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A Technical Customer Magazine of MAN Diesel & Turbo

4/2011

The Celebrity Silhouette (picture courtesy Meyer Werft)

Newly Commissioned Celebrity Silhouette Steps into Limelight


Successful entry into service of tourist vessel with common-rail MAN 48/60CR four-stroke engines takes place at renowned German shipyard
After the completion of all commissioning works, a cruise vessel powered by MAN common rail engines the Celebrity Silhouette has started regular operations. The four installed MAN 14V48/60CR engines are equipped with the latest MAN common-rail technology and provide electrical power for the vessels propulsion system as well as for the electrical infrastructure and hotel load onboard. The recently commissioned liner was built at the Meyer Werft shipyard in Papenburg, Germany for well-known Royal Caribbean Cruises/Celebrity Cruises in Miami, Florida, USA. With a total gross tonnage of 122,200 GRT, the ship has a hotel capacity of 2,900 passengers and some 1,200 crew members. The vessels total length of 319 metres is comparable to three regulation-size soccer fields and the 17 decks are 65 metres high. With a maximum speed of 25 knots (46.3 km/h), the Celebrity Silhouette will travel to a wide variety of worldwide destinations, including the Mediterranean Sea, the US coast, Central America and the Caribbean. In order to be weather independent, the vessel was built in a special dock hall at Meyer Werft. With its impressive dimensions (length: 504 m; width: 125 m; height: 75 m), this particular ship assembly facility is one of the largest of its Continued on page 2

MAN Diesel & Turbo Wins 50 Million Euro Compressor Order


MAN Diesel & Turbo has secured an order for 24 compressor units, valued at 50m euro, for an integrated chemical complex in Chongqing, China. Designed as a combined plant, the chemical complex will be involved in the large-scale production of industrial gases and chemical raw materials for further processing, for example, in producing plastics such as polyurethane (PU) and PVC. MAN Diesel & Turbo will deliver the process-gas screw compressor units. The total capital investment for the project is over 4 billion Euro. Screw compressors for process gas applications are a core product of MAN Diesel & Turbos product portfolio. Thanks to their robust and low-maintenance design, screw compressors are increasingly used in the chemical and petrochemical industries, as is the case here in this process for manufacturing acetylene from natural gas. The acetylene produced is the base product for all downstream production facilities of the combined plant. With an engine power of 8,500 kW, eight of the 24 compressors are currently the largest and most powerful units of their kind in the world. This large-scale order for pro cess gas screw compressors is an important strategic reference for the strongly growing chemical industry in China, according to Dr Ren Umlauft, CEO of MAN Diesel & Turbo SE. Design and manufacture will be undertaken at the company works in Oberhausen with units partially assembled at Changzhou in China. Delivery is scheduled to take place over the coming 14 to 24 months.

Integrated Gas Turbine and Compressor Package Introduced New GT6 gas turbine > Pages 4-5

PrimeServ Valencia Reigns in Spain Service outfit thriving in difficult market > Pages 6-7

Retrofit Really Delivers Turbocharger cut-out is field-test success > Page 8

Business is Booming in Brazil! Diesel market with vast potential > Pages 10-11

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DIESELFACTS 4/2011

Celebrity Silhouette Steps into Limelight


Continued from page 1 kind worldwide. Before suppliy to the shipyard in Papenburg for installation, all engines passed extensive performance tests at an engine test bed in Augsburg. All electrical power onboard the Celebrity Silhouette is provided by the four MAN 14V48/60CR engines, each equipped with one MAN TCA77 turbocharger and individually capable of generating an output of 16.8 MW, a figure which increases to a maximum of circa 67 MW when all four engines are combined. The vessel is fitted with a diesel-electric system, meaning the engines are not directly linked to a propeller shaft but produce electricity for propulsion and hotel load via four ABB generators (type AMG 1600SS14 LSE). The electric power drives two ABB propulsion azipods, which can be turned in any horizontal direction (360), giving the navigation bridge a high degree of manoeuvring flexibility. When it comes to MAN fourstroke marine engines, MAN PrimeServ Augsburg utilises a special commissioning department whose engineers can draw on extensive experience to carry out a multitude of tasks during the commissioning phase of each engine. The commissioning of a sister vessel of the Celebrity Silhouette is scheduled for 2013, with said vessel also being equipped with MAN V48/60CR main engines. To provide optimum operating and maintenance support, the liners engines are connected to MAN PrimeServs Online Service, which is available for all new installations and a wide range of engines already in service. This OEM service comprises remote operational support and real-time data evaluation of operating values by MAN PrimeServ specialists.

View from the engine room where four MAN 14V48/60CR engines produce power for the Celebrity Silhouette

Oil Operator Chooses MAN Workhorse for Offshore Propulsion Application


AHTS reference adds to recent spate of diverse tug references in Middle East
Dubai-based Grandweld Shipyards has been appointed to build two AHTS (Anchor Handling Tug Supply) vessels for an offshore operator in the Middle East. The AHTS newbuildings will each be powered by two 8-cylinder, MAN L27/38 main engines, delivering a total of 2 2,720 kW in a standard twin-screw propulsion layout for the driving of two ducted CP propellers. The calculated bollard pull is 90 ton. The L27/38 medium-speed propulsion engine is a popular workhorse for heavy-duty applications like offshore supply and service vessels, anchor handlers, tugs and workboats. Robustly designed for maximal reliability and durability in operation, the L27/38 is characwith two ASD (Azimuth Stern Drive) tugs, each capable of a bollard pull of 55 tons featuring two MAN 8L21/31 engines for Rolls Royce thrusters. About Grandweld Grandweld Shipyards specialises in shipbuilding, ship repair and the conversion of offshore vessels with production facilities in Dubai at Al Jadaf and Dubai Maritime City. Established in 1984, the company has built a broad range of offshore vessels, both of steel and aluminium construction, including ASD tugs, dive maintenance support vessels, multi-purpose supply vessels, platform supply vessels, fast intervention supply vessels, AHTS vessels, crew boats, pilot boats and security/patrol boats.

Design outline of the Grandweld 67-metre, 90-ton BP AHTS

terised by good performance over the entire load range, optimised for high-torque layout, and is dynamic, displaying good acceleration ability with invisible smoke from idling to full load, low fuel-oil consumption and low NOx emissions.

