MAN B&W Diesel

DIESELFACTS
• SERVICE • ENGINES • TURBOCHARGERS • PROPULSION SYSTEMS • MARINE • STATIONARY •

• 2006 • 1 • ME engine shows real fuel savings

Overhaul success
Factory freezer given
Better than expected performance results in 2.4% fuel saving for Odfjell
new life
Page 2 Practical ME engine operation- Surveyor for Odfjell he coordi- looking at the mean indicated In addition, he also highlights
al experience on Odfjell’s Bow nates technical reports from 55 pressure (MIP), we know that the the need to follow recommend-
Clean two-stroke power Firda shows ‘real-life’ fuel sav- vessels in the Odfjell fleet. So combustion pressure is exactly ed maintenance instructions
Power station uniting ing of 2.4% compared to their far, he has accumulated four the same on each cylinder. This and routines. “When it comes to
‘green’ technologies otherwise similar mechanical- decades of tanker operation ex- means that the balance on the these electronic engines, rou-
Page 4 ly controlled engines. The op- perience with Odfjell Tankers. engine is extremely good. The tine engine maintenance is
erator highlights the engine’s about the same. Of course, you
Diesel Academy Expansion better balance, improved re- need to keep the turbocharger
ME training places sponse and greater flexibility in good condition and the air
expanded globally as just some of the reasons for cooler has to be working within
Page 5 the impressive returns. limits. These are very important
criteria,” states Mr Gravdal.
Crankshaft specialists The chemical tanker, Bow Firda,
Shrink-fitting operation powered by an electronically As environmental regulations
saves 10 months controlled MAN B&W Diesel come in to force across the
Page 6 7S50ME engine, entered service World, Mr Gravdal points to the
for Odfjell in 2003. From the be- ease that the ME engines adapt
New engines ginning, the operator and the to changing situations, “The
K80ME-C and S80ME-C crew have all been very happy electronic ME engines make it
two-stroke engines with the performance of the ME more easy to comply with the
Page 7 engine. demands of ever stricter envi-
ronmental regulations and,
Service Center Singapore After glowing reports about the make it more easy to efficiently
Serving the heart of Asia ME engine by Odfjell staff in var- operate these engines within
Pages 8-9 ious forums, Dieselfacts took the M/T Bow Firda (Odfjell, Norway) steaming towards further impressive results; these limits.”
opportunity to discuss the expe- since entering service she has regularly returned fuel savings of 2.4%
Trans-Pacific engineering riences of ME engine operation “When considering issues relating
Matson’s boxships with Odfjell’s Senior Surveyor When asked about the reported MIP deviation is between 0.2 and MIP, Pmax, Pcomp and emission, all
re-engining project (Machinery), Mr Roald Gravdal. reduction in fuel oil consump- 0.3 bar, and if you look at the de- operating parameters are within
Page 10 tion, Mr Gravdal attributed the viation in the Pmax, it’s about 1.7 limits, far within limits. Meaning
Mr Gravdal is involved on a drop to the following; “The rea- bar. The deviation in Pcomp is that these engines are running
MAN B&W PrimeServ regular basis with both me- son for the lower fuel consump- about 1.8 bar on average, so this in an environmentally friendly
One high-quality global chanically controlled engines tion is attributed to the timing is very good.” condition.”
service network and ME engines. As a Senior and balance of the engine. By
Page 11 continued on page 3

Diesel-electric precision
Chinese confidence in
L27/38 engines
Page 11

Influences on engine design

World’s largest dual fuel engine series
Matching ambient air
temperatures to engines 51/60DF engines series builds on proven in-service experience
Pages 12-13
The MAN B&W Diesel Group experience that MAN B&W Currently, the 51/60DF is the from the in-line, 6-cylinder ver-
Modern training courses launches a new four-stroke Diesel has gained over decades of largest four-stroke gas engine on sion through to the versatile
New qualification for engine onto the market that working with smaller dual-fuel the market. MAN B&W Diesel’s vee-configured 18-cylinder unit.
MAN B&W Diesel not only burns both gas and engines, most recently with the extended product portfolio for The available power range covers
Page 14 Marine Diesel Oil (MDO), but 32/40DF range. these types of engines now range 6,000 to 18,000 kW.
can also operate long-term on
Announcements pure Heavy Fuel Oil (HFO). A special common rail pilot oil
Latest news in short injection system makes the
Page 15 This flexibility meets and even engine exceptionally environ-
exceeds all requirments from the mentally friendly.
Chinese research ships marine as well as the stationary
Off-shore seismic ships market. Being the most powerful dual-
propulsion solution fuel four-stroke engine in its
Back page The 51/60DF (Dual Fuel) engines class, the 51/60DF is not only
are based on the well-known aimed at the LNG tanker mar-
48/60B range. These tried and ket, but is also ideal for base-
tested engines have shown their load electricity generation in
excellent reliability in both Cross-sectional power stations with a good gas
marine and stationary applica- drawing of the vee- connection. ■
configured 51/60DF
tions across the World. The new four-stroke engine
range benefits from the long
2
DIESELFACTS

Factory freezer warming up to a new life

Overhaul success for trawler completed on time
MAN B&W Diesel’s Service Work on the 103-meter ‘Lazurnyy’ “In addition to dismantling,
Center Denmark has success- started in late November with cleaning and measuring, the con-
fully finalised a major main the docking done in coopera- necting rods were inspected for
engine overhaul onboard the tion with the neighbouring cracks. After workshop approval,
factory freezer trawler Orskov Yard. they were also reassembled and
‘Lazurnyy’. The 1988-built ves- approved by the owner and clas-
sel is one of four large fishing Mr Mortensen details the scope sification society.”
vessels owned and operated by of the overhaul, “The two main
Westrybflot JSC in Kaliningrad, engines’ overhaul and classifica- “After cleaning and measuring in
Russia. tion included dismantling the the workshop, the cylinder liners
cylinder heads. These were taken were honed control measured
The ‘Lazurnyy’ is powered by two into our workshop, where all followed by approval by the own-
3500 BHP, 6-cyl. Pielstick PC 2-5 parts were removed for a detailed er and classification society.”
main engines, built under licence inspection. The fuel valves, ex-
by Russki Diesel. Each engine haust valves, inlet valves, safety “The fuel injection pumps were
drives a 1500 KVA shaft alterna- valves, starting valve, indicator dismantled, cleaned and mea-
tor via a Valmet main gearbox. cock and valve gear were all thor- sured in the workshop. It was Russian factory freezer trawler Lazurnyy berthed at Service Center
oughly cleaned and control decided to replace all the plung- Denmark while undergoing a major engine overhaul
Westrybflot selected Service measured.” er and barrels. In addition, one
Center Frederikshavn as they complete fuel pump was re-
wanted to improve and optimise “Results gained from the control placed due to a seizure.” proving the performance of both Kaliningrad, the vessel will pro-
their major engine overhaul pro- measurements decided which freshly reconditioned engines.” ceed to South African waters and
cesses in connection with their parts were to be renewed and “Inspection results for the fuel fishing grounds.
dockings – both with regard to which could be redressed by injection nozzles in the workshop While at Service Center Denmark,
quality and duration. machining. After machining, the showed that eight pieces should the ‘Lazurnyy’, MAN B&W Diesel Upon completion of the work in
cylinder heads were pressure be replaced and while a further assisted with supplies for other mid December, the ‘Lazurnyy’ re-
When asked what attracted the tested and approved by the four pieces could be overhauled.” onboard equipment, including turned to Kaliningrad to take on-
owners to Service Center Russian classification society.” parts for the fish factory equip- board fishing gear and remaining
Denmark, Steen Hviid Mortensen, “Turbochargers were dismantled ment – proving that the mer- crew. Shortly after returning to
Senior Manager of Service Center “The pistons were also pulled and the basic unit taken to the chant marine environment service, Service Center Denmark
Denmark, commented, “We were and taken to the workshop for workshop. They were cleaned, around Frederikshavn is still received a letter congratulating
able to offer a comprehensive, dismantling, cleaning and con- measured, dynamically balanced going strong. the team from Westrybflot’s
tailor-made engine overhaul trol measurements. Both ring and the bearings renewed. The Technical Director, Mr Alexey
package. The customer was rec- grooves and connecting surfaces housings were pressure tested During the docking, ‘Lazurnyy’ Mishutin stating, “Thank you for
ommended to Frederikshavn as between piston crown and pis- onboard the ship.” still had a crew of 40. However, your attention to the ship’s prob-
the ideal one-stop place for dock- ton skirt were measured and when fully operational the vessel lems and for quick and high-
ing and engine overhaul, due to machined were needed. The pis- “Main bearings and thrust bear- requires a crew of 72. After quality repairs of the vessel.” ■
excellent cooperation within our tons were then reassembled ings were opened and inspected
group – all the way from SEMT and approved by the owner and in the engines and approved by
Pielstick in France to MAN B&W classification society.” the owner and the classification
Diesel in St. Petersburg.” society. None of the bearings
needed replacement.”

“All inlet and outlet valves, to-

gether with safety valves, starting
valves and indicator cocks were
cleaned and overhauled to the
approval of the owner and clas-
sification society.”

“While the various components

of the engine where being over-
hauled, MAN B&W Diesel’s ser-
vice center electrical engineers
took the opportunity to overhaul
the shaft alternators, including
chemical cleaning of all the elec-
trical wires in rotor and stator
followed by new lacquering.
Both white metal bearings on Service Center Denmark’s turbocharger balancing machine fine tuning
the shaft generators were also turbine blades – needed for optimising engine combustion conditions
replaced. In addition, two bearings
were recast with white metal.”

