A Technical Customer Magazine of MAN Diesel & Turbo

3/2014

The New MAN 175D

100% High-Speed
With the MAN 12V175D, MAN Diesel
& Turbo will be presenting the first
cylinder version of its new highspeed engine family at this years
maritime trade fair SMM in Hamburg.
The twelve-cylinder model, developed
especially for use in the shipping industry, is part of a product initiative
aimed at providing MAN customers
with a product portfolio that covers
every power requirement, from high
to low speed.
With the MAN 175D, we are supplementing and completing MAN
Diesel & Turbos and MAN Truck &
Buss product portfolio in the maritime sector, explains Dr. HansOtto Jeske, Chief Technology Officer and acting CEO for MAN Diesel
& Turbo. The new engine will be offered with an output spectrum from
1,500 to 2,200 Kilowatts and will be

available to the first pilot customers

from as early as 2015.
The 12-cylinder version of the
MAN 175D being presented in
Hamburg is designed to fit in precisely with the needs of commercial shipping and is optimized for
propelling ferries, offshore supply
vessels, tug boats and working vessels. Other central areas of application such as the markets for super-yachts and marine applications
are served by additional specialist
model versions.
The MAN 175D is compact, reliable and efficient - properties that
are of essential importance for use
on working vessels to allow safe
maneuverability in the most challenging and roughest weather
conditions, says the Project Lead
responsible for the MAN 175D,
Dr. Matthias Schlipf. The business

case behind it also has to be right

for the customer. And this is where
the engine sets standards in more
than just fuel consumption. Our aspiration is to make the MAN 175D
the overall most efficient engine
throughout its lifetime.
The MAN 175D also scores highly in terms of its eco-friendliness.
Its compact and modular exhaust
gas after-treatment system uses the
selective catalytic reduction (SCR)
method and is based on the MAN
Ad Blue technology that has undergone many thousands of hours
of testing. The engine will therefore satisfy the strict environmental
standards of the IMO Tier III from
the moment it hits the market.
The compact and robust engine is
designed for user-friendliness and...
Continued on page 2

ME-GI Adds Ethane

to Fuel Portfolio
as the Worlds First
Norwegian operator orders three
ethane-fuelled gas carriers
Ocean Yield ASA, the Oslo-based
shipowner, has placed orders for 3
36,000-m 3 capacity LEGCs (Liquefied Ethylene Gas Carriers), to
be built at Sinopacific Offshore &
Engineering, China. Each will be
powered by a single MAN B&W
ME-GI low-speed, dual-fuel engine that will run on ethane, which
ethylene carriers are also equipped
to transport, and represents the first
time ethane has been used as fuel to
propel an oceangoing vessel.
Hartmann Schiffahrt, part of Hartmann AG, the German shipowning and management group, has
acted as technical leader on the

TCT Turbochargers
Declared the best overall
package for two-stroke
engines

Propulsion Trends in
Bulk Carriers
New technical paper
released

First Gas-Powered
Car Carriers
Dual-fuel ME-GI engine
adds important reference

Hard at Work with

PrimeServ in the City that
Never Sleeps
News feature

> Page 3

> Pages 6-7

> Page 8

> Pages 10-11

LEGC project, while Gaschem Service, another Hartmann division, is

commercially responsible for the
employment of the vessel. The vessels are scheduled for delivery in
August, October and December
2016 respectively.
MAN Diesel & Turbo reports
that ethane was chosen as fuel, in
preference to HFO, due to its more
competitive pricing as well as the
significantly shorter bunkering time
it entails. As a fuel, its emissions
profile is also superior to HFO in
which respect it is similar to methane and compared to HFO...
Continued on page 2

PAGE 2

DIESELFACTS 3/2014

The New MAN 175D 100% High-Speed

Continued from front page

efficiency: Simple commissioning,

simple operation, simple maintenance, says Thomas Seidl, Head
of Product Line High-Speed at MAN
Diesel & Turbo, summing up the engines design concept. Its compact
dimensions and low weight make
the MAN 175D an efficient powerhouse.
Customer focus was also at the
forefront of the overall development
process:
Time and again, we were asked
to develop a high-speed engine
with a true MAN character, i.e. a
high-speed engine that works as
reliably as a medium-speed engine
and which has been tailor-made for
maritime use, explains Florian Keiler, responsible for the business development and market launch of the
MAN 175D. Throughout the development stage, we spoke to a num-

ber of customers across the whole

world to get a detailed picture of
their expectations and professional
requirements. This feedback has
been pumped directly into the development process.
MAN Diesel & Turbo is also creating a stir on the high-speed market with its service concept for the
MAN 175D, which follows MANs
trademark one-face-to-the-customer strategy. MAN 175D customers have full access to the worlds
MAN PrimeServ service network
with over 120 locations worldwide.
A service support point is available
in all major ports. Customers are
able to rely on the global and highquality service standards provided
by MAN PrimeServ everywhere.
Visit the new MAN 175D website
on www.175D.man.eu for additional information, picture and video
materials.

ME-GI Adds Ethane to Fuel Portfolio as the Worlds First

Continued from front page

contains negligible sulphur, 15-20%

lower CO2, and emits significantly
fewer particles. MAN Diesel & Turbo also states that the ME-GI engines will be set up such that they
can easily be converted to run on
methane as an alternative, as per
the owners wish.
Diesel vs. Otto
The ME-GI is a Diesel engine in contrast to the other dual- or triple-fuel
engines on the market, which are
Otto engines. Simply put, engines
that operate according to the Diesel principle have a higher efficiency and power concentration than
those following the Otto principle.
MAN Diesel & Turbo reports that
its ME-GI technology uses the Diesel cycle to maintain high efficiency and robust combustion with no
need for any derating. The compa-

ny also states that the engine by

virtue of its Diesel operating principle will have negligible methane/
fuel slip, one of many low-emission
characteristics, and dispenses with
the need for restrictive load ramps or
other knock-preventing measures.
The ME-GI engine
The ME-GI engine represents the
culmination of many years work
and gives shipowners and operators the option of utilising fuel or
gas depending on relative price and
availability, as well as environmental
considerations.
The ME-GI uses high-pressure
gas injection that allows it to maintain the numerous positive attributes
of MAN B&W low-speed engines
that have made them the default
choice of the maritime community.
MAN Diesel & Turbo sees significant opportunities arising for
gas-fuelled tonnage as fuel prices

rise and modern exhaust-emission

limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2,
NO x and SO x emissions. Furthermore, the ME-GI engines negligible
fuel slip makes it the most environmentally friendly technology available. As such, the ME-GI engine
represents a highly efficient, flexible,
propulsion-plant solution.
An ME-LGI counterpart that uses
LPG, methanol and other liquid
gasses is also available, and has
already been ordered.
LEGCs
Ethylene carriers are generally considered the most sophisticated of
all gas tankers and are capable of
carrying most liquefied gas cargoes, but also ethylene at its atmospheric boiling point of 104C.
These vessels have insulated, 5%
nickel-steel cargo tanks and can

MAN Diesel & Turbos ME-GI engine, here a 9S90ME-GI version with cutaway section

accommodate most liquefied gas

cargoes up to a maximum specific
gravity of 1.8 at temperatures ranging from 104C to +80C at a maximum tank pressure of 4 bar.
Ethane
While ME-GI engines have been
designed for use by several, different fuel types to date, ethane is a
new departure. Ethane is one of the
natural-gas liquids (NGLs) that are
naturally occurring elements found
in natural gas (and frequently separated removed and sold as a separate product), and include propane
and butane, among others.
About Hartmann Schiffahrt
Hartmann Schiffahrt is a shipmanagement company based in
the northern German city of Leer.
Founded in 1981, it manages the
technical and economical aspects
of its own and other fleets with a fo-

cus on the gas and container segments and is a world leader within
the gas-tanker segment. The company is part of Hartmann AG that
has diverse interests in the maritime transport and logistics sector
such as dry bulk, product tankers,
multi-purpose-vessels and OSVs.
About Ocean Yield
Ocean Yield is a Norwegian shipowner with investments within oilservice and industrial shipping. The
company focuses on modern assets with long-term charters to solid counterparties. The companys
asset base consists of six offshore
vessels, six Pure Car Truck Carriers
(PCTC) of which three newbuildings,
and three newbuilding Liquefied
Ethylene Gas carriers, all with long
term charters. Ocean Yield was established in March 2012 and was
listed on the Oslo Stock Exchange
in July 2013.