Grandweld Shipyards newbuildings Main Particulars Ship type Yard Length oa (m) Length bp (m) Width (m) Depth mld (m). Design draft (m) Operating draft (m) DWT at Operating draft (t) Trial speed (kn) Bollard pull (t) Propulsion package Engines Power Engine controls Type
Source: MAN Diesel & Turbo

90 t bollard pull AHTS Grandweld Shipyards, Dubai, UAE 67.00 59.27 16.80 6.80 5.40 5.00 1,800 13.5 90

The L27/38 has proved itself an ideal prime mover with flexibility for powering the markets most popular propulsors from conventional, controllable pitch and fixed pitch propellers to various Azimuth propellers, Z-drive solutions, thrusters and cyclic propellers such as the highly manoeuvrable Voith Schneider units. Other L27/38 benefits include: high service and overhaul friendliness due to unique pipeless and modular engine design front-end box with all auxiliary system components for easy access and service integrated closed system circuit for, for example, lube oil a cylinder unit concept that facilitates overhauls. Recent references

80 tons and featuring a complete propulsion package of two MAN 8L27/38-VBS engines. The second reference also involves Grandweld Shipyards, who this time are tasked with supplying the Abu Dhabi Ports Company

2 MAN 8L27/38 2 2,720 kW at 800 r/min Alphatronic 2000 LMCS (Local Monitoring Control and Safety System)

MAN Diesel & Turbo has picked up two other medium-speed engine references in the Middle-East recently. The first of these is from Topaz/Adyard and concerns two AHTSs, each with a bollard pull of

Archive photo of an 8L27/38 engine with integrated front-end power take-off for driving Fi-Fi (firefighting) equipment

DIESELFACTS 4/2011

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What began as a three-man assembly workshop in Shanghai back in 2002 has today emerged into a formidable factory in Changzhou with an annual production capacity of more than 1,000 turbochargers. With the recent move to the extended plant in Changzhou, MAN Turbochargers has doubled its production area in China and is prepared for further market growth. In order to meet the increasing demand for small turbochargers in China from MAN Diesel & Turbo licensees and other engine manufacturers alike, the Changzhou plant will start assembly of radial turbochargers in 2012. On the occasion of the successful relocation to Changzhou, MAN Diesel & Turbo invited representatives from Chinese shipyards, engine builders and ship operators

MAN Turbocharger Celebrates First VLCC Order New Assembly Plant in Changzhou for New, Two-Stroke G-Type Engine
to proudly present and jointly celebrate the new production plant. Ultimately, customers will benefit from shorter delivery times and the profound expertise of 10 years turbocharger production in China. The customer event in Changzhou provided the perfect stage for the presentation for the very first time of the new TCA44 turbocharger in public. The TCA44 comes with some new design features which will be gradually introduced to the other frame sizes of the TCA series, as reported previously in DieselFacts 1/2011. Athens-based ship management company Almi Tankers S.A. is set to be first to equip two VLCCs with the very first new 7G80ME-C9.2 engine launched by MAN Diesel & Turbo. The engines will be built by Hyundai Heavy Industries in South Korea with test bed running in January 2013. The vessels will be built at DSME in South Korea, with delivery scheduled for May and December 2013. MAN Diesel & Turbo states that it is also currently involved in several, active VLCC projects where the G80ME-C9 is the preferred engine choice. Indeed, this vessel type was originally the primary target behind the introduction of the G80ME-C9 engine. The shipping industry is currently debating whether or not VLCC layout speed should be reduced to 13 knots from the existing 15 to 15.5 knots, a scenario which the G80 is tailor-made to meet. Ole Grne - Senior Vice President Low-Speed Promotion & Sales - MAN Diesel & Turbo said: Traditionally, super-long-stroke Stype engines, with relatively low engine speeds, have been applied as prime movers in tankers. Following the efficiency optimisation trends in the market, the possibility of using even larger propellers has been thoroughly evaluated with a view to using engines with even lower speeds for propulsion of particularly VLCCs. He continued: VLCCs may be compatible with propellers with larger propeller diameters than the current designs, and thus high efficiencies following an adaptation of the aft hull design to accommodate the larger propeller. The new ultra-long-stroke G80ME-C9 engine type meets this trend in the VLCC market. It is estimated that such new designs offer potential fuel-consumption savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the engine itself can achieve a high thermal efficiency using the latest engine process parameters and design features. Earlier this summer, Athensbased ship owner Thenamaris placed an order for four 6G80MEC9 engines to power 4 x 5,000-teu container vessels, to be built by Hyundai (HSHI) in South Korea. The G-type programme The G-type programme was introduced to the market in October 2010 with the G80ME-C9 model. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9 and G50ME-B9 models. The Gtypes have designs that follow the principles of the large-bore Mk-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.

The new TCA44 turbocharger received a lot of attention on the day

Group photo of some of the attendees at the Changzhou turbocharger customer event

Oil Storage Facility Chooses MAN Power


Holeby gensets will power floating storage and offloading (FSO) vessel in Italian venture. MAN Diesel & Turbo has won a contract for the provision of 3 6L21/31 auxiliary engines in connection with the conversion of a tanker to a floating storage and offloading (FSO) vessel. The engines will provide electricity for the converted vessel and are rated individually at 1,254 kW as generators at 900 rpm (60 Hz). Italian shipowner and player in the refined oil products market, PB Tankers Rome (Pietro Barbaro Group), has purchased an aframax products tanker for conversion into an FSO under the terms of a contract with Italian energy company, Edison. The 109,000-dwt Alba Marina (ex-Seapride I) was built in 1999 by Dalian New Shipyard in China and will be converted at Fincantieri Palermo Shipyard in Italy. FSA (Fabryka Silnikw Agregatowych), the MAN Diesel & Turbo four-stroke licensee, will construct the gensets at its site in Poland. MAN Diesel & Turbo confirms that, besides the engines ability to fulfill all technical requirements, its licensees ability to meet the very short delivery time the engines are due by the end of 2011 was also a key factor in clinching the deal. An FSO vessel is designed to receive hydrocarbons produced from nearby platforms, and to store them until they can be offloaded onto a tanker. The Alba Marina is bound for the Rospo Mare oil field in the Adriatic Sea, operated by Edison, which is one of the oldest European energy companies.

Archive photo of L21/31

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DIESELFACTS 4/2011

Market Welcomes Integrated Gas Turbine and Compressor Package


MAN Diesel & Turbo develops standardised pipeline compressor series for new GT6 gas turbine and launches to market
The first product in the family is the 6 MW gas turbine class that is now coming onto the market. For MAN Diesel & Turbo, this constitutes a technology platform that will produce further developments and new models in the coming years. From the prototype which has just been completed, a whole gas turbine family, covering the power range from 6 to 10 MW, will eventually emerge. The development of a new gas turbine family offered MAN the opportunity to develop a series of standardised pipeline compressors which are specifically designed to the new turbine and the market requirements. High efficiency MAN has calculated all gas-turbine flow components using state-ofthe-art 3D systems. The advanced aerodynamic design of this new gas turbine family has allowed it to reach efficiency limits unmatched by machines in this power range. The gas turbine is designed for 6.9 MW of mechanical power under ISO conditions. At an introductory stage, a conservative ISO rating of 6.2 MW (mechanical) has been selected. The thermal efficiency achieved at 6.2 MW and at 6.9 MW is 33% and 34% respectively, which is top in its class see the table at the foot of this page. The current gas turbine is a twinshaft design, with an independent power turbine mechanically separated from the gas generator. This allows for a wide speed range at full power and for a higher partload efficiency. The operating window is also significantly wide. The new gas turbine may be used both is to extend service life and shorten downtime. Furthermore, simplified service activities allow the carrying out of on-site maintenance. Modular turbine structure The gas turbine consists of eight subassemblies. The front-end radial/thrust bearing housing (including instrumentation) lies within the middle of the inlet casing. This provides ready access to the bearing. The ancillary system gear-unit forms an integral part of the gas generator and is directly connected to the inlet plenum. It is connected to the machine base frame so as to take up thermoelastic expansion and additionally supports the machine at its front end. The eleven-stage axial compressor is also designed to simplify assembly and service activities. The compressor casing has a horizontal split joint. The inlet guide vanes and the downstream stator-vane rows are adjustable and optimise the aerodynamic behaviour, especially during start-up and partialload operation. The six individual combustion chambers are of the can type and are evenly distributed along the circumference of single-piece intermediate casing, simplifying inspection and service activities, as both the combustion chambers and the transition ducts may be installed or removed without the need for machine disassembly. Both the stator vanes and the rotor blades are cooled with air to reduce the thermal load on the twostage, high-pressure (HP) turbine. The first-row rotor blades have their tip area provided with a rubbing edge to reduce any tip clearance