“The engine frames and sumps Lazurnyy’s Principal Particulars:

were cleaned in-situ on board the
ship while the parts were in the Length oa: 103.7 m
workshop – enabling a speedy Breadth: 16.0 m
reassembly of the engines.” Depth (main deck): 7.4 m
Draught (loaded): 6.6 m
“After the workshop finished the Deadweight: 1904 tons
parts which needed machining, Load capacity: 1364 tons
together with other replaced Speed: 14.3 knots
parts, both engines were reas- Shipyard: Chernomorskyj, Ukraine
sembled and tested onboard Year of build: 1988
while still berthed along-side Cargo: Frozen whole fish, headed fish, fish
Service Center Denmark. After a meal and fat. Stowage of frozen
The engine room on board the Lazurnyy – service centre engineers successful result, the ship pro- products at a temperature of -28°C
removing engine components for checks and reconditioning ceeded on an eight-hour sea trial,
 3
DIESELFACTS
continued from page 1

ME engine shows real fuel savings

Mr Gravdal notes that the same. Although, the skills re-

choice of operating profiles quired by the crew tend to be Executive statement:
available with the ME engine, higher. The staff are used to
including an option for low NOx these engines now. They know Thomas S. Knudsen, Senior
operation, makes daily life exactly how to handle them. So Vice President, Research &
easier than ever before for the I think the work load is about Development Two-stroke,
engine operators. “Operating the same as for conventional MAN B&W Diesel.
conditions can be easily main- engines. Because the staff need
tained when it comes to the to know what they are doing,
NOx emission mode by having when they are doing adjust-
an ME electronic engine. When ments, they need to know more
operating in normal economy about the conversion process.
mode, it is our experience Electronic engines need to have
that the fuel consumption is better qualified people to get
lower, especially in high load the best out the engines.”
conditions – we operate these
vessels at close to 100% load. When asked to sum-up the im-
For example, the Bow Firda pact of the ME engines, Mr
routinely operates at 97.5% of
“The reason for the lower fuel Gravdal states, “The end result
her maximum continuous consumption is attributed to the makes it possible to operate the
rating (MCR).” engine very close to the MCR.
timing and balance of the engine” This makes many things easier,
“This is very good. You cannot including maintenance. This “We are very pleased to
keep these levels within pa- Roald Gravdal, Senior Surveyor for Odfjell. Responsible for will be more easy because no receive reports showing an
rameters with a conventional coordinating technical reports from 55 vessels in Odfjell’s fleet parts of the engine are running engine operators satisfac-
engine, especially when it in an overloaded condition. No tion with the engine we
comes to the Pmax and MIP. So maintenance, the electronic that lube oil consumption can problem with pistons and cyl- have designed. Odfjell was
we are far within limits.” engine does not help. The air be reduced even further and in inder liners nor exhaust valves.” the first operator to take
supply to the engine has to be the last year we started to look delivery of an electronically
“While the main advantages of as good as possible, you can- at lube oil loss through the “When it comes to the cylinder controlled ME engine. There
the ME engines must be the not compensate for good stuffing boxes.” oil of course, it’s better because are more than 30 ME en-
ease to which it is possible to maintenance with electronic the pistons are in a more opti- gines in daily operation
keep within the operation pa- components.” “Compared to other lubricators mal condition – an improve- throughout the World to-
rameters when it comes to MIP, in sister vessels, lube oil use is ment largely due to the Alpha day, and a further 250 are
Pmax, compression and emis- “For the staff, the ME engine has in the range of 1.36 g/kWh. This Lubricators.” on order in all engine sizes.”
sion control, that means that made it is easier to see if you results in a saving by the
the engine is perfectly timed. have a fuel with bad combus- Alpha Lubricators of 0.32 g/kWh. “As for the future, the chal- “The Bow Firda is a pioneer
When it comes to the environ- tion properties. You know you Other vessels fitted with the lenge for the ME engine, and vessel for us and we are
ment, the most important have a constant reading from Alpha Lubricators, like the Bow engines of all types, is to fur- proud of her unrelenting
thing is to keep the engine run- the engine all the time, you are Favour and Bow Chain, report ther reduce operating costs service. Every day, owners,
ning as per specification. Fur- online, which means it’s very similar savings.” while keeping an eye on the operators and crews can be
ther, the benefits are, of course, easy to monitor the Pmax in the environmental aspects of ves- guaranteed safe, reliable
must be the slightly lower fuel engine. If something happens The ME engine has some con- sel operation. I’m quite sure and economical engine
consumption, due to the engine like a change in the bunker trol features and routines that that this last aspect will be the operation. Environmentally-
having a better timing.” quality, you can easily see it are new to the crews. Dieselfacts more important in years to friendly engine operation
with an ME engine. This is a big asked Mr Gravdal how the crew come.” ■ makes the ME engine the
Dieselfacts was keen to learn benefit.” had adapted to the new technol- choice for now and the
about Mr Gravdal’s and the ogy. “In the longer term, the future.”
crews’ opinion on living with The operating profile of the workload of the crew is the
the ME engines on a daily basis. Bow Firda results in the need
“In my role as a Machinery for the vessel to pay special at-
Surveyor, I have been following tention to emissions while still
the performance of the ME en- ensuring long-term engine
gines from the beginning. Out availability.
of a total fleet of 95 vessels, I
have 55 reporting mechanical Dieselfacts asked Mr Gravdal
performance data, including about the ME engine’s suitabil-
the Bow Cecil, the first vessel in ity to comply with the strict
the World with an ME engine, emission regulations and still
and the Bow Firda. The response maintain long-term engine in-
from the maintenance person- tegrity at a reasonable cost.
nel is very positive in all aspects, “When it comes to this cylin-
without complaint. Most of the der lubrication, and a need to
maintenance staff are the very use a low sulphur lube oil, it is
same as those who started with more easy to set and maintain
the vessels. The crew onboard a correct feed rate. Today,
are very happy to work with Odfjell has three major ports
these engines.” for lube oil supply, Rotterdam,
Houston and Singapore, with
“All Chief Engineers associated Rotterdam as the main bun-
with the vessel agree that the kering point. So far, supplies
reliability of the engines is of lube oil have not been a
good. There haven’t been any problem.”
serious problems. The elec-
tronic engines have been more “The electronic Alpha Lubricators
successful compared to con- fitted on the Bow Firda confirm
ventional engines when it a slightly lower lube consump-
comes to maintenance and tion, somewhere in the range of
operation. Without good 1.04 g/kWh. However, we believe Bow Firda’s engine room containing the electronically controlled 7S50ME-C main engine
4
DIESELFACTS

Uniting technologies for a cleaner environment

Korean two-stroke power setting the pace for green energy
The successful and speedy
commissioning of the Jeju
Diesel Power Plant, located on
island of Cheju on Korea’s
southern-most point, was the
result of close cooperation
between world leaders in a
range of technologies.

The plant’s owner, Korean

Midland Power Co. Ltd., worked
very closely with a number of
contractors to create a single
movement of direction for the
highly successful completion of
such a large and complex
project.
The Jeju Power Plant. The ESP plant can be seen sited The MAN B&W Diesel 12K80MC-S two-stroke diesel
At the heart of the power plant between the chimney (left) and the main engine house engine in the Jeju Diesel power plant. For this plant,
(right). The DeSOx plant is the cylindrical structure to the engine was rated at 43.9 MW at 109.1 r/min
lies an MAN B&W Diesel the left of the stack
12K80MC-S two-stroke engine,
supplied by the Doosan Engine
Co. Ltd., which produces after only 13 months following unanswered. While the harmonic Emission limits:
43.9MW at 109.1 r/min. The ‘groundbreaking’. Given the coordination of local Korean con-
system also utilises technolo- number, variety and size of the tractors lead to well-intentioned Sulphur oxide: <50 ppm at 4% O2, dry gas
gies such as selective catalytic units making-up the entire competition among the various Nitrogen oxide: <250 ppm at 13% O2, dry gas
reduction (SCR), electrostatic project, this very short comple- contracting teams. The abun- Particulate matter: <30 mg/Sm3 at 4% O2, dry gas
precipitator (ESP) and flue gas tion time is an incredible dant experience of the work-
desulphurisation (FGD) to fur- achievement. The plant would force, throughout all levels of the
ther reduce emissions. have been in operation even companies involved, aided accu- issues during the design phase. Exhaust gas cleaning
quicker if not for a strong winter rate management planning and However, even the best planning Strict local environmental regu-
This is currently the World’s storm delaying an equipment predictions. The quality of the could not have foreseen the ef- lations required that the power
largest two-stroke diesel engine barge for a month. chain of supply resulted in the ex- fects caused by strong winter plant would be fitted with state-
equipped with such extensive cellent supply condition of con- storms. These prevented unload- of-the-art emission control sys-
emission control systems and, Mr B. H. Jang, Doosan Power Plant struction material.” ing of equipment off a barge for tems. Extensive resources were
as the emission figures show, Management Team, explains, about a month. The historically allocated to producing the most
the strict local environmental “The short commissioning time According to Mr Jang, “Challenges short timeframe, from initial de- appropriate solution for this lo-
regulations are fulfilled. can be explained by four main occurred in three areas: technical, sign through to delivery, erection cation. The plant designers were
factors. The peculiar ‘spirit of environment and time. The de- and commissioning required able to incorporate a fully inte-
Only 13 months to completion challenge’ of the Korean contrac- sign, manufacture and erection careful planning and monitoring grated set of plants for SCR, ESP
Commercial operation started tor meant that no challenges went of the SCR plant raised the most during the entire project.” and DeSOx systems – which were
still able to be completed to the
necessary standard and within
the allocated time.
Schematic Diagram of (Buk) Cheju Diesel Power Plant

