A Technical Customer Magazine of MAN Diesel & Turbo

2/2012

Slow Steaming Practices in the Global Shipping Industry/Pages 8-9

Building of Chinas First G-type Engine Confirmed

Shanghai setting celebrates signing of contract with CMD. At a recent ceremony in China, CMD (CSSC-MES Diesel Co., Ltd.) held the official signing of the contract to construct the first Chinesebuilt MAN B&W design Green Series 7G80ME-C9.2 engine. Due for delivery in June 2013, the engine is bound for a 319,000-dwt, ABS class VLCC (Very Large Crude Carrier) to be built by Shanghai Waigaoqiao Shipbuilding Co., Ltd. (SWS) for Maran Tankers of Greece. The G-series engine is hallmarked by its SFOC, energy efficiency and ability to meet all Tier II criteria. The ceremony was held at the CMD factory in Lingang, Shanghai. It was attended by a large audience of CMD staff and partners, including representatives from Shanghai Waigaoqiao Shipyard, Maran Tankers and MAN Diesel & Turbo, all of whom celebrated the event with commemorative speeches. Ceremony themes In his speech at the ceremony, Qin Wenquan, Chairman of CMD, described the 7G80ME-C9.2 engine rated at 31,150 kW as a new, green, marine diesel engine with an ultra-long-stroke and lower speed that follow the design principles of the Mark 9 engine series. He further stated: The G-type engine is a realisation of the most advanced technology, offering advantages in fuel consumption, exhaust emission and energy efficiency. He ended his speech by stating that the order for the...
Continued on page 2

Tier III Selective Catalytic Reduction

Development of large two-stroke diesel engines
With a view to meeting the NOx Tier III regulations due to take effect in 2016, Hitachi Zosen is developing an SCR (Selective Catalytic Reduction) system for low-speed diesel engines in cooperation with MAN Diesel & Turbo. To this end, a prototype was recently fitted to an MAN B&W 6S46MC-C engine aboard a general cargo newbuilding for Nissho Shipping. NOx regulation III in 2016. As such, Tier III represents an 80% reduction in NO x compared with Tier I. While it was possible to meet Tier II limits through engine adjustments alone, meeting Tier III makes it necessary to introduce external techniques. It is mandatory to observe the new NOx regulations, and any negative effect on fuel consumption and running costs is a major concern for ship operators. De-NOx technology for Tier III Hitachi Zosen and MAN Diesel & Turbo agreed to develop an SCR system for two-stroke engines located before the turbocharger. Hitachi Zosen chose SCR as its NOx-reduction method because: it is possible to make a compact system using high-temperature and high-pressure gas, and de-NO x efficiency is improved it is possible to maintain the engines running performance whether the SCR system is running or not and with no harm to the engine Hitachi Zosen is a total solution provider of marine SCR systems.
Continued on page 3

The regulation of air pollution stemming directly from diesel engines is among the IMO regulations covering hazardous waste from ships. The first NOx regulation was introduced in 2000 (Tier I), with Tier II coming into force in 2011 and Tier

Realistically, SCR and EGR (Exhaust Gas Recirculation) are the two main techniques that can help engines meet Tier III NO x regulations, based on the service experience from power plants and cars, respectively.

MAN Diesel & Turbo Acquires Kappel Takeover strengthens propeller portfolio > Page 5

Bigger Compressor Trains For PTA Plants Major supplier in rapidly expanding market > Page 6

First Sale of Uprated L23/30H Announced Strategic internal repositioning for GenSet > Page 10

A Real Powerhouse of a Solution Otto 20V35/44G engine to meet future power needs > Page 11

PAGE 2

DIESELFACTS 2/2012

Building of Chinas First G-type Engine Confirmed

Continued from front page

7G80ME-C9.2 engine the first such order in China showcases CMDs ability to build large-bore, low-speed diesel engines. Goetz Kassing, Managing Director of MAN Diesel & Turbo, China noted the countrys and indeed Shanghais unique maritime heritage in his speech, particularly mentioning the juxtaposition of the Yangtze river, Yangshan deepwater port, Shanghai Waigaoqiao Shipyard, Shanghai Maritime University and CMD, one of the worlds most modern facilities for the production of two-stroke engines. He concluded by praising the cooperation between CMD, MAN Diesel & Turbo, Shanghai Waigaoqiao and Maran Tankers and affirmed his companys strong belief in building engines as close as possible to ship construction sites. He called CMD a highly reputable engine builder and portrayed the companys recent success as a clear sign of its competitiveness in todays international market. G-type efficiency CMD Chairman Qin Wenquan also used his speech in Lingang to compare an MAN B&W 7S80MEC9.2 engine and a G80 engine installed aboard a 319,000-dwt VLCC, where the G80 engine has a greater efficiency of 1%. Assuming optimum running conditions, including an optimum propeller set-up, propeller efficiency can be improved by about 3.6%. Under the same ship-speed conditions, overall running costs can accordingly be reduced by 4.6%, a significant saving that MAN Diesel & Turbo figures suggest can even be bettered, depending on individual circumstances. Again, under the same shipspeed conditions, the EEDI would be reduced by some 8.2% when using the G80 as opposed to the
Pictured at the signing ceremony (standing, from left to right): Kimihiko Sugiura President, CSSC-MES Diesel Co., Ltd. (CMD), Goetz Kassing Managing Director, MAN Diesel & Turbo Shanghai Co., Ltd., Liu Yanbin Trade Relations, Greece-China Association, Wang Yongliang Vice President, Shanghai Waigaoqiao Shipbuilding Co., Ltd., Li Zhushi Executive Vice President, China Association of The National Shipbuilding Industry (CANSI), Wu Qiang Vice President, China State Shipbuilding Corporation (CSSC), Dr. Nikiforos Papadakis Senior Project Manager, Maran Tankers, Gao Kang Vice President, Marine & Design Research Institute of China (MARIC), Wang Lin Vice President, Shanghai Merchant Ship Design & Research Institute (SDARI). Seated (from left to right): Li Junfeng, Vice President CSSC Purchasing Department, Qin Wenquan Chairman, CSSC-MES Diesel Co., Ltd. (CMD)

S80 engine. Qin Wenquan therefore concluded that the G80MEC9.2 engine fulfils the demands of high efficiency ships, ensuring that it will eventually become the natural choice for VLCC vessels. Goetz Kassing backed up this analysis, observing that the G80s longer stroke results in a lower rpm for the engine driving the propeller: a reduction from 78 rpm for the S80 engine to 68 rpm for the G80. He further noted that the lower optimum engine speed allows the use of a larger propeller. Ultimately, this is significantly more efficient in terms of engine propulsion and,

together with an optimised engine design, reduces both fuel consumption and CO2 emissions. Kassing stated that just as MAN B&W S-engines had become first choice for container ships, that so, over time, would G-engines become first choice for bulkers, tankers and even some box ships.

