Tier III Two-Stroke

Technology

Contents

Introduction.................................................................................................. 5
Tier III Technologies................................................................................. 5
SCR Application for Tier III............................................................................. 6
Fuels for Tier III engines .......................................................................... 6
Selective catalytic reduction..................................................................... 6
SCR system for MAN B&W engines......................................................... 7
SCR control system............................................................................... 10
Results and discussion.......................................................................... 11
SCR and HFO operation.............................................................................. 15
SCR service experience.............................................................................. 15
Future development aspects.................................................................. 15
Conclusion.................................................................................................. 17
EGR Application for Tier III........................................................................... 18
EGR investigation on 4T50ME-X............................................................ 18
EGR Tier III confirmation test.................................................................. 19
EGR scrubber performance................................................................... 19
EGR service test.................................................................................... 21
Preparation of service test on newbuilding with 6S80ME-C9.2................ 23
Water treatment system (WTS)............................................................... 25
EGR high-speed blower......................................................................... 27
Conclusion.................................................................................................. 29

Tier III Two-Stroke Technology

Introduction

timisation of part load operation of the

January 2016 when operating inside an

This MAN Diesel & Turbo two-stroke

engine outside the EGR areas. Opera-

Emission Control Area (ECA). For an en-

Tier III paper outlines the status and fu-

tion modes for both ECA and non-ECA

gine designer, it consists of three main

ture development efforts in connection

areas will be outlined.

requirements:

with Tier III technologies, and covers

some of our efforts to develop measur-

As

ing and calculation tools, securing bet-

scrubbers for SO2 removal require WTS

ter knowledge of engine processes like

(Water Treatment Systems), we have, in

combustion, emission formation and

cooperation with external partners, en-

scavenging of the engine.

sured that a significant development ef-

both

EGR

and

An 80% NOx-cycle value reduction,

compared to the Tier I level

after-treatment

A 150% mode cap on each load point

in the cycle (the not to exceed limit)

Tier III applies when operating the engine in a NOx emission control area.

fort is in progress also in this area.

Each of the three requirements is im-

Furthermore, details on the SCR development, not only for the catalyst appli-

Finally, our latest achievements within

portant when developing the technol-

cation, but also on the requirements to

advanced measuring and calculation

ogy necessary for Tier III engines. The

the engine control system in connec-

methods, for better understanding of

80% load cycle NOx reduction require-

tion with the SCR application are given.

combustion, and emission formation

ment means that internal engine optimi-

Also, the status on service tests on the

and scavenging of two-stroke engines

sation is not sufficient in other words:

worlds first Tier III two-stroke engine

will be discussed in this paper.

new technology is necessary.

Tier III Technologies

The mode cap on the individual mode

SCR application is challenging due to

IMO Tier III is mandatory for engines

points of the load cycle means that the

the requirement for installation on the

installed on vessels constructed after 1

applied solutions have to suit a wide en-

will be outlined.

high pressure side of the turbocharger,

and it is space requiring due to the size
of the SCR and urea mixing unit. It is
accordingly relevant to evaluate if SCR
applications can be further integrated in
the engine design for compacting and
securing easy application.
The EGR development project will also
be described in detail, not only test results from research engines will be covered, but service results from prototype
tests of the EGR system on the Alexander Maersk will be outlined, together
with an update on the design for the latest and fully integrated EGR design on
a 6S80ME-C9.2 engine, which will form
the basis for the complete Tier III engine
programme with EGR.
The Tier III EGR application will also
open for the possibility of utilising EGR
as Tier II reduction technology and op-

Tier III Two-Stroke Technology

gine load range. As Tier III NOx limit only

The main focus in the following will be

sulphur limits by other means, thus ena-

applies in emission control areas, the

on the SCR path for compliance with

bling heavy fuel oil (HFO) operation.

engine must be able to switch between

Tier III NOx regulation chosen by MAN

Tier II and Tier III NOx levels.

Diesel & Turbo for low speed two-stroke

marine diesel engines.

Selective catalytic reduction

A way of meeting the IMO Tier III NOx

Within the last two years, technologies

limits is to install a selective catalytic

to achieve Tier III NOx reduction have

Fuels for Tier III engines

reduction (SCR) reactor. In the reactor,

successfully been tested at MAN Diesel

Cost aspects are critical for the suc-

NOx is reduced catalytically by ammo-

& Turbo. Both EGR and SCR have been

cess of a technology. This is the case

nia (as urea) to nitrogen and water, see

successfully tested for Tier III compli-

for both first cost and for operating

Fig. 1.

ance as stand-alone NOx reduction

costs. Many parameters affect the cost

technology. When the engine technol-

evaluation, as ships operate with differ-

SCR reactors have been used in power

ogy has demonstrated the required NOx

ent ownership models, different trade

plant applications since the late seven-

reduction potential, the next develop-

patterns and different engine operation

ties, and MAN Diesel & Turbo (MDT)

ment steps are initiated: gathering serv-

profiles. Added to those differences are

was involved in one of the first marine

ice hours, improving operational and

uncertainties regarding prices and avail-

applications in 1989 on large two-

safety aspects, optimisation of engine

ability of fuel and other consumables

stroke diesel engines. However, where-

control strategies, reducing first cost

needed for the Tier III systems. Large

as the technology is mature for robust

and operational costs. Finally, specifi-

marine diesel engines operate on a wide

power plant applications, the technol-

cations for an entire engine programme

range of fuel qualities, ranging from low-

ogy still needs to be matured for daily

have been formulated.

viscosity ultra-low-sulphur distillates to

marine operation. Therefore, MDT is in-

very high-viscosity residual fuels.

volved in a targeted development of this

SCR Application for Tier III

technology together with Hitachi Zosen

The main focus for emission compli-

All MAN B&W Tier III engines will be

Corporation. Hitachi Zosen builds MAN

ance development for large marine die-

capable of running on low-sulphur fu-

B&W engines and has, among others, a

sel engine developers these years are

els and, at the same time, options will

division that develops and delivers SCR

the requirements applicable in the In-

be available for complying with the fuel

catalysts.

ternational Maritime Organisation (IMO)

designated

emission

control

areas

(ECA). The 2015 0.1% fuel sulphur content limitation and the 2016 80% NOx
reduction limits are the targets.