GGH
The linear management of
DeNOx exhaust gas starts by the hot air
Fan
ESP
Urea from the exhaust gas receiver
bypassing the turbochargers and
feeding into a long straight pipe
MAN B&W Diesel (minimum 5m) at the top of the
12K80MC-S
SCR plant, where it is mixed with
a reactive agent before entering
Caustic
the SCR plant. The reactive agent
Soda in this case being urea.
(NaOH) Transformer

Generator
The DeNOx air leaves the SCR
Acid
plant at its base and feeds
through the turbochargers – the
DeSOx turbochargers are mounted on
Circulating pump L.O. Jacket the engine as on other large two-
cooler cooler
Stack stroke engines. It is worth noting
that if the SCR plant was operat-
S.W. pump
ing after the turbocharger, the SCR
Disposal of L.O. pump
DeSOx water plant would need to be about
four times larger.
S.W. cooler Circulation pump
F.O. purifier
F.O. tank Main Engine
The DeNOx treated exhaust gas,
S.W. F.O. transfer
intake pump S.W. heater upon leaving the turbochargers, is
S.W. discharge fed through an ESP plant. The ESP
helps remove fine particles (less
Schedule Companies Engine type Generator DeNOx system DeSOx system
03.4.25 Plan Contractor Jungbu Power Plant Builder HSD Engine Builder Alstrom (Spain) Builder Haldor Topsoe Builder Korea Kottel
than 40 µm). A gas/gas heater
03.12.23 Procurement contract Engineering Hyundai Engineering Efficiency 45.1% Type Air cooled Type SCR Type FGD then warms the exhaust gas af-
04.6.1~ Start of civil work Engine Supplier HSD Engine Fuel DO (start), HFO (main) Voltage 13.8 kW Chemical Urea Chemical NaOH ter leaving the ESP, whereafter it
05.1.1 Installation
Environment
equipment supplier Korea Kottel Speed 109.1 rpm Pole/Frequency 66/60 DeNOX rate more than 87.5% DeSOX rate more than 75%
enters the DeSOx plant. This DeS-
05.6.1~05.6.30 Commissioning Construction Commissioning Cylinder 12 cyl. bore 800mm, stroke 2.300 mm MCR/NCR 44.49kW/40.460kW Outlet NOX below 250 ppm Outlet SOX below 50 ppm
Ox process uses acid and caustic
soda as the final operation before
being releasing the cleaned air
Schematic diagram of the power plant. An 8-metre wide poster version of the same image is located in the power plant’s guest area. into the atmosphere. ■
 5
DIESELFACTS

Diesel Academy expands Global Capacity

ME engine training places increases to meet customer demand
The success of the electronically Mr Cronhamn is keen to high- chosen by the customer, the
controlled ME engines from light the benefits of actual Diesel Academy simulator cours-
MAN B&W Diesel has resulted ‘hands-on’ practice, “We limit es allow crews to make the most
in a tremendous increase in class sizes to 10 participants at of the inherent benefits gained
the number of engineers wish- a time. This allows each person from operating the engine. Par-
ing to learn more about getting to obtain a proficiency in a ticipants will be shown how
the most from the latest gen- ‘hands-on’ environment for to obtain greater control of
eration of two-stroke diesel the ME engine. For courses re- the engine using the wide
engines. lating to MC and MC-C engines, range of operating modes
the Copenhagen Diesel available, including how to
MAN B&W Diesel’s Diesel Academy Academy can take up to 20 par- meet local environmental
has been quick to respond by ticipants at any single time. considerations by using envi-
creating three self-contained, ronmental-friendly low-NOx
mobile ME engine simulators “These courses are designed to and economy profiles.”
and in order to provide the best teach how to operate and opti-
level of service to engineers, ship- mise the performance of ME The courses offered by the
owners, etc., MAN B&W Diesel engines. Courses can also in- Diesel Academy form part of a
has appointed a senior member clude information which allow fully coordinated training pro-
of staff to head the expanding crew to learn more about the gramme organised by the MAN
services of the Diesel Academy. latest developments in the B&W Diesel Group. The Diesel
structural and mechanical as- Academy, formed in the late
The new manager, Mr Lennart pects of modern two-stroke 1960s, offers courses in a wide
Cronhamn, has over 35 years of diesel engines. Normal operat- range of subjects, including
combined experience both at sea ing duties on board shipment two- and four-stroke engine op-
as a Chief Engineer and with do not allow time for the same, eration and maintenance of all
MAN B&W Diesel’s Technical in-depth coverage of potential ages of engine.
Service. He is taking charge of conditions and effects as can
an expanding Diesel Academy, be obtained at the Diesel Details of all courses offered
including staff and facilities. Academy.” by the Diesel Academy, includ-
ing tailor-made courses that
Upon announcing the expan- “Whether based at MAN B&W cater to the specific needs of
sion, Mr Cronhamn acknowledges Diesel’s Headquarters in customers can be obtained by
the success of Diesel Academy, Copenhagen or at a convenient contacting Diesel Academy. ■
“We are pleased to announce a location anywhere in the world
four fold increase in the number
of places to be made available to
engineers who wish to obtain
hands-on experience and train- Diesel Academy
ing for the ME engines. Each new Mr Lennart Cronhamn, Diesel Academy Manager, in the ME Simulator
mobile simulator will have its training room at MAN B&W Diesel’s Headquarters in Copenhagen MAN B&W Diesel A/S
own dedicated professionals, all Teglholmsgade 41
of whom have extensive knowl- 2450 Copenhagen SV
edge in key areas and a large part most benefit. All mobile simula- non-electronic engines quickly Denmark
of their experience is founded on tors will be constantly updated and easily become proficient
their own operational experience with regard to both hardware and with the operating modes of Tel.: +45 33 85 11 00
in the marine transport industry. software as used in actual ME the ME engine through a com- Fax.: +45 33 85 10 49
This expertise is supported by engines as it becomes available.” bination of theory and hands-
MAN B&W Diesel’s unmatched on practice. E-mail: [email protected]
technical expertise and operation- Incresed flexibility
al know-how with both tradition- “The increased flexibility per-
al MC and MC-C and electronically mitted by the expansion enables
controlled ME engines. the Diesel Academy to offer
more tailor-made courses to
As Mr Cronhamn points out, “It ship-owners, engineers and oth-
is very reassuring for the more er professionals. The demand for
experienced crew to know that such courses, which are current-
the person presenting the new ly held at MAN B&W Diesel’s
idea, practices and technical Headquarters in Copenhagen,
developments is also ‘one of recognises the need for new ar-
them, a person who has been in eas of competence by individu-
their job, someone who has spent als within the institutions such
many years operating MC en- as classification societies and in-
gines and machinery in often surance companies,” explains
difficult conditions.” Mr Cronhamn.

“Given the global nature of the There are many advantages to

shipbuilding industry, Diesel be gained by both new and ex-
Academy has decided to base the perienced crew in obtaining
mobile simulators in areas where hands-on experience of elec-
large-scale shipbuilding takes tronically controlled engines.
place, i.e. China and Korea. How- For new crew, the mobile simu-
ever, as the units can be moved lators can be seen as having the
on standard pallets, they can be two-fold benefit of giving per-
shipped to anywhere where sonnel ‘best practice’ routines
needed around the world.” for both the electronically con-
trolled ME engines and the pre-
“We aim to provide high quality vious generation of MC and
training, using the latest tech- MC-C engines. Ship personnel Engineers taking a course in the ME Simulator training room. Ease of inspection
niques, where the customer gets with previous experience of and maintenance of the ME control system is highlighted by the instructor
6
DIESELFACTS

Saving time, saving money

Crankshaft specialists saves customer 10 months waiting time
The success of a unique shrink-
fitting operation performed by
specialists at MAN B&W Diesel’s
Service Center Werk Hamburg
has resulted in a vessel return-
ing to service 10 months ahead
of time.

Mr Andreas Schmager, the

Superintendent-Engineer in
charge for shrinking-projects
on vessels/power stations, “In
2004, we performed nine
shrinking jobs worldwide and,
during 2005, eight similar
projects were completed. In the
last two years our know-how
has grown rapidly on this kind
of job, allowing us to reposition
any kind of crankshaft in the Pre-machining of the new shaft section Aligning the new section with the crankshaft. A heat shield placed on
shortest time possible.” the heat treated crankshaft aids heat retention and protects workers.

The ‘Alaska Rainbow’, a 22,782

ton Bulk Carrier vessel, suffered
a mechanical failure of the
crankshaft drivewheel while in
Piraeus.

The failure was traced to a loss

of the pressure fit to a keyway
fit arrangement. A more de-
tailed inspection also found
cracks in the area of the keyway,
and the entire press fit showed
signs of severe hammering. Due
to the severity and scope of the
damage, on-site repairs were
not feasible.

The owners of the vessel were

informed that a new, replace-
ment crankshaft for the
6UCE 52/160 L engine would Final machining of the new shaft section after being heat shrunk onto The repaired crankshaft, complete with gear wheel was dispatched to the
have been approximately 12 the crankshaft owners from Hamburg on January 26 by the same method as it arrived
months.

