1/2009 Classic Greek Retrofit / Pages 8-9

Ruins of the Temple of Poseidon at Cape Sounion, Attica, Greece Report From Largest Deal in the Frontline MAN Diesel History Frontline Management oversees Frontline has made a name for more than 60 newbuilding projects itself doing a lot with a little. “When Electricité de France orders six power plants in South Korea, China and India. Each I say that we are 50 people here, one will have MAN Diesel engines. I include management, chartering, accounting, finance, everything. MAN Diesel has been awarded a diesel engines with a total power “We have a preference for certain In technical management, we’re major order from the French energy output of 1,025 MW. This is enough things that are important to us and, less than a dozen. This is the entire company Electricité de France PEI energy to provide electricity to the for many years, we have had a very Frontline. If you look at other ship- SAS for the construction of three equivalent of 1 million households. strong preference for MAN Diesel ping companies with a similar level diesel power stations in its overseas All of the power stations are de- engines,” says Frontline Technical of activity, they’re probably 150- Départements Réunion, Guadeloupe signed as baseload power plants, Director Olav Eikrem. 200 people doing the same thing. and Martinique, as well as one in which means that they are the pri- DieselFacts meets Olav Eikrem The reason we are small is that we French Guyana and two power plants mary source of electrical energy to one afternoon at the company’s outsource day-to-day manage- on Corsica. the local power grid. waterfront offices in Oslo, Norway. ment,” says Eikrem. “At the heart of the power plants He leads a team of less than a doz- The company has made its The contract means that all French are their efficient and reliable MAN Dr. Stefan Spindler en people with overall technical re- name by its closely controlled and Départements that are not on the Diesel type 48/60 engines, each sponsibility for more than 75 tank- tightly monitored outsourcing. European mainland will be sup- with 18 cylinders in vee configura- MAN Diesel’s French production er and bulk vessels and an almost Over half a dozen different tech- plied with electricity from MAN tion,” says Dr. Stefan Spindler, who facility will be sustainably strength- equal number of newbuildings. nical management companies Diesel engines. The total order is in charge of the power plant busi- ened. One of the key factors in Currently, he is between trips to bear full responsibility for the day- volume is around EUR 1.3 billion, ness within the Executive Board of the awarding of the order was the China, where his Shanghai-based to-day operation of Frontline’s (and with MAN Diesel supplying a share MAN Diesel SE in addition to other Augsburg company’s ability to project manager Björn Westerberg its sister companies’) ships. worth more than EUR 750 million. responsibilities. use its state-of-the-art engine and leads over four dozen supervisors The order includes the delivery of The 54 engines will be assem- on-site at six yards across Asia. Continued on page 3 no fewer than 54 large, 18V48/60 bled in Saint-Nazaire by which Continued on page 2

51/60DF Engines Pass MAN Diesel Engines Drive PrimeServ To Service E.R. Bounty Factory Acceptance Tests London Green Energy Norway’s New Oil Hub Christened in Korea First, commercial, marine Two-stroke engines Developments in Latest addition to applications move closer to power capital local FPSO market E.R. Schiffahrt fleet

> Page 4 > Page 7 > Page 10 > Page 16 PAGE 2 DIESELFACTS 1/2009

Largest Deal

Continued from front page of MAN Diesel SE. The six turnkey diesel power turnkey power plant technol- plants will go on grid by 2010 till Successful S35ME-B ogy to meet strict criteria for fuel 2012. MAN Diesel is consortium consumption, noise radiation and leader for this major project. exhaust emissions. All of the en- The two other consortium part- gines, for example, are fitted with ners are Eiffage TP for construc- Type Approval Test an SCR catalytic converter, which tion work and Clemessy SA for employs urea injection to minimise electrical equipment. emissions of oxides of nitrogen. Each generating set (genset), MAN Diesel has performed a main the engine, test-bed trials, tests of The successful engine is the “I am absolutely delighted that consisting of an engine and a gen- engine Type Approval Test (TAT) for safety devices, survey of perform- second S35ME-B unit produced in we have succeeded in winning this erator, produces an output of the smallest member of its electroni- ance data and thorough inspection Denmark, and develops 6,960 kW order. Due to its exceptionally high around 18.5 MW (approx. 25,100 cally controlled ME-B family. of engine internal components and at 167 r/min in an 8-cylinder execu- volume, it of course has particular HP) and weighs 375 tons. The two dismantled key components. tion. Like its predecessor, it will be significance – indeed, it is the larg- biggest power stations on Réunion The test programme for the MAN The type test program was com- delivered to Soli Trading & Ship- est order in the company’s history,” and Guadeloupe will each be B&W S35ME-B ran over three days pleted with excellent results and building Industry S.A., Turkey. says Dr. Georg Pachta-Reyhofen, equipped with twelve of these at MAN Diesel’s Frederikshavn fa- the component inspection similarly Powering a newbuilding, the Chairman of the Executive Board power units. cility in Denmark, and was com- showed very satisfactory results. 8S35ME-B engine will be fitted to pleted on November 21st last The conclusion of the TAT was drive an MAN Diesel 4.4-metre after a comprehensive range of marked by a small ceremony that Alpha CP Propeller type VBS 1280 test runs. All international Classi- summarised all results, before the and, from the front-end, a 1,200- fication Society members of IACS general document was duly signed kW step-up gear and alternator. were present for a presentation of by the test attendees.

The 18V48/60 diesel engine central to the historic order

STX Enpaco Acquires TCR Turbocharger Licence

MAN Diesel Releases Service Letter Covering Lay-Ups

On account of the current, tough, effect that covers the laying-up of equipment, turbocharger pres- Accordingly, STX Enpaco is now able to use the latest turbocharger tech- economic climate and the resultant all MAN B&W-branded, low-speed ervation, and starting the engine nology for heavy-oil radial turbochargers. Already holder of a TCA li- downturn in world trade, large num- MC/MC-C, ME/ME-C and ME-B again after the laying-up period. cence, the company now covers the whole range from the smallest TCR bers of vessels are being temporarily engine types. The service letter (SL09-502/ model to the largest TCA. It can thus offer turbochargers equipped with The letter’s contents cover the SBJ) is already available and can the latest technology for all MAN Diesel engines. STX Enpaco has con- laid up. structed over 9,000 turbochargers in the NR and TCA series since 1995. scope and field of application, be downloaded by registered cus- Pictured at the signing during Hamburg’s SMM show are (left to right) Dirk MAN Diesel has received requests actions prior to the event, engine tomers from the MAN Diesel Balthasar, W.Y. Song (STX Enpaco), K.K. Lee (MD-Korea), Ralf Großhauser, from shipowners for detailed lay- and control rooms, main-engine extranet, or is available from the S.D. Lee (STX Enpaco) up instructions, and has accord- preservation, preservation main- company upon request. ingly issued a service letter to this tenance, protection of electronic DIESELFACTS 1/2009 PAGE 3