Exhaust gas

NO2

NO

40% urea solution

CO (NH2)2 5(H2O)

N
O

NH3

For MAN B&W two-stroke marine engines, compliance will be achievable

through tailored solutions. This goes

H
H

N N O

SCR
Reactor

N N

for both the fuel sulphur regulation and

the NOx regulation. For ships built from

N N N

2016, the operation of the main engine

N O

will be divided into two modes: opera-

N2

tion inside and outside an ECA. This

requires NOx reduction technology that
can be switched on and off.

H2O
4NO + 4NH3 + O2 = 4N2 + 6H20
6NO2 + 8NH3 = 7N2 + 12H20

Fig. 1: Principles of the SCR system

Tier III Two-Stroke Technology

The SCR collaboration was initiated in

Temperature before and after the turbine (turb.), based on a 6S50ME-C

2008, and in the following period ex-

Tamb=10C

25% load

50% load

75% load

100% load

tensive development and tests have

T in turb. [C]

299

308

337

395

been conducted on a 1S40MC and a

Tout turb. [C]

245

217

207

221

6S46MC-C engine fitted with SCR sys-

Tgain [C]

54

92

130

174

tems.
Table 1

MDTs focus has been on the development of a dedicated SCR engine that

after the turbine. Compare Table 1 and

the turbocharger (T/C) and the SCR is

ensures reliable SCR operation when

Fig. 2.

sealed by two valves.

This means that the SCR system works

Table 1 reveals that even though the

of SCR systems for large two-stroke

according to the following: When NOx

reactor is placed before the turbine,

diesel engines.

reduction is needed, the exhaust gas is

the exhaust gas temperature is still too

HFO is employed. Hitachi Zosens focus

has been centered on the development

guided to the SCR according to the flow

low at loads below approximately 50%.

SCR system for MAN B&W engines

direction illustrated in Fig. 2. When no

Therefore, it has been necessary to de-

Preconditions for SCR operation

SCR operation is needed, the exhaust

velop a low load method, which can

Due to the high-energy efficiency of

gas is passed directly to the turbine in

be used to increase the exhaust gas

two-stroke diesel engines, the exhaust

gas temperature after the turbocharger
is low: typically in the range from 230-

Vaporiser and mixer unit

260C after the turbocharger dependent on load and ambient conditions.

These low temperatures are problematic for the SCR when HFO is employed.

SCR reactor

Thus, in order to achieve the highest

possible fuel flexibility, it has been a priority to ensure that the engine produces
an exhaust gas with the right temperature for the SCR system.
The SCR inlet gas temperature should
ideally be around 330-350C when the
engine is operated on HFO.
System configuration
At present, the too low exhaust gas
temperature after the turbine has called
for a solution where the SCR is placed
on the high pressure side of the turbine.
Depending on the engine load, this
makes it possible to obtain exhaust gas
temperatures that are between approximately 50C and 175C higher than
Fig. 2: Arrangement of a high-pressure SCR solution on a 6S46MC-C engine

Tier III Two-Stroke Technology

Exhaust gas reciever

SCR
reactor

Cylinder &
SCR bypass (CBV)

Scaveange air reciever

Fig. 3: Low-load method to increase exhaust gas temperatures

temperatures. This is the cylinder &

constitutes a challenge, because the

This is needed, because the SCR has

SCR bypass shown in Fig. 3.

mass of cooling air through the cylin-

a significant heat capacity. Due to the

ders is decreased. This is an effect that

fact that the SCR is fitted before the

The cylinder bypass valve (CBV) in-

needs to be investigated during test

turbocharger, this constitutes a chal-

creases the exhaust gas temperature

bed operation.

lenge for the energy balance between

by reducing the mass of air through

the engine and the turbocharger. Thus,

the cylinders at a fixed amount of fuel

Engine control system

it is necessary to bypass some of the

combustion. This means that higher

In addition to the development of the

exhaust gas directly to the turbocharger

exhaust gas temperatures for the SCR

low-load method, a new engine con-

during engine start-up and acceleration

are obtained. Calculations have shown

trol system (ECS) has been developed.

in order to ensure sufficient energy input

that this method is suitable, because

the mass flow through the T/C remains

Items to be controlled by the ECS

almost unchanged. This means that the

Item Function

scavenge air pressure is maintained,

V1 Maintains acceptable turbocharger performance

and thus that the combustion is nearly

V2 Limits effects on engine performance

unaffected.

V3 Seals reactor together with V2

CBV Increases low-load exhaust gas temperature

From a combustion chamber tempera-

A/B Stabilises T/C

ture point of view, the low-load method

Table 2

Tier III Two-Stroke Technology

T1

Exhaust gas reciever

Reactor
sealing (V3)
Controllable
valve (V1)

SCR
reactor
T4
T2

Controllable
valve (V2)
Cylinder &
SCR bypass (CBV)

Scaveange air reciever

Fig. 4: Overview of bypass valves

Fig. 4 shows three bypass valves which

exhaust gas. These are also found in

to the turbine. For the same reason, it

control the distribution between the ex-

Fig. 4: T1, T2 and T4. T1 is the exhaust

may be necessary to bypass the turbine

haust gas that goes to the SCR system

gas temperature in the exhaust gas re-

during de-acceleration of the engine, as

and the exhaust gas that goes directly

ceiver, T2 is the exhaust gas tempera-

the energy level of the exhaust gas from

to the turbine. These are called: V1, V2

ture at the inlet to the turbine, and T4

the SCR is too high. Lastly, the low-load

and V3. Furthermore, the CBV are dis-

is the exhaust gas temperature at the

method needs to be controlled to en-

played on the figure. The ECS also con-

outlet of the SCR reactor.

sure the right temperature at the SCR

trols the auxiliary blowers (A/B), which

inlet. As a result, a dedicated ECS has

have been fitted with larger electrical

The difference between T1 and T2,

been developed for the SCR engine.

motors to assist during heating of the

denoted dT, is an expression for how

The outline of the ECS is illustrated in

SCR and engine accelerations. The A/

much the energy balance between the

Fig. 4.

