turbo 02.

2017
PUBLIC-PRIVATE
PARTNERSHIPS
THE SILK ROAD
REVIVAL BRAZILIAN TREASURES
Power prospects for A new logistics route Transforming the oil and gas industry through
Senegal opens up to China reforms and international partnerships
 NO 02.2017

DEAR READERS,
As First World inhabitants, we take a lot for granted. It is

TURBO
only when we deliberately move the curtains aside that we dis-
cover the background machinery that so smoothly maintains
our privileged existence. The curtain we have peeked behind
in this issue covers the amazing work of the navy. We jumped
at the chance to visit the HNLMS Holland, a Dutch Navy
offshore-patrol vessel, and were impressed by the personal com-
mitment, professionalism and teamwork of a crew whose chal-
lenges range from chasing drug traffickers to helping hurricane
victims – all in a day’s work.
Another article in this issue has historic roots that can be
traced back to Marco Polo, the great explorer. In the 13th century
he traveled on the so-called Silk Road from Europe to China, one
of the world’s most ancient trade routes. With the rise of global
shipping, its significance faded, but it is now about to undergo a
resurgence with heavy Chinese investment into the Iron Silk
Road – a new European rail connection to China. To learn more
about the future possibilities for this historic route, we sent our
technology, equipped with state-of-the-art sensors, on a 16-day
trip through the heart of continental Europe and Asia.
On our final journey, rugged green mountains meet bar-
ren Caribbean landscapes when we contrast two equally isolated
spots at opposite ends of the world: the island of Bonaire and the
Faroe Islands. As distant and different as they are, they have one
thing in common: both operate one of the world’s most ad-
vanced hybrid-energy systems. As you will see, there is a lot to
learn from these smart islands.

We were I hope you will enjoy the journey we are about to take you on.

impressed by Yours truly,

the personal
commitment.” Dr. Uwe Lauber, CEO of MAN Diesel & Turbo

MASTHEAD: MAN MAGAZINE is published two times a year in English. · PUBLISHED BY MAN Diesel & Turbo SE, Dr. Jan Dietrich Müller, Group Communications & Marketing,
Stadtbachstr. 1, 86153 Augsburg, Germany · Editors in Chief: Jan Hoppe (jan.hoppe@man.eu), Felix Brecht (felix.brecht@man.eu) · PUBLISHER C3 Creative Code and Content GmbH,
Heiligegeistkirchplatz 1, 10178 Berlin, Germany, Tel.: +49 30 44032-0, www.c3.co · CONTENT DIRECTOR Klaus-Peter Hilger · EDITORS & AUTHORS Cedric Arnaud, Deborah Capras
(responsible), Kirti Letsch. Freelance author: Eamonn Fitzgerald · COPY EDITOR Asa Tomash · PROJECT MANAGEMENT Christa Krick · GRAPHICS Charlotte Bourdeix, Michael Helble,
Andrea Hüls, Christian Kühn, Linda Lorenz · PHOTO EDITOR Elke Latinovic, Samantha Taruvinga · COVER IMAGE Hilaea Media/Dado Galdieri · PRODUCTION C3 Creative Code and Content
GmbH · PRINTING Pinsker Druck und Medien GmbH, Pinskerstraße 1, 84048 Mainburg, Germany · REPRODUCTION permitted with reference. Any changes must be coordinated with the
editors. · COPYRIGHT ©2017 MAN Diesel & Turbo and C3 Creative Code and Content GmbH. All information provided in this magazine is intended for general guidance only and is not
intended to be used as a substitute for specific technical or commercial information and advice.

02
 NO 02.2017

10
A SECTOR OPENS UP IN BRAZIL
14
40

A HIGHLY COMPLEX VESSEL

FOR THE PRE-SALT FIELDS
An international feat: The floating production
storage and offloading vessel is required to
extract the vast deposits.

22

CONTENTS 10
04 Dual leaders
MAN and hybrid propulsion specialist AKA have
joined forces.

06 MY MAN
Kenya: the geothermal superpower
PHOTOS: Simon Katzer, shutterstock, Paul Langrock/Zenit/laif,Henri-Jean Vittecoq, Hilaea Media/Dado Galdieri

A flagship in renewable energy: the 75 MW

wellheads providing 14% of Kenya’s power. 26 Shining a light on smart islands
Two remote islands on opposite sides of the world
are the pioneers in self-sustainable communities.

08 TURBO
Subsea technology goes topside
A multitalent and a breakthrough in offshore 32 MARINE
Fueled for change
compression: the Ivar Aasen oil platform. Moving forward toward eco-friendly marine

10
transport: freighters powered by LNG.
Tapping the treasures of the deep
Vast deposits and major reforms are attracting
international players in the oil industry to Brazil. 34 Powered up, on patrol and mission ready
On board the HNLMS Holland for counter-drug,

14
anti-piracy and humanitarian missions.
Rebooting the Silk Road
Why the modern Iron Silk Road works as a viable
alternative for transporting goods to China. 40 Offshore turbines: up and turning
Facing the challenges of the forces of nature with
engineering, expertise and advanced equipment.

20 POWER
Remote power
As no roads lead to the Amazonian city of Iquitos, 44 DIALOGUE & OPINION
“It’s not a revolution yet!”
commissioning a new power plant was a challenge. How far can 3-D printing change manufacturing,

22
and who stands to benefit in the future?
When the World Bank has a say
How public-private partnerships are improving
the power prospects for Senegal. 46 News & facts
Brief business updates.

03
 NO 02.2017
DUAL
▲
Jason Aspin: leading
the switch to electrical
systems with smaller
carbon footprints.
LEADERS
The fast-evolving transition to decarbonization and digiti-
zation requires strong partnerships. In 2017, MAN Diesel &
Turbo acquired a 40% stake in Aspin Kemp & Associates
(AKA), a specialist in electric and hybrid systems. Jason
Aspin, co-founder and Managing Director, reveals why the
tie-up works for both parties – and for customers.
How would you describe the partnership between your
company and MAN Diesel & Turbo SE? Is it a match made
in marine-power heaven? For many years, we have been
struggling with what would be the ideal strategic partner. As
a small company, it’s hard to compete against larger organi-
zations, even though we might have a superior technical solu-
tion. The industry trend is also moving towards complete
packages, so we need to be able to deliver such solutions. The
competences of MAN Diesel & Turbo in the fields of engines,
exhaust gas after-treatment, and gas and propulsion systems
complement our expertise and technology in electrical pow-
04
▲
The “Deepwater Thalassa”: the
world’s first hybrid drilling vessel.
Among other improvements,
AKA technology ensures fuel
savings of over 40%.
er and hybrid power and propulsion solutions. So, it is a win-
win set-up, and, yes, you could say, a match made in heaven.
How will your customers benefit? What does this part-
nership essentially bring to the table? This is a partner-
ship between a larger, established and global-oriented
group, a specialist manufacturer of diesel and gas engines,
and a small, nimble and agile company, a specialist in high-
reliability power, hybrid technology and energy storage sys-
tems. This partnered approach will enable us to develop new
applications on a larger scale. Particularly when it comes to
marine propulsion, we see a distinct advantage to this tie-up
for clients. Together, we will link up the MAN Diesel & Turbo
expertise in engine technology with our knowhow in ener-
gy storage and energy management systems. This combina-
tion will lead the industry in improvements in reliability
and safety, and to reduced emissions. There are lots of areas
where we will be able to leverage this relationship to build
the solutions our customers seek. Solutions that would have
been more difficult to deliver separately.

How so? If you look at how the market is developing and the
challenges our customers face, there is a lot of insecurity
about the future. In the face of tightening emission regula-
tions, being a trusted OEM who provides components is
not good enough anymore. We need to be trusted advisors,
too, and not only offer optimization of isolated components,
but also look at power and propulsion from a systemic
angle. Clients need partners who offer integrated solutions
tailored to their specific challenges. Our area of expertise is
integration, pulling different components together and
making them work as a single system. This joint expertise
allows us to offer the guidance and system approach our
customers expect.
MAN Diesel & Turbo promotes a maritime energy tran-
sition, a global shift to gas as a fuel to reduce emissions
from shipping. What is your take on the subject? With the
Paris Agreement in place, the maritime industry – like any
other – has to reduce its carbon footprint. If we are to make
this work and reach climate neutrality by 2050, everyone
needs to chip in. MAN has been a real driver behind the
move towards more eco-friendly propulsion systems in
shipping, both technically and – especially lately – also on a
political level. From our side, since we founded the company
just over 20 years ago, we have always focused on developing
technology to reduce environmental impact, increase reli-
ability and safety, while reducing operating costs. So in a
way, both companies have been driving the energy transi-
tion, just from different ends. The transition will continue
to change and morph as we go forward, but together we are
even stronger leaders in this movement.
Next to decarbonization, digitization is a major trend.
How will it change the industry? There is a lot of focus on
digitization right now. But it often lacks direction. I’m confi-
dent that together we will be able to provide this direction.
Essentially, we will bring more clarity on how data can be
used to provide real value to the owners. This will involve
capturing and combining all the data that both companies
have access to, and then figuring out what questions we need
to ask of this data to bring value to the operators. Most cus-
tomers are looking for partners here, not companies that tell
them what they need. Customers have valuable process
knowledge and problems that can be solved within the data
that is available. We believe that a successful model involves
a systems-based, iterative approach, with significant custom-
er and stakeholder participation. Everyone is trying to offer
PHOTOS: aka-group.com
their solution to this, but the provided packages are often of
more value to the OEM than to the owner, as they lack a
systems approach. Each operator is running a multitude of
assets, from a multitude of OEMs, on each of his ships. The
NO 02.2017
added value of an IoT solution does not lie so much in detailed
insight into the operational status of each and every asset. It’s
the overall system he is interested in. So this is where we are
trying to take things. MAN Diesel & Turbo provides the adap-
tive knowledge on the engine side, and we can combine that
with our knowledge of power and automation systems. Such
a combined offering of digital solutions has the potential to
drive efficiency, reduce costs and improve reliability.
Your first joint project will be to supply a diesel-electric
propulsion package for a multipurpose supply vessel –
can you tell us little more about the project? We are really
looking forward to successfully getting it out the door and
Jason Aspin
Jason Aspin is the co-founder and Managing director of Aspin Kemp &
Associates, a systems integration and technology company specializing
in power supply, energy management and drive systems for marine
applications. Based in Montague, Prince Edward Island, Canada, it is
the world market leader in equipping diesel-hybrid-powered ship
propulsion systems with integrated battery storage and high-reliability
onboard power systems in dynamic-positioning applications for the
marine and offshore oil and gas sectors.
being able to demonstrate how we can seamlessly put togeth-
er a complete package. The key to its success is developing an
AKA/MAN solution that provides all the reliability and effi-
ciencies of AKA’s successful power solutions in a power and
propulsion package. Lower fuel consumption, maintenance
costs and emissions will be the result. Our expertise in ener-
gy management and electrical-system integration, combined
with the vast experience in power-train solutions on the side
of MAN Diesel & Turbo, allowed us to deliver together a
completely integrated power and propulsion system for this
vessel. The project is moving along well. We’re expecting
to be in operation around mid-2018.
How do you see the long-term impact of this partnership
with MAN Diesel & Turbo? I see us as joint leaders in tech-
nology and engineering, developing new solutions, solving
problems that are out there now, and building a basis for
tackling future ones, too. We will push the limits as far as the
technology goes. Decarbonization and digitization present
all kinds of challenges, and if we are perceptive and flexible,
we will be able to master them for our clients. ▪
05
 NO 02.2017

