2|12 The customer magazine of ABB Turbocharging charge! Switzerland

The power of the dragon’s teeth Fighting turbine blade wear 16 “Dragon’s teeth” provide a powerful cutting edge Storms and sunshine 4 Dorit Timmann on the turbocharger business in Germany Fueling the future of the shipping industry 8 LNG’s key role in the marine sector From the editor

At the helm in Hamburg Liquified natural gas Interview with Dorit Timmann, head of Its future importance as a 04 ABB Turbocharging Germany. 08 marine engine fuel.

charge! 2|12

2011 was an absolute record year for We are currently working on High Pres- ABB Turbocharging with regard to sure Tuning (HPT), whereby we use the deliveries of turbochargers for 2-stroke full potential of the A100-L to ensure low- engines. The result underlines clearly the est fuel consumption without using VTG very positive market response to our or EGB equipment. Yes, it is possible! latest generation of turbochargers, of which all frame sizes have now been As this edition of charge! is being pub- released and are running. lished to coincide with the SMM exhibi- tion in Hamburg, it gives me the opportu- With a wider range of products in place nity to invite you, also on behalf of my and working together with our ABB colleagues, to visit our stand, where it Marine colleagues, we now cover practi- would give us great pleasure to show cally all marine and land based indus- you our products and discuss these tries, including oil & gas, cruising, power exciting new solutions with you. generation, gas compression, and much more. See you in Hamburg!

Arie Smits The A100-L turbocharger series for 2- Arie Smits General Manager Marine stroke applications has been specifically ABB Turbo Systems Ltd designed to achieve the highest efficien- cies and pressure ratios, and so ensure the lowest fuel consumption. These characteristics, in combination with wide compressor maps, allow us to find the right turbocharging solution for dual rating, de-rating, etc. – all solutions directed at reducing fuel costs as well as emissions.

2 ABB charge! 2|12 Contents

High Pressure Tuning Fighting turbine blade wear ABB turbochargers optimizing “Dragon’s teeth”: The success story 12 2-stroke engine performance. 16 of ABB’s blade tip coating technology.

Interview News 4 Storms and sunshine 19 People Dorit Timmann on the turbocharger business in Germany Tips for the operator Applications 20 Slow steaming and turbocharger cut-out 8 Fueling the future of the shipping industry Reducing fuel consumption and improving LNG’s key role in the marine sector part load operation Technology Recipe 12 Reducing complexity to optimize efficiency 22 Not just for “old salts” High Pressure Tuning improves 2-stroke engine Labskaus: a modern classic in Hamburg’s cuisine performance 16 Fighting turbine blade wear How “dragon’s teeth” provide a powerful cutting edge 18 Turbocharger whisperers ABB’s strong tool for product improvement

ABB charge! 2|12 3 Interview

At the helm in Hamburg: Dorit Timmann.

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Storms and sunshine

There’s a lot of pressure on the marine sector right now, says Dorit Timmann, head of ABB Turbocharging’s business in Germany. But she knows the reasons, too, and how the company can successfully position itself in the current market.

Text: Tiziana Ossola Auf der Maur, Photography Frank Eberhard

Dorit Timmann, you’ve been head of country. After all, during the past thirty discussions with people of many nation- ABB Turbocharging’s business in years I just came here on short vacations alities in the course of one day. Of Hamburg since the beginning of the and you can’t compare that with living course, the cold, dark and rainy weather year. Does it feel like a homecoming and working in Germany. It’s probably we can have here in Hamburg is after spending so many years in your not so easy to understand, but you have unknown in Dubai, plus the traffic is just last position in Dubai? to remember that for more than half of too organized to be trusted by a Dubai Dorit Timmann: It does now and I love my lifetime I have been speaking English driver, although one might recognize the the feeling, but I must admit that in the in my working, as well as in my private cyclists here since they constantly ignore beginning it felt like being in a foreign life. It was quite normal for me to have red traffic lights.

