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9 The MAN B&W V40/50

Patrice Coquillaud FROM PIELSTICK PC2 TO MAN B&W V40/50 ...... 9.3

Klaus Graf PERFORMANCE AND MARKET POTENTIAL FOR FAST FERRY APPLICATION

The present market requirements ...... 9.6 Influence of engine weight on the performance of fast ferries ...... 9.8 Influence of centre distance and engine speed 9.10 Humid Air Motor – a NOx reduction method perfect for fast ferries ...... 9.10 Summary – MAN B&W V40/50 Diesel engine perfect for fast ferries ...... 9.12 MANMANMANV40/50V40/50V40/50 B&WB&WB&W

MAN B&W MeetingMAN offorschen Licensees planen Augsburg bauen 2002 9.1 The MAN B&W V40/50 Diesel engine

MAN B&W B&W B&W V40/50 V40/50 V40/50 MAN MAN MAN

9.2 MAN B&W Meeting of Licensees Augsburg 2002 FROM PIELSTICK PC2 TO 1 Power evolution MAN B&W V40/50 of the V 40/PC2 engine.

For nearly forty years, S.E.M.T. Pielstick has been developing and manufacturing the 40 cm bore, four , medium-speed PC2 Diesel engine.

At its first issue in 1963 the PC2 rating was 368 kW per cylinder. The evolution has continued gradually up to the present V40/50 featuring an output of 750 kW per cylinder. This result was made possible by a Such track record makes the V40 the multifold, ongoing development most popular engine of its class. FERRY 435 ❒ program (Fig. 1). 77 % of the PC2/V40 population CRUISE VESSEL 51 (2 681 engines) are of the Vee The experience, gained on the 3 482 configuration. RORO VESSEL 241 PC2/V40 engines manufactured so ❒ 2 600 PC2/V40 are for Marine TOTAL NUMBER OF ENGINES 727 far for marine and stationary applica- use. tions was combined with technologi- ❒ 727 PC2/V40 (Fig. 3) have been 3 V40/PC2 engine references on cal progress in engine design, materi- installed on cruise vessels (Fig. 4), board car-ferries, cruise liners and als and components (Fig. 2). car-ferries and RoRo ships. RoRo ships.

2 V40/PC2 references.

MAN B&W Meeting of Licensees Augsburg 2002 9.3 The MAN B&W V40/50 Diesel engine

4 Cruise vessel “Pacific Venus”. 2 x 12 PC2/V40 2–6 (2 x 6,600 kW).

End of the 90 years S.E.M.T. Pielstick and MAN B&W introduced the latest version of the PC engines, the PC 2.6 B with an output of 750 kW/ cylinder at 600 rpm. This engine is being promoted now by MAN B&W Diesel AG, Augsburg under the name V40/50 (for commercial marine

5 V 40/50 technical data.

6 V40/50 cross section with resilient seating.

9.4 MAN B&W Meeting of Licensees Augsburg 2002 market only). The V40/50 is a per- 7 V40/50 output fect completion of the MAN B&W and weight. 4-stroke Diesel engine program in the output range 9-15 MW and between the engines L40/54 and V48/60.

The present V40/50, if compared with its predecessor, the PC2.6 design, features many important changes on its structure as well as in the details of the engine design (Fig. 5).

