load diagram area Extended light running area

40 60 65 70 75 80 85 90 95 100 105 Engine speed, % M

Line 1: Propeller curve through SMCR point (M) _ layout curve for engine Line 2: Heavy propeller curve _ fouled hull and heavy seas Line 3: Speed limit Line 4: Torque/speed limit Line 5: Mean effective pressure limit Line 6: Light propeller curve _ clean hull and calm weather _ layout curve for propeller Line 7: Power limit for continuous running Line 8: Overload limit Line 9: Sea trial speed limit Line 10: Constant mean effective pressure (mep) lines

Line 1: Line 2: Line 3: Line 3: Line 4: Line 5: Line 6: Line 7:

Propeller curve through SMCR point (M), layout curve for engine Heavy propeller curve, fouled hull and heavy seas Normal speed limit Extended speed limit, provided torsional vibration conditions permit Torque/speed limit Mean effective pressure limit Increased light running propeller curve - clean hull and calm weather - layout curve for propeller Power limit for continuous running

Fig. 2: Standard engine load diagram

Fig. 3: Extended load diagram for speed derated engine with increased light running

DIESELFACTS 1/2012

PAGE 7

Recommendation Continuous operation without a time limitation is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram. For xed pitch propeller operation in calm weather with loaded ship and clean hull, the propeller/engine may run along or close to the propeller design curve 6. After some time in operation, the ships hull and propeller will become fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power will be required for propulsion in order to maintain the ship speed. In calm weather conditions the extent of heavy running of the propeller will indicate the need for cleaning the hull and, possibly, polishing the propeller. The area between lines 4 and 1 is available for operation in shallow water, heavy weather and during acceleration, i.e. for non-steady operation without any actual time limitation. The recommended use of a relatively high light running factor for design of the propeller will involve that a relatively higher propeller speed will be used for layout design of the propeller. This, in turn, may involve a minor reduction of the propeller efciency, and may possibly cause the propeller manufacturer to abstain from using a large light running margin. However, this reduction of the propeller efciency caused by the large light running factor is actually relatively insignicant compared with the improved engine performance obtained when sailing in heavy weather and/or with fouled hull and propeller. Extended Engine Load Diagram When a ship with xed pitch propeller is operating in normal sea service, it will in general be operating around the design propeller curve 6, as shown on the standard load diagram in Fig. 2. Sometimes, when operating in heavy weather, the xed pitch propeller performance will be more heavy running, i.e. for equal power absorption of the propeller, the propeller speed will be lower and the propeller curve will move to the left. As the two-stroke main engines are directly coupled to the propeller, the engine has to follow the propeller performance, i.e. also in heavy running propeller situations. For this type of operation, there is normally enough margin in the load area between line 6 and the normal torque/speed limitation line 4, see Fig. 2. To the left of line 4 in torque-rich operation, the engine will lack air from the turbocharger to the combustion process, i.e. the heat load limits may be exceeded and bearing loads might also become too high. For some special ships and operating conditions, it would be an advantage - when occasionally needed - to be able to operate the propeller/main engine as much as possible to the left of line 6, but inside the torque/speed limit, line 4.

Such cases could be for: ships sailing in areas with very heavy weather ships operating in ice ships with two fixed pitch propellers/two main engines, where one propeller/one engine is declutched for one or the other reason. Thus, measurements show an approximate 8-10% heavy running of the remaining propeller in operation for a twin-skeg ship. The increase of the operating speed range between line 6 and line 4 of the standard load diagram may be carried out as shown in Fig. 3 for the extended load diagram for speed derated engine with increased light running. The maximum speed limit (line 3) of the engines is 105% of the SMCR speed, as shown in Fig. 2. However, for speed and, thereby, power derated engines it is possible to extend the maximum speed limit to 105% of the engines nominal L1 speed, line 3, but only provided that the torsional vibration conditions permit this. Thus, the shafting, with regard to torsional vibrations, has to be approved by the classication society in question, based on the extended maximum speed limit. When choosing an increased light running to be used for the design of the propeller, the load diagram area may be extended from line 3 to line 3, as shown in Fig. 3, and the propeller/main engine operating curve 6 may have a correspondingly increased heavy running margin before exceeding the torque/speed limit, line 4. A corresponding slight reduction of the propeller efciency may be the result, due to the higher propeller design speed used.