A graphical representation of the ME-GIs combustion process

DIESELFACTS 3/2014

PAGE 3

The New TCT Turbocharger Generation

MAN Diesel & Turbos TCT turbochargers specifically matched to
requirements for two-stroke engines and acclaimed as best overall package
The demands made on a modern turbocharger are manifold. It is crucial
that the technical requirements of the
engine manufacturer, as the direct
purchaser of the product, be met at
the lowest possible price. Shipyards
demand small overall dimensions to
facilitate installation in engine rooms
where space is at a premium. Finally,
shipowners, who operate the turbocharger, demand high operational reliability, low maintenance frequencies
and long life. The conflict of objectives is obvious. When developing the
TCT range, it was important to MAN
Diesel & Turbo to balance the individual demands of the different groups
of customers to achieve an optimum
overall result. The range of turbochargers which emerged is thought
to be the best overall package for twostroke engines.
Low fuel consumption and low
emissions (particularly NO x) are
the twin development objectives
of large new-generation two- and
four-stroke engines. They are
achieved by using the Miller process, which involves the introduction of a special timing system for
the inlet valve in a four-stroke en-

gine and the exhaust valve in a twostroke engine. However, the ways in
which this process is implemented
differ.
Fundamentally, the temperature
at the start of the combustion phase
is lowered by reducing the compression ratio in the cylinder during
the compression stroke, thus cutting the directly-related production
of NOx. In order to create similar circumstances under the conditions
of final compression pressure and
cylinder charging (the combustion
air ratio), part of the compression
must therefore be shifted to the turbocharging phase in order to obtain
similar conditions in relation to the
final compression pressure. Higher
turbocharger compressor pressure
ratios are thus necessary.
In four-stroke engines, the gas
exchange phase can also be used
to make a considerable positive
contribution to work, if the scavenging gradient between the inlet
and exhaust is sufficiently positive.
This is achieved by a higher degree
of turbocharging efficiency, as provided by two-stage turbocharging
with intercooling - as opposed to
single-stage turbocharging - in

parallel to potential for maximum

charging pressures. In the new TCX
range, MAN Diesel & Turbo has developed a turbocharger specifically
for two-stage turbocharging of fourstroke diesel and gas engines with
a total pressure ratio > 10.
Conversely, a positive scavenging gradient cannot be used for a
contribution to work in two-stroke
engines, but only for scavenging.
The scavenging gradient required
is moderate. Unlike four-stroke engines, a very high scavenging pressure (a very high pressure ratio) also
appears to obstruct optimal scavenging. This means that high degrees of turbocharging efficiency
at high compressor pressure ratios,
which can be achieved by singlestage turbocharging, are required
by two-stroke applications.
In the new TCT range, MAN
Diesel & Turbo has developed a
turbocharger which has been specifically matched to the requirements of two-stroke engines, without making any compromises. The
turbocharger efficiency has been
increased by 5% by using newlydeveloped compressor and turbine
wheel geometry, consequently in-

Not a jack in the box: MAN Diesel & Turbos new TCT Turbocharger for two-stroke engines promises the best overall package

creasing the waste heat recovery

potential by 30%, e.g. by means of
a Turbo Compound System (TCSPTG) from MAN Diesel & Turbo. At
the same time, the new TCT range
will deliver a 10% greater air flow
at a turbocharging pressure 25%
higher, while being 30% smaller
and 40% lighter than the existing
TCA range.
Individual TCT turbochargers
will cover a wider range of engine
ratings, depending upon their size.
Engine manufacturers will be able
to use just one size for turbocharging different numbers of cylinders.
Individual adaptation of the turbocharger to the engine is by the established method of using a variety of exchangeable parts within
the turbocharger. The TCT turbocharger can be manufactured costeffectively by dispensing with the
alternatives required for four-stroke
engines.
The new TCT range provides
shipowners and installation operators with significant advantages.
Customers who are already familiar
with the TCA ranges will find that
TCT turbochargers still provide
them with established, tried and

tested solutions. For example, the

patented Super-Bolt compressor
wheel mounting has been adopted
from the TCA range, making installation with ordinary tools a simple
matter. This saves maintenance
time. The life of expendable parts
has been extended by using highperformance components. This is
reflected in lower servicing frequencies.
In line with the well-established
MAN maintenance philosophy, servicing can be undertaken either by
the operator itself (MAN PrimeServ offers suitable training in this
respect) or by outlets on the global MAN PrimeServ network (where
our well-established engine and
turbocharger service is available
from a one-stop shop).
Too good to be true? The first customers will benefit from the TCT turbocharger - the best overall package for two-stroke engines - as
early as 2016. Between now and
then the TCT turbocharger will undergo an extensive validation programme in a thrust chamber and
several months of field tests.

PAGE 4

DIESELFACTS 3/2014

New Licence Agreement Signed at SMM

MAN Diesel & Turbo adds Chinese QMD to its two-stroke licensee family;
added engine-building capability extends reach of company to Northern China
On Tuesday September 9, 2014 at
Hamburgs SMM Marine trade fair,
MAN Diesel & Turbo signed a new licence agreement with QMD, a member of the CSIC Group together with
Dalian Marine Diesel Co., Ltd. and
Yichang Marine Diesel Engine Co.,
Ltd. In the process, QMD became
MAN Diesel & Turbos 12th Chinese
licensee. QMD (Qingdao Haixi Marine
Diesel Co., Ltd.) can boast of a modern
facility dedicated to the production
of large, two-stroke engines in North
East China.
Klaus Engberg, Senior Vice President and Head of MAN Diesel &
Turbo Two-Stroke Licensing said:
We have, today, signed an agreement that increases our presence
in the northerly part of China, such
that we now have a greater geographical reach in this important
market and are better able to reach
customers in this part of China.
For over 30 years, we have had
a successful licence agreement
with CSIC, which QMD belongs to,
and we look forward to an equally
fruitful cooperation with our new
licensee, Engberg added.

Pictured at the SMM signing ceremony (standing, from left): Sun Quan (MDT Shanghai), Zhang Tao (CSIC), Hu Xiang (CSIC, Xingang Shipyard), Xu Zhi Qiu (CSIC),
Goetz Kassing (MDT Shanghai), Ole Grne (MDT), Stephan Timmermann (MDT), Dong Qiang (CSIC); (seated, from left) Chen Yi Fang (CSIC YMD), Peng Gang Yi
(CSIC QMD), Thomas Knudsen (MDT), Klaus Engberg (MDT)

Daewoo Returns for Yet More Dual-Fuel Engines

Four two-stroke ME-GI engines ordered for two LNG carriers for BW Group
MAN Diesel & Turbo has received an
order for four MAN B&W 5G70ME-GI
engines in connection with Daewoo
Shipbuilding & Marine Engineering Co.,
Ltd. (DSME) agreeing a deal with the BW
Group to build two LNG carriers.
The technical engine specification
complies with IMO Tier II, with options to include remedies for Tier
III compliance at a later stage. The
173,400 m3 vessels are scheduled
for delivery in late 2017/early 2018
and will be built at DSMEs Okpo
shipyard in Geoje, Korea. The deal
represents the second LNG ME-GI
contract for DSME after a previous
order signed in 2012.
Tier III options
Compliance with IMO Tier III regulations basically requires an 80%
reduction in NOx emissions compared to Tier I within the designated emission control areas (ECAs)
over a defined test cycle.
MAN Diesel & Turbo has successfully developed two main approaches to comply with these
challenges: Selective Catalytic Reduction (SCR), which involves the
catalytically accelerated reaction
of nitrogen oxides with ammonia

to form water and nitrogen, and

Exhaust Gas Recirculation (EGR),
which works by recirculating a
portion of an engines exhaust gas
back to the engine cylinders.
Both methods enable compliance with the most stringent of
regulations and give the customer
the flexibility to choose the solution
that suits their individual requirements best, for example, distances
travelled within ECA zones as a percentage of total ship usage, different ownership models or different
engine-operation profiles.
The ME-GI engine
The ME-GI engine represents the
culmination of many years work and
gives shipowners and operators the
option of utilising fuel or gas depending on relative price and availability, as
well as environmental considerations.
The ME-GI uses high-pressure
gas injection that allows it to maintain the numerous positive attributes
of MAN B&W low-speed engines
that have made them the default
choice of the maritime community.
MAN Diesel & Turbo sees significant opportunities arising for
gas-fuelled tonnage as fuel prices
rise and modern exhaust-emission

limits tighten. Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2,
NO x and SO x emissions. Furthermore, the ME-GI engines negligible
fuel slip makes it the most environmentally friendly technology available. As such, the ME-GI engine
represents a highly efficient, flexible,
propulsion-plant solution.
An ME-LGI counterpart that uses
LPG, methanol and other liquid
gasses is also available, and has
already been ordered.