PETER
CHEGE
ASSISTANT MANAGER AT
THE KENYA ELECTRICITY
GENERATING CO. LTD.

06
 NO 02.2017
PHOTOS: Green Energy Geothermal (GEG), KenGen Press

MY MAN

KENYA:
1

THE GEOTHERMAL
SUPERPOWER
The breathtaking Great Rift Valley was formed by volcanic
activity, trapping hot steam in the rocks. Today, KenGen, the
Kenya Electricity Generating Co. Ltd., is tapping into this renew-
able source of energy that is attracting worldwide attention.

Peter Chege, you are responsible for the 14 plants with a total
of 75 MW wellheads turbo generators at the Olkaria geother-
mal power fields, 130 km from Nairobi. Why is geothermal
power crucial for Kenya? In the past, our country relied very
much on hydro; it accounted for 50% of installed capacity. But
constant and recurring droughts have made hydropower ex-
tremely unreliable. By moving into geothermal, diversifying
away from hydro, we’ve reduced our country’s vulnerability to
changes in the weather. Kenya was the first to adopt geothermal
1 power in Africa, and we are now ranked the eighth-largest pro-
The 75 MW wellheads ducer of geothermal energy in the world. We expect to push the
at the site of Olkaria:
commissioned in installed geothermal capacity to 1,000 MW by 2020.
2017 and expected to
provide 14% of
Kenya’s power. There must be challenges too. The most difficult and capital-
intensive part is the drilling of the wellheads. It can cost around
2
Peter Chege at the $6 million for each one. Once the wellhead is up and running, the
controls: monitoring
return on investment is within ten years. It’s truly a reliable
the performance of the
MAN steam turbines. source of renewable energy, and there’s no waste. It provides us
with a baseload supply with a very small carbon footprint.

At the Olkaria site, there are 20 MAN steam turbines in oper-

2
ation. What can you tell us about them? The turbines need to
be able to withstand the corrosive environment of geothermal
steam. MAN basically designed the turbines to improve their per-
formance under these conditions. The technology is so sophisti-
cated that it has considerably reduced the need for maintenance.
The steam turbines were supposed to generate 5 MW of power
each. However, we now achieve 5.5 MW gross output. The turbines
may be small, but the steam consumption for power output com-
pares favorably with bigger plants. The smaller size gives us flex-
ibility, as we can shift them easily to another well, as required. We
can implement them where there is only a low source of steam,
making the plant more efficient. They really are portable units. ▪

07
08
NO 02.2017

PHOTO: Aker BP
 NO 02.2017

SUBSEA
TECHNOLOGY
GOES TOPSIDE
◀
Breakthrough in offshore The 19th-century Norwegian philologist, lexicog-
compression: The
“Ivar Aasen” features rapher, playwright and poet Ivar Aasen can only
MAN’s HOFIM™ system. be described as a true multitalent. Best known
for the creation of Nynorsk – one of the two offi-
cial written versions of the Norwegian language –
he is also a fitting namesake to the new offshore
production platform run by Aker BP in the Nor-
wegian North Sea.

The reason: The platform is the first to utilize

MAN Diesel & Turbo’s HOFIM™ compressor
(High-Speed, Oil-Free, Integrated Motor) – a multi-
talent within the turbomachinery world. Driven
by an integrated electric motor, the compressor is
highly adaptable to the varying demands of dif-
ferent modes of operation. The technology was
initially developed for applications on land – in
compressor stations for transporting gas, for ex-
ample. Further development for subsea usage
marked the next milestone. Different but equally
harsh conditions make the robust and safe com-
pression system a perfect fit for offshore, topside
operations such as the Ivar Aasen, where it is used
to export the produced gas from the platform to
shore.

The compact, hermetically sealed unit can easily

be integrated into cramped environments. Tech-
nical highlights of the HOFIM™ include the use
of a high-speed motor and active magnetic bear-
ings provided by MECOS, an MAN company. The
advantages that a technology originally designed
for unmanned subsea operations offers topside
applications is clear: It is designed to be virtually
maintenance-free.

09
 NO 02.2017

Preparing for operation: the FPSO “Cidade de Mangaratiba MV24.”

TAPPING THE
TREASURES
OF THE DEEP
The vast hydrocarbon reserves off the coast of
Brazil are attracting international organizations
and a global pool of expertise.
10
 NO 02.2017

◀
The FPSO “Cidade de
Mangaratiba MV24”
undergoing checks at
the Brasfels shipyard in
Angra dos Reis, Brazil.

▶
Fernando Coelho Filho,
the Brazilian Minister of
Mines and Energy,
at an auction of the
offshore concessions.

Brazil’s most prized treasures lie 450 km off the coast of Rio
de Janeiro, far beneath the ocean floor, at a depth of around
2,400 m, trapped beneath thick 2,000-meter layers of salt.
Cracking through the compound reveals a huge network of
valuable hydrocarbon deposits. Discovered only recently, in
2007, they are known as the pre-salt fields. These giant
deep-water offshore reserves in the Campos and Santos
Basins are so vast that it requires strong partnerships, an
immense pool of skills and advanced technology to exploit
the area’s full potential. In an initiative to speed up oil and
gas exploration in the area, the Brazilian government re-
cently opened up the sector for international companies.
The auctions are attracting interest from major players in
the industry.
“This is still one of the world’s most attractive
oil fields,” says Jens Hueren, Managing Director at MAN
Diesel & Turbo, Brazil. “Now that the regulatory changes
are opening up the sector, it’s a promising area for major
oil companies to invest in. It is no longer the case that
Petrobras, the state-owned energy company, has to hold a
PHOTOS: Hilaea Media/Dado Galdieri, gettyimages

stake in all explorations in Brazil. Although Petrobras is a

world-class player, and will remain the principal operator
and producer in Brazil, the option to work together with
other leaders in the industry will increase investments and
therefore speed up the exploration process and enhance
the area’s potential.” Petrobras still has the first right of re-
fusal when it comes to the bidding process, but the decision
to open up the market has given the Brazilian oil and gas
industry a definite boost.