Propulsion SMCR power PM

Increased propeller diameter

4-bladed FP-propellers

Dprop=6.8 m

Dprop=6.3 m

Dprop=5.8 m 16.0 kn

7S 5 .2 -B9 0ME

0 7G5

.2 - B9 ME
M2

B9.2 MEG5 0

6S

. E-B9 5 0M

7S

. E-C8 5 0M

15.1 kn 15.0 kn 14.5 kn 14.0 kn 13.5 kn

15.5 kn

6 S50

8. ME-C

M1

117 r/min 127 r/min

100 r/min

= 0.28 M1 = 9,960 kW 127 r/min M2 = 9,310 kW 100 r/min

Engine/propeller SMCR speed nM

Fig. 4: Layout diagram and constant ship speed lines. Example for a Handymax tanker with different propeller diameters

Constant ship speed line for increased propeller diameter The larger the propeller diameter, the higher the propeller efciency and the lower the optimum propeller speed. A more technically advanced development drive, there-

fore, is to optimise the aftbody and hull lines of the ship including bulbous bow, also considering operation in ballast condition making it possible to install propellers with a larger propeller diameter. The constant ship speed line shown in Fig. 4 indicate the power required at various propeller speeds to keep the same ship speed provided that the optimum propeller diameter with an optimum pitch diameter ratio is used at any given speed, taking into consideration the total propulsion efciency. Normally, for a given ship with the same number of propeller blades, but different propeller diameter, the following relation between necessary power and propeller speed can be assumed: P2 = P1 (n2 /n1) where: P = Propulsion power n = Propeller speed, and = the constant ship speed coefcient.

For any combination of power and speed, each point on the constant ship speed line gives the same ship speed. When such a constant ship speed line is drawn into the layout diagram through a specied propulsion MCR point M1, selected in the layout area, another specied propulsion MCR point M2 upon this line can be chosen to give the ship the same speed for the new combination of engine power and speed. Provided the optimum pitch/diameter ratio is used for a given propeller diameter the following data applies when changing the propeller diameter: For general cargo, bulk carriers and tankers = 0.25 - 0.30, and for reefers and container vessels = 0.15 - 0.25. Fig. 4 shows an example of the required power and speed point M1, through which a constant ship speed curve = 0.28 is drawn, obtaining point M2 with a lower engine power and a lower engine

speed but achieving the same ship speed. Thus, when for a handymax tanker increasing the propeller diameter, and going for example from the SMCR propeller speed of nM1 = 127 r/min to nM2 = 100 r/min, the propulsion power needed will be PM2 = PM1 x (100/127)0.28 = 0.935 x PM1, i.e. involving a power reduction of about 6.5%. In this example, another main engine has been applied, verifying the fuel savings potential of this ultra low speed type engine. When changing the propeller speed by changing the pitch diameter ratio, the constant will be different. Estimations of engine/propeller speed at SMCR for different single screw FP-propeller diameters and number of propeller blades Based on theory and experience, the connections between main engine SMCR power PM, SMCR speed nM and propeller diameter d = Dprop can as guidance be estimated as follows:
3 nM = C x PM

_____
5

Propeller Efciency o 55.5% 55.0% 54.5% 54.0% 53.5% 53.0% 52.5% 52.0% 51.5% 51.0% 6.6
105 r/min

(Dprop )

4 blades

3 blades

nM PM C

in r/min in kW is a constant depending on the number of propeller blades, see below.