A 10 m/s piston speed is achieved by choosing an engine speed of ❒ Turbo-charging system is based The first main overhaul (two year 600 rpm – synchronising speed for on patented MPC manifold using operation = 12 000 h) in the begin- both 50 and 60 Hz generator – and a single turbo-charger (up to 18 ning of year 2001 has shown very a stroke/bore ratio of 1.25, giving cylinders). Turbocharger can be good results. The guaranteed life a good compromise between fitted either on coupling side or time of components could be con- manufacturing cost and engine free end of the engine. firmed and even better life times are performance. All components have expected later: been dimensioned with a comfort- In June 1999 the first V40/50 en- actual expected able safety margin (Figs. 6, 7). gines with an output of 750 kW/Cyl. piston rings 12 000 h 16 000 h have been put into operation at the exhaust 24 000 h 32 000 h ❒ Crankcase is made of nodular cast powerplant Choloma in Honduras conrod bearing shell 12 000 h 16 000 h iron with dry engine block – free of (Fig. 8). The powerplant equipped main bearing shell 24 000 h 32 000 h wet corrosion – very rigid. with 5 engines 16V40/50 (5 x ❒ is in one piece, made 12,000 kW), has reached now an of steel without special treatment average operating time of more The lube oil consumption of 1.4 g/kWh in fillets and journals. than 16,000 h/engine. The average could be reduced to 0.44 g/kWh after ❒ Camshaft of modular design has continuous service rating is more applying the anti-bore polishing ring in large shaft diameter. than 90% MCR. June 2001. ❒ Cylinder-head is made of nodular cast iron with exhaust valve cages. ❒ Liner is in two parts for lube oil consumption control and low wear rate purpose. Only the top part is cooled. ❒ Piston is in two parts with a steel crown and a light alloy skirt. ❒ Connecting rod is of "Marine” type in 3 parts.

8 Choloma power plant Honduras.

MAN B&W Meeting of Licensees Augsburg 2002 9.5 The MAN B&W V40/50 Diesel engine

PERFORMANCE AND 1 Typical specific MARKET POTENTIAL FOR engine weights. Low-speed engines, 70 –170 rpm 20 – 35 kg/kW FAST FERRY APPLICATION Medium-speed engines, 428 – 750 rpm 13 – 18 kg/kW High-speed engines, > 1000 rpm 5 – 6 kg/kW The present market requirements As on land and in the air, also at sea the transport capacities have been As years ago ferries and RoRo same factor, or less vessels and increased drastically in recent years. vessels were running on 20 knots, cargo volume are necessary on a Overall transport capacity is a prod- nowadays the speed of many given route. With higher speeds ship uct of cargo volume (quantity and vessels often has increased by 50% owners can increase the competi- size of vessels) and speed. The to 30 knots and more. The average tiveness of their fleets. quantity and size of the huge con- speed of ferries and RoPax vessels tainer ships recently ordered show of more than 150m length has been On such so-called fast ships or fast the increase of cargo volume on the increased in recent years by approx. ferries the power requirement rises one hand. On the other hand and 5 knots (existing fleet: 21.3 knots; by the third potency of the speed. for more passenger related trans- vessels on order: 26.0 knots). With Thus the installed engine power portation a remarkable increase in increased speed the transport nearly has been doubled in few years speed could be observed. capacity will be increased by the from below 25 MW to 35-60 MW