ABB charge! 2|12 5 Interview

What would you say were the high- What do you think it is that a woman What can you tell us about the “huge lights during the 20-plus years you must bring to the job in order to do storms”. were in charge of ABB’s turbocharger business so successfully and for as High fuel prices, overcapacity, ongoing business in the Middle East and North long as you did in that part of the new vessel deliveries and very low freight East Africa? world? rates are putting the marine industry in The business was driven during that Common sense and integrity, just like Germany under tremendous pressure. A period by constant change; markets grew a man. result of this unfortunate trend is that we and shrank. That made it fascinating. are seeing a very large number of vessels The dredging activities in the UAE during So, now to Germany and your new being laid up, as well as extra slow construction of the Palm Islands were position: How would you characterize steaming and turbocharger cut-outs. We typical of the time: They more or less the current climate in the turbocharger have to do our utmost to assist our stopped within one month due to the business? clients in keeping their maintenance 2008 economic crisis. A definite highlight Huge storms in the marine sector, but budgets under control. Insolvencies in was the success we had in Pakistan, friendly sunshine in the stationary plant the sector of “KG” vessels are common where we started at zero and continu- sector. and we are already seeing the start of a ously grew. Now the Pakistan station is concentration process, in other words one of our company’s larger ones in the mergers and acquisitions. world. We did this in other countries, too, and the list is quite long. Finally, Iraq has to be mentioned. Although still a very dif- ficult market, Iraq has a lot of potential for our business. The reconstruction of the country is under way and the indus- try there is starting to pick up. What Iraq needs now is electrical power and huge diesel power plants are being installed, We have to do our utmost to assist our clients in with smaller ones also in the pipeline. keeping their maintenance budgets under control.

From left to right: Melanie Karsch, Marina Lau, Gunnar Mellerke, Pascal Kron, Mario Schlüter, Ronny Rathsack, Harald Patner, Dorit Timmann, Ronny Herold, Denise Benthin, Alexander Ninaber.

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The new emissions regulations are very important, time being, to keep our volumes in the for us as well as for our clients. ABB turbochargers marine sector at a stable level. are designed to enable shipowners to fulfill them. What can you offer customers in the way of immediate support? Which ABB products or services are espe- cially well suited in today’s business climate? We have several, for example our maintenance agreements (MMAs), where we actively assist our clients in planning their turbocharger maintenance at the best price level, our “pay by the running How do you rate the importance of the Have the IMO and other emissions hour” maintenance contracts (OPAC), and new emissions regulations IMO Tier II regulations been a technology driver? turbocharger cut-outs. and IMO Tier III for your business? The IMO regulations have triggered These regulations are very important, new engineering efforts, but also new Is there any one area on which you will for us as well as for our clients. ABB business opportunities as well. New, focus in Germany in the near future? turbochargers are designed to enable more efficient and effective hardware has Our German service stations are, and shipowners to fulfill them. Plus, we have been developed by us to enable cus- have always been in the past, very our new Valve Control Management® tomers to meet IMO Tier II and Tier III customer focused. By streamlining our system, which offers customers further regulations. processes, we anticipate becoming even support in their efforts to meet the regu- faster and more efficient. lations. It goes without saying that by Where do you see growth coming in offering new products and technologies the future? like this we also have to intensify the We continue to see growth in the sta- training of our employees. tionary plant sector and hope, for the

One woman’s feel for management

Dorit Timmann, born 1956 in Hamburg and married to a Norwegian, has headed the Local Business Unit TBL in Germany, with stations in Hamburg, Mannheim, Bremerhaven and Dort- mund, since January 2012. In 1981, she moved to Dubai, joined BBC Brown Boveri in 1982, and became active in the turbocharger business at the time of the merger of BBC with Asea. Working from Dubai, Dorit Timmann expanded the turbocharger service business in the Gulf states From Dubai to Germany: Dorit Timmann. and the Near and Middle East. Up until the end of 2011 Dorit Timmann was Area Manager, responsible for ABB’s turbocharger business in the Middle East and North East Africa, including LBUs in Pakistan, Egypt and in 2011, with the traction sector Saudi Arabia. contributing another 3 %. Customers The marine sector, especially con- include turbocharger end users and tainer vessels, provides 72 % of the OEMs in Germany, Austria, Hungary, revenues of LBU Germany. Stationary Switzerland, Czech Republic and plants accounted for 25 % of revenues Slovakia. Read more in articles beginning on page 12 and page 20 about how ABB Turbocharging helps end users reduce their fuel consumption.

ABB charge! 2|12 7 Applications

Fueling the future of the shipping industry

Liquefied natural gas, or LNG, is destined to become a key marine engine fuel in the future. Dual fuel engines are, in fact, already in strong demand today.