Frontline

Continued from front page selection process as a partner, not merely as a supplier.” It’s a model that has proven sturdy and profitable. Frontline is a Choice of main engine world leader in a business (crude- In any given newbuilding project, oil transport) that combines ex- Frontline Management chooses tremely stiff competition with zero two-stroke diesel engines based tolerance for accidents. on a number of factors, including Among the activities Frontline service level, reliability, durability, Management handles directly, for specific fuel consumption and, of its own vessels and sister com- course, price. pany’s vessels, are projects and “Certain things are non-nego- newbuilding supervision, including tiable. We have a preference for contact with shipyards and equip- some things. We have engines ment makers. That this entire new- from different makers, but for a building orderbook includes MAN number of years we have had a Diesel engines is by no means an very strong preference for MAN accident. “We are honoured to be Diesel engines. We’ve had a close owner-designated equipment on relationship for many years, and Frontline’s tanker newbuildings,” that’s how the specification ends The Frontline team (left to right): Svein Ommundsen, Fleet Manager; Tor Haldorsen, Insurance Advisor; Olav Eikrem, says MAN Diesel Norway Man- up,” said Eikrem. Technical Director; Jon Erik Thurman, Fleet Manager aging Director Harald Fondenær. Fondenær describes how MAN “What is gratifying for us is that Diesel Norway’s work on a new- the maker is chosen. “I work with wanted bigger and more reliable compared to other engine makers, we’re involved in the entire engine building begins over a year before them on the early specification engines, more power and a new is that there is always someone to work. This takes place between bow thruster,” says Eikrem. pick up the phone when you have 12 and 14 months in advance of Fondenær describes that par- a problem. the order at the yard. During this ticular delivery as a win-win expe- “MAN Diesel provides an excel- Extended Fleet Management process, which may stretch over rience. Frontline sought early deliv- lent service. We rely on the fact Frontline Management in Oslo has overall technical responsibility several months, I advise on en- ery of the engines in a tight market. that they have people available for a massive fleet and dozens of newbuildings, owned by Front- gine selection.” He believes that “We scanned our whole license who can answer questions and line and associated companies. MAN Diesel succeeds because network for a solution. We tied up give very good recommendations. Frontline: 48 tankers, 8 bulk vessels and 18 tanker the overall economy of its engines the early delivery with a builder in We had a problem with a crankpin newbuildings* is far better than the competitors, Poland, Cegielski, which had pre- bearing failing on an engine a few Golden Ocean: 7 bulk vessels and 39 bulk vessel and cites particularly the efficient cisely the engine slots we were months back. This required us to newbuildings* licensee network. looking for at the right time.” disable one of the seven pistons. Knightsbridge Tankers: 4 tankers and 2 bulk vessel Both Eikrem and Fondenær When you take out one piston, you newbuildings* draw attention to one particu- Question of service have to do vibration calculations, Seatankers: 2 bulk vessel newbuildings* and 2 tanker lar series of retrofits for Frontline, When asked what he expects of to determine what kind of rpm’s newbuildings* which sought to convert four Su- MAN Diesel, Eikrem answers good you can run on the engine. They Ship Finance: 8 container vessels, 2 chemical tankers, ezmax tankers to heavylift ves- service and competitive prices. handled this very quickly. We can 5 container ship newbuildings* and 2 tanker newbuildings* sels at COSCO Nantong. “We “We need 24-hour service. They be sure that MAN Diesel will be ITCL: 10 tankers re-engineered all the auxiliary en- provide it in Copenhagen and there for us. And time is money for *specified with MAN Diesel engines gines on these heavylift vessels. that’s absolutely a must. One of the us,” concludes Eikrem. We got them from MAN Diesel. We biggest benefits with MAN Diesel,

The Front Shanghai is one of the oil tankers in the Frontline stable. Built in 2006, it is powered by an MAN B&W 7S80MC engine PAGE 4 DIESELFACTS 1/2009

on the well-proven 48/60B heavy 51/60 DF engine and is injected fuel engine and offers a market- via a common rail system which 51/60DF Engines Pass leading 1,000 kW/cylinder output allows flexible setting of injection in both gaseous and liquid fuel op- timing, duration and pressure for erating modes. For marine applica- each cylinder. tions it is offered in in-line versions In the back-up liquid fuel mode, Factory Acceptance Tests with 6, 7, 8 and 9 cylinders and the 51/60DF engine operates as a vee-configuration versions with 12, normal diesel engine injecting ei- 14, 16, and 18 cylinders. ther marine diesel oil (MDO) or MAN Diesel’s type 51/60DF four- at 514 rpm. Compared to configu- planned operations were complet- The 51/60DF dual-fuel gas en- heavy fuel oil (HFO) through a sep- stroke, medium-speed dual-fuel gas rations consisting of vee and in- ed on time within a tight schedule gine can be run on either gaseous arate, normally dimensioned injec- engine has passed the final landmark line engines, the all-inline concept to the full satisfaction of the yard, fuel or liquid fuel and can switch tor in a camshaft actuated pump- on its way to its first commercial ap- maximises load-sharing potential the shipowner and the Classifica- between fuels at any engine load. line-nozzle system. At 1.5 g/kWh plications in the marine sector. and allows any engine to be serv- tion Society. The engines are now In its gaseous fuel-mode, the en- NOx emission (IMO cycle E2), in iced at any time without adversely on their way from Germany to STX gine burns natural boil-off gas gaseous fuel mode the 51/60DF Having gained type approval in au- affecting the LNG carrier’s sailing Shipbuilding in Korea. (NBOG) evaporating from the already complies with IMO Tier III tumn 2007 on the seven-cylinder schedule or the engines’ level of LNG cargo, ignited by a distillate limits for emissions of oxides of ni- prototype engine in the presence fuel flexibility. 51/60DF Dual-Fuel Technology fuel micro-pilot. The distillate fuel trogen (NOx) by quite a consider- of eight major classification socie- MAN Diesel states that testing of Announced in 2006, MAN Diesel’s micro-pilot amounts to less than able margin. ties, the first production versions the five engines went smoothly. All 51/60DF dual-fuel engine is based 1% of the energy required by the of the 51/60DF recently completed their factory acceptance tests (FAT) at MAN Diesel’s Augsburg works. The FATs were witnessed by representatives from shipyard STX of Korea, shipowner EN Elcano of Spain and classification society Bureau Veritas. These first 51/60DF engines for marine application will power the world’s largest liquefied natural gas (LNG) carrier with elec- tric propulsion based on dual-fuel engines. The new vessel will have an LNG capacity of 174,000 cubic metres and its propulsion and on- board electrical power system fol- lows MAN Diesel’s versatile diesel- electric concept, which stresses a high degree of fuel flexibility, redundancy and maintainability at any time during a voyage. This overall flexibility is based on five equally rated inline 51/60DF dual-fuel engines – in this case in- line, eight-cylinder type 8L51/60DF engines each producing 8,000 kW The first production 51/60DF dual-fuel gas engines recently completed their Factory Acceptance Testing at the MAN Diesel works in Augsburg, Germany

Green Lubes For Environmentally Friendly CP Propellers

After comprehensive testing, MAN such, Vickers bio-oils can be used gearboxes, and as hydraulic ser- Diesel has given general approval for both for the general gravity lubrica- vo-oil for propeller pitch-setting. the use of Vickers Oils bio-oils with tion of sterntube bearings, and the The ‘bio-lubricated’ VB and VBS its CP propellers. lubrication of propeller hubs’ mov- propeller range covers the power ing internal parts. range from 1,000 to 30,000 kW – Accordingly, Vickers biodegrad- Jens Ring-Nielsen, Senior Man- and hub series from 480 to 1,940 able and non-toxic oils are now ager for MAN Diesel Propellers, mm in size. This corresponds with accepted by MAN Diesel for use Gears & Aft-Ship Systems, says: propeller diameters in the range of within complete oil systems in the “We are very pleased with the test 1.8 to 8 metres. VB and VBS propeller range. As results experienced with Vickers bio-oils. Today, we are the first About Vickers Oils (Left to right) Peter J.F. Vickers, Chairman and Managing Director of Vickers Oils, company able to offer our cus- Vickers Oils manufactures spe- Jens Ring-Nielsen, Senior Manager for MAN Diesel Propellers, Gears and Aft- Ship Systems, and Kenneth Boesen, MAN Diesel Project Manager tomers the opportunity of using cialised marine lubricants which environmentally friendly, biode- are available in stock points world- gradable oils in their CP-propeller wide. The HYDROX range offers friendly sterntube lubricants have In 2006 Vickers launched the The Vickers systems”. an insurance against water in- enjoyed rapid uptake since their ECOSURE HSE biodegradable, HYDROX The oils, which have undergone gress, which can occur in ships’ introduction in 2003. More than non-toxic hydraulic fluids. The BIO 68 and extensive testing, have the Vickers sterntubes, stabilisers and thrust- 600 vessels worldwide now use ECOSURE HSE fluids have been HYDROX BIO 100 bio-oils trade names HYDROX BIO 68 and ers. In the presence of water the HYDROX BIO as their sterntube oil. developed specifically for environ- are approved HYDROX BIO 100. Additionally, HYDROX products maintain lu- In addition to being Readily Biode- mentally sensitive marine applica- for use with another Vickers bio-oil is presently brication and continue to protect gradable the HYDROX BIO grades tions and provide an outstanding MAN Diesel being tested for use with MAN against corrosion. are also Non-Toxic to marine life operational performance and excel- CP propellers Diesel’s AMG-range of reduction The HYDROX BIO range of eco- throughout the food chain. lent ecological credentials. DIESELFACTS 1/2009 PAGE 5

Odfjell’s ‘Bow Cecil’ chemical tanker was launched in 1998 and comes in at 37,345 dwt