The GT6 gas turbine pictured during development

as a mechanical and generator drive. Typical power generation applications are in Combined Cycle (CC) and Combined Heat and Power (CHP). A single-shaft configuration, which is primarily intended for power generation, will soon be available. The twin-shaft configuration makes the new gas turbine an ideal driver for both turbocompressors and pumps. The gas turbine can be operated to suit the opti-

mum operating point of the driven machine, both over a wide speed and power range. The two-stage free power turbine allows operation over a wide speed range of 45 to 105%, while maintaining high efficiency. The gas turbine operates at a speed which is dictated by the torque-and-speed-driven machine. Another important feature of the new gas turbine is its unrestricted suitability for taking load quickly following rapid load changes. In fact,

the rotor and the static component masses have been minimised to cope with transient thermal stress resulting from rapid load changes. At the same time, components have been designed so that they deform perfectly elastically under the stress. Service costs have also been taken into account. MAN opted for a rugged and modular gas-turbine construction, while not compromising on efficiency. The objective

Main Components of Two-Shaft Gas Turbine


Performance Data for Gas Turbine GT6 / twin shaft @ ISO conditions Rated Power at Coupling (kW)* Heat Rate (kJ/kWh)* Efficiency (%)* Pressure Ratio Inlet Air Mass Flow (kg/s)* Rated Power Turbine Speed (min-1) Power Turbine Speed Range (min-1) Exhaust Gas Flow (kg/s)* Exhaust Gas Temperature (C)* NOx-Emission CO-Emission Number of Combustion Chambers
* under ISO-conditions. Source: MAN Diesel & Turbo
3

Air Intake Casing

Combustion Chamber Rear Bearing Casing & Supports

Exhaust Collector Box

6,900 10,590 34.0 15 27.6 12,000 5,400 - 12,600 28.1 451 < 50 mg/Nm (15% O2, dry) < 100 mg/Nm3 (15% O2, dry) 6

Auxiliary Gear Box Axial Compressor

HP Turbine LP Turbine

DIESELFACTS 4/2011

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losses. The second-row blades feature a clamped shroud. The outlet-end gas generator bearing is held by the rear-end structure. Arranging the bearing downstream of the HP turbine minimises air leakage into the bearing housing. At the same time, the bearing area is readily accessible. Furthermore the machine is supported and held axially by the rearend structure. The two-stage, low-pressure (LP) turbine blading is not cooled, and the rotor blades feature interlocked clamped shrouds. An additional function of the LP turbine-bearing housing is to accommodate an effective outlet diffuser. The outlet casing is a welded structure with an aerodynamically optimised geometry. All components have been designed to facilitate manufacturing according to state-of-the-art production technologies. Low emissions To ensure the lowest emissions, MAN has developed the ACC (Advanced Combustor Can). Air and fuel are mixed in the combustion chamber in an almost ideal process to achieve an almost perfect combustion. The fuel is burnt with surplus air. This lean pre-mix combustion results in a lower flame temperature that minimises nitrogen oxide (NO x) formation. Emissions remain low within a wide power range. The levels are significantly below current limits and thus avoid the necessity for exhaust gas to be further treated by a catalyst. (see table on page 4). The combustion chambers, which are flanged to the integral intermediate casing, are as readily accessible as the fuel injection nozzles, flame tubes and cooling shell tubes. Each component may be removed separately, thus greatly reducing the service time. A simple borescopic access allows the inspection of the entire combustion chamber and the first row of turbine stator vanes. The symmetric arrangement of the six combustion chambers results in a nearly even temperature distribution. The flame tubes and the associated transition ducts are provided with an impingement cooling system. The burner has a swirl chamber and two different fuel injectors which are used in the diffusion mode (pilot gas), in the premix mode, or in the combined diffusion and pre-mix mode as required by the overall operation. During start-up and in low-load operation, the burners are operated in the diffusion mode. They automatically switch over to the pre-mix mode as power increases. The combustion chamber design allows for a uniform temperature profile at the inlet of the first row of turbine stator vanes. Furthermore, the flame tube walls are manufactured from an elevatedtemperature nickel alloy include compressed air cooling slots, which ensure a long service life. The lean combustion is stabilised with a small portion of pilot

gas. This enables the gas turbine to perform even very rapid load changes safely. Highly efficient compressor stages The new compressor series is modelled on MANs successful pipeline compressors. The existing pipeline compressors suit the current fleet of gas turbines (especially the THM 1304) and electric motor drives with powers of 10 MW and above. The new compressor is based upon the proven frame size RV040 (RV = centrifugal compressor with vertically split casing) and is designed for powers below 10 MW according to market requests. Two different nozzle sizes are available. The stage configuration - bundle - is modular in design and allows an adjustment to different customer requirements in regard to volume flow and pressure ratio. Furthermore, the new compressor series relies on recently improved high-efficiency stages with an extremely wide operating range. The new compressor series also benefits from the proven features which are typical of all MAN pipeline compressors. The casing, for instance, is of the barrel type and allows discharge pressures up to 130 bar. The bundle may be readily inspected and replaced without disconnecting the pipeline flanges from the horizontal nozzles of the compressor casing. The compressor and base frame design is sturdy enough to take up a high pipe stress which is typical for this application and ensures maximum reliability during operation. The combined development has resulted in an integrated gas turbine and compressor package, while the directly driven compressor meets all present and future gas-transportation requirements. Additionally, the gas turbine and the compressor are perfectly compatible with each other, with distinct operator advantages that include low fuel-gas consumption in all operating ranges, low investment costs, short delivery time and high availability.

Kawasaki Celebrates Century in Power


Japanese licensee marks milestone in diesel engine manufacture with Kobe ceremony
Kawasaki Heavy Industry (KHI) has celebrated the 100th anniversary of its engine-manufacturing licence with MAN Diesel & Turbo. Spread over four days, the celebrations were capped with a technical event in Kobe featuring over 140 attendees. Dr Stephan Timmermann, member of MAN Diesel & Turbos Executive Board, spoke of the special relationship between his company and its longest prevailing licensee. Dr Timmermann pointed to the uniqueness of the cooperation in the world of licensing, due to other such often developing in different directions, or that technology losing relevance. He praised Kawasaki for contributing actively to this remarkable technical achievement, and stated that Kawasaki and MAN Diesel & Turbo were working closely together to find the answers to todays and tomorrows demands for environmentally friendly seaborne transportation. Over the years, KHI has time and again produced engines of note, the latest being in June 2011 with the delivery of the worlds largest, medium-speed power unit, an 18MW engine for Okinawa Electric Power Company to provide power on Ishigaki Island. Low-speed engine cooperation has been similarly successful and, just last year, KHI renewed its two-stroke licence agreement for the production of MAN B&W-branded engines. About Kawasaki Incorporated in 1896, Kawasaki Heavy Industries, Ltd. originally started out in shipbuilding but has also developed interests in vehicles, trains and aerospace equipment, as well as marine diesel engines, among others. With head offices in Tokyo and Kobe, Kawasaki employs over 32,000 staff and had net sales of almost 12 billion euro for the fiscal year ending March 31st, 2011.