Bs are able to operate in the entire load

engine and T/C is influenced because

range of the engine. The functions of

energy is either lost or gained by heat-

the individual valves are summarised in

ing/cooling of the SCR system. In the

Table 2.

present system, a dT of 50C has been

The success criteria for the ECS are:

To ensure acceptable engine performance

found to ensure acceptable engine per-

To ensure quick heating of the SCR

The four valves and the A/Bs are an in-

system

tegrated part of the ECS, and they are

To ensure a minimum exhaust gas

controlled on the basis of three continu-

V1 and V2 open and close according to

temperature Tmin.

ous temperature measurements of the

the limit given by dT, i.e. 50C. V3 is an

formance.

on/off valve. Urea is injected when V1

Tier III Two-Stroke Technology

is fully closed, and the T1 is above the

critical temperature for urea injection.
Based on these three temperature
measurements, the ECS is able to ensure that the engine performance is
maintained during deceleration/acceleration and heating/cooling of the SCR
system. Furthermore, the ECS ensures
that the exhaust gas temperature is
kept above a certain Tmin by adjusting
the position of the CBV.
The four bypass valves are all of the
same butterfly type and are designed
by MDT, see Fig. 5. V1, V2 and V3 are

Fig. 5: Butterfly valves installed on the SCR engine

gas tight and are sealed by scavenge

air. This is to avoid any condensation of
exhaust gas in the SCR elements during
non-SCR operation.
During engine tests in January and
February 2011, the ECS was commissioned, and a print of the main operating panel (MOP) is shown in Fig. 6. The
ECS is able to handle all aspects related
to the handling of the engine: heating
of SCR, deceleration and acceleration.
SCR control system
The SCR unit, including the urea dosing system, also needs to be controlled in order to ensure the right amount
of urea injection at different loads and
NOx emission levels. Furthermore, the
urea injection system needs a flushing
sequence during SCR close-down, and
soot blowing of the catalyst elements.
Hitachi Zosen has developed and delivered this control system.
The dosing of urea is based on online
NOx measurements before and after the
SCR reactor with a ZrO2 based sensor.
The measured value is compared with

10

Tier III Two-Stroke Technology

Fig. 6: Main operating panel for control of the SCR system

1 SCR reactor
2 Vaporiser & mixer unit
3 Control panel for reductant injection and soot
blow
4 Air compressor & air
tanks
5 Urea solution tanks
6 Urea supply unit

Fig. 7: 6S46MC-C fitted with SCR

an estimated NOx value based on test

Engine and SCR used for full scale SCR tests

bed measurement (NOx map as a func-

Cylinders 6

tion of engine load). This is to ensure

Bore

460 mm

that no under/over dosing of urea takes

Stroke

1,932 mm

place in case of a sensor error.

Output

6,780 kW @ 111 rpm

MEP

19 bar

Results and discussion

Location of SCR system

Before turbine

A full scale SCR system has been in-

Fuel

Heavy Fuel Oil

stalled on a 6S46MC-C engine at Hi-

Reducing agent

Urea solution (32.5 wt%)

tachi Zosens workshop in the Ariake

Total mass of SCR line

15,000 kg

Prefecture of Japan, see Fig. 7. Details

Mass of SCR catalyst

1,900 kg

of the engine and SCR system are shown

Type of catalyst

Corrugated honeycomb (TiO2/V)

Table 3.

Manufacturer of catalyst

Hitachi Zosen Corporation

Manufacturer of SCR equipment

Hitachi Zosen Corporation

Table 3

Tier III Two-Stroke Technology

11

goals were conducted on this system in

90

the period from January to April 2011.

80

The objectives were the following:

To investigate low-load method

To commission ECS

To verify Tier III compliance

To gain experience on SCR operation

in combination with HFO.

Low-load method at 25% engine load

The low-load method has been tested
at engine loads ranging from approximately 10% to 50%. Three issues were
the main objectives:

Possible temperature increase of ex-

50
3

40
30

2
SFOC
+2.4 g/kWh

20

0
0

50

Penalty on combustion chamber

Penalty on SFOC.

10
100

150

200

Temperature increase SCR inlet dg. C

components temperatures

60

haust gas entering the SCR

T(X/V spindle)
+24C

70
Temperature increase X/V spindle dg. C

Plot 1: Influence of increased T1 on X/V spindle (full line) and SFOC (dashed line). T1 is increased by
opening CBV

In the following, the results obtained

at the lowest IMO load point (25% en-

SCR/cylinder bypass in action

gine load) is discussed this is where

120

the lowest T1 temperature is obtained.

CBV Feedback
V2 Feedback
V1 Feedback

The amount of scavenge air through the

100

(CCT) was measured, among other

things. The CCT measurements showed
that the average temperature of the exhaust gas spindle (X/V spindle) was the
most influenced component, for which
reason the other combustion chamber
components (cylinder liner and piston)
are omitted in the discussion.
During the reference test, the exhaust
gas temperature, T1, was measured to
258C. This means that T1 should be
increased by at least 72C to obtain
a temperature above the mentioned
330C minimum SCR inlet temperature.

12

Tier III Two-Stroke Technology

Temperature in dg. C

bypass was adjusted and the SFOC

and combustion chamber temperature

SCOC penalty in g/kWh

A huge number of tests with various

80
60
40
20
0
0

200

400

600

Time

800

Time in sec.
Plot 2: Loading from 20% to 100% of the engine to maintain SCR operation

1000

1200

With fully open CBV, T1 can be in-

SCR/cylinder bypass in action

creased by 165C. This means that the

500

desired temperature increase of 72C is

T1 (SCR in)

obtainable. From Plot 1, it is revealed

that this temperature increase causes
on exhaust valve and an SFOC penalty
of approx. 2-3 g/kWh.
Based on the investigations of the lowload method, it has been concluded that for
the present system, the CBV will be em-

Temperature in dg. C

an increased heat load of approx. 25C

350
300

increased scavenge air temperature in

250

to ensure SCR operation at even lower

engine loads.

SCR
Requirement

400

ployed. However, in future applications,

combination with CBV may be needed

T2 (T/C in)

450

200

400
600
800
Time in sec.

1000

1200

Plot 3: Loading of the engine to maintain SCR operation (valve position: 0 = closed, 90 = open)

Engine control strategy

The ECS was also tested on the
6S46MC-C engine on the test bed. A
typical heating of the SCR system during engine loading from 20% to 100% is
shown in Plots 2 and 3. At time equals
to 0, the engine is operated at 20%
engine load and the SCR system is in
steady condition. This is followed by acceleration to 100% engine load. Plot 2
shows the development of T1 and T4,
and Plot 3 shows the valve positions
during the same period.
It can be seen that CBV is able to maintain T1 at the desired Tmin of 310C by
slowly closing as the engine load increases.