The G-type programme The G-type programme entered About CMD the market in October 2010 with CMD is a joint venture between inthe entry of the G80ME-C9 model. vestors from Chinese CSSC and MAN Diesel & Turbo subsequent- CSSC Holdings Ltd., and Mitsui ly expanded the ultra-long-stroke the Japanese ship and engine programme in May 2011 with the builder. MAN Diesel & Turbo ini-

addition of G70ME-C9, G60MEC9 and G50ME-B9 models. 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.

tially signed a licence agreement to produce MAN B&W low-speed engines with the then start-up in January 2006 in Shanghai. CMD has already delivered 152 diesel engines in its relatively short existence, representing 5.36 million BHP, and has established itself as a globally recognised brand. A key partner has been SWS to whom CMD has supplied multiple MAN B&W MC, MC-C and ME-C engines for both bulk carriers and VLCCs, with CMD now, of course, set to construct G-type engines for the latter.

MAN Dual-Fuel Engines to Drive Russian Gas Business

The largest Russian shipowner, Sovcomflot, recently selected the dual-fuel MAN 51/60DF engine for an LNG carrier newbuilding programme comprising of two confirmed vessels with an option for two more vessels. The dual-fuel diesel electric propulsion system and the MAN 51/60DF engine have been selected to provide the vessel with a high efficient and low emission propulsion system, especially when running in gas mode. A high degree of redundancy and the MAN 51/60 DF engines multiple fuelling options have also been taken into account. The vessels are currently under construction at STx Offshore & Shipbuilding in South Korea and will each be driven by sets of two 8L and two 9L51/60DF engines. The engines will be built at MAN Diesel & Turbos Augsburg plant in Germany with delivery to the Korean yard due in the fourth quarter of 2012. The first vessel is subsequently expected to commence commercial operation in the fourth quarter of 2013. The new 51/60DF orders mark another major milestone in MAN Diesel & Turbos strategy of expanding its environmentally friendly dual-fuel-engine technology into the marine sector. The first 51/60DF order for a marine application was signed in 2007 for an LNG Carrier Castillo de Santisteban with five 8L51/60DF units owned by Spanish shipowner Empresa Naviera Elcano S.A., the globally active Spanish shipping group. This vessel has successfully operated commercially since summer 2010 in the transport of LNG worldwide.
Graphical rendering of one of the Sovcomot newbuilding LNG carriers (Source: Sovcomot)

DIESELFACTS 2/2012

PAGE 3

Tier III Selective Catalytic Reduction

Continued from front page

SCR system for marine diesel engines

geometric surface area rather than its bulk volume.

Urea Solution 32.5 wt%

Urea Solution Control Valve

(programmed by Hitachi Zosen)

Engine room installation

NO+NO2

There are two solutions for a ma- The first, in-service SCR system rine SCR system. One is a low- was designed for an MAN B&W pressure system, installed down- 6S46MC-C engine aboard the stream of the turbocharger. The Santa Vista, based on the knowlother is a high-pressure system, edge gained from a 1-cylinder test installed upstream of the turbo- engine in 2009. Figure 3 shows charger and which Hitachi Zosen the engine with the SCR system with the successful testbed setup has concentrated on. shown on the left and the identiHigh-pressure SCR system cal engine-room setup on the right. A diesel engine emits nitrogen ox- The engine room was carefully deides and dioxides. When a urea signed to leave sufficient maintesolution is injected into the duct nance space. upstream of the reactor, it is then converted into ammonia. Subse- Safety provisions quently, NO x reacts with the ammonia in the catalyst in the HPSCR reactor and is converted into nitrogen and water with the clean gas then flowing into the turbocharger. Hitachi Zosen provides the optimised control system of urea solution injection. Two SCR on/off valves and an SCR bypass valve control the smooth flow of flue gas into the SCR system, using a sequence that is programmed by MAN Diesel & Turbo. NOx removal catalyst Hitachi Zosen used a urea-SCR system on this project as the urea solution is very safe and easy to handle compared to an ammonia solution. Some classification societies have their own safety requirements regarding SCR, which the Hitachi Zosen system fulfills. However, as the SCR system is located on the high-pressure side, attention has to be paid to large gas forces, large thermal expansions and engine vibration. Low-load method An appropriate exhaust-gas temperature is kept at the inlet of the SCR system by placing it before the two-stroke engines turbocharger. However, even with this scenario, the temperature required by the catalyst may not be attainable when engine output is very low. Adjustment of the SCR systems three valves is enough to control engine operation for a normal service load. When the exhaust gas temperature is not enough at low load, it is possible to increase the gas temperature by leading part of the scavenge air to the gas in-

Optimised Emission Control HP-SCR Reactor Soot Blower SCR Catalyst

N2+H2O

SCR on/off valve x 2 SCR bypass Valve x 1

(programmed by MAN Diesel & Turbo)

Optimised Follow-up Control for Engine

Figure 1: High-pressure SCR system (Source: Hitachi)

6S50ME-C8 9,960 kW
C & kg/sec*10 500 450 400 350 300 250 200 150 100 0 20 30 40 50 60 70 80 90 100 Power % Turbine Inlet Temp (Normal) Engine Massow (Normal) SCR Requirement

where the gas temperature was at 25% engine load and the exhaust valve temperature was raised 16C, resulted in a fuel penalty of some 1.9 g/kW/h. Sea trial results Figure 5 shows the results of the engine performance measurements both with and without SCR. The red line represents the engine performance during SCR operation, while the blue line represents SCR-bypass operation. It can be seen that the engine performance is almost exactly the same with the only major difference the exhaustgas temperature at cylinder outlets. This is a direct result of the effect of the CVB. The gas temperature was automatically raised to 300C at low loads to ensure a good SCR performance.
Continued on next page

The Hitachi Zosen catalyst has a characteristic triangular configuration and its wall also has a lot of fibre matrix reinforcement. It is therefore very tough and resistant to engine vibration despite being quite thin. It is possible to reduce the volume of catalyst volume required for the Hitachi Zosen-type catalyst because less than 100 micrometers of the catalysts surface contributes to NOx reduction. Accordingly, the extent of NOx reduction is determined by the catalysts total

Figure 2: Exhaust gas temperatures (Source: Hitachi)

let of the turbocharger by opening the cylinder bypass valve (CBV). Through draining some of the scavenge air, the quantity of air to the cylinder decreases and, as a result of this, the gas temperature from a

cylinder increases. By controlling the CBV according to the temperature deficit, it is possible to maintain a suitable gas temperature for the SCR system. An example from the SCR trial,