Text: Peter Zijdemans, Photography Energypicturesonline.com

raditionally, merchant ships are ways to reduce fuel consumption. Most Design Index, or EEDI. Due to become fitted with diesel engines, most large vessels are therefore currently effective in 2013, the EEDI is an indica-

of them running on heavy fuel being operated in “slow steaming” mode, tion of a ship’s CO2 output in relation to oil (HFO) rather than the more since lower speeds allow fuel consump- its value to society, with the CO emis- T 2 costly marine diesel oil (MDO). The next tion to be substantially reduced. sions expressed in grams per ton of cargo decade, however, could see a remark- Besides higher prices there is another transported one nautical mile. Other able change in the fuel being used on important factor that will play a role in upcoming measures, like the 0.1 % limit ships. the fuel used in the future for marine of sulfur content in fuel in Emission Fuel represents roughly 60 – 70% of engines: the environment. The Interna- Control Areas (ECAs) in 2015, which is a ship’s operating costs. With the price tional Maritime Organization, IMO, is expected to become global in 2020, and

of HFO steadily rising in recent years and implementing several measures aimed the IMO Tier III limits on NOx in ECA’s in given the global economic downturn, at restricting the shipping industry’s 2016, will intensify the industry’s search shipowners have been forced to look for emissions. One is the Energy Efficiency for suitable solutions and alternatives.

8 ABB charge! 2|12 Applications

LNG tanker Tembek propelled by two MAN 6S70ME-C engines, each with two ABB TPL 77 turbochargers, arrives at the LNG terminal in Milford Haven, Wales.

ABB charge! 2|12 9 Applications

The case for LNG carriers As a leading supplier of advanced turbocharging According to a study by one of the major classification societies (see box systems, ABB is developing solutions for the future, below), one of the most likely alternatives not only for dual fuel engines but also for engines to diesel engines burning liquid fuel oil running on gas alone. will be dual fuel engines running mainly on LNG and changing over to fuel oil only when required. The trend toward dual fuel engines is evident already today in the activity we are seeing in LNG carrier development. Orders for these vessels are booming, and bucking the current trend in the other shipping segments. Although the propul- sion system on these types of vessel were typically steam turbine based in the past, most of the vessels on order at the moment are 4-stroke dual fuel electric driven. The reasons are obvious: being able to run on both diesel and gas, with higher efficiency and lower emissions, combine to make this solution a very attractive option for the future.

As a leading supplier of advanced Schematic of ABB Turbocharging’s Power2 two stage turbocharging system. An intercooler allows turbocharging systems, ABB is constantly the second turbocharger to be more compact.

Scenarios for LNG

The increasing importance of Finding 1: around 45 million tons towards 2015. Liquified Natural Gas, or LNG, 30 % of new buildings will be However, the big increase will be in as seen by the DNV* project delivered with gas engines in 2020. 2020, with the introduction of the global “Shipping 2020”. A synopsis. In their scenario considered most sulfur limit. This will result in a huge likely, DNV predicts a liquefied natural increase in the need for distillates to Text: DNV/Tiziana Ossola Auf der Maur gas (LNG) price that is 30 % lower than 200 — 250 million tons. Photography Maersk that of heavy fuel oil (HFO). In this scenario, DNV foresees that 1,000 new Finding 3: buildings will be delivered with gas New buildings in 2020 will emit up

engines over the next nine years – equal to 30 % less CO2 than today’s ships, A valuable source of information on to 10 – 15 % of the expected new build- and the Energy Efficiency Design LNG for ABB Turbocharging is the ings. These vessels will have either a pure Index (EEDI) will be a driver for two DNV ‘Shipping 2020’ project. DNV gas engine or a dual fuel engine with the thirds of this reduction. describes its assignment thus: “How flexibility to run on liquid fuel as well. In In the DNV most likely scenario, envi- can we predict the deployment of 2018 – 2020, about 30 % of new build- ronmentally efficient designs will gradu- important emission-reduction and ings will be delivered with gas engines. ally improve throughout this decade and energy-saving technologies in the a new building contracted in 2020 will, world fleet by 2020? In other words, Finding 2: depending on type, emit 10 – 30 % less

which technology choices will the In 2020, demand for marine distillates CO2 than a current but modern ship. shipping community be faced with, will be around 200 – 250 million tons. The largest reduction will be on tank, and how do we think the same The current global demand for marine bulk and container vessels. technologies will be adopted by the distillates is about 30 million tons annu- EEDI will be an important driver, in industry?” ally. In the DNV most likely scenario, the particular from 2020, when Phase 2 of The project identified five key find- 0.1 % limit in Emission Control Areas the EEDI kicks in, requiring new ships to ings for the period leading up to 2020. (ECA) will increase the demand to be 20 % below the IMO reference lines.