2 The MAN B&W V40/50 Diesel engine for fast ferries.

9.6 MAN B&W Meeting of Licensees Augsburg 2002 and more. These vessel types are 3 Main very demanding since fuel costs particulars Length (LOA): 195 m of a typical and requirements on machinery Gross tonnage: 30,000 gt conventional and equipment increase while at fast ferry. Service speed: 28.5 knots the same time weight of the vessel Power demand of main machinery: 50,400 kW becomes more and more critical. Service power of main machinery: 42,250 kW Shipyards are forced to optimise Loading capacity: 1500 passengers, these weight-critical vessels with 160 , 120 trucks respect to more slender hull forms, less weight of vessels, equipment and engines. Because of the very 4 ... powered high fuel consumption and the high by different Alternative 1: engine types price difference between MDO and Engine plant: 4 x 12V48/60 (1050 kW/cyl.) HFO the combustion of HFO is an MCR output: 4 x 12,600 kW = 50,400 kW absolute demand. Service continuous rating: 83.8% MCR = 42,250 kW Engine speed: 500 rpm Nowadays most conventional fast Specific engine weight: 15.3 kg/kW ferries and RoPax vessels are Total weight of engines: 772,000 kg per ship (4 engines) equipped with four engines, either Centre distance: 4,800 mm between two engines with Diesel-mechanical propulsion driving two propeller shafts via Alternative 2: double reduction gearboxes or some- Engine plant: 4 x 16V40/50 times with Diesel-electric propulsion MCR output: 4 x 12,000 kW = 48,000 kW driving generators for powering of Service continuous rating: 88.0% MCR = 42,250 kW electric motors or POD-drives. With Engine speed: 600 rpm a total required power of 35-60 MW Specific engine weight: 9.5 kg/kW engines of 9000 to 15000 kW MCR Total weight of engines: 456,000 kg per ship (4 engines) output are necessary. This results Centre distance: 3,800 mm between two engines in a bore diameter of the Diesel engines of at least 40 cm. As weight and dimension are related to bore diameter, bore should be kept at the HFO capability. Also gas turbines are met these new market requirements lowest possible diameter. This conse- getting more and more references, for and is now able to offer a new engine quently results in V-type engines with example for power generation type V 40/50 with a specific weight a high number of cylinders. Cylinder on cruise vessels. However, despite of less than 10 kg/kW (Fig. 2). numbers of 16, 18 and even 20 are their very low specific weight (4-6 expected. kg/kW including generator), gas The next section will show the big turbines cannot enter the RoPax and technical and economical advantage Table 1 shows typical specific engine ferry market due to their inability to fast ferries have, if powered by weights of state-of-the-art engines of burn real HFO. lightweight medium-speed Diesel more than 5 MW and with the capa- engines. This will be shown by a bility of burning HFO. Consequently the installation of comparison of two identical vessels medium-speed Diesel engines seems powered by either typical medium- Because of their heavy weight low- to be the only possibility for genera- speed engines with a specific weight speed Diesel engines are simply out tion of propulsion power onboard of approximately 15 kg/kW or by of question. On the other hand high- fast ferries. But still there is a very the new MAN B&W engines type speed Diesel engines do have the high demand to reduce the specific 16V40/50 with a specific weight of disadvantage of a maximum output weight of these engines to remark- 9.5 kg/kW. less than 8000 kW and of a restricted ably lower values. MAN B&W Diesel