2 2

1 3

SCR on test-bed:
1 2 3

SCR catalyst SCR urea mixer unit Engine

3

SCR in engine room

Figure 3: SCR installation (Source: Hitachi)

PAGE 4

DIESELFACTS 2/2012

1 3

Figure 4: SCR reactor in engine room (1. SCR catalyst; 3. Engine) Continued from previous page

Figure 6 shows the result of SCR performance measurements. The set value for the automatic de-NOx control was an 80% reduction. As a result, the de-NOx ratio was 80% at every E3 mode point with SCR and bypass modes performing similarly. Other points of interest include: High cylinder outlet gas temperature at low load due to CBV The graph shows that the E3cycle value was 3.1 g, which was less than the 3.4 g stipulated for the IMO limit At every E3 mode point, the NOx emission level was lower than the NTE line of IMO The gas temperature was maintained automatically above 300C at low loads. Transient response Fast loading During acceleration, the SCR bypass (V1) was opened and kept open until the gas temperature before the turbine came up, and the urea flow rate was controlled at low

level to avoid ammonia slip. After closing the SCR bypass, the urea was controlled in this way, and NOx emissions at the SCR outlet were maintained at a stable, low level 80% de-NOx was achieved. The turbocharger speed and scav-

enge air pressure were also stable. With this system, the engine can be accelerated as normal. However, such a quick loading is unusual and normally only happens in an emergency situation. Normally, acceleration takes about 30 minutes.

Normal loading condition Here, the engine was loaded gradually from half-speed to 90% load in 15 minutes. The SCR bypass is unused and the urea flow rate is controlled according to the load increase. Accordingly, NO x emis-

sions are continuously maintained at a low level. The engine system was stable and, with normal loading, no bypass valve control is necessary for the system to remain stable. Fast unloading Here, the engine speed was decreased suddenly and as quickly as possible in a few seconds from 90% load to half. The EGB and CBV are both opened and the gas temperature maintained above 300C. NOx is controlled at a low level and the engine system was stable. Conclusions Hitachi Zosen and MAN Diesel & Turbo now have a Tier-III-compliant, large, two-stroke diesel engine with SCR and know that the following parameters must be controlled. From an engine point of view: the SCR needs to be placed before the turbine the gas temperature must be controlled correctly an appropriate engine control system is necessary engine performance with and without SCR is almost the same. From an SCR point of view: good urea injection and good ammonia mixing are necessary an appropriate SCR catalyst is necessary to allow HFO operation an appropriate SCR control system is also necessary and finally, careful steps have to be taken to ensure use of the proper installation.

Almost same performance between SCR and bypass High cylinder outlet gas temperature at low load due to CBV
500 450 400 350 300 250 200 Exh. Gas Temp. (C)
100 100

4 Power (kW)

8 ( x 1000)

Figure 5: Engine performance with and without SCR (Source: Hitachi)

DeNOX control setting = 80% DeNOX result = 80% at each E E3 cycle value = 3.1 g/kWh Less than NTE at each E3 point
Gas temp degC

450 400 350 300 250 200 0 10 20 30 40 50 60 70 80 90 T1 degC

Engine load %
6 5 NOX g/kWh 100 80

NOX g/kWh

3 2 1 0 0 10 20 30 40 50 60 70 80 90 100

DeNOX %

60 40 20 0 0 10 20 30 40 50 60 70 80 90 DeNOX %

Engine load %

Engine load %
Figure 7: NOX certicate from NKK

Figure 6: Performance of SCR system (Source: Hitachi)

DIESELFACTS 2/2012

PAGE 5

MAN Diesel & Turbo Buys Kappel Design

Takeover strengthens existing propeller portfolio and creates more possibilities
The MAN Alpha propeller programme has added further fuel-saving and energy-efficient propulsion opportunities to its portfolio with the purchase of Kappel Propeller and the integration of its tip-fin propeller blade designs for both controllable pitch and fixed pitch propellers. The MAN Diesel & Turbo board recently approved the companys take-over of Kappel, including all designs, software and intellectual property, together with the continued cooperation of owner, Jens Julius Kappel. The contract was signed in Copenhagen, Denmark by JJ Kappel and Torben Johansen on behalf of MAN Diesel & Turbo. Kappel said after the signing: We have had a good cooperation with MAN Diesel & Turbo for almost 10 years, and our joint projects have gone well. I hope that MAN will get the most out of the Kappel technology. Our cooperation does not end here it will in fact become more intense. Previous collaboration Kappel and MAN Diesel & Turbo originally started working with each other in 2003 when a century of MAN Alpha CP Propeller production was celebrated in Frederikshavn, Denmark. Shortly afterwards, MAN Diesel & Turbo was awarded the contract for the supply of newly designed, high-efficiency Kappel CP propeller blades as part of German-Danish ferry operator Scandlines extensive refurbishment of its ferries Prins Joachim and Kronprins Frederik. This was later followed by a successful Kappel upgrading of an additional four Scandlines vessels, thus proving the soundness of the Torben Johansen, Head of Propeller & Aft Ship Unit, MAN Diesel & Turbo shakes hands with Jens Julius Kappel (right) after signing the contract for the Kappel concept. Fuel savings and EEDI In todays market, green technology, fuel-savings, energy optimisation and increased propulsion efficiency are more important than ever both for new ship designs and retrofit and upgrade solutions for existing ships. MAN Diesel &
design business concerning propellers and all afliated intellectual property rights including software in Copenhagen, Denmark

Both new sales and the retrofit after-sales business will benefit from the now MAN-owned technology. In retrofit installations, especially in situations where ships undergo a changed operational profile with slow-steaming and derating of main engines, MAN Diesel & Turbo will be able to deliver superior propulsion solutions, including state-of-the-art propeller designs offering even larger fuel savings. Low-pressure impulse-to-hull and G-type advantages Compared to a conventional design, Kappel propellers have shown lower pressure impulses, which means bigger and more efficient propellers can be utilised because of the reduced clearance between hull and propeller tip. Combined with the G-type MAN B&W engine, further improvement in propulsion efficiency can be exploited. The new, ultra-long-stroke, low-speed G-type has a longer stroke and lower engine speed with increased engine efficiency, and deploys a larger and more efficient propeller for tomorrows energy-optimised aft-ship designs. In such a combination, fuel consumption and CO2 emissions are reduced by up to 10%.