MAN Diesel & Turbo and Kawasaki exchange gifts at the celebrations in Kobe (from left): J. Iki, Executive Officer & General Manager of Machinery Division, Dr Stephan Timmermann MAN Diesel & Turbo, Y. Asano, President of Gas Turbine & Machinery Company and Thomas Knudsen MAN Diesel & Turbo (photo courtesy of Kaiji Press)

MAN Diesel & Turbo to Deliver Compression Technology for Giant Dutch Gas Project
Abu Dhabi National Energy Company PJSC (TAQA) recently awarded MAN Diesel & Turbo Schweiz AG a multi-million euro contract concerning the delivery of compression technology for the Bergermeer Gas Storage installation in Alkmaar, the Netherlands. The scope of delivery comprises six fully integrated, skidmounted, high-frequency motorcompressor systems, providing emission-free and highly efficient operation. Each 13 MW motorcompressor unit, with a weight of more than 80 metric tonnes, consists of a tandem compressor arrangement, generating a flow of 540,000 cubic metres of gas per hour. The complete, rotating assembly levitates in magnetic bearings and is installed in a hermetically sealed housing, thus eliminating the need for shaft seals and, as a result, emissions to the atmosphere. The entire unit is oilfree and creates no gas emissions, thereby fulfilling stringent environmental requirements set by TAQA. The unit will be part of the state-of-the-art zero emission gas treatment and compression facility being built in Alkmaar, the Netherlands. Dr Uwe Lauber, President of MAN Diesel & Turbo Schweiz AG said: I am pleased with TAQAs decision to opt for the MAN solution we recognise the growing interest in our eco-friendly and efficient, integrated, high-speed compressors within the oil and gas industries. The Bergermeer Gas Storage project will create Europes largest open access gas-storage facility. Bergermeer Gas Storage will provide the northwest European gas market with 46 TWh (4.1 billion cubic metres) of seasonal storage, in the process almost doubling the Netherlands total storage capacity. TAQA received the final statutory approvals and permits to construct and operate the facility during the course of 2011. Bergermeer Gas Storage operations are scheduled to start in 2013 with full commercial operation following in 2014.

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DIESELFACTS 4/2011

PrimeServ Valencia Reigns in Spain


Service outfit thrives in difficult market and has established clear vision for future
DieselFacts is in shock. At lunch with staff from PrimeServ Valencia, we have been informed that they are not particularly interested in ftbol, that no one in Spain takes a siesta anymore, and that they are not obsessed with flamenco. Sensing our keen disappointment, the Spaniards ask if we want to take a picture of the paella weve just ordered... Thankfully the interview with the local service manager goes significantly better. Its our skilled technical team that sets us apart from our competitors, says Rubn Caparrs, whose local crew is a potent mix of qualified engineers and battle-tested, technical staff, some with over 30 years of handson experience. They dont have the same know-how or expertise as us, whereas all our superintendents have received extensive, two- and four-stroke training and worked on sea-trials abroad. We like to make our people as flexible and multi-purpose as possible so they can handle any job, whether our engine types or not. This strategy really pays off when our engineers board ships and face all manners of situations and technical problems. The thin man Rubn Caparrs studied electrical engineering in Granada and Dortmund and joined IZAR the former MAN Diesel & Turbo licensee in Valencia upon graduation, commissioning two-stroke MAN B&W ME-type engines. In time, he moved on and set up his own technical services company, together with colleague Oscar Martinez now Turbocharger Manager at PrimeServ Valencia. Ultimately, MAN Diesel & Turbo brought Caparrs aboard when establishing

Native Valencian Santiago Calatrava designed the Hemispheric, part of the citys remarkable City of Arts and Sciences (photo Chosovi - Creative Commons license)

PrimeServ Spain and appointed him Service Manager, a position the 35-year-old has held for over two years. From humble beginnings with just two employees, PrimeServ Valencia can now boast of 15, housed in a modern 1,200-square-metre workshop with 350 square metres of office space on the outskirts of the city. Of the new premises, Caparrs says: Its a complete workshop: we offer comprehensive, technical support and our engineers take care of a broad range of engines. The workshop handles most kinds of job, including injec-

tion jobs, the cleaning of air coolers, piston liners and, of course, there is our recently started, fullyequipped turbocharger workshop. To that end, PrimeServ Valencia has three turbocharger specialists. Introducing turbochargers to the Valencia roster in 2011 has already given a hefty 20% boost to business, a percentage expected to increase significantly again in 2012. Location, location, location Valencias geographical location holds several advantages, including its prominent location on the Mediterranean seaboard that offers di-

rect access to some of the worlds busiest shipping lanes. Similarly, its position on the mainland provides access to Spains three coastlines by motorway, while the local airport also offers direct flights to the most important ports. Thus, engineers can reach jobs promptly, the corollary being that parts bound for the workshop quickly reach Valencia. The city also has a very well developed industrial area and the local PrimeServ has forged relationships with other companies that enables, for example, the machining of very large parts if so required. PrimeServ Valencia also takes advantage of the global MAN PrimeServ network and loans capacity from its neighbours in Portugal and Italy when necessary. Markets PrimeServ Valencias most important market is the stationary segment where its main customer is Endesa, Spains largest electric utility company. Among other locations, Endesa has many engines on the Balearic and Canary islands, and in Ceuta and Melilla in North Africa. Valencias second-most important market is the domestic and foreign marine traffic that calls into Spains extensive coastline, often visiting its many gas terminals and refineries or through technical problems incurred at sea. Gibraltar is also a strategic, geographical point with a large passing trade of ships bunkering or docking, either in Gibraltar itself or across the bay in Algeciras.

The incredible hulk Just outside the city centre, in the Benicalap district, stands the halffinished hulk of the Nou Mestalla, its cranes standing still now for the past two years since financing for the project ran into trouble. Intended as Valencia CFs new home, the football stadiums concrete skeleton stands as testament to the economic woes Spain is currently experiencing. Caparrs take on the situation is upbeat and he states that marine after-sales in Spain have not suffered too much. He attributes this to Endesa being a large concern that hasnt been hit as hard by the crisis as other companies, while PrimeServs other main market ships sailing to or passing through Spanish waters hasnt changed much either, making PrimeServ quite independent of the crisis. Challenges To remain competitive, PrimeServ takes great care setting its pricing structure, while efficiency and a priceless ability to turn jobs around quickly have become hallmarks of the new operation. Caparrs quotes a recent job involving nine fuel pumps from a 90-bore engine in Algeciras among the largest such pumps in the business and three turbochargers, which he describes as: a huge job, which had to be finished within a really short time period. It was hard going and involved intensive labour in the workshop and onboard the vessels where we worked around the