11

Reforming the market is regarded as an acceleration
of the recovery of Brazil’s oil and gas market after its long
recession. Continuing to restrict exploration rights would
limit the development of the fields, the government con-
cluded, particularly as the area requires specialist equip-
ment and heavy investment to fully exploit the reserves.
Interest is high, which confirms that the strategy is right,
believes Fernando Coelho Filho, the Brazilian Minister of
Mines and Energy: “This shows that by creating an environ-
ment favorable to investment, foreign businesses are again
starting to think of Brazil as an option,” he said at an auc-
tion in September 2017. The interest is also driven by the
need for oil companies to continuously diversify. The re-
duction in conventional onshore reserves, fluctuating oil
prices, and the rising demand for energy globally have
pushed oil and gas exploration further afield.
UNTAPPED, BUT ULTRA-DEEP
While unconventional onshore exploration, such as
oil sands and shale oil, have become more popular recently,
they are often costly to extract, and are limited in scope.
Opportunities lie in extensive, untapped, ultra-deep and
deep-water reserves. Although offshore exploration is cost-
ly initially, the investment has a higher potential to pay off
in the long run, as reserves tend to be vast. Brazil’s pre-salt
deposits hold estimated reserves of tens of billions of bar-
rels of crude. Extraction is a question of the technology and
know-how becoming real in a multinational surrounding.
The complex production vessels needed are a prime
example for this: floating production storage and offload-
ing vessel, or FPSO. On the deck, or topsides, the processing
equipment is located, while the hydrocarbon storage is be-
low, in the double hull. After processing, the oil or gas is
offloaded via either shuttle tankers or pipelines. “The FPSO
12
NO 02.2017
construction is cost-efficient, as it is usually converted
from an existing vessel, and it can also store the produced
oil, reducing the usage of support vessels,” says Valdir Sim-
onetti, Head of MAN PrimeServ Sales & Contracts, MAN
Diesel & Turbo, Brazil. FPSOs are the primary method for
many offshore oil and gas producing regions around the
world. The great depths of pre-salt reserves, combined with
their remoteness from the shore, mean that FPSO solutions
are the technology of choice for the pre-salt deposits.
What’s more, the very global nature of the vessels shows
that opening up the oil fields and enabling industry leaders
to work closer together will spur international investment.
THE LONGEST PARTNER AND JOURNEY
The unique nature of these vessels requires specialist
components and engineering that can only be sourced in
global partnerships. When it comes to fundamental exper-
tise in such vessels, MODEC is the forerunner. Headquar-
tered in Japan and part of Mitsui Engineering & Shipbuild-
ing Co., Ltd., the company is responsible for the engineer-
ing, procurement, construction and mobilization of 20
FPSOs currently in operation globally. Nine are in Brazil,
three contain technology from MAN Diesel & Turbo. The
company expects to increase the number to 12 within the
year, making them the leading FPSO provider and charterer
in the area.
At the heart of almost any big FPSO are the centrifu-
gal and screw compressors. Essentially, they have two key
functions: exportation of hydrocarbons from the FPSO to
shore via pipelines, and injection of natural gas and CO2 to
“CIDADE DE
MANGARATIBA MV24”:
150,000 barrels
of oil per day
280 million standard
cubic feet of gas per day
1,600,000 barrels
storage capacity
◀
The process system is divided into
topside modules on the FPSO, while
oil is stored below in the double hull.
 Espírito
Santo
Brazil State
Rio de Janeiro State
Rio de Janeiro
São Paulo State
Guanabara Bay Campos Basin
São Paulo
Oil fields
Pre-salt fields: Hydrocarbon deposits are
located below a 2,000-meter layer of salt.
Santos Basin
the wells to increase the pressure inside, and subsequently
to increase oil production. The gas is recompressed and re-
injected until as much oil as economically feasible has been
produced from the oil field. While this sounds like a speci-
fication sheet for engineers, FPSO technology is very much
a prerequisite for tapping the pre-salt fields that are so cru-
cial to the Brazilian oil industry.
One concrete example – the conversion of a tanker,
Sunrise J, into an FPSO, the Cidade de Mangaratiba MV24 –
highlights the global nature of these vessels, and their con-
struction. It involves a journey of expertise and compo-
nents from MAN Diesel & Turbo in Zurich, Switzerland,
module construction with a partner in Singapore, and then
transferring the module to Brazil, where it was integrated
onto the FPSO by MODEC.
FROM GLOBAL TO LOCAL
Once the FPSO is in operation – normally with char-
ter contracts of 15–20 years – the focus zooms into the local
level of these global partnerships. Qualified field personnel
who are on hand are crucial to keeping the FPSO up and
running. “Service has to be flexible, with fast reaction and
execution times,” explains Simonetti. “We must keep in
mind that the average production of these FPSOs is around
PHOTOS: Hilaea Media/Dado Galdieri
150,000 barrels a day! Any downtime can influence the pro-
duction and become very expensive.” In other words: Oil
and gas have to flow, so the pre-salt investments pay off for
Brazil, and also for each of the international partners.
In Brazil, expert support is provided by the MAN
PrimeServ hub in Petrópolis. In 2012, MAN PrimeServ Brazil
Espírito Santo Basin
An attractive prospect
Discovered in 2007, the estimated
reserves of tens of billions of barrels
of crude lie around 450 km off the
coast of Rio de Janeiro.
SOLID
PARTNERSHIP
Mitsui Engineering & Shipbuilding Co., Ltd.,
which holds just over a 50% stake in MODEC, is
a longstanding partner of MAN Diesel & Turbo. The
relationship started in 1926, when the companies
signed a license agreement for the production and
sale of two-stroke, marine, diesel engines. Both
companies are engaged globally in the production
of various types of rotating machinery, such
as compressors and turbines; EPC of various
plants, including medium-sized power plants;
and offshore equipment such as FPSO.
took over a high-quality repair workshop in the area. “We
are the only local company who can provide this support to
this level of quality, so close to the pre-salt fields,” says Man-
aging Director Hueren. While bringing FPSO technology to
life is a truly international approach, servicing it is the op-
posite. Being local definitely pays off, Hueren continues:
“We are valued as a trusted partner, so much so that we are
called on to service not only our own equipment, but also
the compressors and miscellaneous rotating equipment
from third parties for MODEC. Our presence means that re-
pairs are carried out locally, fast and without long transport
times overseas, resulting in huge savings.”
By opening up the auctions of offshore concessions,
and by improving the business environment, the govern-
ment has taken a deliberate step toward rejuvenating the
Brazilian economy. Local capacity had hit a ceiling for the
sophisticated type of equipment and technology needed to
adequately exploit the reserves, given the highly complex
vessels and infrastructure needed. As the international
presence in the area increases, it will ultimately contribute
to the transformation of the market. For the benefit and in
the interests of everyone involved. ▪
13
 NO 02.2017

REBOOTING
THE
SILK ROAD

14
 NO 02.2017
Along windy, dusty roads, the ancient Silk Road connect-
ed not just stations and goods, but also people, traditions
and culture. Today, the Iron Silk Road provides a viable al-
ternative for transporting modern technology and know-
how between the East and West.
The ancient Silk Road interlinked China to
Europe, India and Persia, bringing spices and
supplies as well as the finest of silk to new
markets. From the third century, for over a
thousand years, this trail was a valuable
source of commercial and cultural treasures.
Primarily about trade, it also provided a plat-
form for the exchange of ideas, knowledge,
traditions and belief systems. However, it
wasn’t in fact a single pathway as the name
suggests, but a complex network of multiple
transport routes, linking villages, towns, oa-
ses and cultures. It grew in a flexible, organic
way out of economic demand, necessity and
opportunity. Today, around 1,000 years after
its heyday, such flexible complexity is pro-
viding inspiration for a modern revival of the
Silk Road. Officially called “The Silk Road Eco-
nomic Belt and the 21st Century Maritime
Silk Road,” this ambitious initiative goes
more commonly by the name “One Belt, One
Road” (OBOR). Launched in 2013 by Chinese
President Xi Jinping, OBOR is not just about
creating one route, but instead involves a
huge investment in intercontinental infra-
structure that will create multiple trade cor-
ridors and hubs overland, maritime routes
PHOTOS: James Hill/laif, ullstein bild /SPUTNIK, shutterstock
and ports, as well as oil and gas pipelines
across the Eurasian continent. Of all the
routes that are being expanded, however, it is
essentially the preferred mode of transport
from the 19th century that is making a com-
pelling comeback: rail.
This Iron Silk Road will basically con-
sist of three rail corridors. Two are active al-
ready, while the southerly route is currently
under negotiation and construction. Howev-
er, it’s the main central corridor that provides
the shortest, most efficient crossing from
Western Europe to central China. Starting
from Duisburg, a major transport hub in Ger-
many, this particular corridor stretches over
10,000 kilometers, across six diverse coun-
tries and vast unpopulated areas, all the way
to the megacity of Chongqing, southwest Chi-
na. As Duisburg is located only kilometers
away from MAN Diesel & Turbo’s main pro-
duction plant in Oberhausen, Germany, this
particular corridor has opened up a quite di-
rect train link to the company’s main pro-
duction site in China. One that provides an
interesting logistics option.
FREIGHT GAINS
“Sea freight is the cheapest mode to
bring goods to China, most flexible from size,
too. But often it’s too slow,” says Dirk Petzold,
Head of Logistics and Plant Services, MAN
Diesel & Turbo in Oberhausen. “Air freight is
fast, flexible time-wise, but very limited by
size. And expensive. With air freight, we
found that the additional costs were mostly
not in relation to our delivery requirements.
We often don’t need such a speedy delivery.
We needed something in between, and the
Iron Silk Road offers a viable alternative.”
15
 NO 02.2017
Day 1
The main production site in Oberhausen is
just a short truck ride to Duisburg, where a
long train journey through the gateways of
China and on to Wuhan starts, followed by
another, longer truck connection to Chang-
zhou, where the China plant and regional
We used
base for the Chinese market is located.
Taking this route, rail freight passes
IoT technology
through Poland, Belarus, the Russian Steppe,
Kazakhstan, the Gobi Desert and connects
to monitor
position, shock
and humidity.”
Dirk Petzold, Head of Logistics and Plant Services,
MAN Diesel & Turbo in Oberhausen
16
Duisburg
THE EUROPEAN GATEWAY
China’s deep central region to Europe, on
trains run by the state railways of China, Ka-
zakhstan and Russia. As the railway gauges
are not yet harmonized along the route, con-
tainers have to be offloaded at the Russian
borders, in Belarus, and again on arrival at
the Chinese border. Despite these short inter-
ruptions, the train journey is otherwise di-
rect and seamless. The accelerating speed of
trains, upgraded infrastructure and seamless
Day 5
Russia
ACROSS THE STEPPE

Belarus
TRANSSHIPMENT HUB Day 3
logistics coordination are expected to drive
further improvements in the future. It’s a
journey that now takes around 16 days. Just
ten years ago, it took more than 30. In com-
parison, goods on the more circuitous route
by sea from Shanghai on the Pacific Coast to
Hamburg on the North Sea would cover more
than double the distance, around 25,000 km,
and still take at least four to six weeks.
“The Iron Silk Road is more than just a
PHOTOS: Oliver Tjaden/laif, MAN, ullstein bild /SPUTNIK, shutterstock(2)
Kazakhstan
TRANSSHIPMENT HUB Day 11
NO 02.2017
logistic route,” highlights Stefan Hütten,
Authorized Officer at duisport agency, a lo-
gistics partner of MAN Diesel & Turbo and in-
frastructure provider based out of Duisburg.
“As part of the One Belt, One Road strategy,
it’s an integral part of a complex supply chain
pushed and powered by the Chinese gov-
ernment. It offers a small, important niche
between air and sea freight.” Since the inau-
guration of the route four years ago, the
number of trains arriving at Duisburg from
China has increased from just one a week to
about 30 a week. “Freight rail service between
continents is completely new, and in some
ways still in the initial phase,” says
Hütten. “But we believe in OBOR.” As a hub-
and-spoke system, Duisburg is the most
important point in Europe with regard to the
OBOR strategy, which makes it an attractive
gateway for MAN Diesel & Turbo.
17