Turbo will now further mature the energy saving technology it now owns and implement it in a greater variety of customer solutions including, for example, the hydrodynamic integration of rudder bulbs, high-efficiency rudders, hull flowguiding devices and ducts. Compared to conventional designs, Kappel propeller blade designs offer fuel savings of up to 6%. This improved Kappel design is related to the blade design alone and

does not rely on improvements to other components, such as a rudder bulb integrated with propeller and rudder. Optimised propeller and propulsion efficiencies contribute to lowering the EEDI (Energy Efficiency Design Index) of ships, as every gram of fuel saved by means of higher propulsive efficiency results in more energy-efficient transport as can be seen in the previous example by up to 6%.

MAN Alpha Kappel tip-n design features and benets: tip vortices are formed due to the difference in pressure between the pressure and suction side of the propeller as water moves from the region of high pressure to that of low pressure. The pressure on both sides near the tip will therefore equalise and the efciency of the tip region decreases. The Kappel design minimises the ow over the tip, and the outer region of the Kappel propeller therefore retains a high efciency increasing the total efciency of the Kappel propeller compared to conventional designs

MAN Alpha propellers (FPP scale 1:28 models shown) with four-bladed conventional blade design (left) and ve-bladed with Kappel tip n design (right). As with the CPP range, the MAN Alpha FPPs also cover a power range of 4-40 MW, corresponding to, for example, MAN B&W low-speed engines up to the G80ME-C9 series

Announcing the New DieselFacts App

Download DieselFacts to your iPad or Android tablet
Automatically updated so you stay in the know. Or read DieselFacts on the go.

tu fea ing xcit free! ,e Newnd its a

res

Come into DieselFacts world: large-bore diesel engines, turbomachinery, marine and stationary applications, design, licensees, power outputs, gas turbines, steam turbines, compressors, turbochargers, propellers, gas engines, complete marine propulsion systems, turnkey power plants, market segments, process industry, PrimeServ after-sales, global network, research & development.

PAGE 6

DIESELFACTS 2/2012

Bigger Compressor Trains Adapted For Larger PTA Plants

MAN Diesel & Turbo emerges as major supplier in a rapidly evolving market

Terephthalic Acid Plant with blue-coloured MAN integrally geared compressor (Source: MAN Diesel & Turbo)

Following a general trend aimed toward economy of scale, the size of purified terephthalic acid (PTA) plants has continued to grow. MAN Diesel & Turbo is one of the major suppliers of compressor trains for such applications. It has installed several plants from 1.1 million to 1.2 million tons/yr (1.0 mil-

lion to 1.1 million tonnes/yr). This is a big step when compared with the previous size of 826,700 tons/yr (750,000 tonnes/ yr). However, the German company said it has received multiple orders for PTA plants with a capacity of 1.3 million to 1.4 million tons/yr (1.2 million to 1.3 million tonnes/yr) showing that the average size of

these plants is still on the rise. The architecture of MANs PTA compressor trains follows the standard design, adopted in the early 1980s. It consists of a main integrally geared process air centrifugal compressor driven during the start-up phase by an electric motor/generator, a steam turbine and a turboexpander that active-

Picture of an integrally geared compressor such as those used in PTA plants (Source: MAN Diesel & Turbo)

ly recovers power by expanding the off-gas supplied by the process. The steam turbine is directly connected to the integrally geared process air compressor via a separate pinion drive. While the main air compressor may be defined as a standard machine with four to six stages, depending on the PTA process the customer has chosen, the other machines are specifically designed for PTA plants. The steam turbine has to handle low-pressure live steam and features a very large casing with two additional admissions to make the best use of the process steam available. The frame size of this machine is very large when compared with its power output, but that size is imposed by the process conditions. The turboexpander has to be constructed with the use of special materials to safely handle the offgas that, in spite of being cleaned prior to the turboexpander inlet, is still very aggressive. These turboexpanders can either be of the integrally geared type, or with an inline configuration, depending on the process conditions and parameters. When a single- or two-stage expander is requested, an additional pinion can be mounted on the air compressor casing.

If the process supplies off-gas at high pressure and temperature, a separate four- to eight-stage inline machine (similar in design to a steam turbine) can be a better, more efficient solution. In this case, the turboexpander is connected to the turbomachinery train through an auxiliary gearbox. Once the PTA process has reached full load, the process steam and the power recovered by the off-gas turboexpander exceeds the power needed to drive the main air compressor, and the surplus power is fed to the electric motor, which is then turned into a generator and supplies power to the grid. For synchronous reasons, the whole train needs to run at fixed speed. The demand for large PTA plants is mainly concentrated in China, India and the Middle East. MAN technology has been adapted to follow both the market trends as well as the latest design criteria. Large MAN PTA compressor trains of 40,200 to 67,000 hp (30 to 50 MW) are the result of several years of experience, which has been transferred to the trains that will serve the new 1.3 million to 1.4 million tons/yr (1.2 million to 1.3 million tonne/yr) -sized plants.

DIESELFACTS 2/2012

PAGE 7

Updated Programme Marks Progress

New engine and increased efficiency mark development of two-stroke portfolio
MAN Diesel & Turbos updated engine programme features several, positive changes to its two-stroke marine segment. The most significant of these is to the ME-B and G portfolios that are, respectively, increasingly finding favour in the coastal & river segment in major markets such as China, Japan and Russia, and container traffic. The programme introduces an entirely new engine the S30MEB9 type, which joins the existing 35, 40-, 46-, 50- and 60-cm models in the small-bore ME-B family. The economical ME-B design utilises a camshaft-operated exhaust valve and an electronically controlled fuel-injection system designed to meet Tier II emission requirements. All ME-B engines in the updated programme can boast of improved SFOC figures compared to earlier versions owing to the introduction of variable exhaust valve timing in response to market demand. This improved control of the exhaust valve significantly lowers EEDI figures and reduces fuel-oil consumption at part-load operation. G-type engines G-engines are hallmarked by their SFOC, energy efficiency and ability to meet all Tier II criteria. The G40 and G45 types are the newest members of this family that was originally introduced in 2010 and represents another important step towards a lower EEDI. G-series engines are Green engines with an ultra-long stroke that reduces engine speed, thereby paving the way for ship designs with unprecedented high-efficiency. Additionally, MAN Diesel & Turbos recent takeover of the Kappel propeller portfolio adds fixed-pitch expertise to its propeller portfolio. This development will accommodate the use of G-type engines with just minimal changes in existing ship designs, but even greater efficiency.

Main engine SMCR power kW 40,000

8 cyl.
S80

Potential fuel savings of 4-7%

G80 M 9. E- C 2
ME -C9 .2

8 cyl.

Lower rpm Larger Propeller

C9.2
8 cyl.