Fortunately, the only location in The crankshaft arrived in the Pre-machining of the new As planned, the crankshaft, Mr Detlev Stobbe, Mechanical
the World that could undertake Werk on December 21, 2005. The flanged shaft section was per- which is also covered by an ac- Engineer for Heavy Machining
a repair solution on this scale first task was to separate crank- formed during January 2 to 5 by ceptance certificate issued by Operations and Crankshafts at
and within the acceptable time- web No. 1 from the shaft- the staff at the MAN B&W the classification society, was the Service Center Werk
frame was located at MAN section. Diesel Service Center Werk despatch to the owners on Hamburg, “Our know-how on
B&W Diesel’s Service Center Hamburg. January 26. crankshafts and the required
Werk Hamburg, relatively close The release of the shrink-fit of machinery to perform opera-
to the vessel. the flanged shaft section was Machining of the shrink-fit The project would not have been tions on such a large scale,
performed in about an hour by bore in the aft-end crankweb possible without the specialist together with large amount of
The operation started with the heating the web and cooling between January 5 to 9 (in knowledge, skills and creativity patience, means we are able to
removal of the crankshaft in the bearing journal. In order to German engineering terms, this shown by the staff at the Service execute such jobs to the com-
Piraeus. This was followed by a prevent damage, the cooling is known as crankweb No. 1). Center Werk Hamburg. The end plete satisfaction of our
four-day, overland journey to down period of the heated result of the repair being a ves- customers.” ■
the service centre. The crank- shaft section took place over a Preparations for the shrink-fit sel returning to service in the
shaft was loaded on to a special period of four days, between operations started on January fastest time possible.
45-ton heavy-duty truck. The December 23 and 26. 10. Great care was taken when
load, measuring some eight positioning the new crankshaft
meters long and two and a half It was decided at an early stage piece (see Fig. 2) as the align- Executive statement:
meters wide required special at- in the project to obtain a new ment of the new shaft had to be Dr. Tilmann Greiner, Senior
tention while en-route, hence drive wheel and oversize thrust perfect. Vice President Service Center
the duration of four days. bearing shaft section from the Werk Hamburg, stated upon
original engine builder. These Shrink-fitting of the new successful completion of the
In Hamburg, meanwhile, the were sent from Japan by air and flanged shaft occurred January project, “I am very happy to
necessary preparations for arrived on December 30. 11. Finish-machining operations help customers, especially in
shrink-fitting the thrust bear- were conducted during January such unusual cases.
ing shaft section, weighing 7 Due to the diameter of the 12 to 18. Compared to alternative
tons, were made. These includ- crank webs, the centres of spe- solutions, the repair solution
ed preparation of heating- cial crankshaft lathe had to be A floor-type boring and milling undertaken by the staff at
treatment, receiving the origi- raised in order to perform the machine finished the flange Service Center Werk Hamburg
nal drawings and components finish-machining – the adapta- bores and keyway between allows vessels to be returned
to be exchanged from MHI as tion of the lathe occurred while January 19 to 23. The drive to operational service many
well as preparation of own hy- waiting for the new shaft wheel was mounted on months earlier.”
draulic presses. section. January 24 to 25.
 7
DIESELFACTS

New K80ME-C and S80ME-C engines

Looking to the Future
With the order books full for
quite some time in all major
yards, the time has come to Slide fuel valve W-seat
prepare for the future. Hence
a comprehensive updating of - Less deposits - Increased TBOs for
our 80-bore programme has - Improved combustion valve seat
now been introduced. The new process - Reduced number of
K80 and S80 engines will be - Emissions reduced grindings
available in both electronic and - Less visible smoke - Fewer dent marks
mechanical versions (MC-C
and ME-C types).

The new S80ME-C engines have

been designed for customers
who operate VLCC and very
large bulk carriers with a limited Improved piston ring OROS combustion
need for speed, while the new pack configuration chamber
K80ME-C fulfils the require-
ments of medium and large - High topland crown - Reduced surface
TEU-rated container vessels. - Increased height of temperatures
first piston ring - Elimination of
The new versions have a higher - Copper band on piston top coating
output/lower weight ratio per piston skirt - Less piston top stress
kW of generated power. This
increase of performance has
been possible due to new design
features.
The requirements of the new
New main design features: engines have led to the need for
a new design of bedplate which
• OROS combustion chamber accommodates an improved
• Improved piston ring pack thrust bearing design and trian-
configuration gular type frame box. The
• 360 degree thrust bearing improved power to weight ratio
• Triangular guide plane design has been achieved without
• Twin stay bolts compromising the reliability
• Alpha Lubricators which has made the MC and
• White metal thin shell MC-C engines the choice for
bearings owners across the World.
• W-seat
• COL lubrication of stem seal As an integral part of the new
• New bedplate design K/S80ME-C engine design, the
cylinder iframe design has also
The new engines join a highly been refined to optimise the
successful range of ME engines. balance between material
To date, over 200 ME engines, strength and weight. Addition-
covering all engine sizes, have al improvements include an
been delivered or are on order. improved design of exhaust
valve – removing the ducts used
The main features of the ME for cooling has resulted in a
engine range include an elec- simplified design which also Triangular frame box
tronic Engine Control System retains more heat.
(ECS) which precisely calculates - Increased strength
and optimises timing for fuel The existing engine pro- - Better glideshoe
injection and exhaust valve ac- gramme, with both mechanical sliding surface
tuation. The fully redundant and electronic control, will still - Reduced welding
electronic system controls start be valid in parallel with the new costs
and reversing sequences, in engine designs. ■
addition to operating an elec-
tronic governor function.

360o thrust bearing The power and speed figures for the uprated engines

6-9S80ME-C 6-12K80ME-C

Improved bedplate Power (kW/cyl.): 4510 4530

design Speed (r/min): 78 104
SFOC (g/kWh): 167 171
- Better access for Stroke (mm): 3450 2600
inspections and Bore (mm): 800 800
maintenance MEP (bar): 20 20
- Twin stay bolts Pmax (bar): 160 160
- Reduced oilpan size Piston speed (m/s): 9 9

Lube oil consumption: 6-9 kg/cyl / 24 h

Guiding cyl. oil feed rate: 0.7 g/kWh
8
DIESEL

In the very heart of Asian service culture

Service Center Singapore setting the highest standards of service
At MAN B&W Diesel’s Service strategic choice for a wide range Engineers and Service Managers
Center Singapore, 150 men and of activities. What Raffles started their professional careers
women fulfil a similar promise founded nearly two hundred as customers of MAN B&W
as the world-famous ‘Singapore years ago, has, today, developed Diesel. For example, some were
Girl’, the icon of Singapore’s into South East Asia’s top logistic Chief Engineers or Superintendents
national airline – a symbol that hub.” working for vessel owners or
signifies the highest degree of operators and can, therefore, see
service to a customer. “Every day of the year, some 400 issues from the other side.”
ships visit Singapore – the
Service Center Singapore aims to majority of which run MAN “Our partners in the day-to-day
give all customers the highest B&W Diesel engines. However, business are made up of this
possible level of support when- this does not mean that we just same group of professionals. We
ever and wherever needed. have to wait for the customers to speak their language, we know
come to us. Competition to pro- about the commercial pressures
Mr Felix Leggewie, Managing vide every service imaginable is they have to carry and we do
Director of MAN B&W Diesel extremely strong.” everything to help them in ful-
(Singapore) Pte. Ltd., takes ut- filling the expectations put on
most pride in the continuing “So, we have to act proactively them.”
growth in size and responsibili- and make the difference. Not in
ties of Service Center Singapore: price. You cannot be both a “As a former Fleet Manager, I
quality and a price leader at the very much sympathise with
“The fact that our status has just same time. At the core of MAN their position. Therefore, it is
been changed to become the B&W Diesel’s new ‘MAN B&W - important for me to remember,
Regional Center South East Asia PrimeServ’ concept is the philos- and to remind colleagues, that if
for MAN B&W Diesel, reflects and ophy of providing a ‘First Class you forget about your roots, if
honours the efforts put in by all Service’. This requires, by its very you loose your ability to think in
our employees over the previous nature, huge investment on our your customers’ terms, this is
three decades of our presence in side. This investment in person- where problems can start.”
the region. We have now to nel, facilities and support func-
maintain the challenging tions such as warehousing, will In describing the developments
promise behind our new status, provide long-term benefits for all over the last five years at Service
both towards our customers of our customers. Our aim is to Center Singapore, Mr Leggewie
and towards our shareholders.” ensure trouble-free operation of is happy to point out that, “In
customers’ engines, thus en- early 2001 we had some 90
The Service Center was founded abling them to satisfy their own employees and we basically con-
in 1977 and is located in the Tuas clients.” centrated on technical service,
area of Singapore’s South West- spare part sales and reconditioning
ern tip, at the heart of the vibrant Knowing what customers are of engine key parts. In contrast, Singapore container terminal. One of the World’s leading transportation hubs
centre of the island’s marine looking for is the key to offering today we employ 150 staff and
industry. The Service Center is the right service at the right time. have just become a regional cen-
surrounded by famous shipyards Mr Leggewie approaches these ter – an impressive achievement sales for high and medium speed markets, is currently undergoing
like Sembawang, Keppel, Jurong issues from a strong foundation in such a competitive arena.” engines, for both marine and in- a necessary modernisation
and Pan United. and a clear line of thought, dustrial applications from exercise in order to increase
“Finding out what customers are “As we increased our service 248 kW up to 10,000 kW.” attractiveness for investors and
Today, Service Center Singapore looking for is very simple, but activities in line with the World’s existing shareholders.”
activities reach out to Sri Lanka not without difficulties too. You ever-growing commercial fleet, “Today we can even offer com-
in the West, Nepal in the North, have to adopt your customers’ we, in parallel, extended our plete, ‘turnkey’ solutions for “MAN B&W Diesel is part of
the Pacific island of Saipan in the thinking. The majority of our activities to include new engine small power plants in the 30 MW this transformation process
East and Indonesia in the South. range.” too. A new board, new logo,
strong company values, higher
The Service Center’s 8,600- “We are also engaged in long- commercial targets and, of
square metre compound houses term maintenance contracts, course, our new ‘MAN B&W
all the services and plant re- perform power plant conversion PrimeServ’ concept.”
quired to undertake large-scale, and rehabilitation projects and
comprehensive tasks. As seen in recently entered, with success, “The adoption of this concept as
the photograph, the large ma- the local key Offshore market. quick as possible is one of the
chining and assembly shops This latest venture was done in key strategic issues for overall
provide the basis for numerous close cooperation with MAN improvement and making our
and various types of activities. B&W Diesel’s International Service business grow. Service
Offshore Group (IOG). The first has moved into the very centre
The comprehensively stocked major contract for this type of of MAN B&W Diesel’s planning
warehouse and office facilities work was concluded during 2005, the future.”
provide the highest standard of for 12 x MAN B&W Diesel
support, enabling technicians to 9L27/38 engines for Swire “There are notable milestones
quickly and expertly assess and Pacific Offshore.” on the way to creating the service
fulfil the needs of a wide range of label, ‘MAN B&W - PrimeServ’.
customer wishes. As Mr Leggewie says when asked Increasing our performance and
what he sees as the main chal- competitiveness are at the top
Mr Leggewie, when asked what lenges for this business area in of our list of goals on the way
makes Service Center Singapore the future, “Well, for sure, we are to fulfilling some of the objec-
the choice of the many custom- not living in boring times.” tives inherent in the ‘MAN B&W
ers placing orders with Service - PrimeServ’ concept.”
Center Singapore, responded “Today, faster than ever, business
with conviction, “First of all, we changes all the time. This “In order to further increase
are sited in an excellent location. presents many challenges and the organisation’s performance
Like Sir Stamford Raffles, the opportunities. Let us start with and competitiveness, means
founder of modern Singapore, we the internal ones. The MAN improving our internal process
find that the pivotal location group of companies, like other efficiency, introducing a
makes Singapore a fantastic Felix Leggewie, Managing Director MAN B&W Diesel (Singapore) Pte. Ltd. major players in the world’s ‘Customer Relationship
 9
LFACTS