10 ABB charge! 2|12 Applications developing solutions for the future, not on LNG carriers. The ABB solutions, in only for dual fuel engines but also for addition to ensuring high efficiency for engines running on gas alone. ABB’s two these marine installations, have already stage turbocharging technology is the proven to be fully compliant with the IMO first system to be applied on series pro- Tier II requirements in numerous applica- duction gas engines. Two stage turbo- tions. charging, launched by ABB as Power2, LNG carriers have to comply with consists, as its name suggests, of two strict regulations regarding their opera- turbocharging stages for a pressure ratio tion and maintenance. The global ABB of up to 8 and more (see drawing p. 10). Service network offers full-service capa- Peter Zijdemans This enables engine builders to make bilities in the close vicinity of many LNG General Manager End User Sales Projects greater use of Miller timing, allowing low- terminals, including service concepts for er emissions and/or reduced fuel con- the easy and quick exchange of car- sumption. tridges to comply with these regulations. ABB also has a large number of orders and will be delivering turbochargers for the dual fuel engines presently in use

The trend toward dual fuel engines is evident already today in the activity we are seeing in LNG carrier development.

installations per year only – until the global sulfur limit is enforced in 2020. The main reason for this is that a low LNG price compared to HFO favors investing in gas engines rather than in scrubbers, and that there is a limit- ed proportion of the global fleet which spends enough time in ECAs to justify a costly system to be retro- fitted. The more favorable the price of LNG is, relative to HFO, the fewer vessels will be delivered with scrub- bers. LNG tanker with three Wärtsilä 12V50DF engines, each with two TPL 73-A turbochargers, plus one After 2020, when the global sulfur Wärtsilä 6L50DF engine with one TPL 73-A. limit comes into force, the picture will change: ships will be required to Finding 4: which may spend all their time in an run on low sulfur fuel or clean the LNG becomes a cost-efficient option ECA will be significantly affected. The exhaust all the time. Scrubbers may for vessels spending more than 30 % threshold for LNG being a cost-effective then potentially be fitted to several of their sailing time in ECAs. compliance option is when a vessel thousand ships. When the 0.1% sulfur limit is enforced spends about a third of its sailing time in in North America and Northern Europe an ECA. An even lower LNG price can in 2015, about 40 % of the world fleet reduce this to 20 % of the time. will be affected. DNV predicts, in the most likely scenario, that large deep-sea Finding 5: *DNV is a global provider of services for manag- ing risk, helping customers to safely and ships primarily transiting the ECA areas Scrubbers are not a significant option responsibly improve their business perform- to get in and out of port will only be before 2020. ance. DNV’s core competition is to identify, impacted to some degree. However, DNV predicts that scrubbers will have assess and advise on risk management. DNV is an independent foundation with presence in smaller tankers and general cargo carriers limited uptake – around two hundred more than 100 countries.

ABB charge! 2|12 11 Technology

Reducing complexity to optimize efficiency

High Pressure Tuning offers ship operators a new option for improving engine performance and reducing fuel consumption without additional equipment and for a minimum investment.

Text: Peter Neuenschwander, Klaus Fußstetter, Photography iStockphoto (page 13), Michael Reinhard (page 15)

he majority of today’s merchant engines over a wider range. Turbocharger By combining a higher scavenging air vessels are being operated at cut-out, part load optimized turbo- pressure with adjustable exhaust gas low speeds in order to reduce chargers with or without an exhaust gas valves, High Pressure Tuning makes it T transportation costs and adjust bypass and turbochargers with a vari- possible for engine performance to be to the change in freight capacities. To able turbine geometry (VTG) have been optimized over a wide range. The fuel take account of the new circumstances, the main options open to shipowners. saving potential of this exciting new efforts are being directed at achieving Now this list can be extended to include option has meanwhile been confirmed by a favorable performance for 2-stroke High Pressure Tuning (HPT). engine tests.

12 ABB charge! 2|12 Technology

ABB Turbocharging supports merchant vessel operators with their fuel saving efforts.