Tier III Two-Stroke Technology

13

After a certain period, the CBV is closed

(Plot 3) and T1 increases with the engine load. It is also important to observe
that this loading ensures that V1 remains closed and thus ensures full NOx
reduction at all times. In cases where
V1 is opened due to too high dT, the
urea injection is set at a very low flow to
avoid NH3-slip.
Another cause of heating of the SCR
system has been posted in Plot 4. In this
case, the engine is operated at 100%
engine load, thus T1 is well above Tmin
of 330C.
The SCR system, which is at ambient

Time

temperature, is engaged at time equals

0: V3 opens, V2 opens according to a

Plot 4: Heating of the SCR system at 100% engine load

dT of 50C followed by closure of V1

also according to dT equals 50C. V2 is

NOx emissions at the four IMO

opened during the first two thirds of the

IMO Tier III operation

time before urea injection starts, and V1

It was also verified that the engine and

is closed during the next period. Sub-

SCR system was able to meet the IMO

sequently, the SCR system is ready for

Tier III NOx limits, and the results are

Tier III

urea injection.

displayed in Table 4. The results were

g/kWh 2.9 3.1 2.9 2.5 2.8

witnessed by ClassNK (Nippon Kaiji

Table 4

The plots illustrate that the ECS is able

Kyokai) in April 2011. The table reveals

to handle the operation of the SCR

that the SCR system ensures a NOx

system. It is also concluded that with

cycle value of 2.8 g/kWh, which is well

normal loading and unloading speeds

below the IMO Tier III limit of 3.4 g/kWh.

of the engine, it is possible to keep the

SCR system engaged at all times. In

Based on these measurements, it was

addition, the tests show that the SCR

concluded that the worlds first Tier III

system needs a certain time for heating

compliant two-stroke engine has been

before it is ready for NOx reduction.

demonstrated. The next important step

is the further testing of the system,
which is presently installed on a general
cargo carrier. The ship was built at the
Nakai shipyard and entered active service in late 2011. The owner of the vessel
is the Japanese BOT Lease Co. Ltd.,
and the vessel is operated by Nissho
Shipping Co. Ltd.

14

Tier III Two-Stroke Technology

engine load points

25 % 50 % 75 % 100 % Cycle

SCR and HFO operation

It is well known that the combination
of sulphur containing fuels and SCR
is challenging. This is because of the

Information on Santa Vista

Name of the shipyard

Naikai Zosen

Vessel type

38,000 dwt general

cargo carrier

droplets impinging on walls may deposit and form solid structures, which
may eventually clog the system. While
this has to be avoided, the SCR unit

transformation of SO2 to SO3 inside

IMO number

9527946

needs a spatially uniform distribution of

the SCR. This allows formation of ABS

Hull number

744

ammonia, at low costs in terms of unit

and white plumes. In addition, it is also

Vessel Owner

BOT Lease Co., Ltd.

pressure loss. This makes common in-

known that the inherent content of va-

Operator

Nissho Shipping
Co., Ltd.

dustrial mixing units prohibitively expen-

nadium in HFO makes the SO2 oxidation more pronounced over time. It

sive.

Table 5

is necessary to demonstrate that the

Previous designs of the urea mixer (ref.

present SCR system has been de-

Fig. 7) have been added onto the engine

signed in a way that suppresses these

downstream of the exhaust receiver as

undesired side reactions. This is a part

confirmed. The Licence Days 2012 pa-

an independent unit, piped together

of the service test which was initiated in

per No. 9 from Hitachi covers installa-

with a standard exhaust receiver and

the last part of 2011.

tion aspects and the service experience

a separate SCR unit. As there is large

gained up to now.

mixing capacity available in the exhaust

SCR service experience

receiver, due to the unsteady nature

Having concluded that it is possible to

Future development aspects

and large gradients in velocity, a design

meet the IMO Tier III limit with the sys-

Obtaining a uniform ammonia concen-

which benefits from this is proposed.

tem presented in Table 4 and Fig. 7, this

tration in an exhaust gas poses a mul-

system was moved from the test bed

tifaceted problem. Common practice is

As such, the design is expected to have

to the general cargo carrier Santa Vista,

to inject urea as a liquid into the exhaust

significantly lower pressure losses at

see Fig. 8. Details of the ship are found

stream via a spray nozzle. The urea

the same level of mixing as traditional

in Table 5.

evaporates and undergoes a chemical

designs. Even more, the design has the

decomposition to form ammonia. This

potential to have lower pressure losses

The system was commissioned in Oc-

is troublesome as the process is fairly

than standard exhaust receivers. The

tober 2011 and Tier III operation was

slow compared to flow time scales, as

proposed design can be seen in Fig. 9

for a four-cylinder engine.
The four pipes feeding the unit can be
seen at the top. In the centre of the unit,
a straight open-ended pipe is located.
At the right end of the central pipe, an
anti swirler is fitted. The gas leaves
the unit to the right. As the exhaust gas
is injected tangentially into the unit, a
strong swirling flow forms inside. Owing to this, a low pressure is obtained
centrally in the left region of the unit. As
the flow passes through the anti swirler,
the tangential momentum of the gas is
recovered as static pressure. This sets
up a pressure gradient across the cen-

Fig. 8: The worlds first Tier III compliant ship the Santa Vista

Tier III Two-Stroke Technology

15

tral pipe, which causes the flow here to

be reversed, i.e. directed downwards

in the figure. This is in principle similar

to the vortex breakdown phenomenon

which occurs spontaneously in swirld

ing flows. Here, it is tightly controlled

by the geometry. It is proposed to inject
the urea in the upper part of the central
pipe. As the flow in this region is nonswirling, the urea is injected in a similar
environment as previous, proven, designs.
To verify the concept and investigate
the extent of mixing, a large eddy CFD
simulation was performed. The four inlets were fed with unsteady mass flows
representative of an S50ME engine at
full load. A snapshot from the simula-

Fig. 9: Proposed design of a urea mixer. Flow enters tangentially into the mixing chamber from the cylinders via separate runners (a). While swirling, the flow moves upwards, but loses its swirl as it passes
through the vanes at (b). Due to the loss of swirl, static pressure is recovered leading to higher pressure
at (c) than in the centre of the bottom of the mixing chamber. This causes reversed flow in the centrally
mounted pipe. Urea is injected at (d) and evaporates in the non-swirling flow in the central pipe. The urea
seeded flow leaves the pipe in the bottom of the chamber and mixes with the newly injected exhaust gas

tion can be seen in Fig. 10. A pressure

drop from this design is expected to be
low, as flow pathways are kept large,
and momentum from the individual
,
cylinder s high speed jets are converted
into static pressure, in a manner which
is not present in standard exhaust receivers.