PRODUCTION INROADS
Petzold had been monitoring the de-
velopment in freight opportunities from Eu-
rope to China for several years, before decid-
ing to introduce it as an in-house logistics op-
tion. Until fairly recently, trains returned to
China less utilized. The decision to adopt rail
followed extensive real-world tests over a six-
month period, to learn about the hurdles and
opportunities. “We used a new upcoming
sensor tag based on IoT technology to moni-
tor geographic position in near time, tem-
perature, shock and humidity, so we could
really gain an understanding of how the rail
journey could affect our sophisticated, high-
tech equipment,” says Petzold. “As the trains
cover vast distances, they endure drastic
fluctuations in temperatures along the way.
Components need to withstand drops in tem-
peratures up to –25 degrees Celsius inside the
container.” Insulated containers can provide
protection, but they are a more expensive op-
tion. It’s why the type of goods transported
by rail are restricted. “We understand the ad-
vantages, but also the limitations,” he adds.
On the whole, rail transportation is
smoother, compared with shipping. But there
18
NO 02.2017
Day 12
The Iron Silk Road is
more than just a logistics route.”
Stefan Hütten, Authorized Officer at duisport agency
are significantly fewer connections still, and
rail cannot handle oversized shipments. “It is
a logistic solution with promising future,”
says Chengke Shao, Head of Logistics and
Planning at the MAN Diesel & Turbo plant in
Changzhou. “For oversize goods, however, the
maritime route remains unbeatable.” Bin
Yuan, Head of Customs, MAN Diesel & Turbo
China, agrees: “As it’s only suitable for stan-
dard container loads, it provides an option
mainly for certain components. But where it
works, it has distinct advantages,” he says.
ON TRACK FOR CHANGE
Limitations will remain, but the advan-
tages are sure to increase as the OBOR initia-
tive evolves more rapidly. By improving con-
nectivity and trade between regions across
Asia, Europe and Africa, the strategy is ex-
pected to spur increased demand for Chinese
goods and services, but also to drive signifi-
Northern China
-20 DEGREES CELSIUS
cant economic growth along the whole net-
work. Although mainly a stimulus campaign
to modernize the Chinese national infra-
structure, it is acting as a bridge for partner-
ships with other nations. The geographical
area that could potentially be involved is
PHOTOS: Matthieu Paley/National Geographic Creative, Neil Noland, Imaginechina/laif
vast. Some estimates put close to 65 coun-
tries joining the grid, more than half of the
world’s population, and around 30% of the
global economy. Wang Yiwei, Director of the
China-Europe Academic Network of Renmin
University of China, summarizes the vision
in one report by Xinhua, the Chinese state
news agency: “China-Europe freight trains
not only promote the provincial and city-lev-
el cooperation between China and Europe
countries, but also stimulate the dynamism
of China-EU trade and economic cooperation
with convenient logistics and information
flows.” It appears the Iron Silk Road could be
firmly on track to deliver. ▪
 NO 02.2017

Gobi Desert
UP TO +40 DEGREES CELSIUS Day 13

Chongqing
LOGISTICS HUB Day 16

19
 NO 02.2017

▶
The Iquitos power
plants amid
tropical rain forest.

20
 NO 02.2017

REMOTE
POWER
Other than a 65-mile, dead-end stretch to the
town of Nauta, there are no roads leading in or out
of the Amazonian city of Iquitos. Only the river
and a small airport provide access to Peru’s largest
and most isolated jungle town. Due to its remote
location, the city is not connected to the national
power grid. And while plans to connect Iquitos
via an electricity transmission line that would
run for approximately 586 kilometers through
the Amazon exist, they have been delayed in-
definitely due to environmental concerns and
disputes over indigenous territory rights.

When it became apparent that old and obsolete

thermal stations would no longer be able to meet
the city’s power demands, Israeli EPC contractor
Telemenia was commissioned with the installa-
tion of a new power plant in 2014. A logistically
demanding project, considering that all large
parts – seven MAN Diesel & Turbo engines among
them – had to be transported in on the Amazon
River. After successful completion, the power
plant started commercial operation in autumn
2017, ensuring the power supply to the nearly
500,000 inhabitants of Iquitos. With an output of
80 MW – generated by seven diesel engines of the
PHOTO: MAN

type 20V32/44CR that meet the environmental re-

quirements of the Amazon – the power station
supplies baseload electricity to the city.

21
 NO 02.2017

There are just over 15 million people living in Senegal in the

An important contribution to
the development of West Africa
far-western region of Africa. The local residents have an es-
timated average annual income of just under $2,500, and
they consume around 250 kilowatt-hours of electricity per
person per year. As a comparison, the annual electricity
consumption per person in the European Union is far above
6,000 kilowatt-hours. Large areas of this African country
still lack power, and in many regions candles continue to
provide the light at night. This is all about to change, as Sen-
egal has real potential. The economy grew by 6.6% last year,
and the country has a stable democracy. It is a country in
transition. Early in 2016, at an inauguration ceremony for a
new diesel combined cycle (DCC) power plant that is
equipped with five MAN 18V48/60 engines and a MARC WASHINGTON
steam turbine, President Macky Sall formally announced,
“The economic upswing will only be successful if we deal
with the energy supply with a sensible energy mix and suc-

The background cessful public-private partnerships.”

in numbers SUCCESSFUL PUBLIC-PRIVATE PARTNERSHIP

_ A recently published World Bank report confirms the
head of state’s point of view. Titled “Linking Up: Public-

Population growth Private Partnerships in Power Transmission in Africa,”

per annum:
the paper supports the idea that the private sector can
successfully participate in financing, building and main-

+ 2.9% taining Africa’s energy supply. Such investments, the report

concludes, are critical to delivering cost-effective power
to households and industries, making it all the more

Electrification of
the country:
26%
Number of
participating
countries:
13
Number of
suppliers:
70

22
 NO 02.2017

◀
MATELEC CEO
Sami Soughayar
(second from
left) with Presi-
dent Macky Sall.

SAINT-
NAZAIRE

Since 2016 a highly efficient diesel combined cycle

power plant in Tobène, 90 km north of Dakar,
covers about 20% of Senegal’s energy needs. Set up as a
public-private partnership, it could serve as a blueprint
for resolving energy shortages on the African continent. TOBÈNE

WHEN THE
WORLD BANK
HAS A SAY
PHOTOS: Henri-Jean Vittecoq

23
 NO 02.2017
AUGSBURG
BEIRUT
important for the private sector to participate. As public-
private partnerships (PPPs) have reduced project costs and
expanded coverage in other regions, including Brazil and
Peru, the report proposes that the same is possible in Africa,
where two in three people still live without access to elec-
tricity. Private capital has led to positive results, thanks to
financial guarantees, the World Bank experts summarize.
The new 115 MW Tobène power plant covers about
20% of the energy of Senegal and is a prime example
of how such a PPP can deliver. It was not built by the
state-run energy company Senelec. And operations are not
managed by a public entity either. Instead, the Lebanese
power plant specialist MATELEC successfully built this new
electricity-generating plant as a so-called independent
power producer (IPP) in close cooperation with MAN. Proj-
ect manager Pierre Morantin of MAN Diesel & Turbo France
explains: “This is a turnkey power plant. The investment of
€120 million has been financed to 80% with a World Bank
loan. The highly energy-efficient DCC technology was es-
sential to secure this funding. The remaining 20% will
come from private investors at MATELEC, as a sign of their
24
◀
Seven bridges were
removed to transport
the engines the 90 km
from Dakar to the site.
Speed limit: 15 km/h.
Time needed: 24 hours.
A moment to celebrate:
the arrival of the first
MAN 18V48/60 engine
at the site.
▼
commitment and confidence in the project.” It worked.
MATELEC will manage the power plant for the next 20 years
and will sell the power to the national energy company
Senelec as a way to finance their own investment and to
serve the long-term loans.
FINANCING WITH CONDITIONS
Sami Soughayar, MATELEC’s CEO, explains the diffi-
culties in building a power plant in the developing African
nations. “The World Bank looks at all aspects of a project,
down to the smallest of details. Was the contract award
transparent? Did we adhere to environmental and compli-
ance rules and regulations? Is the network infrastructure
sufficiently developed? Can we secure long-term fuel sup-
ply? In a nutshell, the power plant has to be able to operate
PHOTOS: Henri-Jean Vittecoq (2)
sustainably over the life of the contract, even if the political
framework changes locally.” This means that the Senegalese
government had to make guarantees and adjust the legal
framework accordingly. And this is not common practice,
as Soughayar reports: “In some countries, the local govern-
ment cannot handle these complex processes, as it seems
 NO 02.2017

culturally foreign to them.” This is where MATELEC comes

The Tobène power
in and works as an intermediary. Long before the first blue-
plant covers 20% of
prints were drawn up, the Beirut-based company worked the country’s electricity
consumption.
hand-in-hand with the state-run energy supplier to fulfill
▼
all requirements of international lenders. Time plays an im-
portant role here. “Government entities are under a lot of
pressure from the population to generate fast results. That
is why we took the risk of starting the power plant construc-
tion with our own funds before the financial closing was
completely wrapped up,” explains MATELEC’s CEO.