Dprop in m

5 blades 6 blades
105 r/min 105 r/min

105 r/min

Number of Propeller Blades Contant (C)

3 125

4 115

5 104

6 93

Source: MAN Diesel & Turbo

Main engine SMCR = 20,000 kW 105 r/min Single screw xed pitch propeller
6.8 7.0 7.2 7.4 7.6 7.8 8.0 8.2 8.4 m

Propeller Diameter

In the constant C, a light running propeller factor of 4-5% is included. The above formula is valid for standard single screw FP-propeller types. The constant C is an average value found for existing ships (before 2011) and reects the design ship speed applied in the past. Continued on next page

Fig. 5: Selection of number of propeller blades for a ship with main engine with SMCR = 20,000 kW x 105 rpm

PAGE 8

DIESELFACTS 1/2012

Continued from previous page For lower design ship speed which seems to be the coming tendency due to EEDI (Energy Efciency Design Index) and fuel costs, the constant C will be higher. For an NPT propeller (New Propeller Technology), the estimated, claimed engine/propeller speed nM might be approx. 10% lower. Number of propeller blades Propellers can be manufactured with 2, 3, 4, 5 or 6 blades. The fewer the number of blades, the higher the propeller efciency will be. However, for reasons of strength, propellers which are to be subjected to heavy loads cannot be manufactured with only two or three blades. Normally 4-, 5- and 6-bladed propellers are used on merchant ships. In the future maybe 3-bladed propellers may be used due to reduced design ship speed. Ships using the MAN B&W two-stroke engines are normally large-type vessels which, so far, use at least 4-bladed propellers. Ships with a relatively large power requirement and heavily loaded propellers, e.g. container ships, may need 5 or 6-bladed propellers.

The optimum propeller speed depends on the number of propeller blades. Thus, for the same propeller diameter, a 6-bladed propeller has an about 10% lower optimum propeller speed than a 5-bladed. For vibrational reasons, propellers with certain numbers of blades may be avoided in individual cases in order not to give rise to the excitation of natural frequencies in either the ships hull or its superstructure. The influence of a selected number of propeller blades is shown as an example in Fig. 5 for a ship installed with a main engine with SMCR = 20,000 kW x 105 r/ min. For each number of propeller blades, the corresponding applied propeller diameter according to the previous formulae is shown too. A more comprehensive propeller diameter example, based on the mentioned formulae, is shown in Fig. 6 and is valid for 4-bladed FP-propeller types. By means of a given propulsion SMCR (power and speed) point, it is possible to estimate the corresponding FPpropeller diameter. However, in the upper power and propeller diameter range, it is, for technical reasons, probably necessary to select a 5-bladed

Propulsion SMCR power kW 45,000

4-bladed Fixed Pitch propellers

12.0 m 11.0 m
9 Cyl.

10.0 m

9.0 m

8.0 m

7.0 m

Propeller diameter

40,000

30,000
8 Cyl.

G8

0M

35,000

EC

9. 2
25,000

G7
20,000

0M

9.2 E-C
8 Cyl.

6.0 m

15,000

G6 0

ME-

C9.2

9 Cyl.

G5 0M

E-B9.2

9 Cyl.

-B8.2 S 5 0 ME

10,000

5.0 m
S40ME-B9.2
8 Cyl.

5,000

S35MC-C9.2 / ME-

B9.2

8 Cyl. L 3 - L1 5 Cyl. L 4 - L 2

4.0 m

50

60

70

80

90

100

110

120

130

140

150 160 170 r/min Engine/propeller SMCR speed

Fig. 6: Example of selection of 4-bladed Fixed Pitch propeller diameter (All gures source MAN Diesel & Turbo)

or 6-bladed propeller type with a reduced propeller diameter and lower pressure pulses (vibrations). Some examples of main engine types (layout diagrams) to be selected are shown too. The text for this article is based on extracts from the newly updated MAN Diesel & Turbo paper Ba-

sic Principles of Ship Propulsion, written by Birger Jacobsen, Senior Two-Stroke Research Engineer in Copenhagen. An M.Sc. graduate of the Technical University of Denmark, Jacobsen joined the company back in 1969 and since 1979 has worked in the Marine Installation Department. He has since be-

come the prolic author of varied technical papers on engine applications and propulsion trends in different vessel segments. The original paper is freely available in its entirety upon request from MAN Diesel & Turbo.