Fig. 10: A snapshot from a large eddy CFD simulation of the mixing of a scalar, representing urea. The
scalar is injected in the central pipe and mixes with exhaust gas during its way to the outlet
16

Tier III Two-Stroke Technology

Conclusion

ever, the service installation has also

The application of selective catalytic

shown that attention needs to be paid

reduction on an MAN B&W two-stroke

to issues related to HFO operation. Until

diesel engine has been demonstrated by

now corrosion of the SCR system and

MAN Diesel & Turbo and Hitachi Zosen

accumulation of ABS in the exhaust gas

Corporation. It has been concluded that

boiler have appeared.

the SCR offers a degree of NOx reduction that ensures IMO Tier III operation.

From the experience obtained in con-

A low-load method provides the desired

nection with the test bed and the serv-

minimum operation temperature which

ice installation, the following critical

suppresses undesired precipitation of

parameters for a successful technical

ammonium bisulphate in the catalyst el-

solution have been identified.

ements. Additionally, it has been found

that the newly developed engine con-

From the engine side:

trol system is able to handle all aspects

system, deceleration/acceleration and

Pre-turbine SCR for the highest possible temperature

of IMO Tier III operation: heating of the

Low-load method to ensure correct

temperature

start/stop of the SCR system.

Engine control system.

The service installation has revealed

From the SCR system side:

that the data obtained on the test bed

Urea injection and mixing

can be reproduced in service. Tier III

SCR elements to ensure HFO operation

compliance has been demonstrated,

and it has also been shown that the

SCR control system

low-load method is applicable. How-

Proper installation.

Tier III Two-Stroke Technology

17

EGR Application for Tier III

The following describes the investi-

Effects on CO:

Since the ratification of the IMO Tier III

gation and testing that MAN Diesel &

Increased Phyd has a significantly

criteria for NOx emissions from large ma-

Turbo has completed with EGR on large

rine diesel engines in emission control

two-stroke diesel engines.

Increased Pscav has a moderately pos-

turers worlwide have been challenged

EGR investigation on 4T50ME-X

Increased Pcomp/Pscav has a moderately

to develop new measures to reduce

Engine parameter study

NOx. The extent of the necessary meas-

Several comprehensive EGR test pro-

Increased Tscav has a moderately neg-

positive effect on CO
itive effect on CO

areas (ECAs), marine engine manufac-

positive effect on CO

ures to reduce NOx by up to 80%, in

grams have been carried out on the

order to meet the IMO NOx criteria from

4T50ME-X test engine to investigate

1 January 2016, is beyond well-known

the mechanism of different variations of

The reduced energy to the turbine side

adjustments of the combustion proc-

engine parameters when running with

of the turbocharger, up to around 40%,

ess in two-stroke diesel engines. NOx

EGR.

when operating the EGR system, results

reductions of this magnitude on two-

ative effect on CO.

in reduced scavenge air pressure and

stroke diesel engines require add-on

The study of engine parameter varia-

hereby negative effects on the SFOC.

technologies such as exhaust gas re-

tions during EGR operation revealed the

This highlights the need for compen-

circulation (EGR) or selective catalytic

following effects on SFOC and emis-

sating means as utilisation of cylinder

reduction (SCR) as described above.

sions, as also shown in Table 6:

bypass to compensate the decrease

In 2004, MAN Diesel & Turbo (MDT)

Effects on SFOC

in the scavenge air pressure. Fig. 11

started the first test program with EGR

on the large 4T50ME-X two-stroke diesel test engine in Copenhagen, in order

four-stroke diesel engines used in the

automotive sector has been known as

scav ratio

has a posi-

a very efficient means to reduce NOx in

and without EGR, corresponding to utili-

Increased Phyd has a positive impact

sation of a turbocharger cut-out solution.

Increased Pscav has a positive impact

As can be seen from Fig. 12, the heat

on the SFOC penalty

release is only slightly affected by EGR.

Increased Tscav has a negative impact

Increased hydraulic injection pressure

on the SFOC penalty.

can compensate for reduced heat re-

combustion engines. The HFO burned

lease in the early part of the combus-

in large marine engines is a challenge

Effects on NOX

when using EGR, due to the presence

test on a ship in order to investigate

the long-term effects on the engine
components. In March 2010, a retrofit
EGR system was installed on a 10MW
7S50MC Mk 6 engine on board the
A. P. Moeller Maersk 1,100 teu container vessel Alexander Maersk.

18

Tier III Two-Stroke Technology

Increased Pcomp/Pscav has a slightly

negative effect on NOX

In parallel with the EGR investigation on

sel & Turbo planned to make a service

Increased Phyd has a moderately negative effect on NOX

was introduced in the EGR system.

the 4T50ME-X test engine, MAN Die-

Increased Pscav has a slightly positive

effect on NOX

of a high sulphur content and a high

content of solids. Thus, a wet scrubber

areas for the compressor running with

tive impact on the SFOC penalty

on the SFOC penalty

to verify the effect of EGR. Since the

1970s, the effect of EGR on smaller

Increased Pcomp

shows the two very different operating

/P

Increased Tscav has a slightly negative

effect on NOX.

tion.

Test results from engine parameter variations at 75% engine load (auxiliary power
for EGR lower, separator and pumps are not included in dSFOC)
NOx
(g/kWh)

dSFOC
(g/kWh)

CO
(g/kWh)

Pmax
(bara)

EGR
rate(%)

O2
(vol. %)

No EGR

17.8

0.65

152

Max. EGR

2.3

+4.9

4.17

151

39

16.0

EGR ref.