PROSPECTS FOR AFRICA

An additional stipulation by the World Bank was the
requirement to use local labor. “It was very complex to or-
ganize, but we managed to get the power plant on the grid
in time, and finished the whole project, from ground-break-
ing to launch, in just 15 months,” summarizes the project
manager, Pierre Morantin, proudly and reminisces further:
“My thank-you mail at the end of the project went out to
200 MAN employees and partners from Germany to India.”
The details tell the story
Sami Soughayar is also satisfied: “MAN and MATELEC made
a concrete contribution to Senegal’s development. Based on Project
this joint experience, we want to build additional power
plants on the continent and help satisfy the incredible need
in numbers
for energy. Over time, this could also help ease the migra- _
tory pressures in the region. For this to happen, what’s
needed is a continued willingness to take risks and a pro-
Hours of back-
office work:
ductive cooperation on an international scale.” ▪

40,000

Weight of one
single engine:
320 metric tons
Cement used:
6,000 m3
Manpower used:
50 technicians and
engineers from
MAN Diesel & Turbo
◀
Powerful together: The five
MAN 18V48/60 engines and
the MARC steam turbine
generate up to 115 MW.

25
 NO 02.2017

Xxx there are three sizes

for quotes. 20/20 Pt, 25/25
and 30/30. The big mark can
Xxx there are be above the content or before
three sizes for the text xxxxx.”
quotes. 20/20 Pt, Name and last Name, job position and company infos which are most very long

25/25 and 30/30.

The big mark can
be above the
content or before Xxxx the
the text xxxxx.”
Name and last Name, job position and greater the shorter
xxxxxxxx”
company infos which are very long

Name and last Name, job position and company infos

which are most very long

SHINING
A LIGHT
ON SMART
ISLANDS
Self-sustaining islands need innovative energy solutions.
Two remote islands on opposite sides of the planet are
true pioneers in the area. Smarter integration of natural
resources is the key to their success.

26
 NO 02.2017

An independent mindset is a typical characteristic of most

island communities. Out of necessity. The more isolated
they are, the more independent they have to be. Such re-
moteness defines their lifestyles, and also demands inno-
vative solutions for harnessing natural resources, as well as
the judicious use of any that have to be transported there.
It’s an approach that two remote communities have em-
braced on opposite sides of this planet.

CLIMATE, CULTURE AND RESPECT

Bonaire in the Caribbean and the Faroe Islands in the
North Atlantic Ocean: These are the smart islands that are
setting standards in energy generation from renewables.
Total dependence on the local – remote – environment for
their livelihood has resulted in communities that have a
deep respect for their natural resources. Both are cut off
from mainland grids, and for both fuel transportation costs
to the islands are high. Energy management has therefore
always been a challenge. Along with it comes a strong in-
centive to go innovative ways, too. In the case of energy
supply, this equals the combination of renewable and fossil
energy generation in one single hybrid power plant. While
not in the same place, but rather spread out across the is-
lands, all production capacities are synchronized to operate
as one virtual plant, which feeds each island’s micro grid.
The solutions for Bonaire and the Faroe Islands are sophis-
ticated, well proven and well ahead of their time. How do
these two islands run smart and largely self-sufficient, sta-
ble grids to supply energy to their inhabitants?

◀
Strategically placed
wind turbines over
the Faroe Islands
have a capacity of
18.6 MW.
PHOTOS: Ólavur Fredriksen, Pauli Djurholm

▶
The Sund power
plant near Tórshavn:
Four MAN 9L51/60
GenSets provide an
output of 37 MW.

27
 NO 02.2017

WINDY, BUT SQUEAKY-CLEAN

Part of the Kingdom of Denmark, the Faroe Islands lie
between Iceland and Norway. They have a thriving fishing
industry renowned for its environmentally friendly pro-
cesses and squeaky-clean fish. Surrounded by strong winds,
rough seas and summers with almost 24 hours of light, the
conditions seem ideal for generating electricity from re-
newable sources for the local population of 50,000. Howev- 1
Whatever the
er, the islanders’ demands are constant, while the weather weather, the remote
conditions are most definitely not. communities of
the Faroe Islands
“There is no way for us to import electricity to bal- expect a constant
ance a grid that runs on renewables,” explains Terji Nielsen, electricity supply.

research and development manager at Elfelagið SEV, the 2

publicly owned main power producer on the islands. The The local environ-
ment is crucial for
company operates 13 thermal and hydroelectric power the economy and
plants on the islands, as well as a number of wind farms. maintains the fish-
ing industry’s top- 1
Currently, wind power covers 20% of the island’s electricity notch quality.
demand, hydro covers 40%, and 40% comes from hydro-
carbons. While the goal is to become more or less fossil-free
by 2030, Nielsen explains that a secure back-up system will
remain in place. “The wind-diesel hybrid grid provides the
resiliency necessary to ensure the power is stable and avail-
able whenever it’s needed,” he says.
When Nielsen started at the company in 1999, the is-
landers suffered ten to 15 blackouts a year on average. Now,
it’s down to two. For the last eight years, Nielsen has been
mainly in charge of preparing the electrical infrastructure
so it can better cope with the more intermittent renewable
sources on the islands. The aim is to have no blackouts at all,
but in such a remote, isolated area that’s quite a feat. Very
fast reaction times is one of the most essential demands the
back-up has to fulfill. With ramp-up times of under five
minutes, MAN’s four-stroke engines have proven to be an
ideal solution, and are integral components in this stable
grid. The Sund plant, the largest of three thermal plants, is
currently being expanded to improve the back-up set-up.
MAN Diesel & Turbo is to supply four MAN 9L51/60 GenSets
fitted with the latest selective catalytic reduction system,
significantly reducing levels of NOx. They make a crucial

2 3

As a power company,
we cannot compromise on
the security of the power
supply for all our customers.”
Terji Nielsen, research and development manager at Elfelagið SEV, Faroe Islands

28
 NO 02.2017

3
Terji Nielsen, research
and development man-
ager at Elfelagið SEV:
Integration of renew-
able energy to the grid
is his expertise.

4
Another first: a 2.3 MW
lithium-ion battery,
installed in 2016, will
support the ambitious
target of 75% wind
penetration by 2020.

60
4

contribution to reducing the impact of the plant on the en-

vironment, and also to balancing the power. “Reliability is
paramount,” explains Nielsen. “We cannot compromise on
the security of the power supply for all our customers. We
need to be very sure that the technology we install really
can deliver.” And as government initiatives encourage is-
landers to replace oil heating with heat pumps, and gasoline
or diesel cars with electric cars, demand is set to increase.
Which is why SEV is interested not only in the here
and now. Such a small, isolated energy system serves as an

PERCENT
ideal kind of test lab. New technology can be tried out, be-
cause the impact is measured quickly and reliably. In 2016,
of electricity currently generated from Europe’s first wind-connected storage system, a 2.3 MW
renewables on the Faroe Islands lithium-ion battery, was installed here, and will significant-
ly contribute to reaching the target of 100% wind penetra-
tion by 2030. In the future, the company is looking into
even more intelligent control systems that will accurately
predict renewable power generation – whether wind, solar,
hydro or tidal – for a 20-hour period, helping define which
thermal power plant is needed, and automatically choosing
FAROE
ISLANDS the cheapest source with the lowest marginal cost. “Engine
power plants are definitely a bridging technology to green
generation,” Nielsen says.
Yet their role has changed: “From ‘baseload back-
PHOTOS: Ólavur Frederiksen (3)

▶ bone,’ the contribution of the engines has shifted toward

Two smart islands on
‘smart back-up,’” adds Tim Meyers, Sales Manager Carib-
opposite ends of the
North Atlantic are the bean, MAN Diesel & Turbo. “By the time we installed the
real benchmark for
first engines on Bonaire in 2009, combining renewable and
communities around BONAIRE
the world. fossil generation was little more than an exotic niche.

29
 NO 02.2017

1
97
PERCENT
availability of engines and wind turbines
2

3
1
The pristine coastline
is attractive for diving
enthusiasts, but also
an ideal location for a
wind farm.