Rubn Caparrs, Service Manager MAN PrimeServ Valencia

DIESELFACTS 4/2011

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Part of the PrimeServ eet pulled up outside the Valencia office

clock, but we successfully completed it inside four days. Balancing the flow of work and keeping the workshop constantly busy is another challenge with the establishment of regular maintenance contracts a target for the future. Caparrs says: When Endesa has engines that need work, or when a dry dock is free for a week, we hit a peak it is very difficult to keep workshop activity constant. However, were getting better at it and this year we have had some very high peaks. This means that customers are starting to learn where we are. We also expect the turbocharger side to bring more work in the future, especially with Spanish turbocharger customers, because we have the only authorised turbocharger workshop in Spain. The message When asked what message he wishes to send customers, Valencias service manager replies that the most important one is that all MAN PrimeServs jobs and services are covered by a warranty. He says: We are not just waiting here to send spare parts, we can also help with technical issues. Customers can contact us with any technical questions they might have and should know that our worldwide organisation is always ready to help. Even if their ship is docking in Singapore, they can contact us and we will in turn contact the right person in our local service centre. We are all about service; this is what we do! Customer care In addition to leading the team and keeping the workshop busy, Caparrs main task is the promotion of PrimeServ which entails regular contact with, and regular visits to domestic customers. He also works actively in retrofit sales looking for solutions to customer problems and maintains close contact with the MAN Diesel & Turbo centres in Copenhagen and Augsburg. Another task is organising customer events at the workshop in Valencia where customers have been asking more about emissions over the last year. Typically, they want to know how PrimeServ can help them reduce emissions and the different types of retro-

fit available. A lot of Spanish ferry companies are affected by emission legislation around the different Spanish islands, while owners of tankers and container ships sailing, for example, to the United States where there are strict, local emission regulations are starting to implement such PrimeServ solutions as the Alpha Lubricator and Diesel Switch fuel cooler. The pursuit of excellence The workshop floor in Valencia is spotless, in fact, its so clean that its actually gleaming. Its hard to believe that it was swimming in oil and dirt just a few days previously after the job on the K90-bore fuel pumps from Algeciras. Thats because Caparrs insists on good housekeeping, which means that, after turning around the Algeciras

Salvaged from an engine that sat in storage for four years before being scrapped by a well-known shipping line, PrimeServ Valencia gIves pride of place to this turbocharger in its workshop where it is used as an invaluable teaching tool

job in record time, the next task his men had was to clean the whole mess up. He has also introduced new ways of thinking to his operation, starting last year when he decided to address quality standards and push them to a point of excellence. To achieve this, he developed a programme with the first item being to implement ISO procedures in the PrimeServ Valencia office in order to get DNV certification. With ISO quality achieved and its working environment approved,

PrimeServ Valencias the next step is to implement LEAN processes in the office to address process flow and waste issues. Started during the summer of 2011 and due to last four months, Caparrs plans to introduce the 5S methodology for efficiency and effectiveness afterwards. Its all about achieving excellence, he says. Other PrimeServ hubs, such as Hamburg, have already introduced these concepts successfully and we see great benefits in following suit.

Adis With the interview at a close, DieselFacts takes a tour of the facilities and winds things up by taking pictures outside in the bright sunshine. Getting Ruben Caparrs to smile for pictures is no easy task. The Spanish are a very serious people, he jokes. But that said, all jokes aside, and despite the tough economic climate that Spain is currently experiencing, PrimeServ Valencia is in seriously good shape and ready to go to work.

A SPANISH CASE STUDY Endesa, Spains major power supplier, runs a number of lowspeed, two-stroke diesel engines at its power plants on the Balearic and Canary Islands. Through its involvement with the ongoing maintenance of the engines, PrimeServ Valencia was contacted by Miguel Bueno del Amo, Chief of Mechanical Maintenance of Mahn Diesel Power Plant, to study how to improve the current cylinder liners lubrication with an updated and more efficient system. As a result, MAN Diesel & Turbo developed an interesting project involving the Alpha Lubricator system that has enabled marine customers to save up to 20-30% of lubricating-oil costs. The Alpha Lubricator System was originally developed for twostroke, marine application engines that typically change load frequently. However, PrimeServ Valencia estimated that the Endesa engines could benefit from being fitted with the lubricator and submitted a proposal to the customer. As a consequence, the first of the three MAN B&W 10L67GBE-S engines installed in the power plant on Mahn was retrofitted with Alpha Lubricators this year. The engines from Mahn Diesel Power Plant must follow the load fluctuations in the electrical grid of Mallorca and Menorca islands,

which work as an interconnected electrical system, with a power output within the range of 7 to 14 MW. As such, this represented an excellent scenario for the Alpha Lubricator to show its potential. Operating results, which showed a significant cut in the volume of lube oil consumed by the engine, fitted with Endesas original requirements. The general condition of the engine was also reported as being improved so Endesa made another purchasing order for a second Alpha Lubricator installation. During 2012, the third L67 engine will be equipped with the new system, meaning that the entire Mahn Power Plant will then run on Alpha Lubricators. Ruben Caparrs originally thought of the Alpha Lubricator idea. Knowing that the lubricator was not designed with this type of engine in mind, he was still convinced that it could be used successfully in this power plant application. The major advantage in retrofitting the engine with an Alpha Lubricator is the better control of oil dosage, better distribution of the lubricating oil on the ring pack, reduction of deposits due to burned additives, and a much better control of liner corrosion. Caparrs remarks that the power plants maintenance manager was particularly interested in

the technical aspects of the installation and wanted a full overview of the retrofit before PrimeServs engineer commenced work. While the lube-oil savings arent as high as might be expected for a two-stroke engine in a marine application, the amount of oil saved is significant enough to go further with the retrofit strategy, bearing in mind that the main goal Endesa looked for was the maximisation

of engine reliability in combination with oil savings. Caparrs is of the opinion that this development has opened up a new market of good potential for the Alpha Lubricator because, as a very modern product, it could prove to be a new lease of life for older engines such engines currently constitute a large segment of the Spanish marine market.

Miguel Bueno del Amo, Chief of Mechanical Maintenance, Mahn Diesel Power Plant

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DIESELFACTS 4/2011

The HS Humboldt is a container vessel owned by Reederei Hansa Shipping. MAN Diesel & Turbo carried out a turbocharger cut-out retrofit and subsequent field test during 2011 (photo copyright Hansa)

Humboldt Retrofit Really Delivers


Turbocharger cut-out procedure on container vessel yields successful field-test results
In the current, difficult business environment for shipowners and operators, a reduction in vessel speed is the first, effective measure in reducing an engines fuel consumption. However, such part-load operation implies that turbochargers are operated outside of their layout points with reduced efficiency and, as a result, low scavenge-air pressure. For larger engines with three or four turbochargers, the so-called turbocharger cut-out of one turbocharger is an appropriate measure to counteract this efficiency loss. In cutting out one turbocharger, the remaining turbochargers benefit from an increased exhaust-gas flow and consequently higher efficiency levels. The increased scavenge-air pressure stemming from this results in cleaner combustion as well as a significantly lower engine fuel consumption. Up until now, there has been little or no operating experience of the effect that cutting out a turbocharger has. Throughout the summer of 2011, a field test was carried out on board the container vessel HS Humboldt of Reederei Hansa Shipping, powered by a 9K90MCC engine and three TCA77 type turbochargers. The turbocharger was cut out by the installation of one blind flange before the turbine and one after the compressor. The rotor remained installed and the bearings were continuously lubricated with unchanged oil pressure without any additional external sealing air. Maximum engine load was restricted to 66%. After four months in service, the cut-out turbocharger was dismantled for inspection with the following findings: little fouling by exhaust particles within the labyrinth sealing, and no effect on restart of operation as particles are blown away small but uncritical oil leakage on compressor and turbine side-bearings because lube oil pressure was above normal operation range of 2.2 bar no wear or deformation on journal bearings and thrust bearing disc no wear on rotor-bearing points nor any damage to the rotor. Summary During the four-month field test, just marginal fouling and oil leakages were observed, which are not regarded as critical for operation. Critical parts, such as journal bearings and rotor, did not show any wear. Similar results were observed during a former cut-out field test on TCA77 in 2010. Conclusion
No signs of wear or deformation were visible on the cut-out turbochargers journal bearings after four months of operation

a turbocharger cut-out exceeding six months in length, the rotor has to be removed from the turbocharger and the turbocharger must be preserved and taken out of service according to the operating

manual. An alternative option is to interrupt the cut-out with an installed rotor after six months for 100 operating hours and to continue the cut-out thereafter.