ABB charge! 2|12 13 Technology

Well-known theory – tough realities State of the art – optimized timing Thermodynamic relationships deter- Controllable exhaust gas bypasses mine that the efficiency of a diesel engine and VTG turbochargers were initially rises when the maximum cylinder pres- introduced for engine part load optimiza- sure, the engine compression ratio or the tion and to protect the engine from air to fuel ratio is increased. Thus, effi- excessive cylinder peak pressures at ciency optimized engines should theoret- high engine loads. ically operate over the whole operating Modern electronically controlled engines range at the maximum design cylinder have no need for external measures to pressure with highest air to fuel ratios. In limit the maximum cylinder pressure. The practice, however, the maximum cylinder exhaust valves and the injection timing pressure and the air to fuel ratio are sig- are actuated flexibly according to the nificantly lower at lower engine powers. needs of the engine process. The timing At the same time, emissions legislation is of the opening and closing of the limiting the potential for improvement. exhaust gas valve is used to adjust the cylinder scavenging process and to con- Established solutions – trol the amount of trapped air and the additional installations compression end pressure before injec- Various methods are available today tion starts. The inherent variability pro- for enhancing the maximum cylinder pres- vided by the engine’s control software is sure and the air to fuel ratio over the oper- a benefit for optimum engine perform- ating range. One of the most effective ance at part load, and additional external measures available for improving part load installations are not necessary. However, performance and maintaining standard full to take full advantage of this potential, load performance involves cutting out one modern state-of-the-art turbochargers of the engine’s turbochargers in a multi- offering high efficiencies and pressure turbocharger arrangement (see p. 20). ratios, such as the new ABB A100-L Additionally, exhaust gas bypasses or turbochargers, are needed. variable turbine geometry (VTG) featuring a movable nozzle ring can be used to improve fuel efficiency up to 70 % of the specified maximum rating, although with a somewhat higher fuel consumption at higher engine loads.

High Pressure Tuning Basic impact of optimization strategies raises engine fuel efficiency to the level achieved with exhaust 1 Full load gas bypasses and 2 Part load variable turbine geometry 3 High Pressure Tuning (VTG) without extra 1 (exhaust gas bypass/VTG) 4 TC cut-out 1/4 equipment. 2 3 2 4 3

1, 4 Brake specific fuel consumption

0 20406080 [% MCR] Engine power

Basic impact of optimization strategies on brake specific fuel consumption over engine power, minor differences in fuel consumption neglected.

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A100-L turbochargers in combination with adjustable exhaust gas valves on the main engine allow part load fuel consumption as low as with an exhaust gas bypass or with variable turbochargers, while also offering similar values at higher engine loads.

State-of-the-art turbochargers – Reduced investments – advantages similar benefits One of the key factors in the optimiza- Merchant vessels are being operated tion of the part load performance of the today for most of the time at a low or engine is the turbocharger’s performance. even very low speed, requiring engine High turbocharging efficiency is crucial power in the range of 20 % – 50% of for ensuring sufficient scavenging, par- the maximum contracted engine rating. ticularly at part load. An increased air Considering this, adjusting the exhaust receiver pressure and a higher air to fuel valve timing in combination with the ratio results in a reduction in the engine higher pressure of the turbochargers Klaus Fußstetter fuel oil consumption and lower combus- while saving the cost of an exhaust gas Manager, Sales and Application Engineering, tion component temperatures. bypass or a variable geometry turbo - Marine Equally, the exhaust gas bypass sys- charger is one of the most economical tem or variable turbocharger can be ways to operate marine engines. It is omitted and a higher turbocharger pres- therefore not without reason that the sure ratio utilized instead. combination of High Pressure Tuning and By using A100-L turbochargers in the A100-L is being looked upon by the combination with adjustable exhaust gas industry as the “fuel saver” for optimum valves on the main engine, part load fuel operation in marine applications, today consumption can be reduced to the low and in the future. level achieved with an exhaust gas bypass or with variable turbochargers, and with Peter Neuenschwander similar values at higher engine loads. Head of Engineering Product Line, Large Turbochargers

ABB charge! 2|12 15 Technology Fighting turbine blade wear Coating turbine blades to protect them against wear is today an option recommended by ABB, and a result of the company’s Continuous Product Improvement (CPI) process.

Text: Shailesh Shirsekar, Photography ABB Turbo Systems Ltd

The problem On engines burning low grade heavy The turbocharger’s turbine fuel oil (HFO), layers of fouling build up in the turbocharger’s turbine stage, especially on the turbine diffuser, due to the temperatures and chemical compo- sition of the hot exhaust gases. The con- tamination layer tends to be hard and abrasive and the tips of the turbine blades, rotating at high speed, rub against this layer, causing them to wear. Due to this wear, the clearance between the blade tips and the turbine diffuser is increased, resulting in a drop in turbine efficiency and, ultimately, reduced engine performance.

HFO builds up layers Tips of the turbine blades … … fouling. of fouling.

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The analysis Tests have shown that only six of the The following parameters influence tip hard tipped blades need to be fitted, in wear during rubbing: pairs at 120 ° intervals around the turbine – Speed of intrusion z wheel. The effect of this even spacing is – Blade tip speed c that the hard HFO fouling is scraped – Melting temperature, hardness and other away, clearing a path for the standard material properties of rubbing parts blades and minimizing contact with the – Geometry of rubbing parts abrasive residues.

