dieselfacts_2015-3
.pdfA Technical Customer Magazine of MAN Diesel & Turbo |
3/2015 |
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Traditional dhows at anchor in Doha, Qatar, home to Nakilat |
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(picture used under Creative Commons licence, StellarD,Wikipedia) |
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The World’s First MAN |
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MAN Alpha FP Kappel |
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B&W ME-GI in Service |
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Design Launches |
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58,500-dwt Bulker into |
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Retrofit milestone: successful ME-GI gas injection |
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project for Nakilat’s ‘Rasheeda’ |
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Fuel-Saving Future |
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Nakilat, in association with Qatari |
Nakilat’s Rasheeda built in 2010 |
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Serv, said: “This is a fantastic mile- |
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Fixed pitch propeller delivers excel- |
completed its own sea trials. |
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LNG producers Qatargas and Ras- |
is a 266,000 m3 LNG carrier with |
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stone in our company’s history. It |
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lent results in service. |
Lemissoler reports that the Kap- |
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Gas Company Limited and engine |
two MAN B&W S70ME-C HFO- |
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is a lighthouse project, and there |
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pel propeller offers significant fuel |
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manufacturer MAN Diesel & Turbo, |
burning engines, which have been |
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has been a remarkable partner- |
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One of the first bulk carrier applica- |
savings compared to conventional |
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recently celebrated the success of |
converted to the dual-fuel ME-GI |
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ship and cooperation through this |
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tions of MAN Diesel & Turbo’s new |
propellers and, together with the |
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the ME-GI project. |
concept. The shipyard operator |
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historic conversion. Our ME-GI or- |
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MAN Alpha Kappel FP propeller |
new vessels’ design and lines as |
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Nakilat-Keppel Offshore & Marine |
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der book now stands at 140 orders |
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took place off the coast of China |
well as the silyl acrylate antifoul- |
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The project involved retrofitting |
(N-KOM) carried out the ship’s |
– for different vessel sizes and ap- |
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recently when the ‘Elsabeth C’, a |
ing paint, contributed to the fa- |
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chartered Q-Max vessel, Rashee- |
conversion at its Erhama bin Jaber |
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plications, which we see as a com- |
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58,500-dwt Supramax bulk carrier |
vourable results from the first two |
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da, with a gas-burning M-Type |
Al Jalahma Shipyard facilities in the |
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pelling case for our technology to |
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owned by Frontmarine Co. Ltd – an |
vessels’ sea trials. It reports that |
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Electronically Controlled – Gas In- |
major Qatari port of Ras Laffan In- |
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be designated the industry stand- |
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affiliatedandmanagedcompanyof |
both vessels consumed an aver- |
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jection (ME-GI) System, which has |
dustrial City. |
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ard.” |
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Lemissoler Navigation Co. Ltd., the |
age 23 mtns per day at a speed |
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now been successfully commis- |
The project collaborators, in- |
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Nakilat Managing Director Eng. |
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Cypriot ship management group – |
of some 14.2 knots in ballast con- |
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sioned. |
cluding MAN PrimeServ, installed |
Abdullah Al-Sulaiti, said, “The suc- |
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successfully completed its sea tri- |
ditions during the trials. The Elsa- |
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The Qatari-owned Q-Max vessel |
the ME-GI system on the vessel |
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cess of the ME-GI project is the |
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als. The newbuilding is the first in a |
beth C also performed a success- |
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is the world’s first low-speed ma- |
at the Erhama bin Jaber Al Jalah- |
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culmination of years of coopera- |
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series of eight sister-ships, all fea- |
ful crash-stop test that was notable |
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rine diesel engine to be converted |
ma shipyard in Qatar in June 2015. |
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tion with Qatargas, RasGas and |
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turing single MAN B&W 5S60ME- |
for its lack of noise and vibration. |
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to use LNG as a fuel. The retro- |
The partner for the ME-GI fuel sup- |
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MAN Diesel & Turbo as turnkey |
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C8.2 engines with an SMCR 8050 |
Thomas Leander, Head of Pro- |
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fit modification meets the current |
ply system is TGE. |
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project manager. In late 2013, Na- |
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kW @ 89 rpm. The Elsabeth C’s |
pulsion – PrimeServ Four-Stroke – |
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known and future stated global |
Christian Ludwig, Head of Ret- |
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kilat worked with our charterers... |
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sister ship, ‘Mirela’, the second in |
Denmark, said:... |
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emissions regulations. |
rofit and Upgrades, MAN Prime- |
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Continued on page 2 |
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the series, has since successfully |
Continued on page 2 |
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World-First Dual-Fuel |
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Popularity of 32/44CR |
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Condition-Based Main- |
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Record-Breaking Engine |
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Conversion Announced |
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Engine Confirmed |
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tenance for TCA and TCR |
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Leaves Test Bed in Korea |
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Four-stroke MAN engine |
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Influx of orders in fishing |
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Turbochargers |
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MAN B&W-branded |
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on container ship |
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segment |
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New concept introduced |
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engine’s market début |
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> Page 3 |
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> Pages 4-5 |
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> Pages 6-7 |
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> Page 9 |
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PAGE 2 |
DIESELFACTS 3/2015 |
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The World’s First MAN B&W ME-GI in Service
Continued from front page |
MAN |
Diesel & Turbo sees sig- |
...to implement a pilot conversion |
nificant |
opportunities arising for |