MAN B&W Meeting of Licensees Augsburg 2002 9.7 The MAN B&W V40/50 Diesel engine

While fuel oil consumption rises drastically with increased speed, 9 additional trailers or trucks x 44 trips x 449 EUR = 177,804 EUR requirements on NOx reduction 18 replaced cars x 44 trips x 105 EUR = -83,160 EUR technologies become more and more 5 additional cars x 44 trips x 105 EUR = 23,100 EUR demanding. Especially on fast ships Total additional annual revenue 117,744 EUR where economic aspects are critical, we have to look for NOx reduction technologies with low operating costs and low space and weight 5 Additional laoding capacity of a Superfast ferry. requirements. The Humid Air Motor technology (HAM) provides a very higher output and lower weight.) Compared to the shipyard, the owner attractive solution, which will be When looking at a typical fast ferry of such a typical ferry project could discussed in the last section. project there are two players who benefit in various ways. could benefit from having a lighter Influence of engine weight on engine: the shipyard in the design The first possibility is to use the the performance of fast ferries phase and the owner during invest- weight savings by decreasing dis- MAN B&W Diesel and Deltamarin ment planning and operation. placement. On above reference vessel have made an evaluation of the impli- the reduced displacement could be cations of applying Diesel engines of From the shipyard’s point of view used to make a more slender hull for different weight into the same typical fast ferries are very demanding and the ship powered by the lightweight conventional fast ferry. The influence difficult ships. They are weight critical V40/50 engines. At constant propulsion of the engine’s speed, dimension and ships for two reasons, firstly because power this translates into an increase weight on ship’s performance and they are fast and secondly because of 0.08 knots in speed. However, this economic efficiency is investigated in their deadweight is small in relation speed increase is not a useful benefit detail. to their lightweight. Because fast for the owner, since the increase is ferries lightweight is typically far over too small and the speed of a ferry is Looking on orders during the recent two times the size of its deadweight, usually determined by other factors two years in the ferry and RoRo it is of paramount importance that like distance and time schedule. market, a typical conventional fast lightweight will be estimated very ferry with the main particulars given accurately at an early stage of On the other hand, the reduced dead- in Figure 3 has been selected as design. All extra lightweight, which weight and the more slender hull can reference vessel. could not have been estimated cor- result in an estimated 425 kW smaller rectly in early stages, decreases the need for propulsion power to reach The Diesel-mechanical propulsion ship’s deadweight. Because of very the given service speed. This reduc- plant consists of four main engines high and strong penalties on dead- tion of power required can be trans- driving two controllable-pitch weight, shipyards include a so-called lated into a decrease in the amount of propellers (CPP) through double lightweight reserve of 4–6% of the fuel burnt. Subsequently the operating reduction gearboxes. The com- total lightweight. This weight reserve, costs can be reduced by means of parison is made with two alternative approximately 500 – 700 tons in the lower fuel costs of approximately Diesel engine plants (Fig. 4). reference vessel, is meant to account 60,000 EURO/year, which amounts to for unknown and/or uncalculated approximately 1% of the total annual The most remarkable fact is that the weights, which are not taken into fuel costs. weight difference between the two account at the design stage. For this alternatives amounts to 316 tons. reason a main machinery that is more A second and more important pos- The lighter alternative 4x16V40/50 than 300 tons lighter than the original sibility to benefit from having lighter weighs just 60% of the heavier alter- machinery considered, should be very engines onboard is to utilise the native 4x12V48/60. (The V48/60 tempting to the yards, as it is able to saved weight to carry more cargo. engine considered here will soon be provide the yard with a 50% increase For this method the ship’s hull is replaced by the V48/60B engine with in its lightweight reserves. not altered. As the ship’s lightweight

9.8 MAN B&W Meeting of Licensees Augsburg 2002 decreases, the amount and weight period of 1.5 months direction south noted that the figures calculated of cargo it can carry increases. in the beginning of the summer and here depend strongly on the specific 1.5 months backwards in the end route. The results are, of course, The additional weight capacity can of summer, 2 x 22 = 44 trips in full entirely dependent on freight rates be used by replacing private cars loaded condition can be calculated. and the length of the high season. by heavy load truck trailers and by For fare rates 105 EURO per car increasing the lane meters. By assum- and trip and 449 EURO per truck/ As can be seen from above, the most ing trailers to weigh 35 tons and trailer and trip are assumed. Unit important economic advantage of a private cars to weigh one ton each, prices used are those published by lightweight machinery is to increase while one trailer replaces two cars, Superfast ferries. the cargo carrying capacity and the amount of additional deadweight consequently the resulting annual utilised can be calculated. The example in Figure 5 shows a revenues. It has to be mentioned calculation of the revenues which that the above benefits only can be It has to be noted that the additional can be achieved using the increased applied exclusively of each other. loading capacity only means an addi- deadweight by replacing 18 cars by tional revenue when the ship sails fully 9 trucks and by adding 25 lane Figure 6 shows that the MAN B&W loaded. This, however, only happens meters for 5 additional cars. V40/50 as well as the V48/60B during high season. Assuming a typi- Diesel engines are the lightest each cal ferry route of approx. 500 nautical The total used additional deadweight in its specific output range. miles in the Mediterranean Sea from amounts to 302 tons based on the Italy to Greece and a high season above assumptions. It has to be