A TCA turbocharger cut-out with an installed rotor is approved for a maximum period of six months. For

The HS Humboldt is powered by an MAN B&W 9K90MC-C engine with three TCA77 turbochargers

DIESELFACTS 4/2011

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Bulker Enjoys First Commercial Delivery of Uprated TCA55-26 Turbocharger


Customers to gain benefit from units smaller dimensions and improved economy
MAN Diesel & Turbo has recorded the delivery of its first, uprated TCA5526 turbocharger to Chinese engine builder, HHM. The turbocharger will supplement an MAN B&W 6S50ME-B9.2 engine to be installed aboard a 35,500-dwt bulker, one in a series of vessels that are currently under construction at Cheng xi shipyard in Jiangsu province, Eastern China. The ME-B engine is MAN Diesel & Turbos most modern, twostroke design whose .2 suffix indicates a new, fuel-optimised version that complies with IMO Tier-II emissions legislation. Generally speaking, ME-B engines are very reliable units that have very low life-cycle costs and which feature electronic fuel-injection control, longer TBOs and which offer improved vessel manoeuvrability. The 6S50ME-B9.2 engine is the first of its kind to be built by HHM. HHM is MAN Diesel & Turbos oldest Chinese licensee and has more than 30 years experience in the production of MAN B&W twostroke engines. TCA55-26 turbocharger Based on the proven TCA design concept, the new -26 specification is capable of delivering a higher volume flow at unchanged outline dimensions. This is achieved by means of a new compressor-wheel geometry with higher capacity and higher efficiency. In addition, an internal recirculation (IRC) device is included as standard to extend the surge margin and optimise compressor performance. The TCA55-26, TCA66-26, TCA77-26, TCA88-26 units with their extended application range enable the turbocharging of many two-stroke engines with a smaller turbocharger size than was previously possible. This lowers the initial cost of engines significantly, and also delivers lower maintenance costs for shipowners who will additionally benefit from reduced spare-part expenses.

Examples for Cost Saving Applications* with -26 specification Engine Type 5G50ME-B9.2 7G50ME-B9.2 5S50ME-B9.2 7S50ME-B9.2 5G60ME-C9.2 7G60ME-C9.2 5G70ME-C9.2 6S80ME-C8.2 6S80ME-C9.2 6S80ME-C9.2 8S80ME-C8.2 8S80ME-C9.2 8G80ME-C9.2 8K80ME-C9.2 9S90ME-C9.2 Previous Application 1x TCA66-24 1x TCA77-24 1x TCA66-24 1x TCA77-24 1x TCA77-24 1x TCA88-24 1x TCA88-24 1x TCA88-25 2x TCA77-21 2x TCA77-21 2x TCA88-21 2x TCA88-21 2x TCA88-24 2x TCA88-24 3x TCA77-21 New Application 1x TCA55-26 1x TCA66-26 1x TCA55-26 1x TCA66-26 1x TCA66-26 1x TCA77-26 1x TCA77-26 1x TCA88-26 2x TCA66-26 1x TCA88-26 2x TCA77-26 2x TCA77-26 2x TCA77-26 2x TCA77-26 2x TCA88-26

The -26 series features a new RCQ compressor with increased airow and internal recirculation (IRC) for extended surge margin

The new -26 TCA turbochargers naturally include all the wellestablished design features of the TCA series such as high performance level, easy maintenance and

high reliability. Originally launched in 2003, the well-known series has since become one of the most successful turbocharger choices for modern, two-stroke engines.

*Only L1 point ratings and high load optimisation. Source: MAN Diesel & Turbo

6-MW Gas Turbine Prototype Launched at German CHP Plant


Shortly after the completion of its developmental phase, MAN Diesel & Turbo is set to release the prototypes of its new gas turbine family into the market. The company is currently installing a CHP (Combined Heat and Power) cogeneration unit at the Rheinberg production plant of Solvin GmbH & Co KG, a joint enterprise of Solvay and BASF. The first of the new 6 MW gas turbines will be used commercially at the plant. Solvin manufactures chemical products at the Rheinberg production plant, including PVC (polyvinyl chloride), which is used, among other places, in building construction, consumer products, health and safety equipment and some electrical applications. The new CHP plant is designed to supply 6 MW of electrical and 11 MW of thermal power, thus enabling Solvin to meet its own electricity requirements in the future and reducing its dependence on the public power network. Another aim of the new plant will be to achieve a fuel efficiency of 80% by utilising the waste heat of the gas turbine, in addition to the gas turbines own efficiency of 34% a peak value in this output class thus making a significant contribution to reducing primary energy consumption and emissions. The new generation of gas turbines from MAN Diesel & Turbo has been developed for industrial use and expands the existing gas turbine portfolio to include the 6-8 MW output class. The gas turbines are obtainable both as mechanical drives, for example, for compressors, and in configurations for decentralised power generation with or without waste heat utilisation. The primary focus of the development of the new turbines was to optimise fuel utilisation with regard to CO 2 emissions and operating costs and reducing nitrogen oxide emissions. Another aim with the new turbines is to optimise steam production for CHP cogeneration or process applications through the exhaust gas temperatures of the gas turbine.

Multiple Contracts Secured in Challenging Offshore Sector


MAN Diesel & Turbo is to equip four ocean-going, specialist vessel newbuildings with complete propulsion systems. The company has secured a contract to deliver 16 four-stroke engines with gears and controllable pitch propellers to specialist vessel operator, Swire Pacific Offshore Operations Pte Ltd (SPO). The four specialist vessels will be built at ST Marine Singapore with delivery scheduled by mid-2014. The order volume for MAN Diesel & Turbo is worth around 22 million euro. The four anchor handling tugs will mainly be used to transport and supply rigs on the high seas. However, their large decks and tank capacities also make them suitable for numerous other offshore activities. Each ship is powered by a MAN Diesel & Turbo propulsion system consisting of four 9L27/38GOtype main engines, two gears and two controllable pitch propellers. The four propulsion engines have an output of up to 12 MW, making them ideal for use on the high seas. The high propulsion power of the ships means they can cope with the severe weather conditions that offshore activities in locations like the North and Barents Seas frequently entail. The ships also require high power reserves to tow a drilling rig to its site and anchor it. SPO has been drawing on the technical expertise of MAN Diesel & Turbo for a number of years and the latest contract is the second delivery of complete propulsion systems of this type. SPO operates a total of 52 MAN 9L27/38GO-type engines in its fleet including the current order. We are absolutely delighted to have entered into a partnership with SPO, one of the worlds leading offshore specialists. We work closely and remain in constant dialogue with SPO in order to continue to meet the demands of this discerning customer, to further improve our service and to progress future projects, said Dr Stephan Timmermann, the MAN Diesel & Turbo Executive Board member responsible for business involving marine engines and propulsion systems. Norway MAN Diesel & Turbo can also report on another success, this time in the Norwegian offshore market. At the start of July 2011, Sanco Shipping AS, a Norwegian operator of specialist vessels for the seismic industry, signed a contract for the delivery of four 8L32/40-type engines. Securing this contract is especially momentous firstly, because we successfully fended off competition from a host of rivals to sell our products in a fiercely competitive market and, secondly, because we have made further inroads into the Norwegian offshore market, explained Dr Timmermann.