on Q-Max Rasheeda, the first ret- |
gas-fuelled tonnage as fuel prices |
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rofit ME-GI project ever to be im- |
rise and modern exhaust-emission |
plemented in the marine industry. limits tighten. Indeed, research in-
This is a milestone moment for all |
dicates that the ME-GI engine de- |
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involved parties.” |
livers significant reductions in CO2, |
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MAN Diesel & Turbo reports |
NOX and SO x emissions. Further- |
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that the vessel’s ME-GI units have |
more, the ME-GI engine’s negligi- |
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displayed a seamless change be- |
ble methane slip makes it the most |
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tween fuel-oil and gas operation – |
environmentally friendly technol- |
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a key characteristic of the ME-GI |
ogy available. As such, the ME-GI |
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technology. |
engine represents a highly efficient, |
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The Qatar fleet comprises 14 Q- |
flexible, propulsion-plant solution. |
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Max and 31 Q-Flex LNG carriers, |
An ME-LGI counterpart that |
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all using dual MAN Diesel Turbo’s |
uses LPG, methanol and other liq- |
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S70-ME-C low-speed diesel en- |
uid gasses is also available and |
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gines for propulsion. |
has already been ordered. |
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The ME-GI engine |
About Nakilat |
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The ME-GI engine represents the |
Nakilat is a Qatari LNG transport |
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culmination of many years of work, |
company providing an essential |
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and gives ship owners and oper- |
transportation link in the State of |
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ators the option of utilising fuel or |
Qatar’s LNG supply chain. Its LNG |
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gas depending on relative price |
shipping fleet is the largest in the |
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and availability, as well as environ- |
world, comprising 63 LNG vessels. |
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mental considerations. The ME-GI |
Nakilat also manages and oper- |
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uses high-pressure gas injection, |
ates four large LPG carriers via two |
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allowing it to maintain the numer- |
strategic joint ventures: N-KOM |
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ous positive attributes of MAN |
and NDSQ. Nakilat operates the |
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B&W low-speed engines, which |
ship repair and construction facili- |
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have made them the default choice |
ties at Erhama Bin Jaber Al Jalah- |
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of the maritime community. The |
ma Shipyard in Ras Laffan Indus- |
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ME-GI is not affected by the mul- |
trial City. Nakilat also offers a full |
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tiple deratings, fuel-quality adjust- |
range of marine support services |
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ments or large methane-slip issues, |
to all those vessels operating in |
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which have been seen with other |
Qatari waters. |
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dual-fuel solutions. |
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MAN Alpha FP Kappel Design
A closer view of the 6.8 metre Kappel FP propeller fitted with ‘propeller hub cap fins’
Continued from front page
“A key point during the design stage was to address the problem experienced by similar vessels that encounter an overly-small light running margin (LRM). Therefore, MAN Diesel & Turbo recently introduced new light running margins for all FP propellers and twostroke engines of 4-10%. Furthermore, the propeller layout for these 58,500-dwt vessels is 3-4% higher than normally applied to these ves-
sel types. In doing so, MAN Diesel |
The Elsabeth C and Mirela were |
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& Turbo has managed to ensure |
constructed by New Times Ship- |
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a significantly safer and more reli- |
building Co. Ltd, Jiangsu, China |
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able course of operation, while at |
and were scheduled for delivery in |
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the same time improving the ves- |
September 2015. The remaining |
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sel’s efficiency and manoeuvrabil- |
sisters are scheduled for delivery |
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ity during its entire lifetime.” |
over the following 12 months. This |
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The MAN Alpha Kappel propeller |
series of vessels was specifically |
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optimisation has been carried out |
designed to have the largest carry- |
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based on the stern and wake field |
ing capacity and greatest efficien- |
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for thenewly designed 58,500-dwt |
cy of any vessel within the 190-me- |
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vessel, with a 58,500-dwt stock |
tre LOA range. |
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propeller. |
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About Lemissoler |
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Over the years Lemissol- |
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er has become a diversi- |
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fied shipping group with |
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activities in the business |
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fields |
of liner |
shipping, |
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ship |
owning |
and ship |
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management. The group |
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is based in Limassol, Cy- |
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prus and is represented |
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globally through a broad |
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network of offices. |
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The Elsabeth C and Mirela newbuildings
Japan’s First ME-GI
Successfully Passes FAT
The FAT (Factory Acceptance Test) of the first ME-GI engine in Japan recently took place at the Tamano
Works of Mitsui Engineering & Shipbuilding Co., Ltd. (MES).
Overseen by the DNV GL classification society, the engine is the first of two 8S70ME-C8.2-GI units for delivery to VT Halter Marine of Mississippi, USA for installation aboard two 2,400-teu ConRo ships for Crowley Maritime Corporation, USA.
The Crowley order
Crowley, the marine solutions, transportation and logistics company, ordered the ME-GI engines, along with 3 × MAN 9L28/32DF
auxiliary engines for each vessel, in early-2014.
The ConRo ships – with container Lift-On/Lift-Off (LO/LO) and Roll-On/Roll-Off (RO/RO) – will be named ‘El Coquí’ and ‘Taíno’, and are scheduled for delivery in the second and fourth quarters of 2017, respectively.
The vessels will be two of the world’s first LNG-powered ConRo ships, designed to travel at speeds up to 22 knots, and carry various sized containers, along with hundreds of vehicles in enclosed, weather-tight car decking.
Crowley states that the vessels will offer customers fast oceantransit times and, being powered by LNG, will set a new standard
for environmentally responsible shipping.
Crowley selected the highpressure, Diesel-cycle ME-GI engines due to their high efficiency and power concentration. The ME-GI’s ability to avoid derating, and its negligible methane slip, also contributed to its selection.
Crowley reports that the newbuildings will reduce the amount of CO2 emissions attributable to each container by some 38%. Also, the ships will meet or exceed all regulatory requirements and have the CLEAN notation, which requires limitation of operational emissions and discharges, as well as the Green Passport, both issued by DNV GL.
DIESELFACTS 3/2015 |
PAGE 3 |
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World-First, Dual-Fuel Container Ship Conversion Announced
Four-stroke MAN engine to be converted to dual-fuel operation
Wessels Reederei, the German shipping company, has signed a contract with MAN Diesel & Turbo at the Europort exhibition for maritime technology to retrofit the 8L48/60B main engine of its 1,000-teu container ship
‘Wes Amelie’ to dual-fuel operation.
The vessel will be the first of its kind worldwide to be converted to an LNG-capable propulsion system.