It is estimated that such new designs offer potential fuel-consumption savings of some 4-7%, and a
similar reduction in CO2 emissions.
In this respect, the fuel savings
and performance characteristics for
propellers featuring MAN Diesel &
Turbos unique Kappel blade design
have been well documented in recent years. Simultaneously, the engine itself can achieve a high thermal

efficiency using the latest engine process parameters and design features.
As such, the G-type series has
revolutionised the marine market.
Since its introduction, close to 900
engines bearing the G-prefix have
been ordered (including, now, 15
G95 units), representing a total
power output of some 15.9 GW. Of
these, over 100 G-type engines
have already entered service.

The G-type programme

MAN Diesel & Turbos G-type programme entered the market in October 2010 with the entry of the
G80ME-C9 model. The G-types
have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer
stroke reduces engine speed, thereby paving the way for ship designs
with unprecedented high-efficiency.
Such vessels may be more compatible with propellers with larger diameters than current designs, and
facilitate higher efficiencies following adaptation of the aft-hull design
to accommodate a larger propeller.

Graphical rendering of an MAN B&W 5G70ME-GI engine

DIESELFACTS 3/2014

PAGE 5

MAN-Powered Cargo Vessel with

SCR Meets Strict Tier III Limits
MAN Diesel & Turbo has been awarded a Tier III-compatibility certificate
by the DNV-GL classification society
for an MAN 8L21/31 four-stroke engine aboard a DFDS Seaways ship
with a retrofitted SCR (Selective
Catalytic Reduction) system. While
the engine alone meets IMO Tier II
emission criteria, the SCR system
for NO x reduction raises the whole
system to the standard demanded
by IMO Tier III rules.
The vessel in question, the Petunia Seaways is a cargo ship that
sails a regular North Sea route
between Gothenburg and Immingham, respectively for DFDS
Seaways. Its SCR system greatly
reduces the level of nitrogen oxides (NO x) from the engines exhaust gas.
Since September 2012, when
one of Petunia Seaways 8L21/31
auxiliary engines was retrofitted
with a SCR system, it has played a
major role in the testing of this new
technology. As such, the system
has proven daily that freight ships
can now meet the strict emission
levels laid down by IMO Tier III

where NO x emissions have to be

reduced in certain areas by 75%
compared to current limits.

al control units and a surveillance

and control unit.

Proven technology

Technology of the future

already available

MAN Diesel & Turbo is the first

company to successfully make
four-stroke marine engines IMO
Tier III-compliant, based on a fully
modular SCR-kit that covers the
entire MAN Diesel & Turbo fourstroke engine portfolio. For the
last 8,800 hours, this particular
auxiliary engine of the Petunia
Seaways has consistently met Tier
III NO x limits under real life operating conditions and in full accordance with the rules laid down by
the IMO, said Dr. Daniel Struckmeier, Senior Project Manager
Emission 2016 at MAN Diesel &
Turbo.
The SCR method injects urea
into the exhaust gases and passes
them through a catalytic converter
at a temperature of 300 to 400C.
The subsequent, chemical reaction reduces the undesired nitrogen oxides (NOx) by over 80%. The
SCR system in its entirety consists
of a catalytic converter with sever-

Results on the test bed and at

open sea have been impressive
and shown that SCR technology
is reliable and ready for commercial production and operation. Accordingly, MAN Diesel & Turbo has
already made the basic version of
the SCR system available for all
four-stroke engines, from those
powering the largest cruise ships,
to ferries and specialised ships, to
small, coastal vessels.
It is important that we have proven to fulfil the same high standards
that will be demanded by Tier III in
the future, said Prof. Dr. Gunnar
Stiesch, Head of Advanced Engineering & Exhaust After-treatment
Four-Stroke Engines.
DFDS Seaways is also positive
and views the collaboration with
MAN Diesel & Turbo as having been
a success: I am happy that we have
helped develop a new, environmentally friendly technology. DFDS and
other operators are definitely going

Kasper Moos, Head of the Technical Organization at DFDS (right) congratulates

Arnd Lttgen, Member of the Executive Board, MAN Diesel & Turbo (left) at the
ceremony marking the awarding of the Tier III-compatibility certificate from DNV GL

to benefit from SCR meeting international standards, said Poul

Woodall, Director of Sustainability &

Public Affairs at DFDS Seaways.

Offshore Segment Orders Selective Catalytic Reduction

MAN Diesel & Turbo has won the contract to provide a Selective Catalytic
Reduction (SCR) system for each of
6 MAN 16V32/44CR engines. The
engines will power the Petrofac JDS
6000 deepwater derrick-lay vessel
ordered in January 2014 by Petrofac,
the international oil and gas services
provider. At the time, Yves Inbona,
Managing Director of Petrofacs Offshore Capital Projects business, said:
We are delighted to be working with
industry leaders on the design and
build of the key components of the
vessel.
The SCR systems and engines will
be constructed at MAN Diesel &
Turbos Augsburg, Germany facility,
while the vessel will be constructed
by the ZPMC yard in China using a
proprietary Petrofac design. MAN
Diesel & Turbo and Petrofac have
also entered a 12-year service contract for the management, maintenance and monitoring of the 6 engines. Vessel delivery is scheduled
for 2016 with the vessel expected
to be available for offshore construction and installation activities
from early 2017.
MAN Diesel & Turbo reports that
its advanced technology and after-sales experience, as well as the
lower running costs for the engines
and their higher power per cylinder,

were important factors in winning

the contract.
The deepwater vessel will provide
Petrofac with access to high-end,
turnkey opportunities in the highgrowth deepwater and SURF (Subsea Umbilicals, Risers and Flowlines) markets, while also expanding
access to shallow-water EPCI (Engineering, Procurement, Construction and Installation) projects.
The SCR technique
Selective Catalytic Reduction injects urea into exhaust gases and
passes them through a catalytic
converter at temperatures of 300
to 400 Celsius. The subsequent,
chemical reaction reduces undesired nitrogen oxides (NOx) by over
80%. The SCR system in its entirety consists of a catalytic converter
with several control units and a surveillance-and-control unit.
In September 2014, the DNV-GL
classification society awarded MAN
Diesel & Turbo a Tier III-compatibility certificate for its MAN 8L21/31
four-stroke engineaboard a DFDS
Seaways ship with a retrofitted SCR
system; the Petunia Seaways is a
cargo ship that sails a regular North
Sea route. While the engine alone
meets IMO Tier II emission criteria, the SCR system for NOx reduction raises the whole system to the

standard demanded by IMO Tier

III rules.
Proven technology
MAN Diesel & Turbo is the first
company to successfully make
four-stroke marine engines IMO Tier
III-compliant, based on a fully modular SCR-kit that covers the entire
MAN Diesel & Turbo four-stroke engine portfolio. For the last 8,800
hours, this particular engine aboard
the Petunia Seaways has consistently met Tier III NOx limits under
real-life operating conditions and
in full accordance with the rules,
said Dr. Daniel Struckmeier, Senior Project Manager Emission 2016,
MAN Diesel & Turbo when DNV-GL
presented the Tier III certificate in
September.
Generally, MAN Diesel & Turbo
reports that results from the test
bed and open sea have been impressive and show that SCR technology is reliable and ready for commercial production and operation.
Accordingly, it has already made
the basic version of the SCR system available for every four-stroke
engine in its extensive portfolio.
About Petrofac
Petrofac is a leading international
service provider to the oil and gas
production and processing indus-

try, with a diverse customer portfolio including many of the worlds

leading integrated, independent
and national oil and gas companies. Petrofac is quoted on the London Stock Exchange (symbol: PFC).
Petrofac designs and builds oil
and gas facilities; operates, maintains and manages facilities and
trains personnel; enhances production; and, where it can leverage its service capability, develops
and co-invests in upstream and in-

frastructure projects. Petrofacs

range of services meets its customers needs across the full life
cycle of oil and gas assets.
With more than 18,000 employees, Petrofac operates out of seven strategically located operational
centres, in Aberdeen, Sharjah, Abu
Dhabi, Woking, Chennai, Mumbai
and Kuala Lumpur and has a further 24 offices worldwide.
www.petrofac.com

Graphical rendering of the Petrofac JDS 6000 deepwater derrick-lay vessel

(courtesy Petrofac)

Petrofac JDS 6000 Particular Data

Length (m)

215.9

Breadth (m)

49.0

Depth to main deck (moulded (m))

22.4

Ocean transit speed (kn)

12.0

Main generator sets/power (kW)

6 MAN 16V32/44CR / 9,600

PAGE 6

DIESELFACTS 3/2014

Propulsion Trends in Bulk Carriers

A new paper by Birger Jacobsen, Senior Researcher, MAN Diesel & Turbo, Copenhagen
Propulsion
SMCR power
kW
19,000