6 Specific weight of modern medium-speed Diesel engines.

MAN B&W Meeting of Licensees Augsburg 2002 9.9 The MAN B&W V40/50 Diesel engine

Influence of centre distance In case of Diesel-electric plants, the is to use exhaust gas after-treatment and engine speed different engine speeds and their systems such as selective catalytic In addition to the low engine weight, effect on weight and price of the reduction (SCR) systems, which have two other properties of the V40/50 generators have to be considered, the drawback of being very costly in affect the design and investment too. Exemplary and based on the operation. Another method to reduce costs of a ferry. Compared with the same assumptions and engine con- NOx emission to such low levels is V48/60 the V40/50 engine is char- stellation as above the weight of the Humid Air Motor system (HAM), acterised by a lower centre distance 4 x 12MW-generators running with which will be discussed here. Due between two engines (V40/50: 3,800 600 rpm (4 x 16V40/50) is 25 tons to its low operating costs and com- mm; V48/60: 4,800 mm) and a less then that of 4 x 12MW-genera- pactness the HAM system is very higher engine speed (V40/50: 600 tors running with 500 rpm (4 x 12V interesting for applications onboard rpm; V48/60: 500 rpm). 48/60). There is also a remarkable fast ferries. price difference of approx. 200,000 Both factors affect the design and EURO in favour of the light NOx generation mainly depends on size of the double reduction gear- 4 x 16V40/50 plant. temperature peaks, which occur boxes of above reference vessel. The during combustion in the cylinder. distance between input shafts cor- Humid Air Motor – HAM reduces this "hot spot" phenom- responds directly with the engine’s a NOx reduction method enon by humidifying the inlet air. After centre distance and the engine speed perfect for fast ferries the turbocharger the compressed and affects the gearbox ratio. At an As already discussed before, fast heated air passes through a specially assumed propeller speed of 150 rpm ferries and RoRo vessels require a designed humidifier that humidifies the resulting gearbox ratios are 1:4 very light and compact ship design. and cools the air with evaporated for V40/50 engine and 1:3.3 for the All equipment has to be optimised in water. This is a distillation process, V48/60 engine. Mainly due to the terms of weight and size. Contrary to which makes it possible to use sea- low centre distance the gearboxes these economic requirements, how- water. The cylinders are supplied for the 4x16V40/50 propulsion plant ever, ecological requirements for low by air mixed with vapour making the are approx. 200,000 EURO lower in NOx emissions have to be fulfilled combustion more uniform. A NOx investment costs than for the corre- as well. Whereas most modern Diesel reduction of 70% to 80% can be sponding 4x12V48/60 plant. Further engines meanwhile conform to IMO achieved depending on load con- there have to be mentioned weight rules and regulations with inner-en- ditions. Figure 7 shows the flow savings of the gearboxes of approx. gine measures, more constraining scheme of HAM. 20 tons per plant for the V40/50 demands on further NOx reduction solution. This could also be trans- appeared. In order to comply with The HAM process designed by lated into additional annual revenues local regulations as for example in Munters Euroform GmbH was first of 92,400 EURO resulting from 20 force in Sweden and to present a bench tested on a MAN B&W additional cars according to the clean ship image, ship owners mean- 3V40/50 prototype Diesel engine in the previous section. while ask for NOx levels far below research and development facilities IMO. DNV Clean Design already of S.E.M.T. Pielstick, which is part requires NOx emission values 40% of the MAN B&W Diesel group. The below IMO, which will be in the range in-service verification of performance of 7 g/kWh NOx emission. However, was then carried out in co-operation even Clean Design seems to be only with Viking Line on one engine an intermediate provisional stage on (12 PC2.6, 5,750 kW) onboard the the way to NOx emission levels close RoRo ferry "Mariella” operating in to 2 g/kWh. the Baltic Sea. The HAM system was installed on main engine No. 1 in July These low NOx levels can only be 1999 and has reached an operating reached with additional equipment. experience of now 6,000 hours without Two methods are available today: One any major problem having occurred.