2
It doesn’t get much
more remote and iso-
lated than this: Bonaire
is dry, barren and
windy most of the year.

3
Even in perfect weather
conditions, three of the
five MAN engines are
constantly connected
to the grid.

30
 NO 02.2017
This has changed dramatically. With climate goals as ambi-
tious as today’s, a sustainable energy supply can only be
secured through the smart combination of renewables,
storage and fossil back-up. The future is hybrid, and fully
integrated hybrid plants as well as micro grid solutions
have become part of the generation portfolio we offer to
our customers.” At the far side of the Atlantic, over in the
Caribbean, the conclusion is very similar.
DRY AND BARREN, BUT VERY GREEN
While Bonaire looks and feels very different from the
Faroe Islands, it’s not your typical Caribbean island. No lush,
green, tropical landscape here. Part of the Netherlands An-
PHOTOS: Water- & Energiebedrijf Bonaire N.V, Elfelagið SEV, Ann Mosby/flickr.com
tilles, located in the Caribbean just 85 km off the coast of
Venezuela, Bonaire is dry, hot and barren. With cacti. But
when it comes to green energy, it’s truly a pioneer. Much
like on the Faroe Islands, the local economy also depends on
the environment. Some 50,000 tourists, predominantly on
diving trips off the pristine coastline, are important for the
livelihoods of the 16,500 locals. But it’s mainly wind and
diesel, not hydro or solar, that power this community.
In 2013, ContourGlobal took over the operation of the
world’s largest wind-diesel hybrid power plant of its kind. It’s
the sole power generation facility on the island and a major
engineering achievement in integrating wind and diesel
power. Giorgio Narminio, Caribbean Assets COO at Contour-
Global, is convinced of the hybrid solution. It’s crucial not
only for protecting the environment, but also for a reliable
grid: “Integrating wind power saves an estimated 54,384 bar-
rels of heavy fuel oil a year,” he highlights. “But even when
the wind conditions are good, three engines are constantly
on the grid. The MAN engines keep the reactive power in
good shape and maintain a stable grid and frequency.”
The essential back-up that keeps the holiday resorts
lit up and running, whatever the wind and weather, com-
prises a fleet of five MAN 9L27/38 2.87 MW diesel engines,
while 12 Enercon E-44 900 kW wind turbines provide the
wind power. A 3 MW battery bank and a bespoke power
management system complete the advanced set-up. It sup-
plies the island, roughly 288 square km, with an output of
up to 28 MW gross capacity of environmentally friendly en-
ergy, with 14 MW peak capacity. For 2017, it’s predicted to
provide 110 GWh, 35 GWh of which will come from wind.
Why five engines? They offer a more flexible and ef-
ficient option than one large one. Although Bonaire could,
in theory, produce up to 90% of their power with wind, the
grid would become too unstable. For this reason, wind pow-
er is capped at 70% to 75%. At least 30% of power always
comes from the engine power plant. Bonaire is close to the
equator, so fortunately it’s not affected by hurricanes. How-
ever, the winds can be extremely strong, and they are also
The MAN engines
keep the reactive
power in good shape
and maintain a stable
grid and frequency.”
Giorgio Narminio, Caribbean Assets COO at ContourGlobal
intermittent. “You have to bear in mind that in September
and October on Bonaire, wind penetration is zero. There is
virtually no wind at all. It’s why an extension to the power
plant could only include more diesel engines,” explains
Narminio. “Without the diesel back-up, the island wouldn’t
have a stable supply of electricity.” It would be plunged tem-
porarily into darkness.
As is the case on the Faroe Islands, the purpose of the
engines is to support the stable and reliable grid. Thanks to
the continuous improvements by ContourGlobal, the last
major outage was back in 2015. “We achieve over 97% avail-
ability of the engines and the wind farm, providing the is-
lands with a most reliable and stable system,” highlights
Narminio. “We have the technical, skilled people who have
made a difference to the service here.”
A FLEXIBLE, RESILIENT RESPONSE
In moving away from hydrocarbons toward more
sustainable sources of power, smart islands need to be able
to meet the challenge of a fluctuating power supply from
renewable sources and a fluctuating power demand from
the consumer side. It is this intermittency of renewables,
particularly wind power, that demands a flexibility of re-
sponse from other energy sources on the grid, says Meyers.
“The MAN engines rapidly step in to supply power when
needed, and are throttled back when wind or solar condi-
tions improve. This kind of system is able to adapt to the
prevailing climatic conditions – instantaneously.”
THE POWER OF THREE
Although these two smart island communities are in
very different situations, it’s clear that three factors have
played a role in moving toward more stable, climate-
neutral energy production: the culture of the society, the
natural environment and an innovative mix of technology.
Hybrid power plants are clearly a central growth technolo-
gy on this pathway. The result: sustainable micro grids that
are powering islands on opposite sides of the North Atlantic
Ocean, providing role models for every community. ▪
31
 NO 02.2017

▲
The world’s largest
transit point for car
shipments.

32
 NO 02.2017

FUELED FOR
CHANGE
The world’s largest parking lot can be found in one
of Germany’s oldest trade ports – Bremerhaven.
Up to 95,000 cars find a space here, awaiting their
turn to be transported to destinations all over
the world. A total of over 2 million vehicles are
shipped from Bremerhaven every year by all
major German car manufacturers – Volkswagen
(VW) among them. As the shipping of cars from
one continent to the other contributes its share
of emissions, VW – as one of the first OEMs – has
decided to significantly improve the environmen-
tal balance of its marine transport fleet.

From 2019 on, VW will ship their cars from Europe

to North America using a new pair of carriers
fueled by liquefied natural gas (LNG). Each of the
ships, operated by Siem Car Carriers AS, will be
capable of carrying 4,500 vehicles. Both ships will
be equipped with a 3,000 m³ LNG tank installed
below deck and will feature a 12,600 kW engine
developed by MAN Diesel & Turbo. Each of the
ships is estimated to cut CO2 emissions by up to
25%, NOx by up to 30%, particulate matters by up
to 60% and SOx almost completely. With this new
approach, VW is taking a step in cutting down
emissions in the supply chain – from manufactur-
ing to final delivery.
PHOTOS: gettyimages, VW press

▲
A milestone on the way to
eco-friendlier marine transport:
LNG-powered freighters.

33
T
NO 02.2017

POWERED UP,
ON PATROL AND
MISSION READY
The HNLMS Holland is designed, powered and crewed
for counter-drug, anti-piracy and relief missions.
A trip on board reveals the precise interplay of training,
technology and teamwork in the Royal Dutch Navy.

The helicopter hovers precariously close to the deck of the

HNLMS Holland.
Holland. Rotor blades rhythmically whirring, the sea
churning – the noise is absolutely deafening. One officer is
winched down to the ship. He lands steadily, turns rapidly
and pulls the rope taut so another officer can slide safely
down to join him on board. Within minutes, they press re-
wind and return the same way, up the rope and back into the
chopper. With a quick salute, cheeky wave and slight nose
dip, they head off into the distance, the pulsating sound
disappearing fast into the horizon. Quite an action-packed
display of military precision and agile teamwork!
It was not only a training exercise, but also an oppor-
tunity to test, practice and hone the skills of the crew on
board the helicopter and on the HNLMS Holland, an
offshore-patrol vessel from the Dutch Navy. This was all
happening just outside the main naval base, in Den Helder,
but it could equally have been a maneuver during any one
of its international deployments. As the advanced technol-
ogy and fine teamwork were on open display outside, on the
inside, the team was just as coordinated, working together
PHOTOS: Julius Schrank

to exploit their skills, equipment and propulsion system to

keep the ship perfectly in place – and the officers out of
harm’s way. As the vessel is deployed for challenging secu-
rity operations, such interplay of training, technology

34
 NO 02.2017

◀
Boarding the vessel
from the NH-90
helicopter requires a
steady hand and
ship.

On the lookout:
ready for a rapid
and coordinated
response.
▼

We can achieve
much more together than
we can individually. It’s
worth a lot to me that the
team works well together.”
Captain van Zanten, HNLMS Holland

35
 NO 02.2017

3,000
and teamwork is essential for success – and safety. “When
we are on an actual mission, it’s even more important to
promote the team spirit than it is right now,” says Captain
Jeroen van Zanten, the commanding officer.
1
No chance to escape:
MISSION ACCOMPLISHED When the FRISC
launches, the target is

KG
The crew’s advanced training is crucial for such ma-
soon in sight.
neuvers, and also guarantees the flexibility needed on real
2
missions, which include independent anti-piracy and Relief supplies at the
counter-terrorism operations, but also deployments as a ready: Supporting the

support vessel for the Dutch marines at sea or in sea-to-
shore operations. That agility is constantly put to the test.
In September 2016, for instance, the HNLMS Holland set sail
for the Caribbean, and was scheduled to pull into the Dutch
naval base on Curaçao on a counter-drug deployment. As
they were underway in the North Atlantic, Hurricane Mat-
thew hit Haiti hard, causing major destruction across the
island, which had already been devastated by an earth-
quake only six years before. The islanders were in dire need
of support. The ship was diverted to Haiti and played a ma-
jor role in the initial relief efforts. Working in close collabo-
ration with non-governmental organizations, the local au-
thorities, the Dutch marines and the Dutch logistics sup-
port vessel HNLMS Pelikaan, the crew delivered supplies to
places that had been hit worst.
of cocaine seized
islanders on Haiti was
a rewarding mission for
everyone on board.
off Curaçao
in three months
meant that we could make a difference fast.” Over 21 days,
they brought in 450 metric tons of relief supplies to land.
On completing the humanitarian side of the mission, they
changed direction, continued to Curaçao and turned their
focus to tackling illicit drugs. Within a mere three months,
they seized 3,000 kg of cocaine. From the stories the crew
are eager to tell, it’s clear that the combination of drug-bust-
ing and aid relief made the last mission exhilarating, per-
PHOTOS: Julius Schrank, Nicky Bakker (3)

“It was really important to do this in a structured
way, otherwise it would have been just a survival of the fit-
test,” explained Executive Officer David Boom, who is sec-
ond in command on the HNLMS Holland. “Our small boats
and helicopter were crucial in getting aid to the villagers in
the southwest of the island, as the roads were down and the
harbors destroyed. The fact that we were so well trained
sonally rewarding and also very successful.
THE CARIBBEAN CORRIDOR
The bulk of work on the HNLMS Holland involves in-
tercepting drug couriers passing from the Central Ameri-
can coastline to the Netherlands Antilles, most commonly
to Curaçao. It’s a route where hundreds of kilos of cocaine

36
 NO 02.2017

3
Safe and sound and
back in the hull of the are regularly seized on a single day. What’s missed often
“HNLMS Holland”: Two
makes its way to The Netherlands, usually by air to Amster-
FRISCs accompany
each operation. dam and by container ship or even private yachts to Rotter-

4
dam, the so-called drug gateways of Europe.
The day starts with a The ship has the perfect design, technology and en-
precise check of the
MAN engines.
gines for such low-intensity, rapid-response security oper-
ations. Since the vessel is fitted with state-of-the-art sensor
and communication technology, a Thales Integrated Mast
IM-400 with high-level electronic and radar surveillance ca-
pabilities, the crew is able to detect and track both high- and
low-altitude air targets, as well as sea targets, including the
fast speedboats typically used for trafficking cocaine. They
are usually no match, however, for the speed and agility of
a Fast Raiding Interception and Special Forces Craft (FRISC)
traveling at 45 knots, or the NH-90 helicopter, that both
have their home on board and can take up the high-speed

We can take the

chase within minutes.
“The response has to be fast and coordinated, or it

engines from start to will have no chance of success,” the captain explains. Pow-

a maximum power
ered by two MAN 12V28/33D diesel engines, which have
been specifically designed for navy ships, the HNLMS Hol-

of 1,000 rpm in just land has at its disposal 10% more power than similar en-

a few minutes.”
gines that are fitted in ferries. With up to 1,032 rpm, they
have an output of 6,000 kW. The chief engineer, Sergeant
Major Marco Greene, Chief Platform Systems, highlights
Sergeant Major Marco Greene,
the capabilities that make a difference: “Once at working
Chief Platform Systems, HNLMS Holland
temperature, we can take the engines from start to a

37
 NO 02.2017

maximum power of 1,000 rpm in just a few minutes, de-

pending on the air humidity.” With this combination of
high-speed equipment and reliable propulsion power, the
crew on board is more likely to succeed, whatever the mis-
sion. Detect, pursue, intercept, board and confiscate. All are
possible in rapid succession.