Shailesh Shirsekar Claims Manager Technical Service z

C

Influences on tip wear. Blades with coated tips.

The result The “dragon’s teeth” were introduced A systematic investigation and evalu- in 2008 and are meanwhile performing ation of available technologies for blade successfully, with very good results, in tip protection was carried out in the test many applications in the field. By pro- lab at ABB Switzerland. In total, 11 differ- tecting the standard blades from wear, ent turbine blade tip coatings were test- the “dragon’s teeth” help to maintain ed on a special test rig with regard to turbocharger performance at the same wear rate at two different speeds and high level for a longer time. incursion rates. Analysis of the test results revealed that the best results in terms of reduced blade tip wear were achieved with the cBN-coatings, the so- CPIs improve the company’s products. called “dragon’s teeth”. More about the CPI process on page 18.

Tests have shown that only six of the hard “Dragon’s teeth” tipped blades need to be fitted.

“Dragon’s teeth” are available as an option for new turbochargers. The hard tip solution is also offered for ABB Turbocharging’s TPL-A and TPL-C turbochargers on engines operating with HFO.

ABB charge! 2|12 17 Technology

ABB’s blade coating technology – the result of a CPI process. Turbocharger whisperers

Continuous Product Improvement, or CPI, provides ABB Turbocharging with one of its strongest tools for effectively improving the company’s products.

Text: Andreas Matysiak, Photography ABB Turbo Systems Ltd

n the turbocharger business, a profes- such questions exhaustively. This is where sometimes not so easily digestible) data. sional and fast response to customers’ the Technical Service Department of ABB Many of the questions can be answered requests is just one part of the confi- Turbo Systems in Switzerland, the manu- directly, based on the team’s extensive I dence-building equation. A key role is facturer, comes in. Set up to support experience and without triggering further also played by competent answering, by ABB’s activities in the field, the depart- action, while others are forwarded inter- experts, of questions as to the root cause ment acts as the “connector” between the nally to the Technical Department for of a failure and the actions being taken to turbocharger manufacturer and the field analysis. prevent similar failures from occurring in service. It is here that all the information It has been recognized for some years the future. Experience shows that the ABB concerning failures in the field comes that a control mechanism which tracked Service staff on site may not always have together and is collected, filtered, sorted the data and activities as they passed the background information to answer and converted into easily digestible (and through and between the departments

18 ABB charge! 2|12 News would bring major benefits. However, no Depending on the com- such mechanism had been available in People the past. Sustainable solutions were plexity of the task, a CPI developed on the basis of available per- project can last from a sonnel capacity and initiated sometimes few weeks to one year. sooner, sometimes later. Occasionally, Arne Brand the proposed action never made it past Switzerland. On August 1, 2012, the development stage. Arne Brand succeeded Joachim Bremer as General Manager Business Harmless or critical? Objective discussion Development and Cooperation (ZVB). Against this background, it was decided Whenever it is decided that a CPI several years ago to develop an efficient project is necessary, specialists from and dedicated process to deal with and different departments are recruited to Herbert Mueller solve problems in a systematic way, and work in a team to solve the recognized Switzerland. Herbert Mueller has that this process should also provide problem. This work in project teams is been appointed General Manager absolute transparency. The result was the beneficial since it ensures that responsi- End User Sales, effective August 1, introduction of the so-called Continuous bilities are closely defined and that 2012. Product Improvement, or CPI, process, resources are used in the most efficient now established as one of ABB Turbo- way. Moreover, it creates a sense of team charging’s strongest tools for continu- identification with the problem, so that Sudhir Jakate ously and effectively improving the com- every member feels responsible for work- Switzerland. Sudhir Jakate will suc- pany’s products. Since its introduction, ing out a solution to the problem, with ceed Herbert as General Manager CPI can already book a number of impor- passion and the right sense of urgency. Service operations (ZVS-3), heading tant successes, including the so-called The course of events within a CPI the BU operations and assuming the “dragon’s teeth” (see article on page 16). project is strictly defined. This makes it role of Global Process Specialist A CPI project is usually started where easier to identify the current project sta- Operations. repeated problems exhibiting similar fail- tus at any given time and allows the ure modes are noticed in the field and direction to be corrected if necessary. turbochargers are part of the set-up. Depending on the complexity of the Claus Dorfner However, there is still some room to task, a CPI project can last from a few Switzerland. Claus Dorfner will maneuver in decision-making. Problems weeks to one year. Regardless of the take over from Sudhir as Manager classified as harmless by one specialist duration, it is very important for the cus- BU Network Support. might be regarded as critical by another. tomer to be informed periodically about Someone then has to decide if and when the current project status. Experience a CPI project is to be started. But who? has shown that discussions with cus- Meryam Irizi In the initial stage of the decision- tomers benefit when they are informed, Morocco. Meryam Irizi has been making process, it is important that the objectively and in detail, about the cur- appointed LBU Manager Turbocharging decision for or against a CPI project is rent project status. Informed customers within the Process Automation Division not made by one person alone. A pre- feel involved. And they can rest safe in in Morocco. selection process is necessary. The the knowledge that ABB is taking care of Technical Service Department therefore the problem, professionally and in their holds frequent team meetings during best interests. Larbi Bouirdi which all failures are discussed briefly by Morocco. Meryam succeeds Larbi the experts and it is decided what Bouirdi, who has been promoted to actions, if any, are to be taken. In the the CSO function in Agadir, Morocco. event that a failure is classified as being CPI-relevant, representatives of different departments (Technical Department, John Smyrneos Application Department, etc.) are invited Greece. John Smyrneos has been to a kickoff meeting, where it is jointly appointed LBU Manager Turbocharging decided if an improvement is required or Greece. He will be responsible for the not. If the members of the Technical service business in Greece & Cyprus. Department see the necessity for a prod- uct improvement, it is also possible that a kickoff meeting will be independently John Kokotos initiated by that department. The fact Greece. John Kokotos has been that, basically, everyone can raise his appointed Local Division Manager hand and request an improvement, Process Automation for ABB in reduces the likelihood of problems not Greece and Cyprus. Andreas Matysiak being recognized at all or that a CPI is Claims Manager started too late. Technical Service