ME-engines, the Alpha Lubricator comes as standard with all ME-B engines, ensuring a very low cylin- Odfjell and MAN Diesel der lubricating-oil consumption. In summary, the ME-B series of- fers optimal engine performance in powerful, economic and future- oriented diesel engines, ensuring Further ME-B Development that they will remain market lead- ers for decades to come. Based on well-proven diesel technology, Tanker pivotal to development of MAN B&W ME-engine concept the ME-B series provides engines geared to market requirements for: electronic fuel-injection At a ceremony in Bergen on Septem- tested on its main engine since No- MAN Diesel’s ME-B concept tion of the new technology on such control reliability ber 26th last, Odfjell, the Norwegian vember 2000. With the rebuild, the The economical ME-B design uti- engines with the same footprint if longer time between overhauls shipping group, signed an agreement world’s first ME-B retrofit, the Bow lises a camshaft-operated exhaust so required. better vessel manoeuvrability with MAN Diesel to rebuild the main Cecil will be equipped with a cut- valve and an electronically control- Electronic fuel injection makes very low life-cycle costs engine aboard the M/T ‘Bow Cecil’. ting-edge, electronically controlled led fuel-injection system. In addi- the new ME-B engines well- The ME-B range of MAN B&W prime-mover that will provide MAN tion, the physical dimensions of equipped to meet Tier-II emission diesel engines now offers 35-, 40-, The agreement covers the rebuild- Diesel with a host of invaluable, in- the S46ME-B and S60ME-B bed- requirements, and is an efficient 46-, 50- and 60-cm models in the ing of the Bow Cecil’s engine from service experience. plates in particular are identical to way of managing current environ- smaller-bore range, while the ME-C type L60ME-C to type L60ME-B, At the original presentation of the those of their MC-C equivalents, mental, emission requirements. covers the market’s medium- to a process which is expected to first ME-engine in February 2003, greatly facilitating retrofit installa- As with the larger MAN B&W large-bore segment. proceed in two stages. The first Peter Sunn Pedersen, former Ex- of these was during a scheduled ecutive Vice President, MAN Die- docking in the ASRY shipyard in sel, praised the introduction of “the Bahrain, encompassing most of intelligent engine”, which he said: October 2008, with the second “can be updated during its entire Concordia/Total’s Fuel-Saving T/Cs taking place when a suitable gap lifetime”. As such, the rebuild of the in the Bow Cecil’s schedule arises. Bow Cecil’s engine, especially the MAN Diesel concluded another MAN Diesel PrimeServ, MAN Die- updating of its fuel-injection control major contract at SMM 2008. Con- sel’s after-sales arm, will provide technology, is another stage in the cordia Maritime and French energy company Total decided to install technical back-up for both stages continuous development of MAN MAN Diesel turbochargers with of the project. Diesel electronic technology. VTA variable turbine area technol- The 37,500-dwt Bow Cecil is a The Bow Cecil’s main engine ogy aboard a new tanker, the ‘Stena chemical tanker and has played a was originally designed as an Progress’, powered by MAN B&W central role in the development of L60MC engine and therefore still 6S46MC-C low-speed engines. The VTA system was tested on the turbo- MAN Diesel’s ME-concept. In the has a standard camshaft in place. charger of one of the 6S46MC-C en- wake of an agreement between Accordingly, the engine is particu- gines powering the P-MAX, ice class MAN Diesel and Odfjell, prototypes larly well suited for testing ME-B shallow-draught tanker, that goes by of the ME engine’s components technology. the moniker ‘Stena President’ and systems have been thoroughly PAGE 6 DIESELFACTS 1/2009 It’s a Sea Change! Naval and governmental interest in marine propulsion and genset engines is increasing

MAN Diesel is increasingly offering of medium-speed engines from gine. It features a class-leading its medium-speed engines for the MAN Diesel, like robustness, high output of 560 kW per cylinder and propulsion of destroyers, frigates, availability, and excellent operat- is offered in inline 6-, 7-, 8-, 9-, and corvettes and aircraft carriers. ing economy and emissions levels, 10-cylinder versions in a power replace speed and acceleration range from 3,360 to 5,600 kW or “With our high power-densi- as prime operating requirements,” 12V-, 14V-, 16V-, 18V- and 20V- ty 28/33D engine, we are well Losch states. versions in a power range from equipped to respond to the de- “In typical, medium-speed, naval 6,720 to 11,200 kW. Its electronic mand for power on patrol vessels or merchant-marine applications, control system is MAN Diesel’s in- and destroyers, frigates, corvettes the effective life of engines is likely house-developed SaCoSone, which and aircraft carriers, including to be counted in decades rather is capable of managing the engine, combined prime-mover propulsion than years,” he continues. “As a re- the complete propulsion train and systems like CODOG or CODAG,“ sult of this, MAN Diesel builds con- all peripheral equipment. notes Ralf Losch, head of sales siderable development potential Highly flexible, the 32/44CR is Ralf Losch, head of sales for naval and governmental marine applications for naval and governmental ma- into all its new engines and retrofit suitable for both fighting ships and at MAN Diesel. rine applications at MAN Diesel, capability into new technologies logistic support ships like amphibi- Augsburg. “However, on the larger like common-rail fuel injection and ous force carriers, replenishment can and Spanish navies. 5,400 to 9,000 kW. fighting vessels, we are increas- advanced turbocharging technol- freighters and tankers. “Its benefits With its flanged-on generator, To enhance its field of applica- ingly responding to enquiries for ogy.” can be applied equally in both pro- the MAN Diesel PA4 diesel is sup- tion, the sequentially turbocharged our medium-speed engines.” The needs of extended mis- pulsion and power-generation con- plied as a fully-integrated, load- 28/33D STC will be available in the Since the end of the Cold sions far from home bases include texts,” Losch says. “Significantly, bearing, frameless generator-set near future. In combination with War, the role of many navies has operating profiles with long-term like all MAN Diesel engines, it is for battery charging and onboard the 28/33D’s existing electronic changed. “Where specifications running at low load, a doubling designed for operation on heavy power supply aboard submarines. fuel injection technology, the STC used to revolve around the defence of annual operating hours to as fuel and thus allows considerable It displaces 6.6 litres per cylinder system substantially extends the of well-defined ideological blocs many as 5,000, a quadrupling of fuel flexibility – in fact it can oper- (bore 200 × stroke 210 mm) and is 28/33D’s torque envelope in its and involved patrols and sorties of availability in the area of operation, ate on any commonly used diesel- offered in 8- and 12-cylinder vee- mid-speed and load ranges. Ben- limited duration from a homeland radii of operation up to 4,000 nau- engine fuel.” configuration versions. In an over- efits include excellent engine re- base, naval forces are now much tical miles and operating intervals Another major emphasis at all output range of 700 to 1,330 sponse and vessel acceleration, more likely to be engaged in mis- of two years without docking for MAN Diesel is diesel engines for kW, the 8PA4-200 SM and 12PA4- improved reliability due to reduced sions of longer range,” Losch con- maintenance or refit. “These needs submarines. With some 120 sub- 200 cover the power bracket 700 thermal stresses and enhanced tinues. “These centre on tasks like translate into the extended service marines equipped and 230 en- to 1,050 kW at 1,300 rpm, while manoeuvrability due to faster load trade-route protection, economic intervals and long times between gines equating to 160 MW sold, the 12PA4-200 SMDS offers an acceptance. Furthermore, eco- or military blockades, e.g., eco- overhaul typical of medium-speed the compact PA4 engine and output of 1,330 kW, likewise at nomical operating modes are pos- nomic exclusion-zones, the pre- engines like our 32/44CR,” Losch generator-set package is a power 1,300 rpm. sible, like the use of a single engine vention of smuggling and illegal mi- concludes. source of choice for conventional Estimated to be the highest pow- at very high torque in systems with gration, humanitarian aid following The 32/44CR engine is the first submarines. A recent application ered 1,000 rpm engine worldwide twin input / single output gears or natural catastrophes, anti-terrorist medium-speed engine to be of- highlight is the supply of generator is the 28/33D, whose production combined prime mover propulsion measures and peacekeeping.” fered exclusively with common-rail sets for 25 Daphné and 13 Agosta recently started up in Augsburg. It systems like CODAD, CODAG or “Under these long-endurance fuel injection and MAN Diesel’s class submarines to the French, is offered in 12V-, 16V- and 20V- CODOG. operating conditions, the virtues first all-electronic, four-stroke en- Pakistani, Portuguese, South Afri- versions in a power range from

3.