TEAM SPIRIT, STRONG CONNECTIONS

On the bridge, Captain van Zanten is clearly in charge,
but the atmosphere is relaxed and collegial. Together with
Lieutenant Fraukje Kok, the Navigating Officer, they discuss
procedures and maneuvers and are clearly attuned to each
other. There is a lot of banter between crew members. And
not just on the bridge. From the cook who plays an essential
role in keeping the crew happily fed and healthy, to the en-
gineers and technicians who ensure the smooth running of
the equipment and engines on board, good humor shines
through all around. It’s no doubt a quality that helps the
crew cope with the mental and physical demands of the lon-
ger missions abroad, when they can be separated from their
friends and families for months at a time. A sense of humor
is clearly important on the ship, which supports the great
team spirit on board.
The captain sees his responsibility mainly in creating
an environment for such a spirit to thrive and to instill con-
fidence in his crew. “The main message I try to get across is
that you are part of the team and we will take care of you,”
van Zanten says. “We can achieve much more together than
we can individually. It’s worth a lot to me that the team
works well together. This seamless integration of the crew
with all the systems on board is hugely rewarding when we
get it all right. For us, for the navy, and for our country.” Kok
backs up the captain. “It’s impossible to do some maneuvers
alone,” she adds. “We need to work as a team, especially with
the mooring. To be in control of the ship and to get it to
safety, working closely with the bridge and the deck crew, is
such an awesome feeling.”
Teamwork stretches across the whole ship, and every
rank. All the crew members seem to instinctively know
where they need to be, and what they need to do. Whenever
the ship is close to shore, two engineers are required to
monitor the engines from the control room next to the
bridge. But normally the engineer on duty works on the
phone. “We carry portable devices with us that provide real-
1
All hands on deck:
getting ready to moor
under watchful eyes.
2
Important decisions are
discussed: There’s a
strong team spirit, not
a rigid hierarchy.
2
working on the smaller Holland-class ships. “We are a small-
er, tighter team, we have much nicer accommodation, and
far better technology on top,” he says.
A FINAL WORD OF CONFIDENCE
Suddenly, the call “All hands on deck!” goes out. It’s
time for a completely different kind of display on the heli-
copter landing pad. One of tradition and recognition for the
sacrifices these men and women are prepared to make. Cap-
tain van Zanten makes a short speech, there is more laugh-
ter and joking. Boom is awarded the Dutch Navy Medal, in
recognition of his recent services in the Caribbean and for
having spent over 340 days at sea within a period of three
years. The crew’s applause and celebratory cheers feel sin-
cere. From the moment the ship set sail, to the very person-
al ceremony at the end of the day, the impression was one
of a close-knit team and true respect. Their training contin-
PHOTOS: Julius Schrank

time diagnostics of the engines,” explains the chief engi- ues and will get tougher and more rigid in the coming
neer Greene. This is enabled by the MAN SaCoSone control months. They need to be prepared for their next deploy-
and monitoring system. Greene has been in the navy for 31 ment to the Caribbean, in February 2018. Whatever that
years, serving on many types of vessels, but much prefers might bring. ▪

38
 NO 02.2017

To be in control of
the ship and to get
it to safety, working
with the crew, is
such an awesome
feeling.”
Lieutenant Fraukje Kok,
Navigating Officer

3
A compact vessel: The
“HNLMS Holland” is
108 meters long and
18 meters wide.

4
Safety first: The crew
knows who’s in the
engine room at all
times.

5
A moment of pride for
the whole crew:
Executive Officer David
Boom receiving the
Dutch Navy Medal. 4

39
 NO 02.2017

OFFSHORE
TURBINES:
UP AND TURNING
Here’s some good news: There’s
enough wind energy blowing across
the oceans on our planet to power all
of humanity. So say Anna Possner and
Ken Caldeira of Stanford University,
who authored “Geophysical potential
for wind energy over the open oceans,”
published in August 2017. The two aca-
demics are optimistic about the future
of the offshore wind energy industry
internationally, and in Europe specifi-
cally. “Even in the relative calm of
summer, the upper geophysical limit
on sustained wind power in the North
Atlantic alone could be sufficient to
supply all of Europe’s electricity,” they
write. The offshore advantage is obvi-
ous: Wind is weakened on land by ob-
stacles both natural and man-made,
from mountains to skyscrapers, but
the oceans present no such problems.
They do, however, offer challenges that
engineering, technology and logistics
have to deal with.

40
 NO 02.2017

The European offshore wind-turbine operations and maintenance market

is expected to grow significantly as demand for renewable energy and
zero-emission power increases. From ship to shore, advanced engineering
and logistics is required to support the industry.

▶
First the construction:
Specialist vessel the
“Pacific Orca” handles
this demanding task.

◀
PHOTOS: Paul Langrock/Zenit/laif; maritimephoto.com

The harsh offshore

environment of the
North Atlantic requires
sustainable solutions.

THE CONSTRUCTION CHALLENGE:

ERECTING THE TURBINES
In the Baltic Sea and the North Sea, the critical elements for a sustainable fu-
ture in energy generation are being put in place using two supply ships driven
by MAN engines. The names of the ships reflect the global nature of the in-
dustry: One is the Pacific Orca, the other the Pacific Osprey. Both undertake
the complex offshore operations involved in the erection of wind turbines.
“The vessels have a flexible diesel electric system that provides up to 24 MW
of power,” says Christian Kamm, Sales Manager at MAN Diesel & Turbo, before
outlining an array of impressive specs. “To handle these heaviest of wind off-
shore components, they are equipped with a 1,200-metric-ton and 1,425-met-
ric-ton main crane capable of operations both above and below sea level,” says
Kamm of the Orca and Osprey. “For working in a harsh offshore environment,
they have 6-x-105-meter lattice legs, a fast, electric rack-and-pinion jacking
system, and spudcans designed to handle a range of seabed conditions.”

41
 NO 02.2017

We can move
at very short notice
and need four or five
days to finish a job.”
Stig Holm, Head of On-site Recovery,
MAN PrimeServ Copenhagen

▲
Installed inside for
absolute reliability:
RENK gearboxes
reduce operational
costs.

THE CONVERSION
CHALLENGE:
FROM WIND TO ENERGY
Jurik Kiewit, Branch Manager Wind at RENK, is very
familiar with the offshore world. “The operational
expenditure for offshore turbines is extremely
high. If a gearbox fails onshore, it’s a pain to deal
with, but having to change one out at sea is a real
nightmare. In the industry, it’s really no secret that
over 70% of gearbox failures are due to ordinary
roller bearings. We reduce those failures with our
slider bearing technology, and therefore also reduce
operational costs.” RENK gearboxes were first in-
stalled in offshore wind turbines over 14 years ago
– and they are still running reliably today. “The in-
dustry has only recently recognized that slide bear-
ings provide a more reliable solution, and is now
▲
slowly shifting to this technology,” he adds. “We’re Holding her steady:
the only manufacturer with such a solid track re- Dynamic positioning
and nerves of steel are
cord, with over 200 units successfully installed.” prerequisites for the
challenges at sea.

42
 NO 02.2017

Fast, skilled and with

a strong stomach for
the North Atlantic:
the service engineers
climbing the turbine.
▼

◀
A crucial task: Skilled
personnel eliminate
downtime with timely
service and repairs.

THE SERVICE CHALLENGE:

ELIMINATING DOWNTIME
The real horror scenario of any wind farm operator is downtime. Stig Holm, Head
of On-site Recovery, MAN PrimeServ Copenhagen, is the go-to person when it
comes to discussing the most common offshore turbine problems and the turn-
around time in solving them. “Generator shaft repairs top the list of offshore tur-
bine issues,” he says without hesitation. “We also polish brake discs. Rotating tow-
ers are equipped with braking systems analogous to those used in cars, and some-
times the surface of the disc gets worn and we polish it up to the previous surface
state.” To eliminate downtime, it requires a head for heights in the harshest of
environments at sea, a strong skillset in engineering and the ability to work flex-
ibly under time pressure. Speed is always of the essence, as Holm confirms. “We
can move at very short notice,” he says. “Altogether, from when we leave our com-
pany, until the job is completed, whether it is onshore or offshore, it is about four
to five days total, for traveling, repair and returning.”

THE SAFETY CHALLENGE: The Crew Transfer

Vessel needs to

TRANSPORTING THE CREW

provide a smooth
and safe crossing.