ABB charge! 2|12 19 Tips for the operator Slow steaming and turbocharger cut-out

When vessels with 2-stroke engines are run in “slow steaming” mode, turbocharger cut-outs are a very viable option for further optimizing fuel consumption and improving part load operation.

Text: Rolf Baechi

ne of the major challenges global shipping has to con- tend with is the price of fuel, O which has increased by a factor of 7 in recent years. The most effective option for reducing fuel costs is to reduce vessel speed and subsequently run the main engine at reduced loads for a longer period of time. Slowing the Exhaust gas Steam for boiler speed of, for example, a large container heating services vessel by 20 % can result in a fuel saving of up to 50 %. Many shipowners are therefore operating their vessels in this so-called “slow steaming” mode and thereby reducing their fuel costs consid- erably. There is an additional method that can be used during slow steaming to Turbochargers further optimize fuel consumption and improve part load operation of a 2-stroke engine with two or more turbochargers, Shaft Exhaust gas receiver motor and that is to “cut out” one of the turbo - generator chargers. Many shipowners have either Main engine already installed such systems or are in the process of doing so for the additional benefits and further cost saving this offers. Example of a cut-out arrangement (principle drawing).

20 ABB charge! 2|12 Tips for the operator

Basically, two methods can be used Note: To prevent costly damage, it is for ABB turbocharger cut-outs: strongly recommended that the fol- 1. The so-called “fixed cut-out”, in which lowing turbocharger work is carried the rotating and bearing parts are out exclusively by an authorized ABB removed and the gas, air and oil lines Turbocharging Service Station. are disconnected where applicable. – Fixed cut-out: Removal of rotating 2. The so-called “flexible cut-out”. Here, and bearing parts from ABB turbo- no parts are removed from the turbo - chargers, as well as their proper con- charger and flexible valves are servation and safe storage. installed in the gas and air lines. As – Flexible cut-out: Modification of the Rolf Baechi the oil line to the turbocharger is not affected turbo charger, for example Claims Manager Technical Service disconnected, external sealing air is requiring external sealing air with needed, making modifications neces- sealing kits. sary. Recommended procedure for customers Please contact an 1. Contact the engine builder: authorized ABB Turbo- – Ask for detailed instructions on “slow steaming” and turbocharger charging Service Station cut-out operation for your particular whenever considering engine and turbocharger. These turbocharger cut-outs. should be strictly adhered to. – Ask which one of the 2, 3 or 4 main engine turbochargers should be cut In either case, the turbocharger cut- out. out restricts engine operation at higher – Consider also the emissions loads, requiring engine modifications. In requirements of the International addition, the Engine International Air Pol- Marine Organisation (IMO), includ- lution Prevention (EIAPP) Certificate for ing the above mentioned EIAPP IMO engines needs to be updated; here, Certificate. the shipowner has to work closely with 2. Contact your local ABB Turbocharging the engine builder and the Classification Service Station: Society. – Ask for a quote, supplying the ves- ABB does not design or supply blank- sel’s name and turbocharger serial ing devices for permanent use. Exhaust number (e.g. HT number). gas and charge air receivers are pressur- – Fix the time, date and place where ized reservoirs and as such are subject ABB is to perform its part of the to specific regulations. Kindly contact cut-out procedure for the main the engine builder for advice in connec- engine turbocharger, as recom- tion with this. mended by the engine builder.