1. 2.

1. MAN Diesel is to produce the first 12-cylinder versions of its high power-density 28/33D engine. A total of eight of the 5.4-MW-rated 12V28/33D engines have been ordered for four 108-metre craft to be built by Schelde Naval Shipbuilding of Vlissingen, Netherlands for the Royal Netherlands Navy. 2. Generator sets based on the MAN Diesel PA4-200 SMDS diesel achieve best-in-class power output and ab- solute safety while snorkelling via the pairing of supercharging and turbocharging. 3. Reflecting a major change in mission profiles, MAN Diesel is increasingly asked to offer its type 32/44CR medium-speed engine with common-rail fuel injection for frigates, destroyers and aircraft carriers. Clearly visible below the turbocharger on this inline, six-cylinder 6L32/44CR is the SaCoSone engine-management system DIESELFACTS 1/2009 PAGE 7 MAN Diesel Engine Technology to Drive London Green Energy

The British energy company, Blue- contributory reasons for Blue-NG a natural-gas, pressure-reduction NG, has placed an order for a series choosing MAN Diesel power. The station where the heat will drive of MAN B&W 10L35MC-S engines. MAN B&W engines’ performance turbo expanders. The plant’s total, is unrivalled in the 6MW diesel- net electrical efficiency will there- The first four engines will be in- power segment where normal ef- fore peak at above 80%. stalled at sites in Beckton and ficiencies are usually in the range The client, Blue-NG, is a joint Southall, Greater London, and are of 42-47%. venture between the National Grid,

intended to supply green, low-CO2 the UK’s gas and power-distribu- power to the capital by 2010. The Highly efficient application tion company, and 2OC Ltd., a two-stroke, low-speed engines will The innovative plant, known as company well known in geothermal run on bio-liquids and will be built CHiP (Combined Heat and intelli- energy and natural-gas pressure- by MAN Diesel’s Polish licensee, H. gent Power) will be the first of its reduction station projects. The first Cegielski – Poznan S.A. Each en- kind in the world. The engines’ MAN B&W 10L35MC-S engine is gine develops 6,450 kW at 214.3 high-temperature waste heat will due for ex-works delivery in De- rpm and has an ISO 3046 efficien- drive an organic Rankine cycle cember 2009, with the remaining Another L35MC-S biofuel engine on the testbed at MAN Diesel’s Polish licensee, cy of 48.9%. Indeed, this high ther- (ORC) turbine, while low-temper- engines due to follow thereafter at H. Cegielski – Poznan S.A., in late 2007 mal efficiency is one of the main, ature waste heat will be used in three-month intervals.

Electricity Electricity Electricity ~ 12.000 kWe ~ 1.500 kWe ~ 6.000 kWe

Biofuel Engine Binary Expander Gas Expander Exhaust heat flow (District Heating)

Biofuel input Condenser heat flow Cooling heat flow (HT)

Cooling heat flow (LT) 2 × MAN B&W 10L35MC-S

CCBG Power Plant Natural Gas in Natural Gas out Input - Output - Performance

The Blue-NG working principle. Source: MAN Diesel

P&O Ferries Order IMO Tier-II MAN Diesel Licensee Compatible Common-Rail Engine Family Grows Further

MAN Diesel has concluded a major MAN Diesel has recently added an- stroke diesel engines of 50 to order with P&O ferries for the first other two members to its family of 90-cm bore. IMO Tier-II version of its new 48/60CR two-stroke licensees with the signing Zhejiang Yungpu is to establish four-stroke engine with common-rail fuel injection. Worth over EUR 35 mil- of contracts with Zhejiang Yungpu an engine factory near the major lion, MAN Diesel will supply four in- Heavy Machinery Co., Ltd. and Hefei economic hub of Ningbo, Zhejiang line, seven-cylinder type 7L48/60CR RongAn Power Machinery Co., Ltd. Province, on the coast of the East main engines for two large ROPAX China Sea and due south of ferries being built by Aker Yards for RongAn is currently constructing Shanghai. The contract was signed P&O. Each engine is rated 7,600 kW at 500 rpm, and four gensets based a new diesel-engine factory in He- at MAN Diesel headquarters in on inline, seven-cylinder type 7L21/31 fei, Anhui Province, and is a sister Copenhagen on September 29th.

engines, each rated 1,463 kWe at company to RongSheng Heavy In- The new licensee will concentrate 1,000 rpm. Pictured here, Jari Kujala, dustries, a new, major shipbuilder on the building of low-speed, two- Purchasing Manager, Aker Yards Oy, in China. RongAn signed a con- stroke engines of 26 to 50-cm Rauma, Finland (right) seals the deal with Prof. Dr. Wolfram Lausch, Senior tract at MAN Diesel headquarters bore, with the primary aim of sup- Vice President of MAN Diesel’s Ma- in Copenhagen on September plying the large number of local rine, Medium-speed business unit at 27th last, and will concentrate on shipyards. Hamburg’s SMM 2008 the building of low-speed, two- PAGE 8 DIESELFACTS 1/2009

Cover story PrimeServ Fits Seascout Out Under Greek Sun DieselFacts pulls on its boilersuit for an Alpha Lubricator retrofit

The taxi-driver’s curses are unprint- low feed-rates with commensu- from Copenhagen with significant noise they make “is nothing com- able, but it’s fair to say he is extreme- rate, large savings of lubricating Alpha Lubricator installation ex- pared to the racket when the main ly dissatisfied with the state of the oil. The technology existed back in perience. Jensen got his sea legs engine and turbocharger are going afternoon traffic. 2004 but was still establishing its early as a 16-year-old cabin boy, and, worst of all, when the tanker’s reputation, which is why the Sea- later studying to become a marine oil pumps are going!” Jacobsen In a scenario that could have been scout has waited until now to reap engineer. He subsequently worked adds that when the noise is at its conjured up by Danté, a confusion its benefit. for a bio-mass development com- worst, that they sometimes have of roadworks combines with rush- PrimeServ has sent two Danish pany before joining PrimeServ five to resort to sign language to get a hour mayhem to reduce progress engineers to Greece to carry out years ago. He’s aboard the Sea- point across, and that it can take a to a crawl for all except for the mul- the job. Superintendent Engineer scout today to have a look at how couple of days to get used to the titude of mopeds zipping in and Steen Møller Hansen is 40 years the job is going and to speak to quiet when returning home after out of the near-stationary queue. of age and an 11-year PrimeServ Petros Katsavis, the Thenamaris such a job. Our destination is Skaraman- veteran. Educated as a marine en- Superintendent Engineer. Katsavis gas, an industrial centre on the gineer, he sailed for several years is the driving force behind his com- The installation western outskirts of Athens. It’s before joining MAN Diesel and pany’s investment in the Alpha Lu- The PrimeServ team has already home to Hellenic Shipyards, one has completed Alpha Lubricator bricator and any retrofitted to the been aboard a week, during which of the Mediterranean’s largest and jobs recently in both Portugal and Thenamaris fleet come under his time they have: whose business is based on the Spain. He says that “every ship is remit. Jensen thinks the creation checked all Alpha Lubricator decent climate and extensive fa- different and there are always new of such a role is “genius because components and that the pre- cilities that include two large dry- challenges.” it means that all the knowledge installation is OK docks, the larger of which currently On this job, Møller Hansen is ac- gained from one installation isn’t set up most of the system contains the ‘Seascout’. companied by 27-year-old trainee just lost when the next such job hardware The Seascout is operated by Th- Kasper Munk Jacobsen, another comes along.” examined the system wiring enamaris, a leading, independent, marine engineer who worked for a Katsavis has done his home- flushed the system pipes to ship-management company. A district-heating plant before joining work. If the Alpha Lubricator is as filter out impurities double-hulled, Aframax, 110,000- PrimeServ in February 2008. As effective as he believes (and its ret- gone through the system dwt, crude-oil tanker, it was built part of his training, he has already rofitting to over 500 ships strongly software and begun its final in Korea in 2004 and is here for spent a month in PrimeServ’s suggests he is right), then his com- configuration a general overhaul. DieselFacts spare-parts department, an ex- pany stands to slash its ship’s lu- Right now, they’re trying to solve has travelled from Copenhagen to perience he says was: “invaluable bricating-oil consumption. In fact, a problem with an angle encoder, watch PrimeServ, MAN Diesel’s af- for getting to know the company,” his figures are very conservative which tells the Alpha Lub. exactly ter-sales division, retrofit an Alpha such is that department’s central compared to PrimeServ’s in terms when to inject oil, and hold one of the Alpha Lubrictor Control Unit Lubricator to the Seascout’s MAN role and contact with staff from all of how quickly the new equipment many little chats to discuss solu- (ALCU) where proprietary software B&W 6S60MC main engine. over MAN Diesel’s global network. can pay for itself. In that respect, tions. When Møller Hansen clam- controls the lubricating system and He has already travelled to Singa- the Seascout installation is a sort bers to the bottom of the engine its settings. The Alpha Lubricator pore and Dubai where PrimeServ of test-run with the possibility of to work on the device, Petros Kat- Around 19:00, the ship’s agent The Alpha Lubricator System is recently opened a new spare-parts the experiment being extended to savis takes multiple pictures and shows up to drive us to our hotel, based on the principle of injecting warehouse and service centre, re- the rest of the Thenamaris fleet, writes copious notes. In this way, about 20 minutes to the south. In a specific volume of oil into a cyl- spectively. a development Jensen would be he logs every step of the job for the gloom, we flash by apartment inder liner after a certain, pre-set very happy to see. his company where progress of blocks, small factories and the oc- number of engine revolutions. This The third man MAN Diesel has also supplied the Alpha Lubricator installation is casional road-side bar before the can be adjusted as required for The two engineers are enjoying a the Seascout’s three Hyundai- keenly followed. growing number of berthed fer- each individual cylinder unit, and well-deserved coffee and some built 6L23/30 auxiliary engines. In the meantime, Jacobsen is on ries tells us that Piraeus is close at a computer automatically adjusts good-natured banter when Die- This leads to a discussion in the the other side of the engine, fine- hand. Athen’s port for much of its the feed-rate according to the en- selFacts shows up with another engine-control room later where tuning a pick-up which is used as history, Piraeus serves a massive gine’s power output. Accordingly, colleague. The third man is Jan Steen Møller Hansen assures a back-up for the angle encoder. 19 million passengers a year, many the Alpha Lubricator displays very Jensen (41), a Project Engineer DieselFacts that the background Both devices send signals to bound for the expansive Greek ar-