30,000

G 70

M E-

C9.2

S 70 M

E-C8

.2

8 cyl.

20,000

G60ME-

S60ME-

C8.2

8 cyl. 8 cyl.

10,000

G50ME-B9.3

8 cyl.

S50ME-B9.3 8 cyl. G45ME-B9.3

Higher Efciency
8 cyl.

G40ME-B9.3
68 r/min 83 r/min 78 r/min 91 r/min 97 r/min 105 r/min 117 r/min 111 r/min 100 r/min

0 50 60 70

125 r/min

80

90

100

110

120

130 r/min SMCR speed

Fuel and CO2 Savings

(Above) The G-type engine series has already revolutionised ship design and MAN Diesel & Turbo reports that more efcient hulls are now designed to take advantage of the incoming orders for G-engines; (right) the entry for the S30ME-B9 engine in MAN Diesel & Turbos latest marine engine programme

First Sale of Uprated L23/30H Announced

Strategic internal repositioning of four-stroke engines aims to further promote this illustrious GenSet with so much history. In connection with MAN Diesel & Turbos recent repositioning of Holeby GenSets to within its Copenhagen-based Low Speed business unit, the company has announced the uprating of its classic L23/30H workhorse. In a recent interview with DieselFacts, Mikael C. Jensen, Vice President and Head of Engineering for the Low Speed Business Unit, confirmed the uprating and stated it was the first of many technical adjustments planned for the four-stroke programme. MAN Diesel & Turbo states that the L23/30H Mk. 2 has already had a positive response and increased orders for an engine that originally entered the market in the mid-1960s to date, over 10,000 such engines have been reported as manufactured. Doosan reports having sold the first uprated model to Samjin Shipbuilding Industries (SSI) in Korea for a European operator with delivery due in November 2012, while MAN Diesel & Turbo says that several other of its licensees have already signed technical agreements for the production of a L23/30H Mk. 2 for another European operator. Mark 2 The MAN L23/30H Mk. 2 generating set has undergone some significant design changes and can now boast of:

an increased power yield of just under 10% a TCR turbocharger for greater efficiency and more service friendliness a simplified, integrated nozzle cooling system that reduces installation costs the introduction of a monocoque design to reduce weight and cost.

L23/30H Mk. 2 Engine Programme: power output comparison Engine size 720 rpm (60Hz) 5 cylinders 6 7 8 750 rpm (50Hz) 5 cylinders 6 7 8 900 rpm (60Hz) 6 cylinders 7 8 Mk. 1 130 kW/cyl 650 780 910 1,040 135 kW/cyl 675 810 945 1,080 160 kW/cyl 960 1,120 1,280 Mk. 2 142 kW/cyl 710 852 994 1,136 148 kW/cyl 740 888 1,036 1,184 175 kW/cyl 1,050 1,225 1,400

L23/30H Mk. 2: comparison of other, main particulars L23/30H Mean Effective Pressure Max Firing Pressure SFOC at 100% load
Source: MAN Diesel & Turbo

L23/30H Mk. 2 19.9/19.8/19.6 bar 145/145/150 bar 191/191/193 g/kWh Archive photo of an L23/30H unit

18.2/18.1/17.9 bar 130/130/135 bar 194/195/196 g/kWh

PAGE 8

DIESELFACTS 2/2012

Study of Slow Steaming Practices in the Global Shipping Industry

MAN PrimeServ-conducted survey from June 2012 features a comprehensive poll of representatives from the global container, bulk and tanker shipping industry
more important focus areas than respondents that had not. Developing trend Generally speaking, customers reacted positively to slow steaming and were much less concerned with schedules and planning. There were also signs of a trend among shipping companies to use the financial gains from slow steaming as a competition parameter. In this respect, the shipping lines that decided to invest in solutions that could further optimise their returns from slow steaming stood to gain an advantage. Environmental compliance Compliance with local environmental relations is also important for shipping lines requiring access to certain countries and ports. There was a significant difference in approach to this question by those who had already implemented engine retrofits compared with those who had not. Those who had implemented engine retrofits were more inclined to address environmental compliance by investing in mechanical solutions that were certain to deliver the necessary advantages within a reasonable payback time. You can download the entire survey and see the short film Slide Fuel Valves making slow steaming possible at: www.manslowsteaming.com

An MAN PrimeServ service engineer pictured during the retrot of a turbocharger cut-out system

In late 2011, MAN Diesel & Turbo conducted a web survey among more than 200 representatives of the global container and bulk shipping industry. Of these, 149 had implemented slow steaming, that is, lowor part-load operation. The purpose of the survey was to investigate the approach of container lines as well as bulk and tanker operators to slow steaming, the retrofit, de-rating and upgrade measures they had taken to maximise their return on slow steaming, and how they evaluated the results of these measures. Slow steaming Since its initial introduction in 2007, the slow steaming concept has increasingly been adopted by the worlds shipping community. As such, the engines in the worlds fleet are designed to run constantly at full load, a situation that is typically not the optimal operational pattern today. This accordingly sets challenges for operators in terms of how to maximise performance and competitiveness under these new operating conditions. The slow steaming phenomenon has its origins in fuel costs; the vast majority of questionnaire respondents both those who had and those who had not implemented engine retrofits agreed that the price of fuel was the overriding reason for adopting slow steaming.

Apart from running at part-load, there are a number of other ways to further increase the financial return from slow steaming. These include the use of slide fuel-valves, turbocharger cut-out solutions, the upgrading of lubrication-oil systems (see text boxes), engine de-rating and propeller upgrading. Survey respondents that had adopted
1

one or more of these measures declared themselves pleased with the results. These measures enable a more efficient consumption of fuel and lubricating oil as well as an improved engine performance, adding significant further gains to the annual savings of millions of dollars achieved by slow steaming itself.

Lower fuel consumption also means fewer emissions, a valuable side-effect in a world of ever stricter environmental regulations. Survey respondents that had implemented engine upgrades rated factors such as the fouling of the exhaust-gas boiler, the presence of soot deposits in moving parts and having the correct lubrication as far

Slow Steaming Kit: Alpha Lubricator Upgrade A consequence of substantial over-lubrication at low load is the generation of deposits on the piston crown and rings, increasing the risk of damage to the cylinder liners. Over-lubrication represents a waste of resources. The Alpha Lubricator Upgrade offers lubrication optimisation at all engine loads. Benefits Cylinder lubrication oil savings of 20-50% at low load More accurate feed-rate control at all engine loads Minimal over-lubrication at low load, reducing deposits and improving cylinder condition Implementation of latest design features Upgraded interface by latest software version. The Alpha Lubricator Upgrade is recommended for all large-bore MC engines (70-98 bore) and older installations in small-bore engines.