Average design ship speed, Vdes

Knots
19
18
17

18,000

G70ME-C9.5

16

0.95

15

0.75

100,000

150,000

200,000

250,000

VLBC

Large
Capesize

Capesize

Handymax

50,000

15,000

300,000

350,000

dwt
400,000

14,000

Deadweight of ship at scantling draught, dwtscant

Fig. 1: Average design ship speed of bulk carriers

0.60

0.65

Power and speed curve for

various propeller diameters (d)
with optimum p/d ratio

60

65

70

75

80

85

90
95
100
105 r/min
Engine/propeller speed at SMCR

Fig. 2: Influence of propeller diameter and pitch on SMCR for a 205,000 dwt large capesize bulk
carrier operating at 14.7 knots

SMCR
kW
30,000

SMCR power
kW
12,000
Average design
ship speed

Chinamax
Newcastlemax

25,000

14.7

Dunkirkmax

11,000

kn

14.7

SMCR power includes:

15% sea margin
10% engine margin

13.7

15,000
14.5

13.5

50,000

7,000
5S40ME-B9 (L1)

kn

5,000

6S30ME-B9 (L1)

4,000

5S30ME-B9 (L1)

3,000

The bulk carrier market, therefore,

is very attractive, which caused a
boost in newbuildings until the latest economy crisis in 2008. Since
then, bulk carrier orders in a short
period have been declining, but are
now picking up again.
The optimum propeller speed is
changing as well, steadily becoming lower, because the larger the
propeller diameter that can be used
for a ship, the actual propeller power and pertaining speed requirement will be correspondingly lower,
and the lower the propulsion power
demand per ton bulk transported.
These factors have an influence
on which main engine type should
be selected/installed as the prime
mover, and also on the size of the
bulk carrier to be built.
Recent development steps have
made it possible to offer solutions
which will enable significantly lower
transportation costs for bulk carriers as outlined in the following.
One of the goals in the marine
industry today is to reduce the impact of CO2 emissions from ships

13.5 kn

and, therefore, to reduce the fuel

consumption for the propulsion of
ships to the widest possible extent
at any load.
This also means that the inherent
design CO2 index of a new ship, the
so-called Energy Efficiency Design
Index (EEDI), will be reduced.
In the future, this drive may probably result in operation at lower
than normal service ship speeds
compared to earlier, resulting in
reduced propulsion power utilisation. However, it still seems to be
unchanged.
A more technically advanced development drive is to optimise the
aftbody and hull lines of the ship,
including bulbous bow, also considering operation in ballast condition. This makes it possible to
install propellers with a larger propeller diameter, thereby, obtaining
higher propeller efficiency, but at a
reduced optimum propeller speed,
i.e. using less power for the same
ship speed.
As the two-stroke main engine is
directly coupled with the propeller,
the introduction of the latest MAN
B&W ultra long stroke G engine
types meets this trend of installing
large propellers in the bulk carriers
which may reduce the ships fuel
consumption. Therefore, today bulk
carriers are often ordered with a G
engine type as prime mover.
Market development

Definition of a bulk carrier

A bulk cargo is defined as loose

5G40ME-C9 (L1)

12.5 kn

12.0 kn
11.5 kn
11.0 kn

1,000
0

100,000 150,000 200,000 250,000 300,000 350,000 400,000 dwt

Deadweight of ship at scantling draught, dwtscant

The demand for raw materials like

coal, steel, copper, etc., has increased
considerably since the turn of the millennium, especially in consequence of
globalisation and the great demand
for raw materials in China, owing to
the economic growth in this large
country. This means that the Chinese
industry, among others, is absorbing
large quantities of iron ore and other
bulk cargoes.

14.5 kn

14.0 kn

5S50ME-B9 (L1)
6G45ME-B9 (L1)
6S46ME-B8 (L1)
7S40ME-B9 (L1)
7G40ME-C9 (L1)
5G45ME-C9 (L1)
6G40ME-C9 (L1)

13.0 kn

2,000

Fig. 3: Propulsion SMCR power demand of an average bulk carrier

wer

ge po

Avera

6,000

6S35ME-B9 (L1)

kn

kn

13.5
kn

Handymax

Handysize

Small

13.5

14.5

8,000

VLBC

kn

15.0 kn

kn

kn

Large Capesize

.5

Panamax

14

13.7

kn

Capesize

10,000

kn

Handysize

9,000

1.0 kn

Alternative Handymax (St. Lawrence Canal)

20,000

SmalI

10,000

Kamsarmax

5,000

p/d

0.71

Power and speed curve for

the given propeller diameter
d = 8.8 m with different p/d ratios

G70ME-C9.5
Panamax

Handysize

Small

11
10

0.73
S70ME-C8.5

16,000

12

d
p/d

S70ME-C8.5
8.3 m

8.8 m

0.85
9.3 m

17,000

14
13

SMCR power and speed

are inclusive of:
15% sea margin
10% engine margin
5% propeller light running

4-bladed FP-propellers
d = Propeller diameter
p/d = Pitch/diameter ratio
Design Ship Speed = 14.7 kn
Design Draught = 16.1 m

5,000

10,000

15,000

20,000
25,000
30,000
35,000 dwt
Deadweight of ship at scantling draught, dwtscant

Fig. 4: Propulsion SMCR power demand of Small and Handysize bulk carriers

cargo that is loaded directly into a

ships hold, rather than in barrels,
bags, containers, etc., and is usually homogeneous and capable of
being loaded by gravity. This paper
describes the dry-bulk carrier type,
normally just known as bulk carrier
or bulker.
Bulk carriers were developed in
the 1950s and are one of the three
dominating merchant ship types together with tankers and container
vessels. Today, bulk carriers comprise about 43% of the world fleet
in tonnage terms.

Bulk carrier sizes and classes

Small < 10,000 dwt
Handysize 10,000-35,000 dwt
Handymax 35,000-55,000 dwt
Panamax 55,000-80,000 dwt
Capesize 80,000-200,000 dwt
Large Capesize 200,000300,000 dwt
VLBC >300,000 dwt (VLBC =
Very Large Bulk Carrier)
Average ship particulars as a
function of ship size

Average design ship speed, Vdes

In Fig. 1, the average ship speed
Vdes, used for design of the propulsion system and valid for the design
draught Ddes of the ship, is shown
as a function of the ship size.
Fig. 1 also shows that today the
average design ship speed except for Small and Handysize bulk
carriers is generally higher than
or equal to 14.5 knots. The trend
shown for large Capesize and

VLBC shows an even higher selected design ship speed.

In general, the selected design
ship speed today seems not to be
lower than before the economy
crisis in 2008-2009. The reason is
probably that shipowners still wish
to operate the ships at a high ship
speed, if needed, but in normal service on reduced ship speeds. Thus,
many ships are today installed with
main engines prepared for efficient
low load operation at reduced ship
speeds.
Major design parameters and
propulsion power demand of
average bulk carriers

Major propeller and engine

parameters
In general, the highest possible
propulsive efficiency required to
provide a given ship speed is obtained with the largest possible propeller diameter d, in combination
with the corresponding, optimum
pitch/diameter ratio p/d.
As an example, this is illustrated for a 205,000 dwt large capesize bulk carrier with a service ship
speed of 14.7 knots, see the black
curve in Fig. 2. The needed propulsion SMCR (Specified Maximum Continuous Rating) power
and speed is shown for a given
optimum propeller diameter d and
p/d ratio.
According to the black curve, the
existing propeller diameter of 8.3
m may have the optimum pitch/diameter ratio of 0.71, and the low-

est possible SMCR shaft power of

about 17,700 kW at about 88 r/min.
The black curve shows that if a
bigger propeller diameter of for example 9.3 m is possible, the necessary SMCR shaft power will be
reduced to about 16,700 kW at
about 70 r/min, i.e. the bigger the
propeller, the lower the optimum
propeller speed.
If the pitch for example for the
diameter of 8.8 m is changed, the
propulsive efficiency will be reduced, i.e. the necessary SMCR
shaft power will increase, see
the red curve. The red curve also
shows that propulsion-wise it will
always be an advantage to choose
the largest possible propeller diameter, even though the optimum
pitch/diameter ratio would involve a
too low propeller speed (in relation
to the required main engine speed).
Thus, when using a somewhat lower pitch/diameter ratio, compared
with the optimum ratio, the propeller/engine speed may be increased
and will only cause a minor extra
power increase.
The efficiency of a two-stroke main
engine particularly depends on the
ratio of the maximum (firing) pressure
and the mean effective pressure. The
higher the ratio, the higher the engine
efficiency, i.e. the lower the Specific
Fuel Oil Consumption (SFOC). Therefore, today the main engine may often
be derated.
Furthermore, the higher the
stroke/bore ratio of a two-stroke
engine, the higher the engine ef-

DIESELFACTS 3/2014

ficiency. This means, for example,

that an ultra long stroke engine
type, as the G70ME-C9, may have
a higher efficiency compared with
a shorter stroke engine type, like a
super long stroke S70ME-C8.
The application of new propeller
design technologies may also motivate use of main engines with lower rpm. Thus, for the same propeller diameter, these propeller types
can demonstrate an up to 4% improved overall efficiency gain at the
same or a slightly lower propeller
speed. This is valid for propellers
with Kappel technology available
at MAN Diesel & Turbo, Frederikshavn, Denmark.
Furthermore, due to lower emitted pressure impulses, the Kappel
propeller requires less tip clearance
that can be utilised for installing an
even larger propeller diameter, resulting in a further increase of the
propeller efficiency.
Hence, with such a propeller
type, the advantage of the new lowspeed G engine types can also be
utilised even though a larger propeller cannot be accommodated.