Service Center Singapore main office complex and workshop facility

line with our new values; to be lic interest in ‘greener’ energy applying the latest on-line diag-
open, dynamic, reliable and production, is our chance and nosis and maintenance tools.”
innovative.” obligation too for creating inno-
vative products.” “Other steps we are currently
Constant innovation and im- entering into, depending on the
provement are obvious goals, but “While our home organisation individual customer’s philoso-
what does it mean to be inno- develops new ‘hardware’ like phy, include new, strategic alli-
vative and in what areas of the the electronically-controlled ances with different levels of
operation is this most apparent ME engine, with its choice of engagement in our clients’ daily
By Courtesy of the PSA CORPORATION LIMITED
to customers of Service Center operating modes, including an operations.”
Singapore? environmentally-friendly low-
NOx mode, we, as a service cen- “This starts with periodical,
Mr Leggewie: “Our customers tre, look into a safer and more regular check-ups, service
Management’ – CRM – tool, more sometimes dangerous, tendency are faced with many tough chal- reliable operation of existing agreements and leads on to full
new products and services like to concentrate on internal mat- lenges. Tight logistic supply power plants.” ‘Operation and Maintenance’
on-line diagnosis and mainte- ters and to forget about the chains requirements, increasing contracts.”
nance, the introduction of a new customer and his needs.” environmental legislation and “In developing the worldwide
industrial education standard other related factors simply ‘MAN B&W - PrimeServ’ network “In commercial, technical and
and qualification – the ‘Interna- “We have to be aware and require a safe and absolutely we are moving away from the old organisational terms, this is
tional Service Technician’, further constantly adjust ourselves to reliable operation of their ‘solve-problem-only’ service some kind of new and challenging
increasing of our local presence the requirements of this busi- engines.” definition. The goal is to arrive at territory for us and our clients.”
by investing in existing service ness world, the requirements of an innovative and cost-saving
hubs and setting up new ones.” our customers must have first “The resulting commercial ‘prevent-problem’ attitude. This, “But a safe win-win situation for
priority.” pressures, as well as rising pub- for example, could be done by both.” ■
“We want to really transform our
existing Service organisation “In the end, it is the customer
into a globally-linked and who keeps us alive.”
customer-orientated worldwide
service network under the ‘MAN Given the emphasis on the cus-
B&W - PrimeServ’ brand label.” tomer, is it possible to describe a
‘normal’ customer profile?
“Thus we will differentiate from
our competitors.” “Our customer range,” as Mr
Leggewie points out, “Starts
“They, too, are not sleeping, and from the small, independent
competition does not come only Indonesian fisherman or single
from other OEMs. Spare part ferryboat owner and ends with
pirates are an increasing threat the biggest names in shipping. In
to both engine reliability and addition to vessels of all sizes,
crew safety.” small and big yards, IPPs and gov-
ernment authorities also rank
“We will have to watch the among our valued clients.”
markets very carefully and
keep our customers informed “Everybody who operates MAN
about the operational threats B&W Diesel engines, for what-
associated in dealing with non- ever purpose, is our ‘normal’
qualified suppliers of parts and customer.”
services.”
“There is no specific profile. The
“Perhaps, the biggest challenge secret of success is to adjust
for large organisations occurs yourself to the actual needs of
when they have a certain, and the individual profile. This is in Inside one of the main workshops
10
DIESELFACTS

Extending lifetimes for Trans-Pacific vessels

Three new 8L27/38 Holeby GenSets for Matson re-engineering project
Matson Navigation Company, a
leader in Pacific shipping since
1882, continually looks for C9 Class Vessels:
ways to upgrade its fleet, pro-
viding customers with a mod- Length: 262 m
ern and efficient service. Most Speed: 23.0 knots
recently, the company pur- Deadweight: 30,167 t
chased four new ships with TEUs: 2,824
MAN B&W Diesel engines from
Kvaerner Philadelphia Ship-
yard. In 1996, the company also to detail and that the end result
took delivery of three, bridge- is in line with our design expec-
forward 2824 TEU container tations.”
vessels, M/V Mahimahi,
Manoa and Mokihana. After “We expect, above all, that the
retrofitting a new Holeby project will provide the satisfac-
8L27/38 GenSet on each vessel tory performance that meets our
and replacing the turbochargers design criteria. In the case of the
on the remaining two engines, turbocharger refit, the end re-
these 30167 dwt workhorses sults have far exceeded out ex-
can still provide a fruitful role pectations. The generator on the
for many years into the future. M/V Mahimahi, on which the
first turbocharger was installed,
During 2004/5, the Oakland- has been operating almost con-
based carrier undertook a feasi- tinually since the installation in
bility study to gauge the benefits April 2005.”
brought about by installing the
latest generation of power plants. M/V Mokihana, one of the three vessels covered by the project. These vessels will also undergo a redesign of “The role of MAN B&W Diesel in
In consultation with colleagues the cargo loading method. A rear loading ramp and garaging facility will be added as part of the redesign the project required that we were
throughout the MAN B&W Die- kept up-to-date on all aspects of
sel Group, project leaders in Hole- reducing the impact on power and financial resources. In ment GenSet that would be a the project throughout the en-
by and Augsberg, together with in-service downtime. 2003, during the strategic plan suitable. After detailed and tire process. There was an open
staff from the owner, concluded meetings, we committed to lengthy discussions with Søren line of communication through-
that by replacing all the out-of- Matson’s project leader, Mr study and implement a pro- Rasmussen (MAN B&W Diesel out the entire organisation –
date turbochargers and GenSets Ramani Srinivasan, Technical gramme to address the opera- Holeby) and Ralf Kaetscher from conceptual design to the
onboard each of the vessels, the Director – Matson Navigation tional efficiency of these vessels. (MAN B&W Diesel Augsberg), we detailed engineering to the
necessary performance require- Company, is responsible for all There are several weak links on project execution. This was es-
ment could be obtained at an eco- engineering aspects. In these the existing generators such as sential as we also engaged a struc-
nomical level. projects, he is assisted by two of the control system, turbocharger, tural design firm to detail the
Matson’s Superintendent cams and camshafts, etc. Our structural issues for the installa-
The initial findings of the study Engineers, Gene Mapa (Senior master plan was to address to the
led to a two-phase installation; Port Engineer) and Dan Moylan best of our ability all the deficien-
the first phase entailed changing (Port Engineer). cies and replace one generator in
the turbochargers on two en- its entirety.”
gines within each vessel while a Mr Srinivasan gives view to the
second, later stage, included re- background and scope for the “The extent of the project was
placing an entire GenSet in each work on the three vessels, “The C9 first discussed when we made
vessel. Class Vessels were built at contact with MAN B&W Diesel
Avondale shipyards in 1982. The Holeby and MAN B&W Diesel in
This two-stage approach to the existing generators on the ves- Augsberg around May/June
project allowed each project sels have proved to be very 2004. This meeting discussed
team to maximise their unreliable over the years and potential upgrades to the turbo-
resources while, at the same time, have been a major drain on man- chargers and finding a replace-