International Shipping Group Chooses Medium-Speed MAN Propulsion Package

Two L27/38 engines to power 7,000-dwt asphalt and oil-products tanker
Spanish concern Empresa Naviera Elcano, S.A., the international shipping group, has placed an order for two medium-speed MAN L27/38 engines as part of a propulsion package for a new vessel. The units will be designed by MAN Diesel & Turbo, and will power a 7,000-dwt asphalt and oil-products tanker to be built at Sedef Shipyard in Turkey. The 6-cylinder main engines each deliver 2,040 kW at 800 rpm. Elcano has chosen the engines as part of an MAN Diesel & Turbo propulsion package that also comprises an Alphatronic 2000 propulsion control system, an MAN Alpha VBS Mk 5 CP propeller, and a double-reduction gearbox with multiple PTO clutches operating at 1,200 kW at 1,200 rpm. The MAN L27/38 engine Characterised by its heavy-duty propulsion and manoeuvring power performance, the robust L27/38 engine series performs well over the entire load range, offering an immediate load response and quick acceleration. The L27/38 is smokeless at idling, part-load and full-load, is optimised for hightorque layout, and emits low levels of NOX while minimising fuel-oil consumption. About Sedef Shipyard With roots dating back to 1972, the Sedef Shipyard is located on the Bay of Tuzla, near Istanbul and is part of the Turkon Holding Group, a large international enterprise with interests in shipping, tourism and shipbuilding, among others. Sedef is a diversied shipbuilder that builds all types of ships for both naval and commercial clients with Germany and the Netherlands particularly prominent as markets. About Empresa Naviera Elcano, Based in Madrid, Spain, the company was founded back in 1942 and is primarily engaged in the shipping of bulk products. These include both solids, such as coal, ores and grain, and liquids such as LNG, LPG, oil, oil products and chemical products. Including its global subsidiaries, Elcano is the parent company of a substantial, international shipping group that manages its own eet of 27 vessels. These have a total tonnage of over 2.2 million dwt and include LNG vessels, oil and chemical/ product tankers and LPG ships as well as bulk carriers.

Graphical rendering of the new tanker

Elcano Project main particulars Ship type Yard Length oa (m) Length bp (m) Breadth (m) Design draft (m) dwt at operating draft Trial speed (kn) Propulsion package Engines Output (kW) Propulsion control system Engine safety, control and monitoring
Source: Elcano

7,000 dwt asphalt and oil tanker Sedef Shipyard, Turkey 110.0 105.7 10.6 6.9 In seawater approx. 7,150 at design draught, 8,450 at scantling draft 14.0 at 80% of MCR (maximum continuous rating)

2 MAN 6L27/38 2 2,040 at 800 r/min Alphatronic 2000 SaCoS one

DIESELFACTS 1/2012

PAGE 9

First Marine Application for New Generation TCS-PTG

Reederei Horst Zeppenfeld recently ordered two TCS-PTG units for 2 4,700 TEU container vessels. MAN Diesel & Turbo has received a rm order for two Turbo Compound Systems including Power Turbine and Generator (TCS-PTG) from Samjin Shipbuilding in Weihai, China. The TCS-PTGs will be employed aboard two 4,700 TEU container vessels currently under construction, operated by German shipowner Reederei Horst Zeppenfeld, each powered by individual MAN B&W 6S80ME-C9.2 low-speed engines. The order includes an option for two extra vessels. The order represents the rst such instance for a marine application for MAN Diesel & Turbos new generation of TCS-PTG after previous applications at stationary power plants in London and Panama. Along with the 2 + 2 TCSover. During sea passage, if no reefer containers are carried, the TCS-PTG may even fully replace a genset. In many cases, the installation of a TCS-PTG unit also allows the user to minimise the installed genset power output and to reduce corresponding investment costs accordingly. MAN Diesel & Turbo sees a growing potential for waste-heatrecovery systems, such as the TCS-PTG, which can recover up to 5% of the energy from a main-engines exhaust gases. As an alternative, the company offers an STG (Steam Turbine and Generator) system that recovers energy from an exhaust-gas steam boiler. MAN Diesel & Turbo also offers a solution in the form of the MARC_ HRSTM system, which is a combination of STG and TCS-PTG that recovers up to 10% of the energy from a main-engines waste heat.