PAGE 7

If for a required ship speed, the

needed nominal MCR power for a
given main engine is too high, it is
possible to derate the engine, i.e.
using an SMCR power lower than
the nominal MCR power, which
involves a lower specific fuel consumption of the engine.
Considering the high fuel price
and the EEDI demands, it is today
normal practice to select a derated main engine in order to get an
SFOC as low as possible.

Small and Handysize bulk carriers

For Small and Handysize bulk
carriers, see Fig. 4, the selection
of main engines is not so distinct
as for the large bulk carrier classes.
Some owners and yards might prefer four-stroke engines, while others prefer and specify two-stroke
engines. For the larger bulk carrier
classes, the selection of main engine is, as mentioned, more uniform.

SMCR power
kW
14,000
13,000

Handymax

5G60ME-C9 (L1)

Panamax

7S50ME-B9 (L1)
7G50ME-C9 (L1)

12,000
15.0 kn

11,000
10,000

6S50ME-C8 (L1)

9,000

5G50ME-C9 (L1)
6G45ME-C9 (L1)
6S46ME-B8 (L1)

8,000

ge power

Avera

Average propulsion power demand

Based on the already described
average ship particulars and ship
speeds for bulk carriers built or
contracted during the period of
20002013 with due consideration of the latest ones contracted,
we have made a power prediction
calculation (Holtrop & Mennens
Method) for such bulk carriers in
various sizes from 5,000 dwt up to
400,000 dwt.
For all cases, we have assumed
a sea margin of 15% and an engine
margin of 10%, i.e. a service rating
of 90% SMCR, including 15% sea
margin.
Capesize, Large Capesize and
The average ship particulars used VLBC bulk carriers and examples
are, basically, referring to standard of EEDI
single side bulk carriers, but the
Today, in particular the 6S60MESMCR power demand found may, C8, 6G60ME-C9 and 5/6S70MEas a good guidance, also be used C8 and 5/6G70ME-C9 engines are
for double side bulk carriers, by used for propulsion of the Capesize
referring to a slightly higher dead- bulk carriers, see Fig. 6.
weight tonnage than valid for the
For large Capesize, it is particusingle side hull design. For exam- larly the 6G70ME-C9 which is of
ple, a 54,000 dwt double side hull interest.
design could be corresponding to
For VLBCs, the 7S80ME-C9 and
an about 55,000 dwt single side 7G80ME-C9 engine types are alhull design.
most exclusively used as the main
The graph in Fig. 3 shows the engine today, see Fig. 6.
above-mentioned table figures of
As an example, the influence
the specified engine MCR (SMCR) of the ship speed on the EEDI is
power needed for propulsion of an shown in Figs. 7 and 8, valid for
average bulk carrier. The SMCR 205,000 dwt Large Capesize bulk
power curves valid for the future carrier with the design ship speed
-1.0 knot lower compared to the av- of 14.7 kn and 14.0 kn, respectively.
erage design ship speed are also The influence of the propeller diamshown.
eter and the corresponding main
engine types are also shown.
Propulsion power demand of
Fig. 7 shows that for the design
average bulk carriers as a func- ship speed of 14.7 knots, the two
tion of ship speed
6G70ME-C9 cases are the only
When the required ship speed is ones to meet the 2015 reference
changed, the required SMCR pow- EEDI.
er will change too, as mentioned
For the reduced design ship
above, and other main engine op- speed of 14.0 knots, see Fig. 8.
tions could be selected. This trend With the G70ME-C9 engines, it
with the average ship particulars will now be possible to meet the
and average ship speed as the ba- 2020 reference EEDI figure withsis is shown in detail in Figs. 4-6. out further optimisation of hull and/
See also the description below giv- or propeller.
ing the results of the main engine
This article is an extract from a full
selection for the different classes paper, which is available from MAN
of bulk carriers.
Diesel & Turbo upon request.

14.0 kn

5G50ME-C9 (L1)

13.0 kn

6G40ME-C9 (L1)

6,000
5,000
4,000
3,000
2,000

Kamsarmax

1,000
0

10,000

20,000

30,000

40,000

50,000
60,000
70,000
80,000 dwt
Deadweight of ship at scantling draught, dwtscant

Fig. 5: Propulsion SMCR power demand of Handymax and Panamax bulk carriers
SMCR power
kW
35,000
Capesize

Large Capesize

VLBC

7G80ME-C9 (L1)
7S80ME-C9 (L1)

30,000

Handymax and Panamax

bulk carriers
The main engines most often selected for Handymax bulk carriers,
see Fig. 5, are the 5 and 6S50MEC8/ME-B9, with the 6/7S50MEB9 and 6/7G50ME-C9 types being the optimum choice for meeting
the power demand of all Handymax bulk carriers sailing up to 15.0
knots in service.
The main engines used for
Panamax bulk carriers, see Fig.
5, are mainly the 5/6G60ME-C9,
6/7G50ME-C9 and the 7S50MEB9 and 7G50ME-C9 types being
the optimum choice for meeting the
power demand for nearly all Panamax bulk carriers sailing up to 15
knots in service.

6S50ME-B9 (L1)
6G50ME-C9 (L1)
6S50ME-C8 (L1)

13.5 kn

7G40ME-C9 (L1)

7,000

14.5 kn

e
rag

Ave

25,000

er

pow

6G70ME-C9 (L1)

20,000

10,000

14.0
13.5

kn
kn

n
3.0 k

6S70ME-C8 (L1)
7G60ME-C9 (L1)
5G70ME-C9 (L1)
6S65ME-C8 (L1)
6G60ME-C9 (L1)
6S60ME-C8 (L1)
8G50ME-C9 (L1)
7G50ME-C9 (L1)
5S60ME-C8 (L1)
6G50ME-C9 (L1)

15,000

kn
15.0
kn
14.7
kn
14.5

7G70ME-C9 (L1)

6G70ME-C9 (L1)
6S70ME-C8 (L1)

er

ow

ep

ag

er
Av

6G80ME-C9 (L1)
6S80ME-C9 (L1)

Chinamax
Newcastlemax

5,000

Dunkirkmax
0
0

50,000

100,000

150,000

200,000

250,000
300,000
350,000 400,000 dwt
Deadweight of ship at scantling draught, dwtscant

Fig. 6: Propulsion SMCR power demand of Capesize, Large Capesize and VLBC bulk carriers
Reference and actual EEDI
CO2 emissions
gram per dwt/n mile
75% SMCR: 14.5 kn without sea margin
3.0
EEDI reference (2.81/100%)

2.5

2.63
94%

Actual/Reference
EEDI %
Year
100 2013

EEDI actual

2.59

2.48

92%

88%

2.42

90 2015

86%

80 2020 before 1 January

2.0

Contract date

70 2025
60

1.5

50
40

1.0

30
20

0.5

10
0
Dprop:

6S70ME-C8.5
N1
8.2 m 4

6S70ME-C8.5
N2
8.7 m 4

6G70ME-C9.5
N3
8.7 m 4

6G70ME-C9.5
N4
9.3 m 4

Fig. 7: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the
design ship speed of 14.7 knots
Reference and actual EEDI
CO2 emissions
gram per dwt/n mile
75% SMCR: 13.8 kn without sea margin
3.5
EEDI reference (2.81/100%)

3.0
2.5

2.34
83%

2.0

2.26
80%

Actual/Reference
EEDI %
120

EEDI actual

110

Year
100 2013
90 2015 Contract date

2.22
79%

2.16

80 2020 before 1 January

77%

70 2025
60

1.5

50
40

1.0

30
20

0.5

10
0
Dprop:

6S70ME-C8.5
N1
8.3 m 4

5G70ME-C9.5
N2
8.8 m 4

5G70ME-C9.5
N3
9.3 m 4

6G70ME-C9.5
N4
9.3 m 4

Fig. 8: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the
design ship speed of 14.0 knots