The Seascout in dry dock. Its hull also received a new coat of paint during DieselFact’s visit Steen Møller Hansen at work. Despite appearences, the blue “baseball cap” is actually a hardhat provided by Thenamaris DIESELFACTS 1/2009 PAGE 9

the Alpha Lubricator will bring the Seascout and says that he hopes to introduce it to other ships in the Thenamaris fleet. However, as with everything else, costs have to be controlled and PrimeServ has to remain competitive to win any such contract, a point that Jan Jensen is well aware of.

An alarming development The population of the engine con- trol room ebbs and flows during the day as people come to smoke, confer, discuss, discourse and de- part. An external contractor arrives to ensure that all alarm systems function, and that the Alpha Lubri- cator integrates seamlessly into the whole. The intense noise the alarm testing makes is in stark contrast to the contractor’s slight frame and directly proportional to the general relief DieselFacts feels when his task ends later in the day. Mid-afternoon, Jacobsen starts setting up an index indicator, a small device that monitors how much load the engine is under. Katsavis whips out his camera and reveals that that he has taken a staggering 2,000 pictures since the job started. As Jacobsen works away, Møller Hansen checks a newly welded pipe-connection but finds that it is filthy. This means that the entire Alpha Lubricator system has to be flushed again as any dirt can com- promise the system’s effective- ness. He communicates this im- mediately to Katsavis and, during the rest of the afternoon, the Greek View of the Seascout in the mid-afternoon winter sun, looking back from the bow towards Skaramangas Bay and the three Danes discuss the logistics of sourcing lubricating oil chipelago. It is also the commercial day is to sort out hardware bugs job is different. You might have an after-sales business, having em- for the flushing, and recycling it to hub of Greek shipping with most of and, time allowing, to begin set- old ship, a crew who can’t speak ployees that can effectively com- fill the Alpha Lubricator’s system Greece’s shipowners based there. ting up the system software that English, a lousy workshop, you municate in English is a significant tank. And then another day ends tells the ALCU what engine-type it might need to supervise a crew or advantage for PrimeServ. All three and all too soon it’s time to find Pretzel logic is working with. To that end, they troubleshoot an engine.” Danes switch easily into English to another taxi to begin the return to The following morning is akin to a have already carried out a timing talk to Petros Katsavis who himself Copenhagen. summer’s day in Scandinavia but check on an injector, part of the Lingua franca speaks fluent English having stud- our Greek driver wears a woollen process of manually checking the While PrimeServ’s knowledge ied in Liverpool and Newcastle. Epilogue jumper. On the drive over to Skara- engine components to ensure the base is excellent, the point Jacob- Jacobsen notes that while not all A week or two later, amid the first mangas, traffic predictably grinds system software-configuration is in sen makes about fluency in Eng- engine-room personnel may have snow of the Danish winter, Kasper to a halt, offering opportunity to a good shape. lish is vital. Aboard the Seascout English, that usually someone has Jacobsen confirms that the retrofit man selling giant pretzels and an- Kasper Jacobsen likes work- alone, you can hear Danish, Tag- at least a smattering and then ended successfully despite some other on the outside lane selling ing for PrimeServ: “There’s always alog, Greek and Bulgarian but, translates for his workmates. heavy weather during the sea-trial. electrical gadgets. something new to learn on the job, without doubt, English is the lingua Money also talks. During a In a rapidly freezing Copenhagen, Back aboard the Seascout, different courses you can go on. franca of the international ship- break in proceedings, Katsavis he has only one regret: the leaving Steen and Kasper’s main task to- No day at work is the same; every ping community. In a competitive looks forward to the savings that behind of the Greek sun.

Jan Jensen checks his figures against Kasper Munk Jacobsen’s more traditional An overhead view of the Seascout’s MAN B&W 6S60MC main engine method in the engine control room PAGE 10 DIESELFACTS 1/2009 PrimeServ To Service Norway’s New Oil Hub