9.10 MAN B&W Meeting of Licensees Augsburg 2002 7 Flow scheme of a Humid Air Motor system (HAM).

Meanwhile also the three remaining 1. HAM provides a very high NOx enough time is left to switch auto- engines onboard "Mariella” are retro- reduction potential to less than matically to low load. fitted with HAM. Two other smaller 4.5 g/kWh NOx with hardly any In the beginning one of Viking vessels and a power station in additional energy consumption. Line’s requirements was to be able Corsica have been equipped with With preheated water by adding to switch from standard air system the HAM system as well. heat into the water circulation even with air cooler to HAM with the lower levels of NOx emission can engine running. This requirement Since RoRo ferries and similar ships be achieved (less than 3.5 g/kWh). was met through butterfly . have no use for the exhaust gas heat, 2. No measurable increase in fuel oil Due to the good operating experi- the energy is available for evaporat- consumption. ence, this redundancy is not ing the water. That means the HAM 3. No detrimental effect on reliability. required any more. In emergency system is absolutely ideal for such 4. No operating costs by use of sea- case without HAM and without kind of ships. Consequently HAM water ("Mariella” has been using inlet air cooling it has been combines many advantages for RoRo seawater from the beginning). checked that the available power ferries while almost no drawbacks 5. Easy operation. is still 50-60%. can be seen: The system responds very satis- 6. Low weight of equipment and factorily to load variations and is compact installation. self-regulating. In case of failure of Compared to other NOx reduction the HAM system during operation, measures HAM requires less auxil-

MAN B&W Meeting of Licensees Augsburg 2002 9.11 The MAN B&W V40/50 Diesel engine

8 Total costs of a HAM and SCR system.

iary equipment. With the exception tion is totally different. Since HAM Summary – of the humidifier and a small catch does not cause any operating costs MAN B&W V40/50 Diesel engine tank in the water circulation no or an increase in fuel oil consumption, perfect for fast ferries tanks are necessary. Contrary to it can be stated that HAM is one of In order to meet the new market that SCR systems require catalysts the cheapest NOx reduction technol- requirements for fast ferries, MAN in the exhaust gas channels and ogies during operation. B&W Diesel and S.E.M.T. Pielstick storage tanks for urea treatment have joined their engineering forces and supply. Also water adding NOx The following comparison of the total and experience to develop a new reduction systems like fuel water costs of a SCR and HAM system lightweight engine type V40/50 with emulsion (FWE) or direct water show that HAM is very attractive also highest compactness and lowest injection (DWI) require large inter- from an economical point of view. specific weight of less than 10 kg/kW. mediate and storage tanks for fresh Assuming a depreciation period of 10 Despite its low weight, the V40/50 water. Since operated with sea- years with an average interest rate of engine provides all known features water no water treatment plants 5% one can calculate annual capital and advantages of modern medium- are necessary for HAM systems. costs of 12.75% of the initial invest- speed Diesel engines such as low As a consequence of this, HAM ment costs. The comparison is based specific fuel oil consumption, the has a remarkably lower weight on the same reference vessel as in capability of burning heavy fuel oil than other NOx reduction plants. the previous section with an operating and at the same time highest reliability profile of 6,000 h/year running with and long lifetime of components. HAM system is often claimed to be an average load of 90% MCR and a Together with the experience in HAM very expensive. Currently that is true total installed MCR output of approx. systems MAN B&W Diesel is able for the installation costs. There are 50 MW. NOx reduction is calculated to provide complete V40/50 Diesel still few plants which have been built, both for HAM and for SCR to be engine packages perfect for fast and due to this no series effects on 4.5 g/kWh. The specific investment ferries and fast RoPax vessels. production could lead to cost reduc- costs are 50 EUR/kW for HAM and tion. However, as happened with 25 EUR/kW for SCR (without installa- SCR plants years ago, also for HAM tion costs). Author: Florian Keiler a cost reduction of 50% can be ex- pected after being introduced as a The total costs are calculated in standard product. When considering Table 8, which shows that the HAM the operating costs of HAM the situa- system is approx. 50% cheaper than a comparable SCR system. When reconsidering the strong requirements for lowest weight and operating costs, it can clearly be concluded that the HAM system will be one of the most attractive NOx reduction technologies onboard fast ferries.

9.12 MAN B&W Meeting of Licensees Augsburg 2002