Alpha Lubricator Layout Lubrication algorithm

Cylinder oil feed rate

Specic feed rate [g/kWh] 2.00 1.80

Reduction factor [-] 1.0 0.9

High load breakpoint 1.60 1.40 1.20 1.00 0.80 0.60 0.40 0.20 0.00 35 ~10% Engine load 40 45 50 ~25% Engine load 55 60 65 70 75 80 85 90 95 25% load breakpoint Reduced load breakpoint 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 100 0.8

Breakpoint at 15 revolution/injection corresponding to ~35% engine load

Engine rpm (of MCR) [%]

12K98MC-C example A useful example of the savings the Alpha Lubricator Upgrade can offer can be taken from a 12K98MC-C engine operating at 10% load. MAN Diesel & Turbo measured a lube-oil consumption of 240 l/day prior to the upgrade and 100 l/day afterwards. At 6,000 h/year and 1,200 EUR/t, this represents yearly savings of 42,000 EUR.

The new lubricator layout reduces the engine power level at which the algorithm, controlling the cylinder oil feed rate, changes. The breakpoint is moved to the left. The Alpha Lubricator Upgrade enables the cylinder oil feed rate to follow a lower curve. The marked area in the gure above corresponds to the potential lubrication oil savings from upgrading the system.

DIESELFACTS 2/2012

PAGE 9

Changing Nature of Marine Sector Prompts Creation of Green Initiatives

Rising fuel prices and stringent emission legislation drive technical developments
With the recent trend of increased fuel prices and the introduction of strict environmental measures, and with even tougher legislation due in the near future, many shipowners have begun to show interest in improving the efficiency of the power systems aboard their ships. While the rising fuel prices have negatively affected most supply chains through fuel surcharges or increased operating costs, there is still opportunity for larger companies dealing directly with shipowners and brokers and for businesses that depend on shipping for their trade to exploit the supply chain efficiencies latent in the maritime sector. As such, there is no doubt but that shipping will retain its importance in the future as the only efficient way of transporting most goods. Green initiatives Recent news reports have covered how Hapag-Lloyd, one of the worlds largest container shipping lines, became the first shipping company globally to have its fleet certified in accordance with the International Maritime Organisations (IMO) Energy Efficiency Design Index (EEDI). Other news has included wellknown industry names, such as the Port of Los Angeles, Maersk line, Teekay, ABB, Heidmar, Hanseatic Tankers, Starbulk and Wrtsil that have taken things a step further and joined the Carbon War Room initiative, which has published the energy efficiency ratings of over 50,000 vessels online. Simultaneously, major companies such as Coca-Cola, Nike and WalMart have created a container-specific index called the Clean Cargo Working Group (CCWG) index. Currently accessible by shipowners and shippers alone, it nonetheless represents a move in the right direction in terms of environmental consideration. Technical initiatives While a modern, two-stroke diesel engine has one of the highest thermal efficiencies of todays power systems, even this can be improved by integrating the diesel engine with other power systems. To this end, MAN Diesel & Turbo offers highly efficient steam and gas turbines as part of its innovative Waste Heat Recovery (WHR) system portfolio. The company is a package supplier that can integrate a WHR system including economisers, steam/power turbine generator and condensing unit into a vessel and guarantee the performance of the complete WHR system cycle. It can also deliver a package that includes the shaft generator/motor system, which provides substantial flexibility for a complete WHR cycle. MAN Diesel & Turbo has clearly seen the possibilities offered by waste heat recovery, which generates power from energy that otherwise would be lost to the atmosphere. The WHR principle has been common knowledge for decades but was not widely exploited within the marine segment until recently. Today, environmental factors such as concern over carbon footprints, as well as general improvements to vessel efficiency, have aroused major interest among shipping companies in general. As such, MAN Diesel & Turbo has the knowledge and know-how to push shipping efficiency to the next level. MAN Diesel & Turbos WHR systems consist of high quality and highly efficient machinery that significantly increases overall vessel efficiency, all in close cooperation with yards, designers and owners. The systems are also an effective way to reduce the EEDI index. In todays market, low-load operation of main engines has become the norm, one which seems destined to prevail for years to come. While low-load operation can potentially extend payback times, MAN Diesel & Turbo projects specific calculations for interested customers and frequently engages owners in direct dialogue regarding the operational profile of their vessel. The ultimate aim is to find the optimum specification and utilisation profile for installing WHR equipment.

MAN Diesel & Turbo recently signed a cooperation agreement with Opcon, the Swedish energy and environmental technology company, to exploit the possibilities arising from the merging of Opcons Powerbox Waste Heat Recovery technology with that of MAN Diesel & Turbo

Slow Steaming and SFOC Reductions: Turbocharger Cut-Out Of a ships total operational costs, fuel accounts for by far the greatest proportion. By installing a Turbocharger CutOut System, an operator gains the option of disabling one of the turbochargers during low-load operation. This, in turn, improves the performance of the remaining turbochargers and reduces SFOC. This solution has been very well received in the shipping industry since its introduction and, with MAN PrimeServ already having received more than 200 orders, it is quickly becoming a standard retrofit choice aboard many vessels. PrimeServ offers TC cut-out for 3 and 4 turbocharger setups and can also take care of any associated IMO NOx certification.
Obtainable load range after one Turbocharger Cut-Out No. of TCs Load range
Source: MAN Diesel & Turbo

SFOC reductions recorded in service with a 12K98ME

Slide Fuel-Valves Engines that are not fitted with slide fuel valves are difficult to operate at low-load on account of soot formation. Such engines have to be regularly driven at high revolutions to clean the exhaust channels. Slide fuel valves come as standard on all new MAN B&W engines but can also be retrofitted on MC engines. Such valves eliminate the socalled sac volume, a measure which eliminates dripping from the fuel-valve nozzle and leads to a cleaner combustion chamber, cleaner exhaust-gas passages and reduced emissions. Furthermore, the slide fuel-valve has a NOx reduction potential of 20% because of the changed injection pattern. The fuel valve is a NO x component and, therefore, requires an amendment to the technical file. The level of NOx reduction is found by comparing the conventional and the slide type injection valve.