3.7

+3.0

2.57

151

36

16.8

Incr. Pcomp/Pscav

4.0

+2.5

2.18

156

36

16.8

Incr. Phyd

4.2

+2.8

1.83

151

37

16.6

Incr. Pscav

3.6

+1.9

2.12

156

37

16.6

Incr. Tscav

3.9

+3.6

2.82

156

34

16.8

Tier III setup

3.4

+0.6

1.34

157

41

16.2

EGR scrubber performance

Recently, an EGR scrubber test program was carried out on the 4T50ME-X
test engine in order to investigate the
influence on wet scrubbing efficiency by
variation of different parameters in the
scrubbing process.
The purpose of the EGR scrubber is to
protect the combustion chamber parts
as well as other exposed engine components from sulphuric acid and parti-

Table 6

5.5

CV08CT70CA60

CV06CT40CA40

0.07

5.0

0.06

HHR (1/deg)

4.5

Pressure Ratio

4.0
3.5
3.0

Phyd = 200 bar, EGR = 40%

0.04
0.03

2.0

0.02

1.0

Phyd = 200 bar, EGR = 29%

0.05

2.5

1.5

Phyd = 200 bar, EGR = 0%

0.00
0 4 8 12 16 20 24
Mass flow [kg/s]

Fig. 11: Turbocharger compressor maps running the engine with and without
EGR
24.0

EGR Tier III confirmation test

22.0

The investigation on the 4T50ME-X test

compliance is achievable by the use of
high pressure EGR solely. A cycle value
below 3.4 g/kWh of NOx was obtained,
and also the not-to-exceed (NTE) level
of 5.1 g/kWh of NOx at each engine
load point 25, 50, 75 and 100% was
proven during the test, see Fig. 13.

Fig. 12: Heat release running with and without EGR

100% load

75% load

20.0

Specific NOx (g/kWh)

engine has shown that IMO Tier III NOx

0 10 20 30 40 50 60
70
Crank angle

18.0
16.0

50% load
25% load

14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0

IMO Tier III cycle valve

15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0

Oxygen conc. in scav. rec (wet, vol %)

Fig. 13: NOx emission at different engine loads as a function of oxygen content in the scavenge air

Tier III Two-Stroke Technology

19

cles from the exhaust gas when burning

PM reduction at 75% load

HFO with a high sulphur content.

0%
The parameters varied and were as fol-

-10%

lows:

-20%

Water flow in the scrubber

Pre-scrubber flow variations

pH variations

Variations of internal hardware parts

-30%
-40%
-50%
-60%

in the scrubber.

-70%
-80%

The investigation showed that the wet

scrubbing process chosen is a robust
and efficient way to clean the exhaust

-90%
-100%

gas. Results from the test showed the

following overall numbers:

Up to 98% SO2

Fig. 14: PM reduction over scrubber

removal typical

value: 90%

Up to 92% PM removal (ISO8178)

As shown in Fig. 15, analyses of the

gas. The presence of sulphur after the

typical value: 70-80%.

chemical composition of the particles

scrubber origins from small droplets of

before the scrubber, after the scrub-

dissolved Na2SO4 carried over from the

The SO2 removal in the scrubber proc-

ber and after the turbine show that

scrubber water and H2SO3 and H2SO4

ess showed a clear correlation with the

the scrubber removes all ashes and

droplets created from the remaining

amount of dosed NaOH in the scrubber

elemental carbon from the exhaust

part of SO2 and the SO3.

water, and hereby the pH value entering

the scrubber.
Fig. 14 shows the PM removal in the
scrubber during a test program completed in August 2011. As can be
seen from the figure, the PM removal

Chemical composition of PM
120.00
100.00

treatment scrubbers. It is expected that

the improved scrubber performance
(compared to normal after-treatment
scrubbers) is caused by the fact that
the properties of the particulate matter

PM mg/Nm3

is between 60 and 95% which is better than what is normally seen in after-

(75% load, 0.75% S HFO)

80.00

ash calc
remaining
SO4+Water
EC
OM

60.00
40.00
20.00

upstream the turbine is different from

the properties of particulate at ambient
conditions.

0.00

Before scrubber

After scrubber

After T/C

Fig. 15: Chemical composition before scrubber, after scrubber and after turbine

20

Tier III Two-Stroke Technology

The conclusion from the wet scrubber

The EGR service test objectives are to:

system is a push button system con-

test is as follows:

Investigate the impact of EGR opera-

trolled from the engine control room,

The SO2 removal is good and signifi-

tion on engine components: cylinder

except for the separator in the Water

cantly influenced by the added NaOH

liner, piston, piston rings, piston rod,

Treatment System (WTS), which has to

amount

cylinder cover, exhaust valve, etc.

be started on-site by the crew.

PM removal is good and only slightly

when burning HFO with a high con-

influenced by variations in the hard-

tent of sulphur

The thermodynamic performance of

Investigate impact on the EGR com-

the EGR components was success-

ponents

fully tested, and the EGR components

Hand over operation of the EGR sys-

fulfilled

Water carry-over from the EGR

tem to the ship crew in order to get

Commissioning of the EGR system in

scrubber should be avoided due to

feedback on operation of the system,

automatic mode was also successfully

the risk of contamination by Na2SO4

in order to adjust the system for easy,

completed

from the scrubber water.

reliable and safe operation.

ware internals

Ash and elemental carbon are almost

totally removed in the scrubber

the

expected

performance.

Until now, the combustion chamber

EGR service test

Currently, the EGR system on board Al-

components and the exhaust gas path

A service test of the EGR process and

exander Maersk has been in operation

are not negatively affected by EGR op-

components is an important task in the

close to 1,200 hours with the engine

eration. Fig. 17 shows the piston rings

development of the future EGR engines.

running on HFO with 3% sulphur. NOx is

before and after approx. 900 running

Engine condition as well as conditions

reduced by more than 50%, as shown

hours in EGR operation

of the EGR components is necessary to

in Fig. 16. The EGR system is currently

follow and develop through thousands

operated by the ship crew. The EGR

of running hours. Currently, one EGR

service test is ongoing and another
service test is under preparation.

NOx (ppm)
1000

Service test on Alexander Maersk

900

The main objective of the service test,

800

which is still ongoing, is mainly to investigate the long-term impact on the

engine during EGR operation.

NO-EGR

700
600

60 % NOx reduction

500
400

EGR

300
200
100
0

0 200 400 600 800

Seconds run time

Fig. 16: Measurements of NOx reduction on board Alexander Maersk during a performance test

Tier III Two-Stroke Technology

21

The service test, which is still ongoing,

has been quite challenging due to the
HFO operation with a high sulphur content. The challenges have mainly been
related to the following issues:

Corrosion of non-stainless components. Heavy corrosion has been

experienced on the EGR cooler
housing, EGR cooler element, EGR
blower wheel, drainers, EGR pipe
and separator in the WTS system

Difficulties with controlling the dosing

of the correct amount of NaOH

Water carry-over from the scrubber

system, resulting in heavy deposits in

Fig. 17: Piston rings before and after approx. 900 running hours in EGR operation on HFO

the EGR system.