Through running on LNG, the Wes Amelie will drastically reduce emissions of sulphur oxide by over 99%, nitrogen oxide by approximately 90%, and carbon dioxide by up to 20%.
Dr. Thomas Spindler, Head of Upgrades & Retrofits – MAN PrimeServ Four-Stroke – MAN Diesel & Turbo, said: “We are very excited about the signing of this contract and view its potential for broader adoption within the maritime sector as significant. We enjoy an excellent cooperation with Wessels and commend their willingness to
adopt our dual-fuel technology.” |
vices as well as the development |
respect, the Wes Amelie has 23 |
Wessels has earlier stated that |
costs, reducing significantly the |
sister ships, 16 of them structurally |
the project will promote the de- |
costs for follow-up projects. In this |
identical, which would allow follow- |
mand for LNG as a fuel within the |
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maritime industry where Wessels |
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Reederei GM, Christian Hoepfner, |
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said: “With each rebuild, we are |
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creating an increasing demand for |
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LNG as a clean fuel. Only in this |
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way – and not only through ap- |
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peals – can the development of an |
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LNG infrastructure continue to gain |
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momentum.” |
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Due to the long delivery time of |
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LNG tanks, the engine retrofit will |
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commence in Q4 2016. Full op- |
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erational usage of LNG as fuel is |
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planned for early December, 2016. |
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Multiplier effect |
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The Wes Amelie is a modern feed- |
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er-vessel that was launched in |
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2011 and operates in the North |
Pictured at the signing at Europort were (front, left to right) Dr Thomas Spindler |
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and Baltic Seas. When selecting |
(Head of Upgrades & Retrofits, MAN PrimeServ Four-Stroke) and Christian |
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a suitable vessel for conversion, |
Hoepfner (Wessels Reederei GM); (back, left to right) Marcel Lodder (Project |
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special attention was paid to the |
Engineer, Upgrade & Retrofit, MAN PrimeServ), Stefan Eefting (Vice President, |
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MAN PrimeServ), Rainer Runde (Project Manager, Wessels Reederei), and Gerd |
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scalability of the engineering ser- |
Wessels (Managing Partner – Wessels Reederei) |
up projects to be easily implemented. This ship therefore facilitates a multiplier effect, with multiple, other ‘conversion-capable’ vessels also found around the European continent.
About Wessels Reederei
With a current fleet of 43 ships, Wessels Reederei is one of the largest managers of coastal vessels with 33 coasters, four container and six multipurpose vessels in its fleet portfolio. The company employs a staff of 45 at its Haren/ Ems headquarters.
The optimisation of fuel consumption and pollutant emission has always been an integral component of its business philosophy. Initiatives range from the establishment of emissions optimisation measures, software implementation to increase energy efficiency and the development of alternative propulsion systems.
The ‘Wes Carina’, a sister ship to the ‘Wes Amelie’ (picture courtesy Wessels)
PAGE 4 |
DIESELFACTS 3/2015 |
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New Order Confirms the
Popularity of the 32/44CR Engine
Complete propulsion package drives influx of orders in fishing segment
Voyager Fishing Company, Ltd., based in Kilkeel, Northern Ireland, has ordered a new trawler/purse seiner, designed by Salt Ship Design in Norway and to be built at Karstensens Skipsværft in Skagen, Denmark.
The newbuilding will be powered by a propulsion package comprising an MAN 12V32/44CR main engine, a 4,400-mm ø MAN Alpha VBS 1100 propeller, a two-speed RENK Type RSVL1000 gearbox, and an Alphatronic AT3000 remote control system. Vessel delivery is scheduled for August 2017.
Frederik Carstens, Head of Sales, Offshore/Fishing, MAN Diesel & Turbo, said: “Fishing is an important segment for the 32/44CR engine. A key reason behind the demand for the engine is that MAN Diesel & Turbo offers complete propulsion-package solutions that
– in terms of SFOC – are optimised from start to finish.”
Director Tage Rishøj, Karstensens, stated that Voyager will be
one of the most powerful pelagic- |
Atlantic in an area known for its |
fishing vessels in the world with a |
challenging weather, a primary |
bollard pull of more than 120 tons |
reason behind the owner ordering |
and commented on its very high |
such a powerful engine. |
efficiency when comparing the bol- |
The Voyager will replace the |
lard pull with the size/power of the |
existing 75.6-metre vessel of the |
engine. |
same name that Karstensens built |
Carstens continued: “The en- |
in 2010, and represents the largest |
gine has gained a good foothold |
vessel built at the shipyard to date. |
in the market for its flexibility, low |
Upon completion, the 86.4-metre |
levels of noise/vibration, reduced |
fishing vessel will have a loading |
smoke during engine start and |
capacity of more than 3,200 m3. |
operation, and is already building |
Notably, when comparing the two |
a reputation as an excellent work- |
vessels, the newer model’s larger, |
horse.” He concluded: “We are |
optimised propeller has meant that |
also very pleased with how well |
the shipowner has been able to |
the common-rail system has per- |
employ a smaller engine, despite |
formed in this key segment.” |
the larger size of the newbuilding. |
A powerful engine |
MAN Diesel & Turbo reports that |
the Voyager order is just the latest in |
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MAN Diesel & Turbo reports |
a string of orders the company has |
that this order is its first for a |
landed in the fishing segment for |
12V32/44CR type with a power |
the 32/44CR engine. These include |
rating of 7,200 kW, making it the |
orders for European tuna boats, |
hitherto most powerful model the |
and North American and Scan- |
company has delivered to the pe- |
dinavian trawlers, of which two of |
lagic fishery market. The new Voy- |
the latter have been delivered by |
ager will catch fish in the North |
Karstensens already this year. |
Beneficial propulsion |
to 60 Hz). This, in turn, provides |
optimisation |
the highest efficiency in all opera- |
The two-speed RENK gearbox of- |
tion modes, ensuring a reduction |
fers both economic and environ- |
in fuel consumption of up to 20%, |
mental benefits, particularly for |
depending on the vessel’s opera- |
fishing vessels and other vessels |
tion profile. |
having a multiple operational pro- |
Furthermore, cavitation and |
file or reduced transit speed. |
noise are reduced when operat- |
As a result of the vessel’s float- |
ing at low propeller rpm, which |
ing frequency system (from 50 to |
improves the vessel’s fishing ca- |
60 Hz), the propulsion system is |
pabilities. |
also able to operate in ‘shaft alter- |
Boost injection |
nator mode’ with reduced engine |
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and propeller speed in both steps. |
The MAN 32/44CR engine also |
With this part-load optimisation |
boasts of a special, patented |
feature, offering up to 16.7% low- |
feature for common-rail engines, |
er engine/propeller speed in both |
called boost injection. SaCoSone, |
steps, the fuel consumption is fur- |
the engine’s safety and control |
ther reduced. |
system, is able to detect a load in- |
The gear box features two gear- |
crease at an early stage and im- |
ratio settings, which facilitate a re- |