Harald Fondenær, Managing Director, not the first time we have entered erator sets. It has a capacity of MAN Diesel Norway, reports on FPSO into a service agreement for ‘rotat- 120,000 barrels of oil equivalents market developments locally. ing machinery’ for an FPSO,” con- per day with storage capacity for tinues Zeltner, referring to the serv- up to 560,000 barrels of oil, which The demand for subsea oil and ice contract signed in 2003 with is subsequently exported by shut- gas production is rapidly expand- Kerr McGee China Petroleum Ltd. tle tankers to receiving terminals in ing, as is the market for so-called for the safe, crude-oil operation of Norway and the UK. FPSOs (Floating Production Stor- five MAN Diesel 16V32/40 engines “I expect that the agreement age Off-loading). for CNOOC (Chinese National Off- signed with MAN Diesel PrimeServ Rudolf Zeltner, Vice President Service Harald Fondenær, Managing Director Consequently, the market for shore Oil Corporation). “However, will contribute to the safe and relia- Contracts, MAN Diesel PrimeServ, MAN Diesel Norway FPSOs has correspondingly been the harsh environment of the North ble operation of the Alvheim FPSO Augsburg increasing and MAN Diesel Prime- Sea represents a particularly great, over the anticipated 20 years pro- Serv has plans to grow with it. logistical and human challenge for duction period that the oil-field FPSO ever deployed in the Norwe- and topside facilities. The produc- To this end, a milestone kick-off us,” says Henning Bullwinkel, com- has,” says Lars Martin Andersen, gian Sea with a location in offshore tion start for the field is scheduled meeting took place recently be- mercial manager for service agree- Rotating Equipment Engineer at Mid-Norway. for August 2011. tween MAN Diesel and Maersk ments and maintenance contracts Maersk Contractors Norge AS. The Skarv field is a gas-con- BP awarded the contract for Offshore Contractors, Norge AS in MAN Diesel PrimeServ. densate and oil-field development manufacture of the Skarv FPSO in Stavanger, the Norwegian capi- The Alvheim is located 224 kilo- The Skarv field and FPSO and will tie in five major, subsea hull to Samsung Heavy Industries tal for offshore oil-exploration and metres (140 miles) west of Sta- MAN Diesel PrimeServ is also oil-wells locally as the FPSO has in South Korea, and the engine production in the North Sea. vanger in waters approximately 125 gearing up to future challenges ample capacity for all: the process contract to MAN Diesel licensee metres (400 feet) deep. The ves- such as the market created by plant aboard the vessel can han- STX for two 16V32/40 and two Milestone sel, originally built by Statoil as an FPSOs being required for waters dle about 19 MSm3/d (670 scft/d) 8L27/38 engines as essential gen- “This is a milestone project for MST (Multipurpose Shuttle Tanker) even further north. An example of gas and 13,500 Sm3/d of oil erators. The Skarv FPSO meas- MAN Diesel Primeserv in the off- named ‘Navion Odin’, is equipped of this is the ‘Skarv’ FPSO, devel- (85,000 bbl/d). An 80-km gas ex- ures 292 × 50.6 × 29 m and can shore market in the North Sea. with four MAN Diesel 8L48/60 oped and engineered by Aker So- port pipe will link up with a major accommodate 100 people in sin- We take pride in having reached a (32MW) and one 7L23/30 engines lutions for BP Norway, which will pipeline system on shore. gle cabins. The hull is due for de- framework service agreement with as essential and emergency gen- be the most advanced and largest Aker Solutions (formerly Aker livery in January 2010. the field operator, Maersk Drill- Kvaerner) developed the front-end ing Norge AS, responsible for the design for the new, floating pro- Generic builds day-to-day offshore operation of duction facility. The hull is an Aker Another pair of FPSOs will also be the FPSO ‘Alvheim’,” says Rudolf Solutions ‘Tentech 975’ design, built by Samsung Heavy Industries Zeltner, Vice President of Service based on BP’s particular field re- with two 12V32/40 and two Contracts in Augsburg for MAN quirements. BP also selected Aker 8L27/38 essential and emergency Diesel PrimeServ. Solutions to perform the detail en- MAN Diesel gensets, again built by “The offshore market requires gineering, procurement and con- STX. These are so-called generic a round-the-clock service, which struction management assistance FPSOs, ordered by Norwegian again requires a round-the-clock (EPcma) for the development of owners, Nexus Floating Produc- commitment and 100 percent the Skarv field. tion Ltd., without a particular oil- dedication from the equipment field designated for the vessels. supplier’s after-sales service or- EPcma Nevertheless, those orders signify ganisation,” adds Zeltner. The EPcma contract covered de- a new era for the diesel engine in tail engineering and procurement the context of offshore oil-produc- A tough challenge work for the FPSO topsides, as tion and MAN Diesel PrimeServ is PrimeServ is prepared and capa- The Alvheim has a capacity of 120,000 barrels of oil equivalents per day with well as construction-management there, ready and able to serve the ble of taking up the challenge. “It’s storage capacity for up to 560,000 barrels of oil assistance for BP, including hull offshore oil industry!

A 3D representation of FPSO Skarv, developed and engineered by Aker Solutions for BP Norway, which will be the most advanced and largest FPSO ever deployed in the Norwegian Sea DIESELFACTS 1/2009 PAGE 11

The first stationary, commercial application of MAN Diesel’s new dual-fuel technology is on a converted 48/60A heavy fuel engine at a Portuguese cogeneration plant

options of 12, 14, and 18 cylinders. The engines have mechanical rat- ings of 1,000 kW per cylinder for Stationary Success 60-Hz power generation (514 rpm) and 975 kW for 50-Hz applications (500 rpm). These give an overall generator-set rating range of 8,560

to 17,550 kWe. for MAN Diesel’s 51/60DF With its fuel flexibility and low emissions, the 51/60DF targets applications where operation on a New, medium-speed, dual-fuel gas engine passes another milestone back-up fuel is either essential or desirable. The engine’s fuel flex- ibility centres on the capability to The new 51/60DF dual-fuel gas engine their gaseous fuel mode, i.e., burn- lation and commissioning of the works; supply and installation of all operate on either gaseous or liq- from MAN Diesel has now passed its ing natural gas ignited by a distil- generator sets, the scope of sup- electrical equipment and the plant uid fuel, and to switch between second major milestone in the area of late fuel “micropilot”. ply comprises: all engineering control and monitoring system; all them seamlessly at full-rated out- electrical power-generation applica- As well as the supply, instal- work, including civil and structural auxiliary systems, including cool- put. In the gaseous fuel-mode, an tions. ing radiators and supplementary air-gas mixture is ignited by injec- cooling towers to cope with the tion of distillate diesel fuel. On the Following closely on the handover Four-stroke, dual-fuel engines V51/60DF and L51/60DF design ambient-temperature of 51/60DF, the liquid-fuel micropilot of a heavy fuel engine retrofitted 40°C; project management; and amounts to 1% of the quantity of to full 51/60DF specification at an Engine cycle four-stroke the necessary logistical arrange- liquid fuel needed to achieve full- existing cogeneration installation Turbocharging system constant pressure ments. Construction is due to start rated output. It is injected via a in Portugal, MAN Diesel Australia in the near future and completion common-rail system which allows has booked the first order for new Number of cylinders, V-engines 18, 14, 12 of the first stage of the project is flexible setting of injection timing, 51/60DF engines in a power-plant scheduled for April 2009, with final duration and pressure for each application. Number of cylinders, L-engines 9 completion in 2010. cylinder. This flexibility allows the The turnkey contract has a value Bore 510 mm “MAN Diesel Australia is an engine to achieve low emissions of 60 million Australian dollars and experienced company in power- and to respond rapidly to combus- covers the design and construc- Stroke 600 mm station construction and its par- tion knock signals on a cylinder- tion of a new 22-MW power station ent company in Germany special- by-cylinder basis. 3 at Owen Springs, 25 km south of Swept volume per cylinder 122.6 dm ises in dual-fuel engines in the size In the back-up, liquid-fuel mode, Alice Springs, for Power and Wa- Cylinder output (MCR) range required for this project,” the 51/60DF engine operates just 1,000 kW ter Corporation (PWC), a major at 514 rpm, 60 Hz m notes John Linton, PWC’s General like a normal diesel engine. In this Australian public utility. The Terri- Manager, Generation. “The con- way, it injects distillate or heavy tory’s PWC is a Northern Territory Cylinder output (MCR) tract specifications were techni- fuel oil (HFO) through a separate, 975 kW Government-owned corporation at 500 rpm, 50 Hz m cally complex as Power and Water normally dimensioned injector in and services more than 80,000 was seeking world’s best practice a camshaft actuated, pump-line- customers and has 360 MW of ex- Cooling in fuel efficiency and the lowest nozzle system. isting power-generation capacity. emissions of carbon dioxide per At 500 mg/m 3 at 5% O on gas- Cylinder cooling (single-stage) fresh water n 2 The new Owen Springs Pow- unit of electricity generated.” eous fuel, the 51/60DF readily er Station will be based on two Charge air cooler (two-stage) fresh water achieves emissions of oxides of ni- MAN Diesel 51/60DF Engines 10.9-MWe generator sets, each trogen (NOx) in compliance with powered by a twelve-cylinder, vee- Fuel injector cooling fresh water For power-generation applications, both Germany’s TA Luft clean-air configuration 12V51/60DF engine. the 51/60DF is available in a nine- regulations and the World Bank Starting compressed air The generator sets will supply cylinder, inline version and also in Pollution Prevention and Abate- baseload power to the local grid in Source: MAN Diesel vee-configuration versions with ment Handbook. PAGE 12 DIESELFACTS 1/2009

ment, has been tested success- fully on a 4T50ME-X test engine at MAN Diesel’s test centre in Copen- ‘Green Ship’ hagen and, since February 2008, has been field-tested onboard a car carrier equipped with an MAN B&W 6S60ME-C engine. During 2009, a series of vessels Project Exploits already in service with MAN B&W 12K98ME-C prime movers will be upgraded with ME auto-tuning. The upgrade requires software ed (manually) to within the MAN modications only as the vessels Diesel-recommended operation Existing Technology have already been equipped with limits. PMI online. Emissions. The benefit here is