Diagram of MAN Diesel & Turbos new generation TCS-PTG waste-heat recovery system

PTG20s, MAN Diesel & Turbo will supply 2 + 2 TCA88 turbochargers at a total project volume of some 4 million euro. Delivery is

scheduled to begin by the end of 2012. Through using the TCS-PTG units, Zeppenfeld will not only

save fuel, but will also reduce the operating costs of their gensets as these can be run on part-load when the TCS-PTG unit takes

China Gives Endorsement to Complete Propulsion Concept

MAN Diesel & Turbo propulsion solution chosen for special transportation vessels
view to increasing MAN Diesel & Turbos propeller market share. About Jiangnan Shipyard Jiangnan Shipyard is a historic shipyard located in Shanghai, China that was located to the south of the city until 2009 when it moved to Changxing Island, in the mouth of the Yangtze River and to the north of urban Shanghai. State-owned since its founding in 1865, it is now operated by Jiangnan Shipyard (Group) Co. Ltd. The new shipyard is equipped with several super drydocks, capable of housing the construction of aircraft carriers for the PLA Navy, if so required. The shipyard builds, repairs and converts both civilian and military ships. Other activities include the manufacture of machinery and electrical equipment, pressure vessels and steel works for various, land-based products. About ZJ CME Part of the CSSC Group, ZJ CME owes its origins to an asset reorganisation by Zhenjiang Marine Diesel Works and other enterprises of CSSC in 2001. Based in the city of Zhenjiang in Jiangsu Province, Eastern China, ZJ CME produces marine diesel engines, turbochargers, auxiliary marine machinery, lifting machinery, and marine propellers, among other industrial lines.

Photograph from the signing ceremony for the main propulsion systems with: (front row, left to right) Torben Johansen MAN Diesel & Turbo Frederikshavn, Chen Yibing Chief Superintendent CSMTCD, Huang Chengsui Vice President Jiangnan Shipyard (Group) Co., Ltd., Zhang Haisen, President ZJ CME; (back row, left to right) Bao Dongming Vice General Manager ZJ CME, Sha Jin Sales Manager MAN Diesel & Turbo Shanghai, Hu Weiguo Director Newbuilding Division CSMTCD, Zhang Zhibing Ofcer CSMTCD, Gu Jixiang Ofcer CSMTCD, Wu Qiang Vice President CSSC Group, Karsten Borneman MAN Diesel & Turbo Frederikshavn, Shen Weiping Vice General Manager Marine Design & Research Institute of China, Li Cheng Vice General Manager ZJ CME, Li Jun Project Manager ZJCME.

Jiangnan Shipyard, part of the China State Shipbuilding Corporation (CSSC) Group, recently signed a shipbuilding contract with China Satellite Maritime Tracking and Controlling Department (CSMTCD) for two special transportation vessels. Each newbuilding will feature a complete twin-screw MAN Diesel & Turbo propulsion package in the form of two 6L32/40 four-stroke engines, gear boxes, propellers

and a propulsion control system. The MAN 6L32/40 engines will be manufactured by Chinese licensee Zhenjiang CME Co. Ltd (ZJ CME), with each unit developing 3,000 kW at 750 rpm. The two engines aboard each vessel will be connected to type 41VO30 MAN Alpha AMG28 gear boxes, type VBS860 CP propellers with waterlubricated sterntubes, and the Alphatronic 2000 Propulsion Control System supplied by MAN Diesel