prove the load response of the en- |
duced propeller speed at an opti- |
gine significantly by activation of a |
mal engine speed. This allows the |
boost injection in the common-rail |
electric power generation for the |
control. |
PTO on the gearbox to remain un- |
If an engine detects a sudden |
interrupted in both trawling and |
load increase, it changes the in- |
transit modes in combination with |
jection timing and increases the |
the floating frequency (from 50 |
rail pressure by about 200 bar. |
Graphical rendering of the new ‘Voyager’
DIESELFACTS 3/2015 |
PAGE 5 |
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Library photo of the MAN 12V32/44CR engine ordered for the Voyager newbuilding
This change leads to higher engine |
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Principal details – Voyager |
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torque, a reduced speed-drop, a |
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Length overall (m) |
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86.4 |
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short recovery time, and no addi- |
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Breadth (m) |
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17.8 |
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tional air consumption. |
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Depth (m) |
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10.3 |
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Alphatronic 3000 control system |
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Main engine |
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1 × MAN 12V32/44CR (7,200 kW) |
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The propulsion control system |
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Propeller plant ø (mm) |
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4,400 |
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specified for the Voyager is MAN |
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Shaft alternator (kW) |
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3,500 |
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Diesel & Turbo’s new and ad- |
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Thrusters (kW) |
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1 × 1,400 |
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vanced Alphatronic 3000 genera- |
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Gearbox |
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Two-speed RENK – Type RSVL1000 |
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tion. The installation will be config- |
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ured for complete control station |
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Propeller |
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4.4-m MAN Alpha propeller, incl. AHT nozzle |
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set-ups at the main bridge, the |
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AT3000 remote control system with |
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starboard and port indoor bridge |
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Control system |
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two-speed gear selection |
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wings, aft bridge and the engine |
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Source: MAN Diesel & Turbo |
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control room. As a special feature |
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for optimised operational economy, |
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the control system is specified with |
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and in full operation. |
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fuel-consumption savings and low- |
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two-speed gear selection – in ad- |
An optimised aft-ship solution |
er exhaust-gas emissions. The fine |
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dition to the load control for floating |
tuning of the final propeller-blade |
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frequency operation. |
The high-efficiency (Alpha High |
design has been based on a care- |
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The MAN Alpha remote con- |
Thrust) AHT propeller nozzle has |
ful assessment of the Voyager’s |
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trol system AT3000 is highly user- |
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been specified in this case for |
predicted operational power/ |
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friendly and intuitive with the ability |
‘headbox’ mounting. The optimi- |
speed/duration profiles, while tak- |
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to switch between the two speeds |
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sation and integration of the large |
ing onto consideration the com- |
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ensuring that the vessel always op- |
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propeller and nozzle into the ves- |
promises involved in finding the |
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erates with the highest possible ef- |
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sel’s aft-ship design was carried |
perfect design solution for, for ex- |
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ficiency. MAN handles all interfac- |
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out in close cooperation with Salt |
ample, high-speed steaming and |
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es to clutch control, PMS, etc. |
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Ship Design. |
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maximum pulling power efficiency |
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Additionally, the propeller speed |
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A propellerand propulsion-op- |
at trawling speed with suppression |
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change is performed automatically |
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timised aft-ship solution delivers |
of cavitation and noise. |
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with the shaft alternator engaged |
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energy optimisation, |
resulting in |
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Library photo of the 4,400-mm ø MAN Alpha VBS 1100 propeller, the associated rudder bulb, and the high-efficiency
(Alpha High Thrust) AHT propeller nozzle
Chinese CMP
Renews Four-Stroke
Licence Agreement
At a signing ceremony in Anqing,
Anhui province on 8 October 2015, CSSC Marine Power Co., Ltd. (CMP) renewed its contract with MAN Diesel & Turbo for another 10 years of production of four-stroke mediumspeedengines.CMPisan engine-manufacturing division of the Chinese State Shipbuilding Corporation (CSSC), one of the largest Chinese shipbuilders.
The new agreement marks the renewal and continuation of a cooperation that first started in the 1980s.
Mr. Zhang Haisen, Chairman of CSSC Marine Power Co., Ltd. - said: “The extension of the fourstroke licence agreement between CMP and MAN Diesel & Turbo is a tribute to the very first licence we bonded 35 years ago. Furthermore, the comprehensive cooperation scope refers not only to four-stroke diesel engines, but also to twostroke low speed engines, CPP propellers, turbochargers, and SCR systems. CSSC values MAN Diesel & Turbo as its premium partner, and sincerely expects to continue this important business partnership to another 35-year milestone.”
Klaus Engberg – Senior Vice President and Head of TwoStroke Licensing –said: “We have enjoyed a long, close cooperation with CSSC/CMP that stretches all the way back to 1980, and over the years CMP has produced a broad range of MAN four-stroke engines, but also small two-stroke engines.” Engberg continued: “Especially over the last decade, our two companies have intensified their technical cooperation, making
CMP today one of MAN Diesel & Turbo’s major licensees globally for such engines, and the largest producer of MAN fourstroke engines in China.”