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DIESELFACTS 4/2011

Christ the Redeemer watches over Rio de Janeiro and out to sea, much as MAN Diesel & Turbo does in Brazils rapidly developing economy (photo Piisamson/Artyominc Creative Commons license)

Business is Booming in Brazil!


MAN Diesel & Turbo reaping benefits of operation in diesel market with vast potential
The planets greatest footballers, the hedonism of the Rio carnival, the architectural wonder of Brasilia, its modern capital: its not hard to conjure up popular images of Brazil. Renowned for its culture, this vast country with its young, 200-million strong population has also had industrial success, such as within the fields of aeronautics and motor vehicles. Today, the Brazilian economy is ranked as the worlds seventh largest, according to the International Monetary Fund and the World Bank and has a mixed economy with abundant natural resources and large and developed agricultural, mining, manufacturing and service sectors. The country is also one of a group of four emerging economies, called the BRIC countries, that includes Russia, India and China, all deemed to be at a similar stage of newly advanced, economic development. MAN Diesel & Turbo has worked in Brazil for many years and currently employs over 200 staff at a variety of locations in the country. MAN Diesel & Turbo Brasils diesel product line covers the domestic offshore, industrial, stationary and marine segments, and consists of two- and four-stroke engines, propellers, turbochargers and compressors. Servicing machinery is also a very important business and MAN PrimeServ MAN Diesel & Turbos global after-sales network has service facilities dotted around the country in the cities of Rio de Janeiro, Manaus in the heart of the Amazon rainforest, and plans are afoot for another PrimeServ location in Salvador Brazils third city and a major export port. Rio de Janeiro is also the location for the companys sales offices. Demand for ships and engines Brazils huge, growing market and the increase in available capital in the country has contributed to the current demand for ships and engines. This demand is in great part due to the domestic oil resources exploited by Petrobras Brazils semi-public, multinational energy corporation. This, in turn, influences the countrys entire infrastructure, creating wealth not just for business in Brazil but for the population in general. Currently, there is a requirement for several hundred ships of different size and type. Happily for MAN Diesel & Turbo, the most typical ship types requested are for the oil exploration and transport segments, including tankers, FPSOs (Floating Production Storage and Offloading vessels), drill ships, supply vessels and rigs, where the company is ideally placed to provide power and propulsion requirements. As such, these market conditions have created an excellent business opportunity for MAN Diesel & Turbo. Not only must hydrocarbons be searched for, exploited and transported, the increasing amount of investment in Brazil creates a higher demand for more power generation and the transportation of goods, meaning there is also an increased demand for imports. As a result, MAN Diesel & Turbo has experienced heightened demand for its engines outside of Brazil where companies, such as Germanys Hamburg Sd a key carrier on the North-South marine trade route have built MAN Diesel & Turbo-powered ships abroad to service the Brazilian market. Besides the hydrocarbon sector, Brazils mining industry is also of great interest. Vale the Brazilian diversified mining, multinational corporation and one of the largest logistics operators in Brazil has had great success recently. Among other activities, its iron-ore operation, covering exploration and transport from mines deep in Amazonas to the coastline or neighbouring countries, has created a need for more pusher boats to move barges up and down the countrys rivers. With 29,000 km of naturally navigable inland waterways that host many different activities in this enormous country, many diverse types of transportation must be catered for. Yard building Brazil was a leading country within shipbuilding in the 1970s, at which time MAN Diesel & Turbo had two domestic engine licensees Vilares and Mecnica Pesada. With the world focussing again on the Brazilian market, MAN Diesel & Turbo engines are today produced by global licensees, and own-production facilities. MAN Diesel & Turbo

The Tambaqui project, near Manaus, for Breitener covered four MAN 18V48/60 and one MAN 16V32/40 engines with a combined output of 83,000 kW. The engines provide base load to the local grid (photo Breitener Energtica S.A.)

DIESELFACTS 4/2011

PAGE 11

Manaus

Salvador

Rio de Janeiro

try has surrendered markets to the more competitive Far East. With the strength of the Real (R$) and the relatively high costs associated with taxation and local wages, competition on price seems quite unrealistic. That said, MAN Diesel & Turbo fully understands the Brazilian desire for local involvement in the production of ship equipment and is actively considering establishing a production facility to fit in with this key requirement. Power plants Brazil is today the largest world market for large-bore, stationary diesel power plants and could become the next frontier for diesel engines powered by such green fuels as bio-ethanol and other biofuels. It also has a growing natural gas market. As the market is asking for turnkey power plants with a high local content, MAN Diesel & Turbo sees improving local procurement and service networks as the best way to gain more power customers in Brazil. The company is very active in the power-plant sector and a major player in Brazilian power solutions with MAN engines accounting for over 750 MW output in 2010, a figure that is projected to rise to some 1,800 MW by end-2011. As stated previously, Brazil is the most important stationary engine powergeneration market in the world, having ordered over 8 GW in landbased generating sets in the last 5 years, and MAN Diesel & Turbo has positioned itself well in the market. At the end of 2009, Grupo Bertin a large, international conglomerate from Brazil awarded MAN Diesel & Turbo a contract to supply the electro-mechanical equipment for six diesel power plants near the major city of Salvador. The order covered 120 largebore diesel engines and genera-

tors with the order volume coming to around 300 million euro. MAN Diesel & Turbo supplied MAN 18V32/40 type gensets, complete with associated generators and auxiliaries. All in all, the six diesel power plants are projected to generate over 1,000 MW of electricity. EPASA MAN Diesel & Turbo has delivered and commissioned the engines for what is today the worlds largest, operating diesel power plant. The facility has its origins in 2008 when Centris Elctricas da Paraba S.A. (EPASA) ordered 38 MAN 18V32/40 and 2 x MAN 9L32/40 medium-speed, HFO-fuelled engines. The plant, located in the city of Joo Pessoa in Paraba state, Northeastern Brazil, has an output of 342 MW and operates as a reserve plant. In this way, it supports Brazils power generation system, which is in great part reliant on hydro-electric power plants but which need back-up during times of low rain fall and water levels. On this project, MAN Diesel & Turbos scope of work also included managing all electro-mechanical engineering and supply, building supervision, as well as commissioning. As such, this comprehensive involvement in the establishment of such a large plant paves the way for MAN Diesel & Turbo to increase its involvement in power management and broaden PrimeServs appeal in Brazil. MAN Diesel & Turbo has also supplied eight diesel engines for a 148 megawatt plant in Bahia state in an order worth around 33 million euro when originally placed in 2007. The 18V48/60 type mediumspeed diesel engines were delivered to local energy provider Energtica Camaari Muricy I.S.A. The plant in question was a standby power plant intended to cover supply shortfalls.