& Turbo, Frederikshavn (Denmark). Both vessels will be launched in January 2013 with delivery to CSMTCD scheduled for the following June. CSMTCD is a part of the China Military General Armament Department and provides a vessel research and space-satellite tracking and controlling service. The project represents the rst instance of a Chinese MAN Diesel & Turbo licensee acting as supplier for a complete propulsion sys-

tem, including the propulsion train. To better facilitate the integration and optimisation of the propulsion system and project management, Frederikshavn will provide on-site support for the technical interface coordination, based on a cooperation agreement made with ZJ CME. MAN Diesel & Turbo in Frederikshavn plans to continue promoting this propulsion concept in the future to Chinese licensees and the Chinese market in general, with a

PAGE 10

DIESELFACTS 1/2012

Australian Dual-Fuel Power Plant Project Reaches Completion

Three high-efciency 12V51/60DF engines to drive power facility in remote Outback
MAN Diesel & Turbo Australias 33MW Owen Springs project, located near Alice Springs in Australias Northern Territory, was built for Power and Water Corporation (PWC), a major Australian public utility. It features three of the new MAN 51/60DF dual-fuel engines and was completed and handed over to PWC in 2011. The dual-fuel capability provides a high level of fuel security for this important power plant with the engines able to run, not only on natural gas from various suppliers, but also on diesel should there be an issue with the gas supply. Larry Silva, MAN Diesel & Turbo Australias Managing Director, observed: Long before we formed a contract, it was clear our customer (PWC) wanted a world-class solution requiring the very best technology, design, workmanship and project execution skills. The MAN team took up this challenge and the superb quality of the completed power station sets a new benchmark for remote power plants. At the time of signing the contract in 2008, PWC said: MAN Diesel & Turbo Australia is an experienced company in power-station construction and its parent company in Germany specialises in dual-fuel engines in the size range required for this project. The contract specications were technically complex as Power and Water was seeking worlds best practice in fuel efciency and the lowest emissions of carbon dioxide per unit of electricity generated. Construction of the new utility started in October 2009 with the construction of the power house utilising an innovative concretepanel design to form the exterior and interior walls. These panels were formed onsite and are characterised by their excellent sound attenuation properties, low construction costs and fast installation. Once installed, a supporting steel framework was then erected and fastened, and the exterior painted to complete the building. The next phase covered the construction of the control room, switch room, administration centre, tank farm, pump house and maintenance workshop buildings, and was completed during 2010. This was followed by the installation of all mechanical and electrical systems, piping and the installation of lube-oil and fuel-oil modules. The entire project was modelled using 3D CAD software, which in turn generated the isometric drawings necessary for pipework construction, resulting in a greater degree of accuracy and improved site productivity. All the station electrics, load sharing, control and SCADA systems were designed and provided by MANs local partners. MAN Diesel & Turbo Australia formed partnerships with local Australian suppliers and stakeholders as much of the equipment for the Owen Springs project had to comply with Australian standards. Niel Halvorsen, GM Power Engineering of MAN Diesel & Turbo Australia, said: For many of our clients, our local project management, design and engineering capabilities and supplier relationships are perceived as high-value
Principal Data: V51/60DF and L51/60DF four-stroke, dual-fuel engines Engine cycle Turbocharging system Number of cylinders, V-engines Number of cylinders, L-engines Bore Stroke Swept volume per cylinder Cylinder output (MCR) at 514 r/min, 60 Hz at 500 r/min, 50 Hz Cooling Cylinder cooling (single stage) Charge air cooler (two-stage) Fuel injector cooling Starting
Source: MAN Diesel & Turbo

Four-stroke Constant pressure 12, 14, 18 9 510 mm 600 mm 122.6 dm3

1,000 kWm 975 kWm

Fresh water Fresh water Fresh water Compressed air

Panoramic view of the Owen Springs site, located west of Alice Springs in Central Australia