The MC auto-tuning system is a potential reduction in CO2 emis- Auto-tuning benefits both engines and environment set for development over the next sions of 2%. Using PMI online/ 12 months. The target is to perform auto-tuning offers the potential a full-scale, prototype test before for continuous engine operation in The ‘Green Ship of the Future’ is an well as, importantly, general ben- to-tuning can auto-adjust cylinder December 2009 aboard an A.P. compliance with (future) emission untraditional project whose vision is efits for the environment. maximum pressures, compres- Møller-Mærsk vessel on an MAN regulations. to develop environmentally friendly sion pressures and mean indicat- B&W K90MC main engine. Operation costs. A better ad- and energy effective technologies to MC auto-tuning ed pressures. justed engine (in balance and Auto-tuning benefits reduce both CO2-emissions and air The MC auto-tuning system is an Adjustment of the average, max- load) leads to potential savings in pollution arising from the activities adaptation of the ME auto-tuning imum cylinder-pressure level holds Fuel-oil consumption. It is generally maintenance costs and/or the in- of the shipping industry. system, an integrated part of the the largest business potential, both accepted that increasing the maxi- creased availability/reliability of the ME-engine control system. How- at full- as well as part-load, while mum pressure level by an average engine. In this case, potential sav- The project is aimed at both exist- ever, the MC auto-tuning system adjustment to an even load distri- of 1 bar decreases fuel-oil con- ings are not calculable, but must ing ships and newbuildings and, has been modified and converted bution only contributes negligibly sumption by approximately 0.20- be verified from a number of ves- to this end, MAN Diesel and A.P. into a stand-alone system with an to reducing fuel-oil consumption. 0.25 g/kWh. This gives a potential sels in service over time. Møller-Mærsk have joined forces interface that enables actuation of reduction in fuel-oil consumption The simplified operability offered and formed a partnership with the existing VIT system. Auto-tuning development of up to 3 g/kWh. Similarly, there by auto-tuning eases a crew’s other Danish companies. MC auto-tuning system adjusts The ME-engine auto-tuning sys- is an expected reduction of 0.5- workload, which, along with the The project’s goals will be the mean and individual cylinder tem, developed by MAN Diesel’s 1.0 g/kWh for engines already in benefits mentioned above, in- achieved through a combination maximum pressures, while ME au- Electronics & Software depart- operation that have been adjust- creases the likelihood of an engine of solid research and innovative being regularly adjusted. projects, while the results of the collaboration will form an impor- Business potential tant part of the Danish contribu- Engines operated within MAN tion to the United Nations Climate Diesel limits, in respect to cylinder Change Conference, due to be maximum-pressure deviation from held in Copenhagen in late 2009. average, retain the potential to re- The Green Ship of the Future duce fuel-oil consumption through comprises a host of different sub- better balancing, enabling running projects, of which the “Optimisa- at an average Pmax that approach- tion of engine settings by auto- es the optimal value. mated monitoring and information For example, for a 12K98 en- system”, also known as MC Auto- gine operated 70% of the time, the tuning, is one. most conservative estimate of fuel The purpose of MC auto-tun- saved (based on a ship with its en- ing is to introduce an automated gine set up according to MAN Die- control system for MAN B&W sel recommendations) amounts to MC-engines that monitors engine approximately 150 ton/year. Thus, operating parameters and adjusts the payback time for installing PMI Variable Injection Timing (VIT) ap- and auto-tuning can be calculated propriately to deliver continuous, in months rather than years. optimal fuel-consumption. For older engines, or those not MC auto-tuning offers a low-risk set up correctly or operating on system development, with a short the outer limits of MAN Diesel’s development horizon, by using recommended setup parameters, and combining existing, well-prov- potential fuel savings are much en technologies into a new prod- greater, with a potential payback uct. This product offers significant period of just a few months for the benefits for MAN Diesel engines as Illustration of the auto-tuning principle, a sub-project of the Green Ship of the FutureAuto initiative tuning largest engines.

ME ECS SW AutoTuning on Maersk Wizard 6S60ME-C Bar Manual adjust Auto tuned Auto tuned 150 Manual Offset 145

140 Pmax

1r 35 a b n i e r u s s e r 1P 30

Auto tuning applied

0 100 200 300 400 500 secs

Outline of the auto-tuning system Auto-tuning function field test for a 6S60ME-C engine DIESELFACTS 1/2009 PAGE 13

Led by Marco Macedo, the 1,750 m² premises provide MAN Diesel MAN Diesel PrimeServ Pursues with more than ample workshop space, an electric testbed, facili- ties for training courses as well as office space. Strategy of Strong Growth With a grand display of festivity and colour, PrimeServ’s Brazilian colleagues recently celebrated the MAN Diesel has expanded its global tinean team of six employees had as well as shipping lines such as products from MAN Diesel – the opening of MAN Diesel Manaus service network further with the already carried out 19 orders on Bertolini and Olivereira Navegaçao Manaus service centre also main- opening of new hubs in Argentina, different ships both in Argentinean that drive large fleets on the Ama- tains, repairs and overhauls en- Lahore, Pakistan Brazil and Pakistan. waters and throughout Latin Amer- zon. Nor is service confined to gines from other manufacturers. In the Pakistan market, MAN Die- ica. In his speech, Dr. Timmermann sel PrimeServ is predominantly The opening of the three South referred to the company’s plan to concentrating on the power-plant American centres continues expand its network of service cen- and railway sectors and, initially, PrimeServ’s growth strategy. tres in South America in the near PrimeServ Lahore will specialise future to include, among others, in the repair and overhaul of tur- Buenos Aires, Argentina Chile and Peru. He was particularly bochargers. With the approach of Over 100 guests celebrated the proud that MAN Diesel PrimeServ 2010, this service will be expanded opening of PrimeServ Buenos Aires now also had activities in the coun- to encompass diesel engines as on October 28th last, including Dr. try of his birth. this coincides with the start-up of Stephan Timmermann, Executive two large diesel power plants that Board Member of MAN Diesel with Manaus, Brazil MAN Diesel has won the contract responsibility, among other things, MAN Diesel PrimeServ has based to supply, with respective start-ups for the After-Sales business unit, 25 employees in Manaus since in 2009 and 2010. In tandem, the and Carsten Schrick, General October 30th. The new team takes new power plants will supply the Manager of MAN Diesel Argentina. care of service issues for custom- Pakistani power grid with a total of The plan locally is to move onto the ers from the power-plant and ma- 450 MW. factory floor of the largest shipyard rine sectors in Northern Brazil and Together with his Pakistani col- in Buenos Aires at the beginning contiguous countries. The most leagues, Dr. Timmermann planted of the New Year, after which MAN important of these include the op- a tree in front of Lahore’s new Diesel PrimeServ Argentina will be erators of private and public power service centre on November 4th. able to offer a complete range of plants in Manaus, namely Trombe- services. Since August, the Argen- tas, Monte Dourado and Amapari, The MAN Diesel Argentina team

Persian Gulf since 1994. proved themselves very effective Paxman Valenta Engines The Cyclone program originally operating in shallow waters where consisted of 14 vessels introduced they are able to manoeuvre quickly by the US Navy with the primary unlike cruisers and destroyers that from Colchester to Power Cyclone missions of coastal patrol, interdic- cannot safely operate in similar tion surveillance, and to support conditions. This makes them a Naval Special Warfare missions as great asset for protecting oil termi- MAN Diesel has been awarded a England, and is expected to be allows the US Navy to rotate en- an important aspect of littoral op- nals and overseas port security. USD7,500,000 firm-fixed-price, def- completed by September 2011. gines to ensure its overhaul sched- erations. Each ship is powered by The contract is very significant in inite-delivery/definite-quantity con- The new deal stems from initial ules are met without adversely af- four Valenta engines rated at 3,350 that it demonstrates the US Navy’s tract by the US Navy for four Paxman discussions held by PrimeServ UK fecting vessel availability. horsepower each. Following the commitment to the continued op- 16-cylinder Valenta engines for use in late 2006 with representatives of The US Naval Inventory Control September 11th, 2001 terrorist eration of the Cyclone class of ves- aboard its 52-metre, Cyclone-class the US Navy. Between then and the Point (NAVICP), based in Mechan- attacks, the vessels were trans- sels through the year 2020. Begin- naval patrol vessel. confirmation of the contact, Prime- icsburg, Pennsylvania, is the con- ferred to the US Coast Guard for ning in 2009, the ships will undergo Serv held many further meetings tracting entity. NAVICP provides Homeland Security assignments. a sustainment program to update The contract includes one base with the customer and devised a program and supply support for Two ships will return to the Navy in the ships’ communication, engi- period and one option for further proposal that could keep its exist- US Navy weapon systems, and 2008 followed by the rest in 2011. neering and support systems. As engines that, if exercised, would ing Paxman engines in operation MAN Diesel PrimeServ Houston The first in class ship PC-1 was such, MAN Diesel PrimeServ Hou- bring the total estimated value of and provide the necessary confi- has supported a total of 138 Pax- transferred to the Philippine Navy ston is well positioned to win fur- the contract to USD15,000,000. dence to ensure high availability. man Valenta engines used aboard back in 2004. ther contract awards associated The work will be performed at The customer’s purchase of four US Navy and US Coast Guard pa- The Cyclone class remains very with these upgrades. MAN Diesel’s works in Colchester, replacement 16-RP200 engines trol craft in North America and the popular with the Navy as they have