In order to deal with corrosion challenges, the following components have
been exchanged with stainless steel:
the EGR blower wheel, drainers and
some valves in the WTS system. The
EGR cooler element will be exchanged
with a stainless steel element. In addition, a comprehensive repair of the
EGR cooler housing and the EGR pipe
from the blower to the connection on
the charge air pipe has been completed
due to insufficient coatings.
The service test has gained a lot of
important learning and information on
what the challenges are when running
EGR on an HFO burning two-stroke
marine diesel engine, as can be seen in
Fig. 18. Corrosion of EGR components
and deposits in the EGR system are important to target. Until this state of the
service test, the engine components
are not affected by high pressure EGR
operation.

22

Tier III Two-Stroke Technology

Fig. 18: Left deposits of sodium sulphate, iron sulphate and soot on main engine cooler top, caused by
water carry-over from the scrubber system. Right almost no deposits when water carry-over from EGR
scrubber system is avoided

Exhaust receiver
T/C
cut out

Shut-down
valve

Small T/C

Large T/C
T/C
cut out

Mix Cooler

Cooler

Scrubber

WMC

WMC

EGR blower

Scavenge air receiver

Fig. 19: EGR system diagram for a 6S80ME-C9 with two turbochargers

Preparation of service test on new-

The objectives of the service test are:

building with 6S80ME-C9.2

The newest target in the development

of MAN Diesel & Turbos two-stroke

The design experience from the project

Maturing of the EGR engine concept

is to extend the EGR-2 principle through-

for IMO Tier III compliance

out the MAN Diesel & Turbo engine pro-

Monitoring

combustion

chamber

gramme.

EGR engines is a full Tier III compliant

parts and other exposed engine

prototype with the EGR components

parts under realistic conditions

As can be seen from Fig. 19, the

Monitoring of the EGR components'

6S80ME-C9 EGR engine has one small

With this project, MAN Diesel & Turbo

operational conditions under realistic

turbocharger and one large turbocharg-

targets larger two-stroke EGR engines

operating conditions, i.e. during burn-

er and cut-out facilities for the small tur-

with more than one turbocharger utilis-

ing of HFO

bocharger. The engine will run in the fol-

integrated into the engine structure.

ing TC cut-out for high engine efficiency

in future ECA areas.

Education of crew to make reliable

lowing modes:

operation of the EGR system and

Non-ECA operation (blue and purple

gain experience for future instruction

lines): both turbochargers are work-

books, education and support

ing in parallel under normal conditions

Identifying simplification and cost

supplying the engine with the neces-

down potentials.

sary scavenge air. At low-load TC cutout, it can be utilised to save fuel

Tier III Two-Stroke Technology

23

ECA operation Tier III (blue and

green lines): the small turbocharger is
cut out to compensate the reduced
exhaust gas amount, and the EGR
blower is running to supply exhaust
gas into the scavenge air receiver.
The

pre-scrubber

and

scrubber

clean the EGR before the exhaust

gas enters the scavenge air receiver.
The EGR cooler has a double function and acts as an EGR cooler in
this mode and as a normal charge air
cooler in non-ECA mode.
The vessel newbuilding No. 2358 is
the last delivery of the APMM C-class

Fig. 20: Maersk C-class container vessel

series, see Fig. 20, from Hyundai Mipo

Shipyard in Ulsan Korea. The ship is

operate the engine with low EGR rates

Besides integrated EGR components

equipped with MAN B&W 6S80ME-C9

to allow service time on the EGR com-

on the engine, as can be seen in Fig.

engines and an MHI waste heat recov-

ponents and to fuel optimise the op-

21, and related engine modifications,

ery system de-rated from 27 MW to 23

eration. The EGR service test period is

the following installation work will be

MW.

planned to be for three years until early

carried out by HHI Shipbuilding Division:

2016, when the NOx Tier III limits enter

The engine is planned for shop trial in

into force.

August/September 2012, including full

commissioning of the EGR system, in-

HHI-EMD will produce the 6S80ME-

cluding an Alfa Laval water treatment

C9.2 EGR engine, and the following en-

system. The engine will be certified by

gine modifications will be made:

class ABS. The technical file will be ac-

Sequential turbocharging

cording to the normal Tier II certificate.

EGR cooler and scrubber module in

Installation of NaOH and EGR sludge

tanks

Installation of water treatment system

Installation of frequency converters

for EGR blowers

Installation of stainless piping for

scrubber water handling

Extended central cooling water ca-

However, knowledge is gathered to

duplex material from a local producer

make a proposal for a Tier III certifica-

based on MAN Diesel & Turbo design

Electrical installation

High-efficient EGR blowers

Software update of control alarm and

Stainless steel coolers with dual

tion procedure.

pacity

monitoring system for tank monitor-

functionality

The sea trial will take place in January

ing

2013, and subsequently EGR commis-

Gas control valves

sioning will be carried out when the ves-

Changed components such as ex-

system for waste heat recovery and

haust receiver, scavenge air receiver

ME heat capacities.

sel is in service operation.

Software update of power monitoring

and galleries
The main engine outline is only modi-

MAN Diesel & Turbo highly appreciates

will go into service on the West Africa -

fied slightly at the EGR-2 module

the close corporation with leading en-

Far East route. Even though the vessel

keeping the engine foot print un-

gine builders, shipyards and shipown-

changed

ers for this strategic important proto-

Control system modifications.

type project.

After delivery in early 2013, the vessel

would not sail in ECAs, it will be operated in ECA mode for 20% of the time.
For the remaining time, it is agreed to

24

Tier III Two-Stroke Technology

Water treatment system (WTS)

WTS system layout and functionality

During the development of the WTS, it

MAN Diesel & Turbo is heavily involved

The EGR WTS system is an important

became clear that the aim should go for

in the development of water treatment

part of operating the EGR system be-

a unit solution that is simple to install

systems (WTS) for both EGR and SOX

cause the contaminated scrubber water

for the shipyards, like a plug and play

scrubbing systems. The WTS is essen-

needs to be cleaned for soot particles

solution. Much functionality is hereby

tial for running the EGR system, and

to avoid clogging up the system. More-

included in the WTS system, i.e. the

compliance with IMO criteria for wash

over, the water generated during com-

NaOH dosing, water flow control and

water discharge is highly prioritised.

bustion which is condensed in the EGR

discharge control.