PAGE 8

DIESELFACTS 3/2014

New Order Placed for the Very

First Gas-Powered Car Carriers
Dual-fuel ME-GI engine adds important reference to growing list of marine segments
United European Car Carriers (UECC)
has signed a contract for the construction of two LNG-powered Pure
Car/Truck Carriers (PCTCs). A single
MAN B&W 8S50ME-GI dual-fuel engine will power each newbuilding.
The PCTCs will be capable of operating on LNG fuel, heavy fuel oil
or marine gas oil, providing greater
flexibility and efficiency. They represent the first such vessels globally to be fitted with an LNG propulsion system. When in service,
they will be capable of completing a
fourteen-day round trip in the Baltic
operating solely on LNG, including

main engine and auxiliary power

generation.
UECC ordered the newbuildings
in conjunction with a long-term fleet
evaluation process concerning its
Baltic fleet. Among the key requirements for new tonnage was an ability to meet all expected environmental legislation (SECA).
In this respect, LNG is recognised as the cleanest and most environmentally friendly choice of fuel
suitable for marine transport. LNG
fuel significantly reduces CO2 and
NOx emissions, as well as almost
entirely eliminating oxides of sulphur
(SOx) and particulate emissions. To

this end, UECC has signed an exclusive contract for the supply of
LNG fuels to the vessels in the port
of Zeebrugge using a dedicated
LNG ship-to-ship bunker vessel.
The vessels will be constructed
at the NACKS shipyard in Nantong,
China, which is a joint venture between Kawasaki Heavy Industries
(KHI) and China Ocean Shipping
(Group) Company. Delivery for both
vessels is scheduled for the second
half of 2016.
Exciting step
Glenn Edvardsen, CEO of UECC,
has previously stated: The LNG

installation is a pioneering design

and will be one of the largest employed on a commercial vessel and
the largest yet of its kind on a pure
car and truck carrier. We are proud
of the exciting step UECC is taking
towards greener and more environmentally friendly shipping.
Edvardsen also said: UECC will be
able to provide our customers with
transportation in the Baltic area
with unparalleled efficiency, reliability and superior environmental
performance.
About UECC

jointly owned by Nippon Yusen Kabushiki Kaisha (NYK) and Wallenius

Lines was founded in 1990 and
is Europes leading short-sea RoRo
operator. Today, the company
transports around 1.5 million units
a year, comprising cars, commercial vehicles, high & heavy equipment and trailers. UECC operates
a vessel fleet of 23 Pure Car and
Truck Carriers, all of which have
been designed or adapted to meet
the necessary flexibility and efficiency requirements of the short
sea market.

United European Car Carriers

UECC Pure Car/Truck Carriers main particulars

Length overall (m)

181

Beam (m)

30

Design draught (m)

8.40

Gross tonnage (t)

43,200

Deadweight at design draught (t)

Main engine

12,182
1 8S50ME-GI Mark 8.2

maximum continuous output (kW)

11,000 @ 113 rpm

normal output - 80% MCO (kW)

8,800 @ 105 rpm

speed: optimised/design (kn)

Turbochargers

16.5/18.6
2 TCA66

Finnish/Swedish ice class

Cargo and approx. capacity

1A Super1
3,800 standard-sized cars (and/or
trucks), spread over 10 decks (31,900 m2)

Designed to operate in difficult ice conditions, mainly without icebreaker assistance, facilitating year-round trading in the Baltic region

Graphical rendering of the new ME-GI-powered PCTCs showing engine and fuel-tank placement (courtesy UECC)

China Orders More Dual-Fuel Units

MAN Diesel & Turbo has announced
a further order for its MAN 51/60DF
engine. After a longer period of evaluation, an international consortium,
including Teekay LNG Partners, has
selected a Dual-Fuel Diesel Electric
(DFDE) propulsion solution featuring
212V51/60DF + 28L51/60DF engines for each of four Liquid Natural
Gas Carriers (LNGCs).
The new order follows that which
MAN Diesel & Turbo announced
in July 2013 when it won the contract to supply 30 MAN 51/60DF
dual-fuel engines for six LNGCs. In
both instances, the DFDE solution
provides the customer with the optimum redundancy.
The engines from both orders
will be produced at MAN Diesel &
Turbos Augsburg, Germany facil-

ity with delivery scheduled during

2015. They are specified as IMO
Tier II-compliant in diesel mode
with lower exhaust-gas emissions
in gas mode than IMO Tier III stipulates.
The new LNG carriers will be
constructed at Hudong-Zhonghua
Shipyard in Shanghai, Chinas only
builder of large LNG carriers, as
will those from the July 2013 order.
Following delivery between September 2017 and January 2019,
the ships will support the shipment
of LNG cargoes from BG Groups
Queensland Curtis Island LNG project.
The project, developed off the
eastern coast of Australia, will be
the worlds first project to turn gas
from coal seams into LNG.
The MAN 8L51/60DF engine

DIESELFACTS 3/2014

PAGE 9

MAN Turbochargers Power Worlds

First ME-GI and 28/32 Dual-Fuel Engines
TOTE container ship receives all-MAN package including MAN B&W main engine,
MAN auxiliary engines and TCA66 and TCR18 turbochargers
The recent delivery of the worlds first Unit MAN Diesel & Turbo, said:
dual-fuel, low-speed ME-GI engine Playing a crucial role for a leading
from Doosan Engine to the American developer and builder of two- and
National Steel and Shipbuilding Com- four-stroke, low- and mediumpany (NASSCO) set a new, historical speed engines as it does, the Turmilestone in engine technology. The bocharger Business Unit has a deep
8L70ME-C8.2-GI main engine is as- understanding of all the core techpirated by 2 TCA66 turbochargers nologies of large engines and the
and will power a 3,100-teu container way they interact with turbochargship ordered by TOTE, the American ers. The result is world- and marmarine transportation company. Fur- ket-leading turbocharger technolthermore, the ship will receive 3 ogy that easily keeps pace with all
9L28/32DF auxiliary engines, each innovations and new developments
featuring a single TCR18 turbocharger. within large diesel technology.
MANs engines and turbochargA second, identical vessel is currently
ers will allow TOTE to maintain its
under construction.
commitment resourcefulness, reWith this set-up, TOTE has not only liability, and responsiveness while
chosen the most environmentally reducing our impact on the envifriendly engine technology availa- ronment noted Anthony Chiarello,
ble but also the most flexible pow- President and CEO of TOTE. We
er solution in that both the ME-GI are excited to be the worlds first Publicity shot of the TCA66 turbocharger, one of two that will power the worlds first ME-GI engine (MAN Diesel & Turbo)
and 28/32DF engines can run on LNG-powered containership and
HFO or gas. Gas operation means the first to use MANs ME-GI engine.
With the TCA66 and TCR18 tur- in fact, had totally omitted the previ- including main engine, auxiliary en- TOTE Maritime, TOTE Logistics,
a significant reduction in CO2, NOx,
particulate matter and SO x emis- bochargers, TOTE has chosen ously necessary bearing inspection gines and turbochargers, TOTE can TOTE Services, and TOTE Shipholdnow enjoy the additional benefit of ings, TOTE is a wholly-owned subsions both engines are charac- proven products that integrate between major overhauls.
The company also stated that MAN PrimeServs one-stop service sidiary of Saltchuk, a Seattle-based
terised by having no methane slip. well with the latest engine technolTOTEs containership is slated to be ogy and match operators require- maintenance on its turbochargers for engines and turbochargers, Dirk family business comprised of
freight transportation and petrolethe first gas-powered containership ments for long service intervals can be carried out by the operators Balthasar concluded.
um distribution companies located
in the world and will lead the way and straightforward maintenance. own crew after appropriate training
nationwide. For more information,
for additional investments in infra- To this end, MAN Diesel & Turbo or by MAN PrimeServ, MAN Diesel About TOTE
recently announced that not only & Turbos global service organisation. TOTE is one of the United States visit www.toteinc.com and www.
structure for liquefied natural gas.
Dirk Balthasar, Head of Sales and had it extended the inspection in- Its one of our unique selling points: leading marine transportation com- saltchuk.com.
Promotion Turbocharger Business tervals of its TCA turbochargers but, having chosen an all-MAN package, panies. TOTEs subsidiaries include

PrimeServ Clinches Significant Service

Deal with Major Offshore Operator
At a signing ceremony at SMM, the
international marine trade fair in
Hamburg, MAN PrimeServ, MAN Diesel & Turbos service division, signed
a service framework agreement with
DOF ASA, the Norwegian off-shore
services company.
Wayne Jones Head of MAN
PrimeServ Diesel signed the contract on behalf of MAN PrimeServ,
with Lars Heine Njstad CPO of
DOF, signing for DOF.
Jones said: This is one of the
pillars of our strategy: to enter into
long-term contracts with professional clients who value the support of an OEM. Our global network,
technical expertise and a strong
commitment from all involved parties were the key factors in this success. When our organisation works
together on such projects, we are
a formidable team.