Ulrich Vögtle – Vice President and Head of Large Bore FourStroke Licensing – said: “We view our relationship with CSSC as pivotal to our success in giving Chinese customers access to our technology. Accordingly, we are very happy and proud today to be able to officially announce the continuation of our excellent business relationship for the next decade.”
To date, CMP has delivered 5,000 units of MAN fourstroke diesel engines, equivalent to 4,700,000 kW. CMP also holds a licence agreement for two-stroke MAN B&W engines, which it too renewed for a decade at a ceremony in Beijing earlier this year.
About CSSC/CMP
Headquartered in Beijing, CSSC handles shipbuilding activities in the east and south of China and consists of various ship yards, equipment manufacturers, research institutes and shipbuilding-related companies. Some of the bestknown shipbuilders in China, such as Jiangnan Shipyard and Hudong-Zhonghua Shipbuilding, are currently owned by CSSC.
Zhenjiang Marine Diesel (ZJMD), CMP’s predecessor, was founded in 1976 and signed a 15-year mediumspeed licensing agreement with MAN Diesel & Turbo on 13 May 1980. This was subsequently extended in 1995 and 2005.
MAN Diesel & Turbo attendees at the ceremony included Klaus Engberg – Senior Vice President and Head of Two-Stroke Licensing, Ulrich Vögtle – Vice President and Head of Large Bore Four-Stroke Licensing, Dr Manfred Biedermann – Head of MAN Diesel & Turbo, China, and Dai Jun – Head of Licensing Support, China
PAGE 6 |
DIESELFACTS 3/2015 |
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Condition-Based Maintenance for TCA and TCR Turbochargers
Kemal Oguz Coban – of the Product Line Turbochargers Division – MAN Diesel & Turbo, introduces a new concept
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As 75% of the total output of contem- |
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hauls. Figures 4 and 5 are taken |
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porary diesel engines is solely at- |
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from the service reports for two |
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tributable to the turbochargers, their |
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different TCR22s aboard different |
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downtime greatly |
endangers the |
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tankers after 26,000 and 24,000 |
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operational availability of the plant/ |
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hours, respectively. |
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vessel. |
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CBM for Compressor Wheels |
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Moreover, they are – in general – |
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In MAN Diesel & Turbo project |
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one of the most critical compo- |
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guides, the expected lifetime of |
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nents of an engine as they are sub- |
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TCA compressor wheels are stated |
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ject to both extreme temperatures |
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as 80,000 operating hours. How- |
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and revolutions, which makes their |
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ever, experience shows that the |
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production, as well as the produc- |
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actual lifetime of the compressor |
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tion of turbocharger spare-parts, |
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wheel mostly depends on operat- |
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very expensive. Accordingly, en- |
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ing cycles, with operating temper- |
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suring their safe operation and reg- |
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atures being of particular impor- |
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ular maintenance is of great impor- |
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tance. Lifetime evaluation is based |
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tance for shipowners. |
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on the relation between electrical |
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Having been introduced in the |
Figure 1: Bearings from a TCA66 turbocharger pictured aboard a bulk carrier after 28,000 running hours |
conductivity and material hard- |
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early 2000s, MAN’s latest turbo- |
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ness. However, measuring mate- |
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charger series – the TCA and TCR |
bly of the filter silencer and insert |
Therefore, effective cleaning is par- |
There are many good examples of |
rial hardness can lead to damage, |
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series – have been very well re- |
piece, a task easily performed by |
ticularlynecessaryasprescribedin |
nozzle rings that have not required |
particularly on an aluminum alloy |
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ceived by the market as they are |
on-board crew over roughly 2-3 |
the respective instruction manuals. |
replacement during major over- |
as very high forces are brought to |
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both still able to cope with the re- |
hours. In comparison, the TCR |
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quirements of the entire MAN en- |
series requires no intermediate in- |
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gine portfolio despite the many |
spection. Accordingly, to all intents |
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changes in market demands and |
and purposes, both turbocharger |
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new regulations. This positive mar- |
series can operate normally be- |
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ket reception has not only yielded |
tween consecutive dry-dock visits. |
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more than 7,000 TCR references |
Expected bearings lifetime for the |
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and some 6,500 for the TCA, but |
TCA and TCR series are, respec- |
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has also culminated in millions of |
tively, 50,000 and 30,000 hours. |
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running hours that have delivered |
Service experience with both se- |
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valuable service experience. This, |
ries has, until now, shown that the |
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in turn, has led to MAN developing |
bearings can be used up to a sec- |
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a number of service solutions for |
ond major overhaul, provided that |
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customers, one of which is called |
internal lubrication is normal and |
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‘Condition-Based |
Maintenance’ |
rotor balance is maintained. During Figure 2: Axial Bearings on a TCR22-21 turbocharger pictured aboard a tanker after 26,000 running hours |
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(CBM). |
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major overhauls, the wear limits for |
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The CBM concept |