DIESELFACTS 1/2012

PAGE 11

Archive photo of the rst engine in transit to Owen Springs after arriving in Darwin in 2010

attributes of our business. Combining MANs local expertise with MANs global resources makes MAN Diesel & Turbo Australia a strong local partner to its clients. Milestones The arrival of the rst of Owen Springs three 10.9-MW generator sets marked a signicant milestone in the project. The engine was originally loaded aboard a ship in Saint Nazaire, France and subsequently arrived in Darwin, capital city of the Northern Territory, during 2010 from where its 230-tonne bulk was transported to the site using multiple prime-movers and a low-loading trailer. The land journey took some six days via a carefully planned 1,500-km route. The engines were individually

commissioned on diesel fuel rst, and then again on gas fuel, utilising a temporary grid connection to provide the load. When the permanent 66 kV transmission line became available, the full automatic control and dynamic responses were tested. All performance guarantees were met or exceeded and, to date, the plant has never experienced a single trip, not even during commissioning. The facility is designed to operate fully automatically and remote control from PWCs Ron Goodin power station in Alice Springs is possible. The Owen Springs Project PWC is a Northern Territory Government-owned corporation that services more than 80,000 customers and has 360 MW of ex-

isting power-generation capacity. The Owen Springs plant is based on three 10.9 MWe generator sets, each powered by a twelve-cylinder, vee-conguration 12V51/60DF engine. The generator sets supply baseload power to the local grid in their gaseous-fuel mode, that is, burning natural gas ignited by a distillate fuel micropilot. Upon operation, the Owen Springs power station became the highest efciency open-cycle dual fuel power supply in Australia. The MAN 51/60DF engine For power-generation applications, the 51/60DF is available in a ninecylinder, inline version and in veeconguration versions with 12, 14 and 18 cylinders. The engines have mechanical ratings of 1,000 kW per

cylinder for 60-Hz power generation (514 rpm) and 975 kW for 50Hz applications (500 rpm). These give an overall generator-set rating range of 8,560 to 17,550 kWe. With its fuel exibility and low emissions, the MAN 51/60DF engine targets applications where operation on a back-up fuel is either essential or desirable. The engines fuel exibility centres on the capability to operate on either gaseous or liquid fuel, and to switch between them seamlessly at full-rated output. In the gaseous-fuel mode, an air-gas mixture is ignited by injection of distillate diesel fuel. On the 51/60DF, the liquid fuel micropilot amounts to 1% of the quantity of liquid fuel needed to achieve fullrated output. It is injected via a common-rail

system that allows exible setting of injection timing, duration and pressure for each cylinder. This flexibility allows the engine to achieve low emissions and to respond rapidly to combustion knock signals on a cylinder-by-cylinder basis. In back-up, liquid-fuel mode, the 51/60DF engine operates as a normal diesel engine injecting distillate or heavy fuel oil (HFO) through a separate, normally dimensioned injector in a camshaft actuated, pump-line-nozzle system. At 500 mg/Nm3 at 5% O2 on gaseous fuel, the 51/60DF readily achieves emissions of oxides of nitrogen (NOX) in compliance with both Germanys TA Luft clean-air regulations and the World Bank Pollution Prevention and Abatement Handbook.

The Owen Springs plant is based on three 10.9 MWe generator sets

Each generstaor set is powered by a twelve-cylinder, vee-conguration 12V51/60DF engine