MAN B&W Diesel L27/38 Holeby GenSet

selected the proper sizing and tion of the new MAN B&W Diesel
specification for the new engine GenSet.”
and the replacement turbo-
chargers.” “We choose MAN B&W Diesel
as I personally have operating ex-
“At the beginning of 2006, we perience with many MAN
have, so far, replaced two turbo- B&W Diesel engine types – both
chargers and four more are slow speed and GenSets. Our
planned for replacement by mid- new vessels are all equipped with
year. The three new GenSets from MAN B&W Diesel slow speed
Holeby are also on order and the propulsion engines. We have ex-
first replacement GenSet is tensive and close contacts with
planned for later this year.” many engineers in the
Copenhagen office and we have
On commenting on what he sees cultivated very strong ties and
as the major challenges for the business relations.”
project, Mr Srinivasan points to
an issue that concerns every own- “Besides all of the above, the
er: “The major challenges to the design and reliability of the MAN
Ramani Srinivasan (seated centre), Technical Director for Matson, Gene Mapa (second from right), project, as with all engineering B&W Diesel engines speak vol-
Dan Moylan (sixth from right) and members of the Matson Engineering Department projects, is the required attention umes for themselves.” ■
 11
DIESELFACTS

Launch of MAN B&W PrimeServ

One global high quality after-sales network
The MAN B&W Diesel Group is capable hands of Dr. Stephan engine monitoring technology trained specialists and enable centres, be working with the
bringing all of its worldwide af- Timmermann, a Member of the – including a global satellite MAN B&W Diesel to offer its newly established training
ter-sales services under the Executive Board. communication infrastrucure. customers an international, course for ‘International Service
brand name MAN B&W around-the-clock service. The Engineers’ to help lead the in-
PrimeServ. With MAN B&W Dr. Timmermann: “I consider The extensive network of service six new service centres will, to- ternational service business
PrimeServ, MAN B&W Diesel is that the new services in MAN centres are staffed by highly gether with the existing service into the future. ■
making a clear statement B&W Diesel’s portfolio are es-
about its focus on service – giv- sential for the continuing
ing customers fast, reliable and growth of the Company. Along- Seven new centres
high quality service. side engine products and our
licensing business, after-sales Dalian
As a key part of the business, service is a core activity and Los Angeles
MAN B&W Diesel is giving even supporting pillar of the MAN
more attention to customers’ B&W Diesel Group.” Guangzhou
after-sales needs. Plans are
Houston
already in place to expand a The objective of the worldwide
broad range of service activities MAN B&W PrimeServ after- Dubai
in the immediate future and sales network is to engage even
over the next few years. Seven more actively with customers Cuba
new MAN B&W PrimeServ in order to offer them even Mumbai
branches will be opening dur- better service.
ing 2006 – in Houston, Dubai,
Cuba, Guangzhou, Dalian, One feature of the innovative
Mumbai and Los Angeles. MAN B&W PrimeServ portfolio
is the ‘Online Service’. This, ‘real
In 2005, the entire after-sales time’, information data logging
business was placed in the facility uses cutting-edge

Chinese Diesel-Electric Power

Natural gas research vessel confidence in the L27/38 GenSets
MAN B&W Diesel A/S, The GenSets are scheduled for China, reports: “A vital reason
Denmark, has secured a new delivery during November for the contract being success-
interesting contract for the 2006. Upon completion by the fully settled was due to the
supply of four GenSets for a shipyard during 2007, the ves- buyers’ [shipyard and owner]
diesel-electric ‘Natural Gas sel will be taken over by the confidence in the performance
Hydrate Integrate Research owner and operator, Guang- of MAN B&W Diesel products,
Vessel’ newbuilding in China. Zhou Marine Geological Survey. in addition to excellent techni-
cal support and efficient after-
The vessel, which will be built The newbuilding, which is sales service.”
by Wuchang Shipyard, Wuhan designed by the renowned
(China), is to be powered by MARIC Design Institute, The twin-screw diesel-electric
three MAN B&W Diesel main Shanghai, is optimised for com- propulsion and drive system is
Holeby 6L27/38 four-stroke prehensive marine survey and based on a low voltage Siemens
GenSets. A fourth engine, an natural gas research operations. package powering a pair of
MAN B&W Diesel Holeby Schottel thruster propellers. ■
9L16/24 GenSet, will be used as GenSet Sales Manager, Mr. Zhou
harbour/auxiliary unit. Ming Li, MAN B&W Diesel,

Auxiliary/harbour GenSet: Modular, end-box design of the L27/38 results in quick and easy
9L16/24 access for inspection and maintenance routines

Main GenSet:
6L27/38
Principal particulars

Length oa.: 106 m

Length pp.: 96 m
Main GenSet: Breadth: 17.4 m
6L27/38 Depth: 8.3 m
Draught: 5.5 m
Est. speed: 17 knots
Endurance: 15,000 Nm (unrestricted service)
Main GenSet:
6L27/38 GenSets: 3 x MAN B&W Diesel type 6L27/38
Output: 3 x 1980 kW = 5,940 kW
Aux. GenSet: 1 x MAN B&W Diesel type 9L16/24
Output: 810 kW
Example power production layout, utilising three primary 6L27/38 GenSets and one auxiliary 9L16/24 GenSet
12
DIESELFACTS

Matching ambient temperatures

Ensuring correct engine matching across temperature extremes
Although temperatures vary ship (normally referred to as Turbocharger air
Special
greatly throughout the World ‘Tropical ambient reference intake temperature High temperature
various engine design precau- conditions’). The International Standard matched engine
tions may enable engines to Association of Classification 55 ISO temperature
operate in unrestrictive service. Societies (IACS), Rule M28, re- Up to 100% SMCR matched engine Special
quirements for this are shown running is not allowed 50 Max. tropical
Normal temperature
Ambient temperature influ- in Table 2. 45
Max.
tropical
ence on engine design layout 45 °C
temperature
for ‘standard ambient air tem- When applying the central 40
perature matched engines’ is cooling water system, the cor-
based on the International responding, central cooling 35
Special ISO based
Standards Organisation’s (ISO) water/scavenge air coolant Special
30 design design
ambient reference conditions, temperature is 4oC higher than ISO basis
Standard temperature layout
ISO design
as shown in Table 1. the seawater system tempera- basis 25 25 °C
ture, i.e. 36oC. layout
20
Engines must be able to oper- Up to 100% SMCR
ate in unrestricted service, i.e. MAN B&W Diesel engines running is allowed For engine loads
15
up to 100% of the Specified matched according to above higher than 30% SMCR
a low scavenge air
Maximum Continuous Rating rules are able to operate contin- 10
coolant temperature
(SMCR), under the special uously up to 100% SMCR in the is recommended
5
maximum ambient tempera- air temperature range between (Giving low SFOC and
ture conditions required by the -10 to 45oC. 0 low scav. air press.)
Lowest
Table 1: ISO ambient reference conditions -5 Min. winter
Normal min. temperature
Min.
-10 winter
ISO 3046-1:2002(E) and ISO 15550:2002(E): -10 °C Low ambient air
temperature
Barometric pressure: 1000 mbar Up to 100% SMCR running -15 temperature exhaust
only allowed when low ambient
Turbocharger air intake temperature: 25oC gas bypass will be
temperature exhaust gas -20 needed below min.
Charge air coolant temperature: 25oC bypass is installed
Possible low ambient
air temperature temperature
Relative air humidity: 30% -25 exhaust gas bypass for
operation on extreme
Table 2. Tropical ambient reference conditions -30
cold winter conditions
-35
IACS M28 (1978)
Barometric pressure: 1000 mbar -40
Air temperature: 45oC
Seawater temperature: 32oC Fig.1: Principles for standard and special high ambient air temperature matched engine
Relative air humidity: 60%
In recent years, some owners/ standard and special high ambi-
shipyards have required unre- ent air temperature matched en-
stricted service on special maxi- gine are shown in Fig. 1.
Temperature oC mum ambient temperatures
Scavenge air Scavenge air
56 higher than the tropical ambi- Low air temperature matched
temperature limit temperature limit
Standard 55 °C Max. 55 °C ent temperatures specified by engine
54 IACS Rule M28. Operation in arc- At the other end of the air
Standard Special
ISO temperature high temperature tic areas with extreme low air temperature range, the same
52
matched engine matched engine temperatures have also some- increase of 5oC in the design
50 Maximum Maximum times been required by owners/ air intake temperature will
scavenge air scavenge air shipyards. In such cases, the result in a too high scavenge
Standard 48 °C 48 Max. 48 °C
temperature temperature main engine has to be specially air pressure when operating
46
at 100% SMCR at 100% SMCR matched, as described below. at -10 oC. Operation below
-10+5=-5oC will then only be
44 High tropical air temperature possible when installing a
matched engine variable exhaust gas bypass
42 High tropical As a rule, higher turbocharger valve system for low air
scavenge air air intake temperatures may temperatures.
40 coolant Max. 40 °C
Standard temperature
result in lower scavenge air
38 tropical pressures, and vice versa. Ensuring good combustion
scavenge air High tropical chamber conditions
Standard 36 °C 36 coolant seawater Max. 36 °C
For example, the scavenge air For high tropical seawater/
temperature temperature
34 pressure will be too low with an scavenge air coolant tempera-
Standard tropical increase of just 5oC in the tropi- ture-matched engines, an in-
Standard 32 °C 32 seawater cal air temperature from the crease of the scavenge air coolant
30
temperature
ISO based
standard 45oC to 50oC. However, temperature will involve a simi-
High scavenge this pressure reduction can be lar increase of the scavenging air
design Max. 29 °C
air coolant
28 temperature
layout compensated by specifying a cor- temperature. This has a negative
ISO based respondingly higher (turbo- impact on the combustion cham-
26 ISO
Standard scavenge air charger) scavenge air pressure at ber temperatures. Therefore an
design
basis 25 °C
24
coolant
layout ISO ambient reference condi- alarm set point of 55oC is applied
temperature
tions. This means that the engine for protection of the engine on
22 has to be matched for the all marine applications.
25+5=30oC turbocharger air in-
take temperature, instead of be- The standard marine scavenge
Up to 100% SMCR Up to 100% SMCR Up to 100% SMCR Up to 100% SMCR ing matched for the ISO-based air air cooler is specified with a max-
running is not allowed running is allowed running is allowed running is allowed temperature of 25oC. The original imum 12oC temperature differ-
(scavenge air) (scavenge air) (scavenge air coolant/ (seawater) ISO-based heat load conditions ence between cooling water
central cooling water) will then, approximately, be ob- inlet to scavenge air outlet at
Fig.2: Principles for layout of scavenge air cooler for standard and special high scavenge air coolant tained for this higher design air 100% SMCR. This gives a maxi-
temperature (illustrated for a central cooling water system using a standard air cooler design) temperature. The principles for mum scavenge air temperature
 13
DIESELFACTS