When technicians are needed at sea, service vessels take center stage. “For short
distances, smaller Crew Transfer Vessels are used; for longer trips, more special-
ized Wind Service Operation Vessels (WSOVs). These WSOVs are driven by several
GenSets, providing diesel-electric power for more hotel load, crane capacities and
dynamic positioning mode,” says MAN’s Christian Kamm. Crucial for the service
engineers is also a comfortable ride, and a safe and secure transfer. Out in the mid-
dle of the ocean, this requires a vessel capable of precise maneuvering in precar-
ious conditions. Recently, MAN has equipped a newly designed 83-meter WSOV
with variable medium-speed GenSets for Louis Dreyfus Armateurs, the French
shipowner, for wind farms in the North Sea. The engines can be equipped with
PHOTOS: Areva, Jiri Rezac (4)

MAN’s own SCR system to reduce emissions and meet IMO Tier III standard. As
the costs for setting up offshore turbines continue to decrease, and the 2020 dead-
line for achieving the European Union’s target of meeting 20% of its total energy
needs with renewables approaches, such vessels are part of an array of sustainable
solutions that will help meet the challenges of the forces of nature out at sea. ▪

43
 No 02.2017

DIALOGUE & OPINION

ADDITIVE MANUFACTURING:
THE REAL REVOLUTION?
Disruption, revolution or evolution? How far can additive production processes truly
change manufacturing? What are the realistic expectations of 3-D printing – and who stands
to benefit? MAN Diesel & Turbo spoke to Professor Johannes Henrich Schleifenbaum, the
Head of Additive Manufacturing and Functional Layers at Fraunhofer Institute for Laser Technology
and the Chair for Digital Additive Production at RWTH Aachen University.

Professor Schleifenbaum, you are a bridge
between academia, research and industry
for the breakthrough technology of addi-
tive manufacturing, commonly known as
3-D printing. Where do you see its real po-
tential? The roots to AM lie in rapid proto-
typing, which first gave us the opportunity
to quickly create a model and grasp it in our
hands, rather than just visualizing it. The
power this holds is often greatly underesti-
mated. In my opinion, the true beauty of AM
lies in being able to transfer creative design
and ideas into real components rapidly. And
to open up completely new manufacturing
possibilities. Instead of having to stick to the
traditional design theories, where we were
usually advised to stay sym-
metrical, we can create bionic
think outside of the classic assembly-line
production methods, such as bonding, join-
ing, fusing, milling or other conventional
manufacturing techniques? We need to start
with the requirements for the component,
and then create a workspace that provides as
much freedom as possible to design it. This is
the real challenge. It’s not about a direct
transfer of conventional components into
the additive manufacturing processes, as
that would only result in making them more
expensive to make.
How do we change this mindset? Tradition-
al casting and foundry processes have been
around for thousands of years. AM just for 20
to 30 years. We need to do more in schools
and universities, but also with seasoned en-
gineers. It’s hard to tell someone to forget ev-
erything they’ve learned and been successful
with for years, that they have to start afresh.
They need to discover this topic and acquire
the necessary new skills and knowhow.
The fact that this process is not yet tru-
ly established is in itself a hurdle. The auto-
mation technology for AM is not quite there
yet. So far, we’ve been working on taking tra-
dition processes apart, now we have only just
made the first steps toward creating suitable
materials to be used in AM. Most manufac-
turing materials were developed for melting
or milling. For AM, we need materials with
completely different charac-
teristics. For instance, we’re

The true beauty

structures or elements with now looking into optimizing
sponge-like interiors and sol- steel materials or metallic

of AM lies in
id exteriors. This is where AM glasses for this technique.
will take us. When we reach Rapid prototyping is at its

being able to transfer

this stage, we can talk about best when the same materi-
revolutionizing manufactur- als are used in designing as
ing and not just about manu- in the serial production.

creative design and

facturing evolving. With AM, we star t f rom
scratch and think in layering

ideas into real

And limitations? The main techniques; this is a whole
limitations are not in the new way to approach materi-

components rapidly.”
technology, but in design. als. But this layering, rather
How do we get people to than casting, creates another

Professor Johannes Henrich Schleifenbaum

44

challenge, that of creep resistance. In such
material, small crystals and grains form,
which means it is not able to withstand high-
er temperatures. For this we need single-
crystal superalloys. In the lab, we can create
such materials – but it is a tough challenge to
replicate this in the real world.
So, we haven’t quite reached a revolution-
ary status? No, it’s not a revolution yet. I pre-
fer to use this term with caution. I don’t be-
ILLUSTRATION: Sergio Ingravalle
lieve we’ll ever be able to print whole cars,
turbines or diesel engines. Conventional pro-
duction methods have a legitimate place in
manufacturing. But I strongly believe there is
huge potential in AM. And I think we are in
for some surprises in engineering.
NO 02.2017
The industry target is to integrate AM into
10% of production by 2020. Is this realistic?
It’s certainly within reach in the ’20s. Our
close cooperation with MAN Diesel & Turbo,
an early adopter of this technology, is an ex-
ample of how science and industry can real-
istically pursue this goal. Various companies
have already made significant steps here. Not
all companies will be using AM in-house
themselves, but it will be a part of the supply
chain for 10% of them.
Will AM support the industry trend toward
digitalization? We call this seamless produc-
tion. Industry 4.0 will be a success when we
digitally incorporate and connect every step
on the supply-chain process, from design to
components and beyond to include services.
Digital twinning is the keyword here, and AM
is exactly that. The laser is the only tool that
can work as fast as a computer can think,
namely at the speed of light. This is a charm-
ing comparison. It gives us the possibility to
incorporate customer feedback into the de-
sign of a component, import it into the CAD
system, program the machinery and imple-
ment immediately.
That’s one way that customers will benefit.
How will AM change the mindset in servic-
ing and maintenance? Will ships set sail
with their own 3-D printer? It’s an open se-
cret that the International Space Station has
one on board. The real question is about the
trade-off. When is it actually more cost-
effective to transport a part from A to B, than
to transfer the data and to produce it in a
more decentralized way? Where is the break-
even point? Not all ships will have 3-D print-
ers on board within the next five to ten years,
but they will be in more and more shipyards,
and perhaps the first ships will have them by
then.
As AM is implemented more and more,
will it help us on the road to decarboniza-
tion? That’s a difficult question to answer. In
AM, it’s true that we have a more efficient use
of materials, but – and it’s a big but – we also
need to develop and manufacture the power
for 3-D printing. On balance, since we will be
able to create more individualized and tai-
lored solutions that the client actually needs,
these AM components will most probably be
used far longer. That’s a definite contribution
to decarbonization in manufacturing.
How do you see the future? We have reached
a point of no return. In the next few years
and decades we will see that AM will play an
even greater role in the design of new prod-
ucts, in rapid prototyping and in manufac-
turing itself. But the real key to this develop-
ment lies with us humans. The ability to
think outside the box will become more im-
portant than ever before. ▪
45
 NO 02.2017

NEWS & FACTS

◀
Optimized
throughout:
combustion
process,
mechanical
strength and
eco-footprint.

1,300 kW  per cylinder

Maximum output of MAN’s new flagship engine series, the 45/60.
Thanks to a combination of proven features with the latest
innovations in diesel-engine technology, this engine achieves
best-in-class fuel consumption and efficiency, illustrated
by a power density of 1,300 kW output from each single cylinder.

82,000
The number of life-changing surgeries performed since 1978 on board
the hospital vessels of the Mercy Ships charity. MAN Diesel & Turbo is a proud
500,000
The amount of renewable fuel, in metric tons, to be produced
annually at La Mède biorefinery operated by Total, the French energy
company. Facilitated by MAN compression technology, this
world-class plant produces high-quality and renewable biodiesel
sponsor and a long-term partner of this international NGO. from vegetable oils, wastes and residues.

46
 NO 02.2017

Brazil: value-added service

for Petrobras
Brazilian oil major Petrobras has renewed its
comprehensive operations and maintenance agree-
ment with MAN PrimeServ. Under the contract, MAN
will continue to service 20 gas turbines and compres-
sors on four platforms located in the Atlantic Ocean’s
Campos Basin. Based on an embedded engineer con-
cept, Petrobras has entrusted MAN with the servicing of
these turbomachines since 2002.
Robin von Plettenberg, Senior Vice President and
Head of MAN PrimeServ Turbo at MAN Diesel & Turbo,
says, “We enable our customers to focus on their core
business – while we provide necessary technology and
ensure that it is efficiently available throughout the en-
tire service life.” An aspect that is of special importance
for equipment running in harsh and remote surround-
ings, such as offshore platforms.

◀
Whether
offshore or on land:
Comprehensive
service packages
are in demand.

264 MW for Indonesia

Indonesia’s state-run electricity supplier, Perusahaan
Listrik Negara, has contracted MAN Diesel & Turbo to deliver
a total of 20 MAN 51/60DF engines. Ten engines, consisting of
gensets together with alternators, are to power five new pow-
er plants, each with a capacity of 15 or 20 MW. They will be
maintained by MAN PrimeServ for five years. The other ten
will be installed in three new power plants, for which the In-
donesian company Persero and MAN Diesel & Turbo will take
EPC responsibility: two with a capacity of 50 MW on the island
of Sumbawa, the third on the island of East Nusa Tenggara.
“The Indonesian government wants to create 35 GW
of new generation capacity by 2019,” says Martin Höhler,
Head of Sales for power plants in the Asia-Pacific region at
PHOTOS: MAN, Hauke Dressler, fotolia

MAN Diesel & Turbo. “Closing the gap in the supply of elec-
tricity on over 900 inhabited islands can only be achieved
by decentralized units. We offer the ideal solution for this.”
With a population of around 255 million, a growth rate of
almost 5% and a growing demand for energy, Indonesia is ▲
Time to light up more
the largest economic area in Southeast Asia and the world’s than just Jakarta:
largest island state. 900 Indonesian islands
want a stable power
supply too.

47
What Makes a Refinery Refined?
Reliability and efficiency are everything.

10,000+
MAN turbomachines are installed
worldwide. That’s more than 50 in
every country in the world 100,000+
continuous working hours of flawless
operation: oil-free screw compressors

250+
from MAN Diesel & Turbo

years of engineering experience

makes innovation a MAN tradition

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relies on. With their legendary reliability, MAN Diesel & Turbo machinery and components are used throughout the
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