DIESELFACTS 1/2012

Historic Milestone: 100th Anniversary of Selandias Launching Commemorated

German genius and Danish resourcefulness deliver rst ocean-going, diesel-powered vessel and create template for modern shipping
Steam power gave way to the diesel engine revolution on February 17th 1912 when Burmeister & Wain, now MAN Diesel & Turbo, launched Selandia the worlds rst ocean-going ship powered by diesel engines. Research turned to commercial success when the Danish founder of the East Asiatic Company saw beyond the scepticism of the day and placed an order for a dieselpowered bulk carrier in 1910. For Burmeister & Wain of Copenhagen, it was the justication for nearly 20 years of development work labelled by some in the industry as ill-advised due to the huge effort and capital expense being put into a vision that many others had failed to realise. Based on the original development of German engineer, Rudolf Diesel, it was Danish civil engineer Ivar Knudsen who recognised the commercial potential of the engine and took it to Burmeister & Wain. The new invention was capable of using about 34 per cent of the caloric value of its fuel where steam engines of the day used about 15 per cent and gas engines about 23 per cent. Appointed to a special role within the company, Knudsen was responsible for several key enhancesatisfactory performance running on seven cylinders. The switch between full ahead and full astern could be achieved in less than 20 seconds via a camshaft arranged so that it could be displaced lengthwise when the rods and valves were cranked away. Reversing was achieved using two handles which corresponded to the two levers on an ordinary steam engine. Engine speed was controlled by an Aspinalls governor that regulated fuel supply. Fuel oil was stored in the double-bottom of the vessel and was sufcient for travelling a distance of 26,000 nautical miles. The settling tanks in the engine room provided enough fuel for 12 hours of normal engine operation. Twin auxiliary engines were installed to provide redundancy along with two sets of electricallydriven lubricating pumps, circulating pumps and electricity transformers. With the exception of a small boiler used for heating the accommodation, all equipment, including deck machinery, was electrically driven. Fuel oil was consumed during Selandias eight-week maiden voyage at a rate of 0.165 kg per indicated horse-power hour, including consumption for both the main and auxiliary engines. After 12 years of operation, the only noteworthy delay to service was one 10-day stop in port due to machinery problems. When asked about the engines, the chief engineer at the time stated: It is evident that they will easily outlast the hull, and there is actually no limit to the lifetime of these or similar engines. The trip from Denmark to Bangkok was completed 55 times in Selandias rst 25 years of operation and the East Asiatic Companys entire eet eventually consisted of diesel-engine powered vessels. Other shipowners followed and Burmeister & Wain continued to grow on the strength of new orders. Their design was constantly improved and, today, half of the worlds merchant eet is powered by engines from MAN Diesel & Turbo.

Martin Dessau - Director, B&W, H.N. Andersen - East Asiatic Company, Lord Pirrie - Harland & Wolff, Belfast, Ivar Knudsen - Technical Director, B&W, and I.L. Amundsen pictured by Selandia during its construction

ments including the use of oil rather than coal dust as fuel, and a system to cool the engines cylinder walls. The rst stationary engine was put into service in 1904 and, along with engineer Olav E. Jrgensen, Knudsen went on to adapt the engine

design to make it suitable for the propulsion of ships most notably by the invention of a reversing gear. H. N. Andersen, founder of the East Asiatic Company, saw potential in the engine and his condence, demonstrated by the order

Library photo of Selandia from B&W archives. MAN Diesel & Turbos DieselHouse museum in Copenhagen is hosting an exhibition on this famous ship. Visit www.Selandia100.dk/diesel-2 for more details

of the 6,800 dwt bulk carrier Selandia, was later celebrated by leaders around Europe when the vessel left Copenhagen on February 22nd 1912, calling in to London enroute to Bangkok for the rst time. In sea trials, Selandia had logged a steady speed of 11-12 knots and had successfully negotiated icy waters. It will mean a revolution in shipping, said Andersen. In future, people will speak of the time before and after the Selandia. Selandias maiden voyage demonstrated its seaworthiness and manoeuvrability without mishap through adverse wind and wave conditions and at slow speed in heavy fog. The vessel had two main engines, each 8-cylinder, four-stroke engines operating at 140 revolutions per minute at normal speed. Electric motors were used to start the engines from any crank position via a 2 m-diameter ywheel. Two air compressors were normally used for fuel injection but an exhaust valve on one of the cylinders could be replaced with a delivery valve so that it operated as a backup to the compressors and the engine could maintain

For further information

MAN Diesel & Turbo Group Marketing dieselfacts@mandieselturbo.com www.mandieselturbo.com See DieselFacts online with video clips at: www.mandieselturbo.com/dieselfacts Publisher: Peter Dan Petersen, Group Marketing MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.