of 36+12=48oC for the scavenge In order to prevent excessive

air cooler layout and, according- pressures under such condi- Air intake casing
ly, a margin of 7oC to the scav- tions, and if no engine design
enge air temperature alarm precautions have been taken, Exhaust gas bypass Exhaust gas system
limit of 55oC. the turbocharger air inlet tem- Exhaust gas
perature should be kept higher receiver
A temperature difference of than the ambient air tempera-
8oC is considered to be the low- ture. This can be done by pre- B
est possible temperature differ- heating. Furthermore, the Turbine
ence to be used for a realistic scavenge air coolant tempera-
specification of a scavenge air ture should be kept as low as
cooler. Accordingly, the possible. This reduces the
48-8=40oC is the maximum ac- scavenge air pressure. The in-
1
ceptable scavenge air coolant service engine power should C1+2 Turbocharger
temperature for a central cool- also be reduced.
ing water system, see the prin-
ciples for layout of the scavenge Some engine design precau- D1
air cooler in Fig. 2. tions have to be taken for inlet
air temperatures below -10oC. Scavenge Compressor
The demand of an increased air cooler
Scavenge 2
tropical scavenge air coolant With a standard load dependent air receiver
(central cooling water) tem- exhaust gas bypass system, as
perature of up to 40oC can be shown in Fig. 3, part of the
compensated by a reduced exhaust gas bypasses the turbo- D2
temperature difference over charger turbine, giving less
the scavenge air cooler. This energy to the compressor. This
can be obtained by an in- reduces the air supply and scav- Diesel engine B Exhaust gas bypass valve
Controlled by the scavenge air pressure
creased water flow and/or a enge air pressure to the engine.
larger scavenge air cooler. C1+2 Control device
The load dependent bypass con- Ensures that the load dependent scavenge air pressure
Design recommendations trol can be incorporated in the does not exceed the corresponding ISO based pressure
When a ship is operating in arc- electronically controlled ME en-
tic conditions (with low turbo- gine’s Engine Control System D Required electric measuring device
charger air intake temperatures) (ECS) as an add-on – meaning that D1 Scavenge air pressure
the density of the air will be too the shaft torque measurement is D2 Engine speed and engine load
high. As a result, the scavenge not needed for ME engines.
Fig. 3: Standard load dependent low ambient temperature exhaust gas for bypass system
air pressure, the compression
pressure and maximum firing The exhaust gas bypass system
pressure will be too high. ensures that when the engine is running at part load at low am- ever, in Wintertime it may be
bient air temperatures, the load different as the scavenge air
dependent scavenge air pres- pressure is controlled by the
Steam production sure is close to the correspond- bypass valve.
kg/h ing pressure on the scavenge air
pressure curve which is valid for As an example, Fig. 4 shows the
2,500 6S60MC-C/ME-C Total steam ISO ambient conditions. When influence of the load-depen-
SMCR = 13,560 kW at 105 r/min production,
the scavenge air pressure ex- dent exhaust gas bypass system
with exhaust
Air intake temperature: 0 °C gas bypass ceeds the read-in ISO-based on the steam production when
scavenge air pressure curve, the the engine is operated during
bypass valve will open propor- Winter, with an ambient air
tionally and, irrespective of the temperature of 0oC and a scav-
2,000
ambient conditions, will ensure enge air cooling water temper-
Surplus steam that the engine is not overload- ature of 10oC. As Fig. 4 shows,
ed. At the same time, it will keep only a system with an exhaust
Total steam the exhaust gas temperature bypass can fulfil the require-
production,
relatively high. ment for steam.
without bypass
1,500
During normal operation at low The calculations have been
Steam ambient temperatures, the ex- made for a 6S60MC-C/ME-C
consumption haust gas temperature after the engine equipped with a high-
turbochargers will decrease by efficiency turbocharger, i.e.
Extra steam
about 1.6oC for each 1.0oC reduc- having an exhaust gas temper-
needed
tion of the intake air temperature. ature of 245oC at SMCR and ISO
1,000
ambient conditions.
The load-dependent exhaust
gas bypass system ensures that Conclusion
the exhaust gas temperature When fitted with a bypass,
after the turbochargers will these engines will normally be
500
only fall by about 0.3 o C per able to operate worldwide in
1.0oC drop in the intake air tem- unrestricted service without
perature, thus enabling the ex- any precautions being taken.
haust gas boiler to produce
more steam under cold ambi- Even if the ship has to operate
ent temperature conditions. in extremely hot or cold areas,
0 the MAN B&W Diesel engines
40 80 90 100% SMCR
Irrespective of whether a by- can, as this article illustrates,
50 60 70
Engine shaft power pass system is installed or not, also operate under such condi-
the exhaust gas boiler steam tions without any problems as
Fig. 4: Expected steam production and consumtion for an exhaust gas boiler (in a bulk carrier or tanker) at production at ISO ambient con- long as some simple precau-
Winter ambient conditions with and without a load-dependent low air temperature exhaust gas bypass system ditions will be the same. How- tions have been taken. ■
14
DIESELFACTS

International Service Engineer training

New qualification for After-Sales Engineers
MAN B&W Diesel’s After-Sales young employees, but also once they have taken their centre in Hamburg. Here, the
department is launching a new ensure knowledge transfer,” skilled worker’s final examina- participants focus on develop-
training programme for peo- explains Dr. Timmermann. tion. ing their skills and on applied
ple wishing to become an customer orientation. The
‘International Service Engineer’ The first step the training The second step is spread over fourth year of the advanced
as integral part of their qualifi- programme is based around four years, the completion of training programme is spent in
cation. This formal programme the traditional apprenticeship. which is shown by the issuing a another of the company’s over-
is designed to recognise and For example, at MAN B&W certificate corresponding to the seas service centers. Only once
give this skill set a career pro- Diesel’s Augsberg training cen- German ‘Meister’ (master they have completed all these
file of its own. ter in mechatronics, once par- craftsman). During their first steps do candidates receive
ticipants have completed the year, future International their qualification.
Dr. Stephan Timmermann, basic education phase of their Service Engineers work in the
Executive Board Member apprenticeship, MAN B&W Augsburg plant, where they The young trainees will be su-
responsible for Service and Diesel offers trainees who show gather in-depth experience in pervised by experienced service
Turbochargers, is bringing this particular aptitude the first engine operation. They then engineers, who already meet all
initative under the new brand step on the ‘International spend a year working in one of the requirements of the new
label of ‘MAN B&W PrimServ’. Service Engineer’ career path. MAN B&W Diesel’s service cen- qualification. The first intake of
“The training programme will The advanced part of their ap- ters, which could be anywhere trainees for the International
reflect our company’s strategy Dr. Timmermann prenticeship is then extended around the world, and are ex- Service Engineer programme
to offer our customer the to include extra tuition in cul- pected to get involved in as are currently in their third year
World’s best service for their junior staff. It is our target to tures, languages, customer ori- many different tasks as possi- as mechatronics apprentices,
diesel engines via MAN B&W win our customers’ long-term entation and presentation ble. After that, they return to and will embark on the new
PrimeServ. Our competitive loyalty through the profession- techniques. In addition, they Augsburg for a further year, programme this Spring. Five
edge has to be based on our ser- alism of our performance. With are sent abroad for several where they will spend time in trainee places in this discipline
vice engineers’ vast experience internationalisation, and by fo- weeks to gain further insight the aftersales service and elec- will be available for new train-
and must be effectively cussing one part of our training and experiences of other cul- tronics development depart- ees who will be recruited in the
achieved through young, high- programme on aftersales ser- tures. The final decision about ments, as well as placements as autumn of 2006. ■
ly motivated and specialised vice, we not only encourage their future career path is made a trainer and in the service

First in-service engine over 100,000 bhp

The World’s most powerful two-stroke engine in operational service
The first diesel engine with
more than 100,000 bhp has
gone into service on February
22 2006. MAN B&W Diesel
licensee Hyundai Heavy
Industries in Korea has built
the 12K98MC with 101,640 bhp.