Example of an upgrade kit for the sealing air supply.

ABB charge! 2|12 21 Recipe Not just for “old salts”

Once the “meal of choice” for really tough sailors and seamen, Labskaus is a culinary speciality that has survived through the centuries to become a modern classic in restaurants throughout Hamburg. Here comes international recipe No 5.

Text Tiziana Ossola Auf der Maur, Photography Pixelio

n the great ships of old, Preparation Labskaus was perfect: a – Add the sea-salt, bay leaves, clove, good, solid stew that gave allspice, some mustard seeds, black O sustenance and had enough peppercorns and thyme to the water different ingredients to excite the taste and bring to the boil. buds of the hardiest “old salt”. The ship’s – Place the corned beef in the boiling cook used whatever he could find on water and cook for 3 to 4 hours until board: cured meat, potatoes, beetroot, really soft. onions, pickled herring and eggs – live – Pass the stock through a cloth. chickens, after all, were often kept – Peel potatoes and blanch beetroot. aboard ship. The consistency of Lab- – Add potatoes and beetroot to stock skaus meant that it could also be eaten and boil lightly until potatoes are soft. and enjoyed by crew members unfortu- – Meanwhile peel onions and cut into nate enough to be toothless due to the cubes, then glaze in the lard. Add lack of on-board hygiene or a common Labskaus (for 6 people) some beef stock and mince together seamen’s disease – scurvy. For the stock: with the beef and gherkins. While the Hanseatic states like to 1.5 l water – Mash potatoes and beetroot together claim the origins of Labskaus for them- Some sea salt and mix with the minced beef. Season selves, it is more likely that seamen 2 bay leaves with approx. 200 ml beef stock, sea- brought the recipe home with them from 1 clove salt, mixed peppers and ground nut- overseas. One of the many possibilities is 2 sprigs of thyme meg. that the name derived from the English 4 grains of allspice – Arrange Labskaus on plates. Fry the “lobs-cou(r)se”, in today’s lingo, “a meal Some mustard seeds eggs and place on top. Garnish with for tough guys”. Some black peppercorns herrings, salad and gherkins. Today, though, this dish, once eaten mainly by the poor, has become a 700 g corned beef “feel-good” speciality. Available in many 800 g mealy potatoes And now – enjoy! variations, it is eaten with relish from 400 g beetroot (blanched and peeled) Hamburg to Liverpool and from Oslo to 2 large onions Copenhagen. 100 g gherkins (USA: pickles) 6 fillets of soused herring Some lettuce leaves 2 TS lard Some sea-salt, mixed peppers, Recipe provided by Dennis Biester ground nutmeg Chef, Restaurant Lutter & Wegner Hamburg, 6 eggs am Fischmarkt

22 ABB charge! 2|12 Acknowledgments

Published by ABB Turbo Systems Ltd

Address P.O. Box CH-5401 Baden/Switzerland Phone: +41 58 585 7777 Fax: +41 58 585 5144 www.abb.com/turbocharging e-mail: [email protected]

Editors Valentin Bregy Tiziana Ossola Auf der Maur

Translation Malcolm Summers

Photos ABB Turbo Systems Ltd Valentin Bregy Frank Eberhard iStockphoto Maersk Pixelio Michael Reinhard

Cover photo: Corbis

Printer Dietschi AG Druck & Medien, Olten/Switzerland

Layout, typography, electronic publishing Domino Style & Type AG, Gebenstorf /Switzerland

Reprints require the publisher’s written consent.

© 2012 ABB Turbo Systems Ltd, Baden/Switzerland All rights reserved CIMAC 2013

Please note that the CIMAC Congress in Shanghai is being held from May 13th to May 16th 2013. See you there!

ABB charge! 2|12 23 Don’t take chances. Make sure you always use Original Parts and Original Service.

Original Parts from ABB Turbocharging are made to the same high specifications as the components of new ABB turbochargers. Original Service from ABB Turbocharging is carried out by our highly qualified, in-house trained technicians – naturally using only Original Parts. For the end-user, this potent combination translates into minimized fuel consumption, maximized availability, optimized emissions and a revitalized engine after every maintenance, overhaul or repair event. www.abb.com/turbocharging