Pictured at the signing ceremony: (standing, from left) Mikael Adler Managing Director, MAN Diesel & Turbo, Norway; Serghei Nastas MAN PrimeServ
O&M Sales Manager; Dr. Stephan Timmermann Member of Executive Board,
MAN Diesel & Turbo; Stefan Eefting Vice President, Head of MAN PrimeServ;
(seated, from left) Lars-Heine Njstad Chief Procurement Officer, DOF; and
Wayne Jones Senior Vice President, Head of MAN PrimeServ Diesel

Lars Heine Njstad said: With

this agreement we get advice on
long-term planning for the MAN
equipment in our fleet. This increas-

es predictability and we strongly

believe that such a strong cooperation will contribute to ensure maximum uptime for our vessels.

MAN Diesel & Turbo reports that

the successful conclusion of the
service agreement came about
in great part as a result of intensive work carried out by PrimeServ
teams in Norway, Holeby (Denmark), Brazil and Augsburg. Mikael
Adler, Managing Director of MAN
Diesel & Turbo, Norway said: We
are confident that the new framework agreement with DOF will be a
great success and that it will form
the basis for future agreements
with other customers.
Agreement details
The service agreement covers the
servicing of 15 vessels and 68 MAN
engines (44 32/40 + 24 other engines of 21/31, 28/32 and 27/38
MAN types) covering a total of 518
cylinders. The scope of the agreement includes:
maintenance-planning support

the delivery of planned, unplanned

and emergency spare-parts
the provision of technical support for scheduled and unscheduled service
the provision of engine-related
training
online service access.

About DOF
DOF ASA is a Norwegian group of
international companies operating
within the offshore oil-and-gas industry. The Group operates 13 offshore vessels (platform-supply vessels, anchor-handling tug supply
vessels and construction-support
vessels) equipped with MAN Diesel
& Turbo-designed engines. Two additional vessels are currently under
construction in Brazil and scheduled to enter operation during 2014,
with activity primarily in offshore
Brazil and the North Sea.

PAGE 10

DIESELFACTS 3/2014

Hard at Work with MAN PrimeServ

in the City that Never Sleeps
DieselFacts recently went out on a slide-fuel-valve retrofit with PrimeServ New York
Newark Bay and areas of the New York/New Jersey Port with Manhattan in the background, and
Elizabeth Channel and Port Elizabeth in foreground ( Maureen from Buffalo, USA)

Its 10 in the evening when DieselFacts pulls up at PrimeServ New

Yorks premises in suburban New Jersey. Weve been promised the opportunity to observe a PrimeServ team at
work and have made the drive over to
the service centre in Woodbridge to
meet up with some of the local crew.
In the gloom, DieselFacts greets
two of them Jon Norman and
Mario Wongshue. The men are
loading tools onboard the PrimeServ pickup and wondering aloud
where Steiner Gulbrandsen, the
third man, is.
Gulbrandsen
Gulbrandsen is noted for his punctuality but, this night, turns up 10
minutes late, stymied by the closing
of the Outerbridge Crossing between Staten Island and New Jersey for maintenance and which
forced him on an unexpected detour through the backstreets of
Jersey. Leading the job tonight, he
checks with the two other men that
the requisite tools are loaded and
then we hit the road.

Gulbrandsen is a veteran with 40 Due in port around 11pm for just

years experience in the field with 10 hours or so, the PrimeServ team
MAN engines. Originally from the has been tasked with modifying the
Norwegian province of Telemark, ships MAN B&W 8S70MC-C enhe emigrated to the US as a young gine cylinder covers for the retrofitman and worked closely with Mae- ting of slide fuel-valves.
Steiner navigates our way
rsk for much of his career where
he learned fluent Danish to go with through a myriad of minor roads
his Norwegian, English and the and different toll booths before we
Spanish he picked up doing main- emerge onto the New Jersey Turntenance jobs in Puerto Rico over pike. The Bayway Refinery violently
lights up the night sky and signals
two decades.
our passing into the extended Port
On the road
of New York and New Jersey facilEn route, DieselFacts gets some ity. The landscape becomes promore details about the job. Were gressively more industrial as we
heading for Port Elizabeth, part of drive along miles and miles of road
the Port Newark-Elizabeth Marine fringed with jersey barriers, pass
Terminal and itself a major compo- under innumerable flyovers, and
nent of the Port of New York and past stacks of shipping containers
New Jersey. This latter entity is and acres of container x-ray mathe principal container-ship facility chines that resemble an outdoor
for goods entering and leaving the cinema. All the while, a multitude
New York metropolitan area and of tractor-trailers wait silently on the
the northeastern US, a key reason roadside, ready to cart any vetted
for PrimeServ New Yorks location. containers off in an instant.
Planes from Newark Liberty InWere rendezvousing with the
Manet, a 2,220-teu container ternational Airport are thundering
ship owned by Global Ship Lease by overhead as we turn onto Mo(GSL), the containership lessor. hawk St and port security begins,

some 40 minutes after we set out.

We wait for an official escort to the
ship shes currently manoeuvring
into port. 10 minutes later, an official port car shows up to escort
us to the Manet, a necessity in this
monster of a port. Newark Port
ranks as the 22nd-busiest in the
world today, but was number one
as recently as 1985. It remains the
largest container port in the eastern
United States.
A little patience
The Manet has berthed and theres
already a hive of activity onboard
as we park the pickup and get the
tools out. As we approach the ship,
an alarm signals the approach of a
gigantic gantry crane that slowly
rolls along a dedicated track, which
allows it to move alongside the full
length of the vessel. Once in position, its giant arms reach over the
Manet to pluck individual containers, which it then places on the
quay where a small army of straddle carriers fetches them and disappears into an ocean of containers to deposit them.

Working for PrimeServ, patience

is probably one of the better virtues
to have. Its 11pm and were waiting for US Customs officials who,
by law, must come aboard before
anyone else in order to process the
ship, its cargo and crew. The one
notable exception to this cast-iron
rule is that the lashers are allowed
aboard to loosen the straps on the
containers so the cranes can immediately get to work. In the US,
commerce always comes first.
Wongshue
While were waiting, DieselFacts
talks to Mario Wongshue. Originally from Kingston, Jamaica, Mario
came to America as a child and
was raised in Queens. Hes been
with PrimeServ New York since
its Grand Opening in 2007 where
he primarily takes care of welding
jobs. He says working with PrimeServ has been full of variety and
seen him sent on jobs along the
east coast, the Bahamas, Mexico and Puerto Rico, among other places. He got up for work as
usual this morning at 4.30 am, but

DIESELFACTS 3/2014

slipped home for some extra sleep

in the afternoon before returning to
Woodbridge in preparation for the
Manet job.
A question of time
Time is getting to be an issue. Its
midnight and theres still no sign
of customs as, apparently, theyre
busy with other ships. Gulbrandsen
says PrimeServ might have to follow Manet down the coast to start
the job if they dont turn up soon.
This would mess up his schedule as
he has a main-bearing inspection
job coming up on Monday aboard a
ship in Wilmington, Delaware.
Lupus in fabula, the customs officials show up shortly afterwards.
Steiner approaches them and
PrimeServ receives permission to
come aboard as long as we dont
interfere with their passport/papers
inspection. At the top of the gangway, we show ID to a Manet crew
member and receive our ships
passes. PrimeServ holds a brief
pow-wow with the Manets chief
engineer who asks them to begin
work on cylinder #8.
The PrimeServ crew gets into its
work clothes and descends into
the bowels of the ship to the engine room where its hot, humid and
noisy. Wongshue and Norman immediately start unscrewing the fuel
lines on #8 so they can get at the
injectors and slide-fuel valves. At
the same time, Gulbrandsen heads
over to the spare cylinder cover
where he uses callipers to measure how much the cylinder heads
will need to be reamed to accommodate the new fuel valves.
With the fuel lines off, Wongshue
and Norman remove the two existing fuel valves using a special
jack to remove the valves as they
sit at an angle and cant be pulled
straight out. Norman then sets
about cleaning out the first of the
two fuel-valve seats so it can be
reamed to the correct tolerances,
while Wongshue starts disassembling the fuel lines on cylinder #7.
Norman
Jon Norman has experience from
the automotive industry. The Pennsylvania native says: The different
car manufacturers all have their
own, different set-ups and idiosyncrasies, and transferring my skills to
PrimeServ and working with diesel
engines hasnt been as difficult as
you might imagine. It was more a
question of learning MANs way of
building engines and adapting my
skill set to that.
He has been with MAN for one
year, during which time he has been
on a job where he sailed down the
US east coast and from Savannah,
Georgia across the Atlantic while
overhauling an auxiliary engine.
Four-stroke engines make for longer jobs while two-stroke sometimes
mean more unsociable hours, he
says. But tonight should be relatively straightforward and Ive performed a similar job recently so
know what to expect here.
A time to work
The ships chief engineer drops by
every now and then to see how the