The engine is installed in the

first of a series of container
ships with a capacity over
9,000 teu that are being built
for Greek owner Costamare. The
vessels will be chartered to
COSCON (COSCO Container
Lines) in China. ■

MAN B&W Diesel 12K98MC engine built by HHI with 101,640 BHP

Engine data:

Type: 12K98MC
Power: 101,640 bhp
(74,760 kW)
Speed: 97 r/min
MEP: 19.2 bar
Height: Approx. 16 m
Width: Approx. 11 m
Length: Approx. 25 m
Weight: Approx. 2,100 t

The 9000+ TEU container vessel owned by Costamare and chartered to COSCON
 15
ANNOUNCEMENTS

Independent island power production

A Dominican Republic’s steel The expansion to the existing precise and long-term control in
plant has placed an order with power plant includes a new hall, highly demanding conditions.
the power plant division of which will be built onto the side
MAN B&W Diesel for two of the existing building. MAN B&W Diesel is already
9L32/40 engines. These en- strongly represented in the
gines, with a total output of Due to the rising demand for Dominican Republic. In La
9 MW, will generate electricity steel in the global market, Vega, five MAN B&W Diesel
for a hot steel rolling plant in Industriales Nationales, C. por 18V48/60 engines supply the
Santo Domingo, the capital of A. (INCA), has decided to double local inhabitants with their
the Dominican Republic. production by building anoth- power needs.
er rolling mill.
The engines, to be built at MAN These five engine have a com-
B&W Diesel’s Augsburg plant, INCA chose the 9L32/40 engines bined output of 90 MW. Fur-
are scheduled for delivery in due to the excellent load re- ther power plants fitted with
May. In addition to the GenSets, sponse profile of these engines MAN B&W Diesel engines sup-
which also include a generator – every 100 seconds, load de- ply electricity to numerous
supplied by MAN B&W Diesel, mands rise from 3 to 9 MW when holiday resorts such as in La
the order also specifies backup rolling steel. The state-of-the-art Romana, with 9 MW, and in
systems, separators and pumps. control systems permit the Playa Bavaro, with 7 MW. ■

Bio fuel engines for German distillery

MAN B&W Diesel has been bio-mass fuels. Existing power the 5L27/38 engines selected by
awarded the contract to supply plant installations successfully Wiessner, engine types current-
two MANB&W Diesel 5L27/38 employ fuels such as recycled ly in service include the L16/24,
engines for a bio-fuel power animal and frying fat, and new L21/31 and L28/32H.
station in Eppingen-Richen, and recycled vegetable oils.
Germany. MAN B&W Diesel will provide the
Otto Winkel, MAN B&W Diesel Senior Vice President, Diesel Service, Today, bio-fuel engines from 5L27/38 engines, while Mann
holding the certificate issued by Lloyds Register for the 6S60MC engine The engines’ electricity produc- MAN B&W Diesel are in com- Naturenergie GmbH (part of
tion will be about 12,000 MWh/ mercial operation in five coun- Mann Energie, Germany) will con-
year and the installation is tries in Europe. In addition to figure additional plant units. ■
Onboard EAPP certificate awarded scheduled to be completed in
Autumn 2006.
Lloyds Register has awarded Lloyds Register keen interest
the first EIAPP certificate for a with this process was seen with The engines will produce ther-
vessel tested while at sea. a view to applying the same mal energy for a dryer at the
methodology to some 4-stroke- Hans Wiessner distillery. The
The test was done in good powered cruise vessels which dryer will provide heat for
weather conditions in Chinese still having to be proved drying waste sludge. The dried
waters on board the Cemara. in-service in a similar way. product can, for example, be
used as a feed supplement.
A new EIAPP certificate was re- The need for more such tests at
quired due to a change of rating sea due to issues such as The distillery is located in the
while in service. The owner took reeengining projects and life centre of the town and in order
the vessel out of service in prep- time extensions all result in the to further reduce the impact on
aration for test and waited for need for a valid Technical File. the local environment, the
the appropriate sea conditions power plant will be fitted with
to preceed with the test. The Special Projects Emission SCR and Oxi-catalyst equip-
Group (part of MAN B&W ment to clean the exhaust.
This series of tests are normal- Diesel’s Technical Service
ly done on testbed — where sea Department) led this exciting MAN B&W Diesel bio-fuel en-
conditions play no part and new project, opening-up new gines operate on a wide range of
other local shipping is absent. opportunity for customers who The building containing the new engine will be sound-proofed with
special glass using a design similar to the one shown above
need the test, including EIAPP
Before the start, the issuing au- certificate.
thority stated tests at sea like the
one undertaken is almost impos- Essentially, five different ele-
sible to complete as the techni- ments are measured when
MAN B&W Diesel India
cal code insist that testbed con- making the validation: NOx, India is on everybody’s mind original spare parts to new and programme is underway in or-
ditions tolerances are in place. HC, O2, CO and CO2. today when it come to business existing customers. der to ensure customers receive
opportunities. The marine the latest and best information
The owner’s need to succeed Engine performance data log- business in India is growing in The internal management of available.
and experience of MAN B&W ging is done at four engine terms of new shipbuilding as customers is of paramount im-
Diesel personnel with similar loads: 25% (meaning that the well as an increasing number portance to meet this new chal- MAN B&W PrimeServ will pro-
tests were crucial in obtaining tolerance for this engine, a of ships calling Indian ports. lenge and, therefore, MBD India vide fast and efficient support
the correct conditions in which 6S60MC is about 60 kW !), 50%, is merging all is marine activi- to shipowners and shipyards
the tests could begin. 75% and 100%. A rating at 100% MBD India is supporting the ties into one entity. across India. The increasing
was possible on this vessel as growth in the Indian maritime numbers of ships calling Indian
The test was observed by MAN the bulk carrier design permits trade by providing the ship- As MAN B&W Diesel is continu- ports must be assured that
B&W Diesel staff, ship’s crew, enough ballast to be taken. building market with world- ously developing its product to qualified staff is available when
MAN B&W Diesel’s Service class products and service sup- suit the developing market, needed. ■
Center Shanghai staff, a Lloyds As a result of the series of tests, port. As an important post MBD India’s sales staff has been
surveyor, owner representa- the final certification gave a within the MAN B&W increased to meet the market MBD India can be contacted at:
tives, chinese shipyard staff maximum allowable NOx of PrimeServ concept, MBD India demand. As part of the expan- [email protected]
and other local chinese partners. 16.5 g/KWh (limit = 17). ■ provides technical service and sion, a new, intensive training
 DIESELFACTS

New OBC Vessels for China

Complete twin-screw medium speed propulsion packages for research vessels
MAN B&W Diesel has added
two new, interesting reference
plants to the four-stroke order

10
book. Complete twin-screw
medium speed propulsion
SWL5T 2-12M SCM

packages have been ordered

for a twin set of 65 m-long off-
shore research vessels.

The vessels will each be speci-

fied and equipped for their very
specific operational tasks, i.e.
seismic sourcing and seismic
recording. The vessels are desig-
nated as an OBC Source Vessel View of vessel’s propulsion and cable plant layout
and an OBC Recorder Vessel,
respectively. The OBC abbrevia-
tion refers to ‘Ocean Bottom an absolutely decisive factor for complete Alphatronic IIA
Cable’ and the actual seismic the customer to have a very Propulsion Control and Safety Principal Particulars:
exploration equipment ap- quiet ship, with minimal noise System includes a twin en-
plied. emission and disturbance in gine room control station. Length oa: 65.0 m
relation to the seismic explora- Length pp: 58.4 m
The design consulting company tion equipment.” Two FD1930 propeller nozzles Breadth: 13.8 m
for this project is Dalian are also included within the Depth: 5.1 m
Shipbuilding Technology Propulsion Package scope of supply. ■ Draught: 3.5 m
Research Center Co. Ltd., locat- Crew: 45
ed in Dalian, China. Both vessels The MAN B&W Diesel twin-
will be built by Liao Nan screw Alpha Propulsion System Classification: China Classification Society (CCS)
Shipyard, also located in Dalian, (type 6L23/30A-DVO) specified Ice-class B notation *CSA 5/5 Ice Class B,
and the delivery of the first for the newbuildings include: Research Ship *CSM, MCC
vessel is scheduled for late
2006. Operator and owner is • Main Engines:
BGP/CNPC (China National Two MAN B&W Diesel
Petroleum Corporation), who 6L23/30A-D engines, resil-
bases its fleet in Tanggu, iently seated with baseframe
Tianjin. The operation areas for and sandwich mountings.
these two vessels are not limit- Each engine develops 960 kW
ed to Chinese offshore waters, at 900 r/min.
but also include ‘overseas’ ex-
ploration. • Reduction Gearboxes:
Two MAN B&W Diesel Alpha
MAN B&W Diesel’s Four-stroke AMG8 gearboxes (type
Propulsion Sales Manager, 31VO8), with a speed reduc-
Mr Jorgen Vinde, explains: tion ratio of 900:292.
“Very low levels of vibration and
noise from propellers, engines • Propellers:
and propulsion systems are key Two MAN B&W Diesel Alpha
issues for these installations. A VB560 four-bladed controlla-
very soft resilient seating ble pitch propellers. The
arrangement of baseframe and 1,900 mm diameter CPP sys-
sandwich mountings has been tems are complete with tail
applied for the dampening of shafts, intermediate shafts,
structure-borne vibrations by bearings and stern tube
up to 97%. equipment. Epoxy coated
tailshafts with bronze liners
The ducted propellers have are applied for water lubricat-
been specially designed and ed stern tubes.
shaped with high regard to ob-
taining low levels of cavitation • Control System:
and noise emission. From an In addition to the twin main
underwater point of view, it is bridge control station, the MAN B&W Diesel 6L23/30A-D complete propulsion package

www.manbw.com
MAN B&W Diesel A/S MAN B&W Diesel AG MAN B&W Diesel Ltd. Publisher For further information

Teglholmsgade 41 Stadtbachstrasse 1 Bramhall Moor Lane Peter D. Petersen PR & Information Dept.
DK-2450 Copenhagen SV D-86224 Augsburg Stockport MAN B&W Diesel A/S MAN B&W Diesel A/S
Denmark Germany SK7 5AQ Copenhagen Copenhagen
United Kingdom Denmark Denmark

Tel.: (+45) 33 85 11 00 Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Copyright owned by Tel.: (+45) 33 85 11 00
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except where mentioned E-mail: [email protected]