Over the last couple of years, Alfa Laval

cooler, needs to be discharged to the

has, in cooperation with MAN Diesel

sea, in a clean condition, to avoid large

& Turbo, developed a complete water

storage tanks on board.

treatment system for the EGR engine.

Extensive testing and investigation on
how to clean scrubber water in an efficient and reliable way have been carried
out successfully.

Fig. 21: integrated design of EGR unit (orange) on a 6S80ME-C9 engine

Tier III Two-Stroke Technology

25

In order to make installation highly flexible, the WTS module is divided into two
units:

WTS1 module, see Fig. 22, comprises the separators, scrubber pumps,
NaOH dosing, etc., to be placed wherever there is space in the ship

WTS2 module (collecting tank module) for transportation of the scrubber

water from engine site to the WTS1
module to be placed close to the engine below the EGR unit on the engine.

The WTS system is a necessary EGR

auxiliary system for EGR operation because of the following functionalities:

Controlling of the correct water supply to the EGR scrubber

Reliable and clean conditions in the

scrubber system

Correct dosing of NaOH

Controlling of the salt concentration

Fig. 22: Alfa Laval WTS module 1 for 23 MW engine (footprint 4 x 5 m)

in the scrubber water

Compliance with IMO regulation for

wash water discharge

Minimal pumpable sludge production.

As shown in Fig. 23, the WTS system

is divided into modules. Module 1 comprises separators for both cleaning of
the scrubber water supplied to the EGR
unit and for cleaning of the discharge
water. All water supplied to the EGR
scrubber is cleaned in order to ensure
reliable operation without any clogging
up of deposits scaling up in the scrubber system. Cleaning of the discharge
water is carried out on the cleaned
scrubber from the scrubber water
cleaning separators. The WTS1 module controls the amount of scrubber
water in the system by either discharge
of water or addition of fresh water. The

26

Tier III Two-Stroke Technology

Fig. 23: WTS process diagram

WTS system ensures compliance with

IMO wash water criteria in all operation

1,30

cases.

9000

The following parameters will define the

engine requirements to the WTS system:

Inlet scrubber water flow

Inlet scrubber water pressure

Inlet scrubber water temperature

Quality of inlet scrubber water

Pressure Ration (T-T)

1,25

- solids fraction

1,20

7000

1,15

6000

1,10

1,00

- salt concentration

=78

8000

5000
4000
3000
2000 87

1,05

- pH value

=80

0,0

0,5

1,0

1,5

2,0

2,5

3,0

3,5

4,0

Draining capacity.
Fig. 24: Requirement for EGR high-speed blower.

The current development is aiming at

defining all necessary specific values for
the above-mentioned parameters.
The requirements for a high-speed EGR
EGR high-speed blower

blower are:

In order to improve the EGR process,

High efficiency over wide flow range

in particular reduction of the additionally

Fast dynamic flow response

needed auxiliary power, MAN Diesel &

Corrosion resistant materials

Turbo has been involved in the develop-

Reliable, well-known technologies

ment of a new high-speed EGR blower

Lube oil journal and thrust bearing

with a significantly higher thermody-

Compact design

namical efficiency than former designs.

Flange mounting

The high-speed EGR blower is based

Leakage proof by use of sealing air

on a radial turbo compressor wheel run-

Simple control interface

ning at 2-3 times higher speeds than a

Integrated monitoring of operation

conventional radial b-wheel.

condition.

MAN Diesel & Turbo is currently col-

Fig. 24 shows the required compressor

laborating with Siemens Turbo Systems

map for an EGR blower from Siemens,

on developing EGR blowers for the two

including operational points for different

6S80ME EGR prototype service test.

engine loads. Tests have shown that re-

Besides, MAN Diesel & Turbo is also

quirements were met satisfactorily.

developing an in-house solution in order to ensure more than one supplier of

EGR blowers.

Tier III Two-Stroke Technology

27

Fig. 25 shows the EGR blower produced for testing on the 4T50ME-X
test engine. Specifications of the EGR
blower are as follows:

Power: 200 kW

Thermodynamic efficiency: 0%

Pressure lift: 600 mbar

Mass flow: 4 kg/s (at 31C inlet temperature)

Weight: 600 kg

Lube oil flow: 60 l/min

Cooling water flow: approx. 2 m3/h.

Fig. 25: New-developed and FAT-tested EGR blower (200 kW)

The EGR blower has been tested on

the test bed at ambient conditions with
satisfying performance figures, and issues with surging at a high pressure ratio against a closed valve at the blower
outlet was tested not critical. The next
step of testing will be a blower performance and controlling test on the MDT
4T50ME-X test engine planned for April
2012. Subsequently, a test on Alexander
Maersk will be conducted. Currently,
two sizes of the Siemens high-speed
EGR blowers are available, covering engines from approx. 5-23 MW.

28

Tier III Two-Stroke Technology

Conclusion
As can be seen from the above, the
EGR application on two-stroke MAN
B&W engines has, over the last decade,
developed from a basic idea on how to
reduce NOx emissions to a dedicated
design, suitable for application on the
engine in standard configuration.
The development process has ensured
dedicated development of:

Water spraying systems for pre-cooling of exhaust gas

Wet coolers capable of withstanding

SO2, SO3 and H2SO4 condensation

Scrubbers with very high SO2 and

Compact high-speed and high-effi-

particulate emission removal capacity

ciency EGR blowers

Water treatment systems capable

of removing particulate matter efficiently, and clean water to suitable
discharge level

Control systems capable of securing

simple push-button operation of the
EGR system

Control strategies securing optimal

engine performance in both Tier II areas and in Tier III ECA areas.

This makes MAN Diesel & Turbo confident that the EGR system application
will be available in due time before 2016
for the complete engine range.

Tier III Two-Stroke Technology

29

30

Tier III Two-Stroke Technology

Tier III Two-Stroke Technology

31

32

Tier III Two-Stroke Technology

Tier III Two-Stroke Technology

33

34

Tier III Two-Stroke Technology

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. CopyrightMAN Diesel & Turbo.
5510-0125-00ppr Aug 2012 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com

MAN Diesel & Turbo a member of the MAN Group