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axial and radial bearings are meas- |
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ured and evaluated regarding con- |
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In brief, CBM can be described as |
tinued use until the following, major |
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the replacement of parts only when |
overhaul. Figures 1 and 2 belong |
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absolutely necessary. During over- |
to the recent service reports for a |
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hauls, all turbocharger parts are in- |
TCA66 and for a TCR22 after a first |
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spected and evaluated according |
major overhaul and illustrate the |
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to pre-defined MAN PrimeServ cri- |
condition of different bearings that |
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teria. If evaluated as being within |
were evaluated as acceptable for |
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the prescribed limits, the parts are |
continued use. |
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deemed as fit to use until the next |
CBM for nozzle rings: |
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overhaul provided that operating |
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instructions are strictly adhered to. In MAN Diesel & Turbo’s project |
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CBM for bearings |
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guides, the expected lifetime of |
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TCA and TCR nozzle rings are stat- Figure 3: Nozzle rings on no. 1 and 2 TCA77s after 57,000 running hours |
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Since 2009 and the introduction |
ed as 40,000 and 30,000 hours, |
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of new lubrication-tank and axial |
respectively. During inspections, |
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bearing designs, more than 2,000 |
the TCAs are specifically checked |
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TCAs have entered service with, |
for cracks. Critical types of crack |
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notably, no reported failures to |
are described in more detail in |
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date. As a result, the previously pre- |
MAN Diesel & Turbo’s customer |
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scribed, intermediate, axial-bear- |
information letter – PCI338. In Fig- |
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ing inspections for both twoand |
ure 3, the condition of the nozzle |
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four-stroke engines were revoked |
rings from a TCA77 aboard a con- |
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in April 2014 (as announced by |
tainer ship after 57,000 hours can |
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customer letter CUS333). The cur- |
be observed. |
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rent, intermediate inspection for |
The wear on TCR nozzle rings |
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the TCA series just recommends |
compared to TCA units tends to be |
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a visual check of the compressor |
higher owing to the way the vanes |
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wheel for possible blade damage; |
are exposed to exhaust gases |
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this entails the simple disassem- |
and the duration of the exposure. |
Figures 4 and 5: TCR22 nozzle rings pictured after 26,000 and 24,000 hours |
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DIESELFACTS 3/2015 |
PAGE 7 |
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bear on a very small area, which the results compared to the procan potentially cause tiny cracks. duction values. If the values are
Instead, MAN uses an electrical |
within the designated limits, the |
conductivity test where the com- |
compressor wheel is evaluated as |
pressor wheels are evaluated by |
suitable for continued operation |
their “International Annealed Cop- |
until the next overhaul as long as |
per Standard”, known as ‘% IACS’, |
individual operating instructions |
that is, the electrical conductiv- |
are strictly adhered to. To date, no |
ity for metals and alloys relative |
TCA compressor wheel has been |
to a standard, annealed, copper |
opened for a third major overhaul |
conductor. During the production |
but precedence exists in the form |
phase and upon the finalisation of |
of the ample service experience |
each compressor wheel, its elec- |
that exists for the previous-gen- |
trical conductivity is measured at |
eration NA series. Figures 8 and |
several designated points and reg- |
9 are from the service report for |
istered in a database, see Figures |
an NA57/T turbocharger aboard a |
6 and 7. |
containership after 107,000 oper- |
During an overhaul, this test is |
ating hours. |
offered to shipowners as an op- |
Conclusion |
tion, especially when the expected |
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lifetime of a compressor wheel is |
The examples we have covered in |
close or already reached. In such |
this article clearly show that the |
a case, the same points as were |
CBM concept delivers potentially |
measured in production are meas- |
significant savings to shipowners |
ured by service engineers and |
that are not automatically com- |
pelled to replace parts due to the scope of an overhaul or based purely on the age of parts. Moreover, parts are replaced only when necessary and there is no ‘service kit’ concept where every component is renewed regardless of condition. In addition, MAN Diesel & Turbo offers owners several types of maintenance contract, depending on their requirements and budget, where their fleet is under continuous surveillance. So far, nearly 1,500 MAN turbochargers are covered by such contracts. Correct spare-parts handling and effective maintenance planning play a major role for owners in their budget planning for plants. Thanks to the CBM concept for TCA and TCR turbochargers, shipowners can enjoy significant savings by maintaining equipment at the optimal time.
Figure 6: Basics of the electric conductivity test where a potentiometric method with electrodes is employed that creates an electric field that causes electrons to drift towards the positive terminal
Figures 8 and 9: Measuring Points on an NA57/T compressor wheel |
Figure 7: Example of measurement points on a compressor wheel |
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Read DieselFacts
on your phone
Currently enjoying its 12th year in print, and its 4th in tablet form, DieselFacts is now available in a version optimised for smartphones.
Downloadable from the AppStore, Google Play and Windows Store (Windows 10).
PAGE 8 |
DIESELFACTS 3/2015 |
|
|
MAN PrimeServ Welcomes
New Member to Prestigious Club
MAN Diesel & Turbo’s service wing |
owner of a memorial plaque boast- |
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recently welcomed a new member |
ing of its fine achievement. In gen- |
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to its noteworthy ‘100,000 Operating |
eral, the 32/40 engine has a power |
|||
Hours Club’. |
output from 3 - 9,000 kW, and is |
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characterised by low wear-rates |
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|
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The happy party was Mastermind |
and long maintenance intervals. |
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Shipmanagement Ltd. of Cyprus |
The Mastermind Group is princi- |
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who received the award for an |