185 180 g/kWh 175 170 165 160 20

Standard

30
1 of 3

40

50
1 of 4

60
1 of 2

70

80

90

100

Engine Load %

SFOC reductions recorded in service with a 12K98ME

Turbocharger Cut-Out with Swing Gate Valves

2 of 3 10 - 66 % MCR

3 of 4 10 - 74 % MCR

Set of gate valves Control system Installation Engine adjustment

PAGE 10

DIESELFACTS 2/2012

VTA Sales Top 100 Mark

When MAN Diesel & Turbo started developing a variable turbine geometry for the largest exhaust-gas turbochargers at end of the 90s, nobody would have predicted that the technology would one day be one of the most effective features in reducing the fuel-oil consumption of medium- and low-speed engines. Today, four years after its market release in May 2008, the VTA reference list exceeds 100 entries, covering the TCR20, TCA55, TCA66, TCA77 and TCA88 turbocharger frame sizes. As such, VTAs are installed on four-stroke gas engines and medium-bore and large-bore, two-stroke diesel engines powering bulkers, tankers and container vessels to support ship operators partload or slow-steaming strategy. In recognition of this achievement, MAN Diesel & Turbo was awarded the prestigious Sea Trade Award for the VTA in the Protection of the Marine and Atmospheric Environment category in 2010. The first unit delivered for commercial use has, to date, accumulated more than 20,000 operating hours running on HFO and confirmed its reliable operation as well as fuel savings of up to 5 g/kWh. In addition to the fuel savings, the VTA will also contribute to the reduction of the Energy Efficiency Design Index (EEDI) when it comes into force for ships built after 2013.

MAN Diesel & Turbo Completes Purchase of Mecos Traxler

MAN Diesel & Turbo Schweiz AG has completed the acquisition of Swiss based magnetic bearing specialist Mecos Traxler AG. Following several years of joint research and development and a first successful compressor train installation with Mecos magnetic bearing technology, a further step towards a close partnership has been taken. The acquisition by MAN Diesel & Turbos Oil & Gas Business Unit in Zurich (Switzerland) will further push the joint growth, especially in the Oil & Gas business. Mecos Traxler AG, based in Winterthur (Switzerland), is the worlds largest privately owned and independent company for the development and production of active magnetic bearing systems. Since its foundation in 1988, Mecos has launched magnetic bearing solutions for compressors, turbines and other high-speed rotating machinery serving in various industrial applications such as high-power laser, ultra-high vacuum and gas compression. Mecos will continue business under its established brand and will continue to serve its existing customer base and develop further partnerships.

TCA turbocharger with Variable Turbine Area (VTA) for engine part- or lowload optimisation

Greece Receives Stamp of Approval

MAN Diesel & Turbo Hellas awarded ISO certification for system management quality
MAN Diesel & Turbo Hellas (MDT Hellas) was formally awarded the ISO 9001:2008 certification by Lloyds Register Quality Assurance on June 5th 2012. The award ceremony was held at MANs stand at the Posidonia International Maritime Exhibition in Athens. The widespread application of the ISO 9001:2008 standard and its significant importance in managing quality along the supply chains led MAN Diesel & Turbo Hellas to seek certification. However, it was not here that the MAN Groups journey to quality started. Quality management has always been an important part of the organisation and has always been in focus, from sourcing, production, assembly, to testing and commissioning of products, including PrimeServ activities. Indeed, the MAN Group now predicts the Greek business unit as contributing even further to and enhancing the groups long-lasting commitment to quality. During the awards ceremony, the ISO certificate was handed to Dr Stephan Timmermann Executive Board Member of MAN Diesel & Turbo S.A. responsible for the Maritime Business, and Dimitris Vlantos Managing Director of MDT Hellas, by Mr Tom Boardley Lloyds Register Marine Director, in the presence of Apostolos Poulovassilis Lloyds Register Regional Marine Manager EMEA, and John Kalafatis LRQA Business Centre Manager EMBS. Dimitris Vlantos said: ISO certification is very important to our office as it helps us manage our systems in the direction of continuous improvement. The unique approach of LRQA Business Assurance assessors helped us see tangible benefits from this process, while also helping us identify opportunities for improving performance and reducing risk. John Kalafatis said: We are here to celebrate the Quality Management System Certification of MAN Diesel & Turbo Hellas and most of all to congratulate MAN Groups true commitment for continuous improvement and provision of high quality products and services. It is ket with the highest level of profesreally encouraging to see that, in sionalism, this certification is a very todays difficult times, companies important milestone, and is somelike MAN rely on their management thing we aim for at every site of our systems to further manage their global organisation of more than 110 hubs. I therefore heartily conbusiness risks. Dr. Stephan Timmermann add- gratulate our office in Piraeus on ed: In the light of serving the mar- this great achievement.

Present at the ceremony at the Posidonia Exhibition were (left to right) John Kalafatis, Tom Boardley, Dr. Stephan Timmermann, Member of MAN Diesel & Turbo Executive Board, Dimitris Vlantos and Apostolos Poulovassilis