The 18V32/40 genset is at the centre of the new Grupo Bertin order

fully understands the Brazilian desire for local involvement in the production of ship equipment and is actively considering establishing a production facility to fit in with this key requirement. To this end, the company is already working closely with domestic companies for the local production of components like alternators, control panels and base frames for gensets, while assembly and test facilities are also currently under preparation. The question of whether or not the production of MAN Diesel & Turbo engines will once again take place in Brazil is important, and is certainly a move that would be welcomed by the countrys government. In tune with the booming economy and marine sector, Brazil is currently establishing new shipbuilding yards like the impressive Estaleiro Atlntico Sul (EAS) south of Recife. EAS is the biggest and most modern naval and offshore construction and repair shipyard in the southern hemisphere and considered a landmark in the reactivation of Brazils shipbuilding industry. It represents an investment of R$ 1.4 billion (600 million euro) and has a built-in processing capacity of 160,000 tons of steel annually. Within the last year or two, EAS received an order for 18 large tankers for Petrobras, all powered by MAN B&W two-stroke engines, with some also featuring MAN Diesel & Turbo genset engines and propellers. MAN Diesel & Turbo recently attended the delivery ceremony of a Petrobras/Transpetro tanker at an impressive ceremony held at the Mau yard in Rio de Janeiro. The first of five identical vessels, each vessel is equipped with MAN B&W two-stroke engines and Alpha propellers. At the ceremony in Rio, the respective presidents of Petrobras, Transpetrobras and, notably, Dilma Rousseff President of Brazil, made positive speeches emphasising new times for the Brazilian maritime sector and the strong future ahead for Brazilian shipbuilding with local production. Another noteworthy yard is the new STX Brasil Promar yard which has already received orders for eight LPG carriers, featuring MAN Diesel & Turbo two-stroke and four-stroke engines and propellers, even before construction of the facility was complete. Similarly, older ship yards have been rebuilt in order to meet the huge demand of ships in the domestic market, while

established yards like Rio-based Estaleiro Ilha (EISA) and Mau have both received orders for ships utilising MAN Diesel & Turbo main engines and gensets, turbochargers and propellers. While MAN Diesel & Turbo designs generally dominate the marine market for larger ships, the company faces much stiffer competition in offshore projects like FPSOs and drill ships with large four-stroke engines. Here, price, product quality and performance are among the key issues, as is the demand for local content which compels suppliers to build up Brazilian supply chains so as to remain in compliance. The market today Since Brazil ceased large-scale production of ships in the 70s, any subsequent such projects developed the ability to drag on for years, and without there necessarily being an end-product. This situation has certainly changed in recent years. Generally speaking, marine and offshore projects in Brazil have a tendency to be delayed, occasionally for many months. However, such projects are rarely in danger of being cancelled, such is Petrobras need for ships and other hydrocarbon

MAN Diesel & Turbo locations in Brazil

equipment to extract its oil deposits and transport them to the mainland for processing and sale. MAN Diesel & Turbo can boast of very good cooperation with yards and shipowners. Contacts and communication with customers are essential for doing business in Brazil, and MAN Diesel & Turbo works with design institutes, shipowners, operators, yards and the authorities within the marine and offshore area. Indeed, the company appreciates how important it is to understand how the Brazilian market mechanism works. Contact with governmental authorities has been especially important, as has accommodating Petrobras requirement for local content when supplying equipment to the ship industry. This, in turn, has prompted the question of whether engine production in Brazil is again relevant, depending on whether the local need for engines is large enough and whether the export of engines produced in Brazil is realistic. Generally, over the past few decades, European heavy indus-

Naming ceremony in 2010 for the Joo Candido, the first Suezmax tanker in a series of ten built by Estaleiro Atlntico Sul for TransPetro. The oil tankers main engine is an electronically controlled MAN B&W 6S70ME-C type, designed by MAN Diesel & Turbo and built by licensee Doosan (photo Petrobrs)

DIESELFACTS 4/2011

First Tier-III EGR Engine Order Landed


Second generation of Exhaust Gas Recirculation system launched for prototype testing; full integration with container ships MAN B&W 6S80ME-C9 engine a primary aim
MAN Diesel & Turbo has announced the first order for its second-generation EGR system, to be applied aboard a Maersk Line container vessel the 4,500-teu newbuilding #2358. The system will be fully integrated with the vessels main engine, a two-stroke MAN B&W 6S80ME-C9 type to be built by Hyundai Heavy Industries engine & machinery division. The EGR system enables the meeting of the imminent IMO NOx Tier-III emission levels due to come into force by 1 January 2016. Sren H. Jensen, Vice President and Head of Research & Development at MAN Diesel & Turbo said: We have taken an important step forward in the development of exhaust gas recirculation with the release of this second-generation system. This configuration will mirror the final design for our Tier-III NOx EGR engine programme. The main focus has been on integration of the entire EGR system into one unit which is a part of the engine as a charge-air cooler. The EGR unit comprises a cooler, a scrubber, a water mist catcher and a blower unit, and is designed to be fitted on the engine in the same way as a charge-air cooler. Since the first-generation EGR was tested in service, we have achieved significant technical advances as well as improvement in performance. We have optimised the performance of the EGR so that the system recirculates 40% of the exhaust gas so as to meet the Tier-III reduction criterion. The new EGR generation comprises a compact design that entails only minor changes to the engine outline, to the extent that the new engine type does not require any major design changes by shipyards. The newbuilding #2358 from Hyundais shipbuilding division is in the C-class series of 22 container vessels ordered by the Maersk Line and will be delivered in early 2013. Upon delivery, the vessel will serve the trade route between East Africa and the Far East. For a test period of three years, the engine will be operated partly with IMO Tier III NOx emission levels. Exhaust gas reduction Shipping is the most effective transport means of moving goods and accounts for over 70% of global

Graphic of the second-generation EGR system (orange) integrated with its host engine

tonnage. Generally, ships use HFO as fuel, which contains sulphur and which during combustion, forms NOx and SOx. However, the envi-

ronmental effects of ship emissions are under increased focus and the UN is currently introducing regulation aiming at drastically reducing

NOx and SOx emission levels over the next decade. MAN Diesel & Turbos EGR system ensures full fuel flexibility,

ranging from HFO to distillates and natural gas, and reduces NO x by directing part of the exhaust gas back into the engines scavenge air. This reduces the oxygen content of the air in the combustion chamber, thereby reducing the combustion temperature and, as a result, reduces the NOx formation. Tests at MAN Diesel & Turbos Diesel Research Centre, Copenhagen have shown that reaching the IMOs forthcoming Tier III NO x emission requirements is possible with EGR in its own right. Target group The target group for MAN Diesel & Turbos EGR system is owners of ships of over 2,000 dwt, a segment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, global seafaring flexibility, the added resale value it gives ships, and its disposal with the requirement for daily maintenance.

Library picture taken during the construction of a sister ship identical to newbuilding #2358

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.