pally a ship-owning company but |
|||
MAN 9L32/40 engine that serves |
its ship-management division |
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as main driver aboard the ‘Ema- |
technically manages a fleet of |
|||
nuel 49’, a multipurpose tween- |
more than 16 vessels, which con- |
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decker that has sailed the high |
sists of dry bulk, break-bulk and |
|||
seas since 1997 with special break |
multipurpose vessels. The Master- |
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bulk and heavy lift cargoes. |
mind Group was a launching part- |
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Originally built at MAN Diesel & |
ner of MAN Diesel & Turbo’s 6S40 |
|||
Turbo’s Augsburg works in south- |
ME-B engine and is a keen pro- |
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ern Germany, Emanuel 49’s four- |
moter of the EMC (Engine Manage- |
|||
stroke engine is now the proud |
ment) concept. |
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(From left) Mastermind’s Technical Manager – Andreas Potamitis – and Managing Director, Captain Eugen-Henning Adami, pictured receiving their memorial plaque from Hans Odgaard, Managing Director, Man Diesel & Turbo, Cyprus
The Emanuel 49 (picture courtesy Mastermind)
AMCL Signs Turbocharger
Premium Maintenance Contract
The Turbocharger unit of MAN |
Accordingly, MAN PrimeServ |
MAN PrimeServ Turbocharg- |
|||
PrimeServ, MAN Diesel & Turbo’s |
Turbocharger – in coordination |
er monitors and administrates |
|||
service division, recently signed |
with the MAN PrimeServ network |
upcoming maintenance inter- |
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a Premium Turbocharger Mainte- |
– will coordinate and plan all up- |
vals |
|
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nance Contract with AMCL - Asso- |
coming scheduled maintenance |
Fixed prices for turbocharger |
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ciated Maritime Company (HKG) Ltd. |
intervals for AMCL’s turbocharg- |
services and spare parts |
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ers, including the timely delivery |
Turbocharger |
operational |
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|
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The contract initially covers ap- |
of necessary spare parts. |
data constantly updated in- |
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proximately 36 turbochargers, |
Premium Maintenance Con- |
cluding the complete mainte- |
|||
installed aboard various ves- |
nance history |
|
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||
sels from the AMCL fleet operat- |
tracts |
Open access to mainte- |
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ing worldwide. The turbocharger |
With a Premium Maintenance |
nance documentation, elec- |
|||
types covered by the contract |
Contract, MAN Diesel & Turbo |
tronic spare-parts catalogues |
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are essentially TCA axial types |
handles all scheduled mainte- |
and service reports through |
|||
for main engines, and NR radial |
nance planning for the customer |
PrimeServ’s |
customer in- |
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types for auxiliary engines. |
six to seven months prior to an |
tranet. |
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MAN PrimeServ reports that its |
upcoming turbocharger service. |
About AMCL |
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global network of service centres |
The customer simply confirms the |
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is well-placed to serve AMCL’s |
upcoming service by email. Such |
AMCL is a ship management |
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trading routes. Under the terms |
contracts entail several, other |
company that |
is |
historically |
|
of the agreement, PrimeServ will |
benefits: |
linked with the Tung Group. Dur- |
|||
provide all relevant services as |
Timely spare-parts planning |
ing its long history, the Group was |
|||
part of a complete maintenance |
that enables higher price flex- |
among the first in pioneering Very |
|||
package. |
ibility |
Large Crude Carriers (VLCCs) |
and has made numerous signifi- |
est tanker fleet for the China Mer- |
||
cant and innovative contributions |
chants Group in all aspects cov- |
||
to the development of Chinese |
ering ship management, |
||
shipping industries around the |
commercial operations, corpo- |
||
world. |
rate and accounting services as |
||
Today, AMCL is one of the lead- |
well as new building supervision, |
||
ing ship management companies |
while retaining a high degree of |
||
in Hong Kong, operating the larg- |
cost efficiency. |
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|
Pictured at the contract signing (from left) Eric Siu - Spare Parts Sales Manager – MAN PrimeServ – HKG; Wu Jianyi General Manager Tech. Dept. AMCL; Peter Dittrich – Head of Contract Management – MAN PrimeServ Turbocharger, Ryan Soong - Spare Parts Sales Manager – MAN PrimeServ –
HKG
DIESELFACTS 3/2015 |
PAGE 9 |
|
|
Alternate view of the 11G95ME-C9.5 engine during its shop test in Korea (courtesy Doosan)
Record-Breaking MAN B&W
Engine Leaves Test Bed in Korea
Largest and most powerful MAN
B&W-branded engine ever built approaches market début.
Doosan Engine has reported that the initial start of an MAN B&W 11G95ME-C9.5 two-stroke engine took place during October 2015 at its works in Korea – a successful shop-test subsequently followed. Rated at 103,000 horsepower, the engine is the largest and most powerful engine from the MAN Diesel & Turbo portfolio ever designed and built.
The engine is the first in a series of six, bound for six 19,160-teu container ships ordered by Mediterranean Shipping Company S.A. (MSC), one of the world’s largest shipping lines.
MAN Diesel & Turbo reports that it currently has orders for 28 × 11G95ME-C9.5 units, all for vessels serving the international container trade.
The introduction of the G95MEC9 was an important addition to MAN Diesel & Turbo’s G-engine programme. The G95ME-C9 en-
gine, with a bore of 950 mm and a stroke of 3,460 mm, provides 6,870 kW/cylinder at 80 rpm and 21 bar MEP (in L1) and supplements the successful S90ME-C9/10 engine types by allowing the engine to be further de-rated thanks to the larger cylinder bore and/or fewer cylinders to be installed.
MAN Diesel & Turbo’s G-type programme entered the market in October 2010. The ‘G’ prefix before an engine means it has a design that follows the principles of MAN Diesel & Turbo’s large-bore, Mark 9 engine series with an ultralong stroke that reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency.
G-type engines’ longer stroke results in a lower rpm for the engine driving the propeller. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, significantly more efficient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consumption and CO2 emissions.
Propulsion SMCR power kW
90,000
80,000 |
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S90ME-C10 |
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70,000 |
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G95ME-C9 |
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S90ME-C9 |
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60,000 |
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50,000
40,000
30,000
20,000
10,000
60 |
70 |
80 |
90 |
100 r/min |
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Engine/propeller speed at SMCR |
The G95ME-C9 engine supplements the successful S90ME-C9/10 engine types
PAGE 10 |
DIESELFACTS 3/2015 |
|
|
PrimeServ Clinches Large Retrofit
Contract with Florida-Based Client
Major cruise line gets new turbochargers; installation during regular sailing schedule
MAN PrimeServ has won the contract from Royal Caribbean Cruises Ltd. (RCCL) to retrofit the turbochargers aboard four cruise liners from its fleet.