The Cyclone-class coastal patrol ships are at the heart of a contract that potentially can break the 15-million-dollar barrier PAGE 14 DIESELFACTS 1/2009

great reputation and MAN Diesel has always been one of its biggest customers – this was all taken into MAN Diesel Takes Over account when we considered buy- ing the company. Kenneth Chris- tensen and his people are key as- sets and I’m convinced that this will be a great success story.” Metalock Denmark A/S Indeed, Christensen will retain an active interest in the company he founded 21 years ago, moving Deal adds to PrimeServ’s expertise in mobile machining to a role as Sales and Marketing Director. Dr. Timmermann then hand- MAN Diesel recently took over the owned by Kenneth Christensen. it will be affiliated with MAN Diesel MAN Diesel PrimeServ, who said ed over to Kenneth Christensen Danish service-specialist Metalock The deal adds to MAN Diesel’s Hamburg. Hamburg is MAN Diesel that it was an honour for MAN whose speech addressed both the Denmark, which specialises in ‘mo- expertise in mobile machining, PrimeServ’s biggest service cen- Diesel to take over Metalock Den- achievements of the past and the bile machining’, the technique of ma- where engine components are tre with wide-ranging experience mark. He continued: “MAN Diesel opportunites for the future, giv- chining engine components in situ. machined and repaired/main- in crankshaft repairs. The joining has a turnover of EUR2.5 billion, of ing thanks to his former crew and tained within the confines of the of forces and good fit of mutual which over half comes from after- expressing his total confidence The move underlines MAN Diesel’s engine room, dispensing with the expertise, efficiency and competi- sales, which is also a very impor- in the new setup within the MAN strategy of propelling its growth in need for full dismantling. Metalock tiveness can only result in added tant field because of the customer Diesel group. the service sector by acquiring Denmark specialises in the ma- benefit for PrimeServ customers. contact it brings us. After buying Peter Guldmann, representing highly engine-specific, service- chining of crankshafts and bed- Metalock Denmark is based in a MAN Diesel engine, customers the Metalock Denmark staff, then orientated companies. Metalock plates, key engine components in the Copenhagen suburb of Ishøj have 30+ years of contact with took the podium to make a pres- Denmark has 27 employees, in- the maritime world. The company with workshop premises of some MAN Diesel. We have to be where entation marking the change in cluding 22 skilled engineers that also lists line-boring, laser align- 1,000 square metres that host a our customers are, which is why management from Kenneth Chris- travel worldwide applying in-situ ment, metalocking of cast iron, flat full machining workshop, offices, we are currently opening over 10 tensen to Niels Nøjgaard, the new machining services, mainly on machining, milling, metal spraying, tool warehouse and overhaul new service hubs a year globally.” Managing Director. He then hand- board ships. Prior to the takeover, NDT testing, re-casting of bearings space. It marked its entry into the Dr. Timmermann also said: ed over to Nøjgaard who spoke in MAN Diesel was one of the Copen- among its broad catalogue of ca- MAN Diesel PrimeServ fold on Oc- “MAN Diesel doesn’t usually buy glowing terms of the company: hagen service specialist’s most pabilities. tober 8th last with a well-attended businesses, but when we do, we “The future is bright for Metalock important customers, account- The takeover enhances Meta- reception. first look at them for a long time Denmark with MAN Diesel as I see ing for about half of its sales. The lock Denmark’s ability to drive Former owner, Kenneth Chris- to see if they are a good fit. Meta- it. Thank you very much for com- company boasts expertise in both its business forward and to grow tensen, introduced Dr. Stephan lock Denmark is only the second ing, and thank you for what is two-stroke and four-stroke marine as part of the MAN Diesel Group Timmermann, Executive Board company that MAN Diesel Prime- about to come!” diesel engines, and was previously where, for operational purposes, member with responsibility for Serv has ever bought. It has a

A view of the Metalock Denmark facility in the Copenhagen suburb of Ishøj and (main picture) Kenneth Christensen (second left), founder of Metalock Denmark, shakes hands with Dr. Stephan Timmermann, Executive Board Member, MAN Diesel, flanked by (left) Niels Nøjgaard, Managing Director Metalock Denmark, and (right) Dr. Tilmann Greiner, Head of MAN Diesel PrimeServ Hamburg DIESELFACTS 1/2009 PAGE 15

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WWWMANDIESELCOM DIESELFACTS 1/2009 E.R. Bounty Christened in Korea Container carrier is latest addition to E.R. Schiffahrt fleet

Shipping companies frequently invite the Hyundai Mipo dockyard to ments, among others, and is a their various contractors and busi- E.R. Schiffahrt specifications and, significant customer with 48 of its ness partners to naming ceremonies, accordingly, is among the most ships now boasting of MAN Diesel typically representatives from their modern unit in its market segment. engines. The company’s founder bankers and insurance agents, as It has already been chartered to and chairman, Erck Rickmers, es- well as any number from a multitude the Italian shipping line, Italia Marit- tablished E.R. Schiffahrt as a ship- of sub-suppliers, etc. tima, a division of Evergreen, Tai- management company in 1998 wan, that operates the fourth-larg- and he represents the fifth genera- Events of this type are a frequent est container fleet in the world. For tion of the Rickmers family to be occurrence in Korea on account of an initial period of five to ten years, active in the shipping business. its prodigious production of new- it will work the route between the The E.R. Bounty expands E.R. buildings. MAN Diesel’s Thomas Far East and Mediterranean under Schiffahrt’s fleet of container ves- S. Knudsen, Senior Vice Presi- the name M/V Ital Moderna. sels that already includes some of dent – Marine Low-Speed, and E.R. Schiffahrt is one of the larg- the world’s largest ships, to 81 Ole Grøne, Senior Vice President – est container-ship charter com- ships in service or under construc- Two-Stroke Promotion and Sales, panies worldwide with activities in tion, amounting to some 440,000 along with the Managing Director container, bulk and offshore seg- TEU in aggregate. of MAN Diesel’s local office, K.K. Lee, recently had the honour of be- ing invited to Ulsan, South Korea to Technical Data E.R. Bounty attend the naming ceremony of the “E.R. Bounty”. The container ship Length over all 264.2 m is the latest addition to the Ham- Beam 32.2 m burg-based, E.R. Schiffahrt fleet. The E.R. Bounty is a 4,300-TEU Draught Scantling 12.7 m class container carrier and the last in a series of five identical ships. Deadweight 53,685 t It was built in the Hyundai Mipo Speed 23.9 kn yard in Ulsan and is powered by an MAN B&W 8K90MC-C prime Main Engine MAN B&W 8K90MC-C mover. Sujin Stubkjær, wife of E.R. Schiffahrt CEO, Knud Stubkjær, Output 36,560 kW @ 104 rpm and the newbuilding’s Godmother, 2,753 on deck / 1,610 in hold Container Capacity (TEU) christened the vessel. / 4,363 in total In common with its sister ships, the E.R. Bounty was designed by Source: E.R. Schiffahrt and MAN Diesel

Sujin Stubkjær and Knud Stubkjær, CEO of E.R. Schiffahrt, pictured on the bridge of the E.R. Bounty during a tour of the new ship

For further information MAN Diesel See DieselFacts online Publisher: Group Marketing with video clips at: Peter Dan Petersen [email protected] www.mandiesel.com/dieselfacts Group Marketing Communication www.mandiesel.com MAN Diesel