DIESELFACTS 2/2012

PAGE 11

A Real Powerhouse of a Solution

Otto 20V35/44G engine brings gas benefits and is ready to meet future power needs
A reliable supply of electricity is essential for global economic growth. Given the need for reliability of supply and the environmentally-friendly use of resources, the demands in terms of the energy mix are changing; a flexible range of supply options and efficient, decentralised production are now more important than ever before. MAN Diesel & Turbos involvement with electrical power generators goes back to 1904 when it supplied the first ever diesel generator sets to the Kiev Tram System. More than ever before, the companys development focus is on its engines environmental performance where it uses its unrivalled grasp of large engine technology to make progressively cleaner, more powerful and more efficient engines. Powerful perfromance A reliable supply of electricity is essential for global economic growth. Given the need for reliability of supply and the environmentally-friendly use of resources, the demands in terms of the energy mix are changing; a flexible range of supply options and efficient, decentralised production are now more important than ever before. MAN Diesel & Turbo provides a reliable electricity supply with its highly efficient 20V35/44G gas engine. The newly developed Otto gas engine is suitable for smaller decentralised power plants and can also be deployed in large power plants of up to 300 MW. For this solution, MAN Diesel & Turbo draws on its extensive global expertise in delivering customised turnkey power plants. In order to achieve the highest efficiency rates and maximise sustainability, the company has implemented an integrated gas strategy, which incorporates both its engine and turbine technologies. Combined cycle To meet the requirements of high efficiency and environmental friendliness in the production of power, MAN Diesel & Turbo has developed a power cycle process for stationary power plants that utilises heat from the engine exhaust gases for the production of live steam in a bottoming process. The steam is expanded in a steam turbine, which produces electrical energy via the ClausiusRankine cycle. This additional electrical energy is produced without consuming additional fuel, which is the strength of the combined cycle. An example layout of a power station with gas engine combined cycle is shown in the illustration here. The power house contains the engines and the steam turbine with their generators. The hot exhaust gases flow through the heat recovery steam generators before they enter the stacks. The steam is re-cooled by a condenser. The electrical power produced by the engines and the steam turbine is then supplied to the grid at the sub-station. Otto 20V35/44G engine The gas engine reaches an output of 10.6 MW, has an electrical efficiency of 47.3%, features many innovative technological elements and complies with all current emission limits solely by in-engine measures. With its newest gas engine, MAN Diesel & Turbo is bringing the benefits of gas engines to power and cogeneration plants with electrical outputs of 100 to 300 MW. Power density The 35/44G is offered in a V-type version with 20 cylinders and an output of 10,600 kWm. Its rated outputs 530 kW per cylinder for 50 Hz power generation and 510 kW for 60 Hz power generation give the 35/44G best-in-class power density among gas engines. The advantage of gas-fired power plants lies chiefly in extremely low emissions coupled with a high level of efficiency. Due to the lower carbon content of the fuel, gas engines emit around 25% less CO2 than diesel engines. Nitrogen oxide (NO x) emissions are roughly 80% lower, while emissions of sulphur oxides, soot, and particles are virtually non-existent. Lean-burn concept In a lean-burn gas engine, the mixture of air and gas in the cylinder is lean, i.e. more air is present in the cylinder than is needed for complete combustion. With leaner combustion, the peak temperature is reduced and less NOx is produced. Advanced Ignition Technology The ignition system comprises a capacitive discharge system and an ignition coil, which delivers the necessary high voltage via an ignition lead to the spark plug. To improve combustion, the spark plug is located in the prechamber. Gas is precisely metered to the pre-chamber by means of a separate valve. In conjunction with the lean mixture from the main chamber, which is fed into the pre-chamber by the compression cycle, this creates a highly efficient, almost stochiometric mixture. This is ignited using the spark plug, providing an ignition amplifier for the main chamber. SaCoSone The 35/44G engine is equipped with the SaCoSone safety and control system. Built with integrated self-diagnosis functions and targetting maximum availability, SaCoSone guarantees reliable engine operation with an optimum operation range between knocking and misfiring. Furthermore, each engine cylinder is regulated on an individual basis. Cogeneration or combined cycle In addition to using thermal energy recovered from engine sources for heating or cooling in cogeneration or tri-generation applications, the exhaust heat of the 35/44G engine can also be used to produce steam to drive a steam turbine generator. As a result of this capability, the overall output and efficiency of a power plant can be increased without additional fuel costs. Further major benefits of the 35/44G

Reliable power source: 10,600 kWm rated power Low fuel costs: 47.3% el. efficiency single cycle Heat utilisation: > 90% total efficiency Short power ramp up time: 100% load within 8 minutes Ambient temperature compensation: Tair = 40 Kelvin without power derating Easy maintenance / high availability High safety standards Excellent load response.

Illustration of the Powerhouse concept (Source: MAN Diesel & Turbo)

DIESELFACTS 2/2012

Panorama view of the new MAN PrimeServ Academy in Frederikshavn, Denmark in its location on the harbour waterfront as part of the MAN PrimeServ Frederikshavn Service Centre

Frederikshavn Opens its Doors

PrimeServ invests significantly in propulsion and propeller training at Danish location
The newest MAN PrimeServ Academy held its official opening on 21 May 2012 in Frederikshavn, Denmark, in the process becoming the 11th training and education centre in MAN Diesel & Turbos global network. The formal opening of the new facility was marked by a traditional ribbon-cutting ceremony and a series of speeches delivered by Ole Sohn the Danish Minister for Business and Growth, Lars Mller Mayor of Frederikshavn, Wayne Jones Head of the PrimeServ Diesel Business Unit, Dr. Stephan Timmermann Executive Board Member of MAN Diesel & Turbo, along with Poul Knudsgaard Head of PrimeServ Four-Stroke Denmark and Site Manager of MAN Diesel & Turbo, Frederikshavn, who also hosted the event.
Propulsion engines Gearboxes Propellers Engine control and monitoring systems Propulsion control systems
Source: MAN Diesel & Turbo

MAN L27/38 and MAN L21/31 MAN Alpha AMG range MAN Alpha CPP Mk 3 and Mk 5 range Alphatronic 2000 and SaCoSone Alphatronic 2A and 2000

Guests pictured in the new PrimeServ Academys propeller training department

In his opening speech, Knudsgaard said: Its with very great pride I stand here today. Its really a dream come true for Frederikshavn with a new asset and a clear sign of the companys transforma-

tion from manufacturing to service and knowledge. The specific focus and core competencies of the new PrimeServ Academy are centred on propulsion plants, aft-ship solutions,

propellers and control systems. Frederikshavn offers general training programmes as well as more specialised ones for specific target groups within a typical shipowner organisation. These range from general understanding of manoeuvring functionality and handling for navigators, through optimised operation, maintenance and repair actions for engineers and superintendents, to in-depth knowledge, fine-tuning and troubleshooting training for specialists. Instructors at the new academy will host several streams of training sessions. These will range from basic, standard training programmes and/or special, tailor-made training sessions held in Frederikshavn with simulator drills, hands-on fullscale products and test-rig facilities to, for example, optional training performed on-site at a shipowner premises or even aboard a ship.

Poul Knudsgaard added: Training is a prerequisite for optimising the performance of a plant and safeguarding customers investment. In addition, the MAN PrimeServ network promotes a constant and direct exchange of knowledge among customers, suppliers and our Research & Development organisation. This helps us to continuously increase our market orientation and our customers satisfaction with our performance. For a list of the product areas in which MAN PrimeServ Academy Frederikshavn will provide specialist training, see the table above. Today, MAN Diesel & Turbo has established PrimeServ Academies in Augsburg, Busan, Copenhagen, Fort Lauderdale, Frederikshavn, Nuremberg, Oberhausen, Shanghai, Saint-Nazaire, Stockport and Zurich.

Find more information at:

Pictured at the opening ceremony in Frederikshavn (from left): Poul Knudsgaard Head of PrimeServ Four-Stroke Denmark and Site Manager of MAN Diesel & Turbo Frederikshavn, Lars Mller Mayor of Frederikshavn, Wayne Jones Head of PrimeServ Diesel Business Unit, Dr. Stephan Timmermann MAN Diesel & Turbo Executive Board, Ole Sohn Minister for Business and Growth

http://www.mandieselturbo.com/0000134/PrimeServ/PrimeServAcademies.html

For further information

MAN Diesel & Turbo Group Marketing dieselfacts@mandieselturbo.com www.mandieselturbo.com See DieselFacts online with video clips at: www.mandieselturbo.com/dieselfacts Publisher: Peter Dan Petersen, Group Marketing 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.