The contract covers the retrofit of a total of 30 turbochargers aboard four vessels – two operated by Royal Caribbean International, and two operated by Pullmantur, a wholly-owned RCCL subsidiary, along with attachment kits and technical support. The vessels are called ‘Grandeur of the Seas’ and ‘Enchantment of the Seas’, are both equipped with 4 × 12V48/60 MAN engines, and will be retrofitted with 16 × TCA55 turbochargers. Similarly, the cruise vessels ‘Horizon’ and ‘Zenith’ – both equipped with 2 × 9L40/54B and 5 × 6L40/54B engines – will also be retrofitted with 4 × NA40/S and 10 × NA34/S turbochargers.
Speaking at RCCL headquarters in Miami, Wayne Jones, Senior Vice President and Head of MAN
PrimeServ Diesel, said: “This tur- |
spective. In the end it’s an invest- |
vative in the world. Thus we are |
bocharger upgrade will not only |
ment in sustainability.” |
always eager to explore new solu- |
boost engine performance but |
Gregory Purdy, Senior Vice Pres- |
tions to increase their performance. |
also extend engine life and sup- |
ident, Marine Operations, Royal |
We put high expectations in this |
port the entire operation both from |
Caribbean International, said: “Our |
turbocharger upgrade.” |
a technical as well as a cost per- |
ships are the best and most inno- |
“Our fleet has an outstanding |
Pictured at the signing of the turbocharger contract (from right to left): Gregory M. Purdy (SVP, Marine Operations, Royal Caribbean International), Wayne Jones (SVP MAN PrimeServ), Carlos Pedercini (VP, Marine Operations & Global Nautical Services, Royal Caribbean International), Michael Kontny (Director Sales, MAN PrimeServ), Evangelos P. Sampanidis (Associate VP, Fleet Management, Celebrity), Leonidas Lavdas (Fleet Director, Celebrity), Kimmo Heikkila (Director, Powerplant & Technical Systems) , Stiliyan Dimov (Manager, Global Marine Operations)
reputation; our customers always expect the best vacation experience. To meet and even exceed this expectation we need reliable partners with focus on sustainability” underlined William Baumgartner, SVP Global Marine Operations at RCCL.
Wayne Jones was equally confident: “RCCL’s vision is exactly what we strive to achieve: to exceed our customer’s expectations and this is exactly what we hope for in this project!”
Installation of the first retrofit will take place aboard Enchantment of the Seas in December 2015 during its regular sailing schedule between Florida and the Bahamas. Each installation will take approximately 10 days per engine.
The project has been and will be handled from MAN PrimeServ Turbocharger HQ in Augsburg, in close collaboration with the local MAN PrimeServ Diesel team in Fort Lauderdale (USA).
Dredging Specialist Selects MAN Power
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MAN Diesel & Turbo propulsion pack- |
Green credentials |
Propellers and aft-ship details |
box-mounted AHT nozzles. A high |
– should such a scenario arise. |
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ages ordered for two dredger new- |
Special attention was paid to the |
The MAN Alpha propeller and aft- |
degree of service friendliness is |
Propulsion control |
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buildings. |
energy-efficiency of the vessels. |
ship package supply for each Van |
ensured since the propeller-hub |
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The design includes several as- |
Oord vessel consists of a complete |
mechanism can be inspected and |
The twin-screw Alphatronic 3000 |
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Van Oord, the leading dredging |
pects which result in substantial |
twin-screw propeller, nozzle and |
dismantled from aft. Additionally, |
system will control the two propul- |
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and marine contractor based in |
reductions in fuel consumption |
shaft system, including Alphatronic |
by means of intermediate plates |
sion lines with engine, reduction |
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Rotterdam, has placed an order for |
and consequently a fall in CO2 |
3000 propulsion controls. |
between propeller blade flanges |
gear and CP propeller via main- |
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two trailing-suction hopper dredg- |
emissions. The vessels will be |
The CP propellers are driven via |
and propeller blades, the propel- |
bridgecontrolstations,engine-room |
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ers. Each vessel will feature a com- |
equipped with innovative and sus- |
shaft lines. Each shaft includes |
ler blades are predisposed to un- |
control stations and an interface to |
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plete MAN Diesel & Turbo propul- |
tainable systems and will both ob- |
a disc brake and locking system. |
derwater replacement – in this |
joystick control for dynamic-posi- |
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sion package with: |
tain a Green Passport and Clean |
The ducted propellers are head- |
way avoiding the need for docking |
tioning requirements. |
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MAN 6L48/60CR engines |
Ship Notation. |
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RENK gearboxes with PTO |
The 48/60CR engine |
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MAN Alpha CP Propeller sys- |
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tems |
The 48/60CR engine type is one of |
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AHT (Alpha High Thrust) Prothe most successful engine types |
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peller nozzles |
used in dredging application. Cur- |
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MAN Alpha AT3000 propul- |
rently, MAN Diesel & Turbo has 14 |
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sion-control systems. |
such engines on order for instal- |
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The vessels will be constructed at |
lation aboard cutterand hopper- |
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CNN LaNaval Shipyard in Sestao, |
dredger newbuildings for cus- |
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Spain with delivery dates sched- |
tomers in Benelux and China. All |
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uled for 2017. The order is part of |
engines will be built at MAN’s main |
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Van Oord’s continuous investment |
facility in Augsburg, Germany. |
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programme. |
The engines are equipped with |
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The new dredgers will have a |
key, in-house-developed technol- |
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hopper capacity of approximately |
ogies to optimise their economic |
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17,000 m3, a length of 158 metres |
and ecological performance, in- |
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and a width of 36 metres. They will |
cluding: |
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also be equipped with two suc- |
high-efficiency, TCA-type, ex- |
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tion pipes with submerged e-driv- |
haust-gas turbochargers |
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en dredge pumps, two shore-dis- |
advanced, electronic fuel-in- |
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charge dredge pumps, six bottom |
jection system |
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doors and a total installed power of |
electronic hardware and soft- |
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23,680 kW. The newbuildings will |
ware for engine control, moni- |
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each have accommodation for 38 |
toring and diagnosis, SaCoSone |
Graphical representation of the new hopper-suction dredger (courtesy Van Oord) |
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persons. |
and CoCoS EDS. |
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