PAGE 11

job is going but for now excuses

himself as he is monitoring bunkering from the control room whose
insulated walls provide respite from
the noise and humidity of the engine room. Theres no doubt but
that its a tough working environment. When its this hard to communicate verbally, the PrimeServ
crew frequently uses exaggerated
expressions and hand signals to
get a point across.
The Manet doesnt have time to
dock for the job to be completed so PrimeServ will do as much
work as time here allows, and will
follow the vessel down the coast
to complete the job. Gulbrandsen
thinks well manage two cylinders
and the spare piston cover tonight
before we are ordered off. At 2.30,
he confirms that theyre not going to open up any more cylinders
and says: They hate it when the
ship has to wait. But as well as
the two covers were working on,
if we finish preparing the spare cylinder cover, then thats time saved
in the future.
With the reaming complete on
#8, Mario and Jon start to reassemble its fuel-injection assemblage. The clock reaches 3 am and
the PrimeServ crew is clambering about the engine and working
up a good sweat. Its hard, physical work at an hour when the vast
majority of the 20 or so million inhabitants from the New York City
metropolitan area are sleeping.
Regarding the late hour, Mario
Wongshue is happy with the progress PrimeServ has made and
says that while the tiredness is
tough, that as long as you keep
moving, its not too bad. Standing
still taking notes, DieselFacts is already desperate for bed.
Later, while Jon Norman finishes re-assembling #8, Mario moves
over to #7 where he has to use a
hydraulic jack, a powerful tool that
employs an impressive 20 bar of
pressure, to remove a recalcitrant
nut on a pipe attached to the fuel
valve. Shortly after 4 am, Steiner
says the Manet is sailing at 7 so we
need to be off by 6. The cylinder
cover is then reamed out and the
slide fuel valves inserted, having
first been inspected, cleaned and
lubricated in an adjacent tool room.
Mario and Jon then clean up, wiping oil and lubricants off the engine
and the fuel-injection assembly.
Counting sheep
Job done, the Manets Chief Engineer is roused from his bunk to
sign the job off and PrimeServ is
free to go. We hand our ID back
to ship security and climb down
the gangway.
Dawn is breaking as we depart
Port Elizabeth. Leaving proves to
be tricky without an escort to show
the way out but, soon, the V85L engine of the PrimeServ pickup roars
as we hit the New Jersey Turnpike heading south. Around 7 am,
PrimeServ reaches Woodbridge
where the workshop is already
open, ready for a new day.
In an earlier interview, Ruben
Caparros, Regional General Manager at PrimeServ New York and

himself a former PrimeServ engineer in his native Spain, said: You

get addicted to the life of a superintendent travelling to a job and
the pressure youre under, going
aboard a ship. And the great feeling of freedom when youve solved
a problem and walk down the
gangway. Sometimes, you even
find yourself getting bored after
three days at home again! But,
right now, thats a moot point. All
anybody from the Manet job wants
to do is count sheep while falling
asleep.

Slide fuel-valves
Especially popular within the marine two-stroke segment, the slide
fuel-valves strong market performance is testimony to the fuel savings and increased environmental profile it brings to working vessels. Slide fuel-valves improve the low-load operating capability of
engines and reduce/eliminate the need to run at high revolutions in
order to clean exhaust channels.
The slide fuel-valve eliminates the so-called sac volume, which reduces fuel-oil consumption and eliminates dripping from the fuelvalve nozzle. This contributes to an improved combustion process,
resulting in fewer deposits throughout the gas ways and a reduction
in overall emissions, such as HC, NOx and particulate matter. Today,
slide fuel-valves come as standard on all new MAN B&W engines.
First introduced at the turn of the millennium, MAN PrimeServ retrofitted its 20,000th slide fuel-valve during 2013.

Mario Wongshue and Jon Norman begin tackling the Manets main engine

Norman pictured with one of the slide fuel-valves while Gulbrandsen deals with a cylinder cover in the background

PrimeServ at work on the MAN B&W 8S70MC-C engine

DIESELFACTS 3/2014

MAN Propulsion Packages for New Trawler

Series Advance North Atlantic Fishing
Orders for five fresh-fish trawlers feature two different ship designs driven
by four-stroke MAN 6L27/38 engines and aft-ship equipment

The trawler newbuilding Heryhav (Karstensens Shipyard)

Alphatronic 3000 propulsion control station

Owners: HB Grandi. Design: Nautic Shipyard: Celiktrans Shipbuilding Co. Ltd.

Icelandic owners, HB Grandi, Vinnslustodin hf. and Hradfrystihusid Gunnvr,

have ordered newbuildings based on
two different ship designs from specialist fishing-vessel consultants and
designers, Nautic and Skipasn. Optimised for safety, operational economy
and pulling power, the 50-metre-plus
vessel series differ in their choice of
specified propeller, aft-ship and propeller-nozzle configurations, apart
from their principal design differences.
The Nautic vessels for HB Grandi will
be propelled by four-bladed, 3.8-metre MAN Alpha CP Propellers, while
the Skipasn vessels will have larger,
slower-running 4.7-metre, three-bladed versions for a calculated bollard
pull above 50 tons.
Styrmir Petersen, Afltkni ehf, Reykjavik said: We have been repre-

senting MAN Diesel & Turbo for

more than 20 years as sales and
service agents in the Icelandic market and now we are very pleased
again to see increasing activities
and investments after the financial
crisis and following tough years for
Iceland. Additionally, it is of course
both interesting and challenging
for us that we will supply new MAN
products and services to two stateof-the-art, Icelandic, fresh-fish trawler designs.
High bollard pull at low
propeller revolutions
Designer/consultant Skipasn has
developed the efficient 50.7-metre
trawler design for Vinnslustodin hf.
and Hradfrystihusid Gunnvr. In relation to the design and layout of the
propulsion plant, the ship design-

Skipasn: MAN Alphas three-bladed CPP plant

ers fuel-saving focus has been on

the deployment of a large, efficient,
4.7-metre propeller. As a result, the
800 r/min engine (MCR) speed has
had to be geared down to an optimal propeller speed of just 89 r/min.
Blade-number optimisation resulted
in a three-bladed configuration. At
the 2,040 kW operating point, the
three-bladed MAN Alpha VBS1020
propeller using the Alpha High
Thrust nozzle is calculated to deliver a bollard pull above 50 tons.
Both vessels will be built in China
by Huanghai Shipbuilding Co. Ltd.

trans Shipbuilding Co. Ltd. As with

the other series, the selected propulsion engine is MANs six-cylinder
L27/38, accompanied by four-bladed, ducted MAN Alpha VBS 860
propeller models. A key Alphatronic 3000 control-system feature will
be the tailored dual-propeller load
curves for optimising towing/trawling and free-sailing conditions.
Floating frequency

The specified, floating-frequency

concept for both trawler series increases the flexibility and economical part-load pattern. The propulReduced consumption under
sion system is able to operate in
more operating conditions
shaft-alternator mode with reThe three Nautic-designed, 55-me- duced engine and propeller speed
tre vessels for HB Grandi, which will (within the corresponding 50 to
appear with a distinctive bow de- 60 Hz speed envelope). With this
sign, will be built in Turkey by Celik- part-load optimisation feature of-

fering up to 17% lower engine/propeller speed, fuel consumption is

accordingly reduced. The L27/38
engines have perfect load and lowspeed characteristics for floating
frequency: high torque and approx.
50% power is available at speeds
reduced from the 60 Hz load point
to 50 Hz.
Alphatronic 3000
The general propulsion management and control system specified
for both trawler designs is MAN
Diesel & Turbos new, advanced Alphatronic 3000 generation. The installations will be configured for
complete control-station set-ups at
the vessels main bridges, starboard bridge wings, aft bridges
and engine-control rooms.

For further information

MAN Diesel & Turbo
dieselfacts@mandieselturbo.com
www.mandieselturbo.com

See DieselFacts online with video clips:

www.mandieselturbo.com/dieselfacts
or download the app to your iPad or
Android tablet.

Publisher:
Peter Dan Petersen,
MAN Diesel & Turbo

All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed
and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.